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>raw-i L \. o.. Inc.
November 5, 1921
Twenty CenU Per Copy
nsszztizi^jinisiiixa
' ~ . » . ^ ^ A .
BEFORE— Typical Section of worn-out Brick Pavemefit an^Wpod
■i^-- -1
^ ^ ^ - ^ ^ '- *
v^,--- m'^?7-,'=~1- ^,",^.^^^„-^
ArTZR— Method of renewing with Asphalt Surface, Street Paving Guard and
Steei Twin Ties without removing old track foundation or street paving.
Electric Railway Journal
November 5, 1921
Remember 1919-1920
Now is the time to order Renewal Parts for Winter Use
Manufacturers are undermanned and may,
therefore, not be able to respond to the
peak demands of a severe winter.
Safeguard the quaHty of your service by
Westinghouse Electric & Manufacturing Co.
East Pittsburgh, Pa.
replenishing stock and replacing worn
parts immediately.
A reasonable stock of .Westinghouse
Renewal Parts in your storeroom is the
best assurance of reliable service.
Westinghouse
Vol. 58, No. 19
New York, November 5, 1921
Pages 807-848
Electric Railway
Journal
Henry W. Blake and Harold V. Bozell, Editors
Henry H. Nobris, Managing-Editor
Contents
Results of Tests for Measurement of Earth Currents
Important and present status of earth currents. Burton McCollum, electrical
engineer of the U. S. Bureau of Standards, declares that a new instrument and
a new method allow more accurate determination of currents causing electrol-
ysis in underground structures Page 809
Railway Situation in Berlin
Large reduction in operating expense made necessary by the present conditions
have been effected by the consolidation of the various street and suburban lines
in Greater Berlin and by improving traffic conditions. Eugene Eichel analyzes
the German situation Page 814
The[Superpower Survey Shows Advantages of the System
The report of W. S. Murray and others for the Geological Survey outlines the
savings possible by co-ordinating and supplementing existing utilities. The
report recommends electrification of 19,000 miles of trunk lines in zone and
shows resulting economies Page 818
Editorials 807
Valtellina Railway Is Extended 816
Improving Accident Records 823
Australian Railway Rail 825
Single-Phase Expre.ss Locomotives for the
Swiss Federal Railways 825
Direct Current for England 826
Edinburgh Corporation Tramways Begin
Overhead Construction 827
Letters to the Editor 827
Equipment and Its Maintenance 828
Railway Topics Discussed by A. S. M. I.
830
Status of Electric Railway, Light and
Power Securities 831
Subways for City Transportation 833
Mr. McGraw Discusses Business Revival 835
American Association News 836
News of the Electric Railways 837
Financial and Corporate 841
Traffic and Transportation 843
Personal Mention 846
Manufactures and the Markets 847
McGRAW-HILL COMPANY, INC., Tenth Ave. at 36th St., NEW YORK
JAMES H. MoGRAW, President
ARTHUR J. BALDWIN. Vice-President
J. MALCOLM MUIR. Vice-President
EDWARD D. CONKLIN. Vice-President
JAMES H. MoGRAW. JR.. Secy, and Treasvirer
Cable Address "Machinist. N. Y.'
Publishers also of
WASHINGTON, D. C, 610-611 Colorado Building
CHICAGO. 1570 Old Colony Building
PHILADELPHIA. Real Estate Trust Building
CLEVELAND, Leader-News Building:
ST. LOUIS, 713 Star Building
SAN FRANCISCO, Rialto Building
LONDON, E. C fi Bouverie St.
BUENOS AIRES. Florida 587
Klectrleal World American Machinist
Kngin«>erine and Mininj; Journal
Klectrioul Merchandising
Journal of Klectricity and Western Industry
Chemical and Metallurgical Engineering
Engineering News-Record
Ingenieria Internacional
Power .fMBf.. Coal Age
Member Audit Bureau of Circulations.
Member Associated Business Papers. Inc.
The annual subscription rate ia $4. Extra zone
po.5tage west of the Mississippi, and in Alaska,
Hawaii, the Philippines. Porto Rico. Canal Zone,
Cuba. Mexico. Honduras, Nicaragua, Dominican
Republic. Salvador. Peru. Colombia. Bolivia and
Shanghai. China. 50 cents, ETxtra postage in
Canada. SI, 50. Extra foreign postage t3 (total
$7, or 30 shilhngs). Single copy 20 cents.
Change of Address — When change of address is
ordered the new and the old address must be given.
Notice must be received at least ten days before
the change takes place.
Copyright, 1931. by McGraw-Hill Company. Inc.
Published weekly. Entered as second-class mat-
ter, June 33, 1908, at the Post Office, at New
York, tinder the Act of March 3. 1879.
Circulation of this issue, 6,000
Advertising Index — Alphabetical, 54; Classified, 50, 52; Searchlight Section, 48, 49
Electric Railway Journal
November 5, 1921
Type CR Trolley Frog
The Long-Life Frog
The Trolley Wheel Never Travels On Its Flanges
Trolley ^wheels last longer when operating with Type
CR Frogs, as the Flange does not pit, and helps to pre-
vent noise.
Type CR Frogs can be installed nearer to a point
directly over the track switch point than any other frog.
This increases the life of the trolley wire on the straight
line approaching the frog by reducing the grind of the
trolley wheel riding angularly at this point.
Westinghouse Electric & Manufacturing Co.
East Pittsburgh, Pa.
Westinghouse
November 5, 1Q21 Electric Railway Journal
niiiiimiiiiiiiiiiiiiiiiiiiiimuimiiiiiiiiiiiiiiraiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiii niiiiniiiiiiiiiiiiiiiiiiuiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiuiiiuiiiimimiuiHiriiiiiiiiiiiiiiiiiiiiimiimiiniiuiiiiiiiii
REDUCE EXPENSES
What
Mr. Shonts
Said in 1911
In an interview with a reporter for
the New York Tribune, August
13, 1911, the late Mr. Shonts.
then president of the Interborouffh
Rapid Transit Company, said:
"When our first ten-car trains were
planned, we found that an auto-
matic coupler, which Mr. West-
inghouse had developed about ten
years before, was just what we
needed, and we adopted his
coupler, which not only saves time,
but increases the safety of the
traveling public. Of course, the
public seldom thinks of such things
as this, but we railroad men have
to think about them and use them."
WESTINGHOUSE "Tight Lock"
Automatic Car, Air and Electric
Couplers (furnished in designs siiitable
for both light and heavy traction service),
contribute to lower operating costs by —
(a) Eliminating time ordinarily lost in manual
coupling of cars, air lines and electric connec-
tions when making up trains at terminals, or in
coupling and uncoupling cars while trains are
en route.
(b) Preventing friction between coupler faces,
thus minimizing wear from that source and
making for the utmost economy with respect
to maintenance.
(c) Rendering use of air hose unnecessary.
(d) Virtually eliminating cost of maintaining
electric jumpers, expense of carrying extra
jumpers, and time lost hunting jumpers to com-
plete preparations during train makeup.
SEND FOR A COPY OF OUR
NEW DESCRIPTIVE CATALOG
UNIT T.2029.
WESTINGHOUSE TRACTION BRAKE Co,
Qeneral Office and Works, Wilmerding, ?a.
ATLANTA
CHICAGO
^!S\
PITTSBURGH
ST. PAUL. MINN.
BOSTON
DENVER, COL.
Iwl
SAN FRANCISCO
LOS ANGELES
COLUMBUS, O
MEXICO CITY
|mI
ST. LOUIS. MO.
SAW LAKE CITY
HOUSTON, TEX.
NEW YORK
r—77
SEATTLE. WASH.
WASHINGTON
i
1
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6 ElectricRailwayJournal November 5, 1921
^ Jnsurance plus
Additions and Betterments
When plans are taking shape
for additions and betterments,
you can profitably employ the
servicesof Marsh and McLennan
engineers.
They enable you to safeguard
profits, eliminate hazards and
reduce insurance cost.
Busmess executives of many of
our large corporations have
used this service profitably.
MARSH & MCLENNAN
175 W.Jackson Blvd. Chicago, 111.
Minneapolis Denver San Franciscx) Winnipeg
New York Duluth Seattle Montreal
Detroit Columbus Cleveland London
November 5, 1921
Electric Railway Journal
^^
Toronto Places Repeat Order for
Wilson KSotd' Welder
After the Toronto Transportation Commission had
tried out thoroughly its first Wilson Plastic Arc Rail
Bond Welder, an order came in for another machine.
Only actual service can reveal the real character of
the Wilson Welder.
Only in actual operation can you see how it holds
the current to a constant value and limits the arc to the
short length — both essential for a good weld.
Only when it has been used twenty-four hours a
day — and day after day — as it was at Toronto, can you
appreciate its capacity for continuous service.
But not until you have tested the finished weld do
you understand, absolutely, why the Wilson Plastic
Arc Rail Bond Welder is The Machine.
Wilson Welder is capable of any welding work —
on the track or in the shop.
THE OHIO BRASS CO., Mansfield, Ohio
New York Philadelphia Pittrburgh Chicago
Los .\ngeles San Francisco Paris, Fratice
Trolley Materials; High Tension Porcelain Insulators; Third Rail Insulators;
Rail Bonds; Electric Car Equipment.
Toronto also uses
O-B Arc Weld Bonds
O-B Arc Weld Bonds have four funda-
mental advantages — right angle welding
scarf, steel welding surface, steel rein-
forcement completely encircling the termi-
nal, and a copper vibration-damping
sleeve where strand joins terminal.
O-B Bonds may be installed with the
Wilson Welder or any other metallic arc
welding machine.
Electric Railway Jouenal
November 5, 1921
1903 y
EIGHTEEN YEARS OF SERVICE
prove the efficiency of UNION
automatic block signals controlled
by continuous A. C. track circuits.
In 1 903 the first A. C. track circuits ever
installed were put in service on the North-
vsrestern Pacific. They are still giving
entire satisfaction.
''Safety AND Economy"
Trade Trade
0 Mnion ^toitcb ^ Signal Co. 0
SWISSVALE, PA.
November 5, 1921
Electkic Railway Journal
tn
the
Night
25 per cent do it
There would be more night riders
if you could sell them on better
service. By eliminating uncer-
tainty, identifying cars and their
routes, you secure the night riders'
good will. They will ride more
often on cars that unmistakably
advertise their routes and destina-
tion points — that look as illumi-
nated from the outside as they do
inside.
Golden Glow Headlights identify
your cars in general and make it
easier for the motormen and op-
posing traffic.
Keystone-Hunter Illuminated
signs easily identify your cars in
particular at a distance convenient
to the night rider.
V/rite for data sheets.
_ -«,'JP? * iiBti.iM w"!" ;•■ r-
OAK LA
Keystone-Hunter Illuminated Signs (They're white by day).
Electric Ser\tce> Supplies Co
Manufacturer of Railway Material and Electrical Supplies
PHILADELPHIA NEW YORK CHICAGO
17th and Cambria Street. SO Church St. Monadnock EWg. Golden Glow Headlights for either port-
Branch Offices: Boston^ Scrantortf Pittsburgh able or permanent ins'.allation on the dash.
Canadian Distributors: Lyman Tube & Supply Co., Ltd., Montreal, Toronto, Winnipeg, Vancouver
10
Electric Railway Journal
November 5, 1921
WIM
The Best Type of Construction
These two viaducts are both in the same city, and the railway
span wires in both cases are carried on Elreco Tubular Steel Poles.
In one case, however, it was thought necessary to use separate
lamp standards for supporting the lighting units as shown on lower
viaduct ; note the effect in useless duplication of poles, the unattractive
appearance of curb line; to say nothing of double expense of installa-
tion and maintenance.
In contrast note the clear cut appearance of the upper viaduct,
Elreco Combination Poles carry the span wires for the trolley support
and also attractive brackets and ornamental lighting units.
If you have a similar problem, why not profit by this city's
experience ?
The Electric Railway Equipment Company
Cincinnati, Ohio
30 Church St., New York City
Manufacturers
November 5, 1921
Electric Railway Journal
11
Pneumatize!
Modernize!
Washington Did It Right!
If you'll be good enough to analyze the article on "Control Trailers
in Washington," published Sept. 17, 1921, you will see more clearly
what we mean by National Pneumatic experience in adaptation to
specialized needs as well as in general economies. For instance:
There's air economy: Only 1/36 cu. ft. for each complete opening and closing
cycle, due in part to the fact that the actuating valve is located directly on the
engine.
There's minimum attention: The engine has splash feed lubrication, the grease
which works out with the exhaust air being returned to the gear for re-use —
hence two years' operation without refilling !
There's minimum maintenance : The engine is in a pocket above the doors, easily
accessible for inspection, adjustment and oiling, aside from being at a high drain-
age point which eliminates moisture from the engine valve and prevents freezing.
Also the non-tamperable cushioning feature which saves wear and tear on door
and step fixtures, reduces glass breakage and avoids injury to the passenger's
body and temper. And the door shafts are National Pneumatic to make a
perfect job.
There's speed with safety: The closing of the doors gives a light signal to the
motorman ; and if there's anything amiss with the engine and starting mechanism,
the motorman will get a danger signal.
And so on, and so on and so on. But we've said enough, we hope, to prove that
National Pneumatic Engineering means more than the purchase of hardware. It's
a specialized service to give you more money miles per hour.
The Complete National Pneumatic Line Comprises
Door and Step Control Door and Step Operating Mechanisms
Motorman's Signal Lights Safety Interlocking Door Control
Multiple Unit Door Control
Manufactured in Canada by
Dominion Wheel & Foundries, Ltd.
Toronto, Ont.
National Pneumatic Company, Inc.
Originator and Manufacturer
50 Church St., New York Edison Bldg.,
Works: Rahway, N. J.
Chicago
12
Electbic Railway Journal
"Seven Years After*'
Shows No Perceptible Wear
In 1914 this Phono-Electric wire was installed on a
level stretch on Main Street, Bridgeport, Conn. The
records show that 2,714,954 trolleys have since
travelled this piece of overhead line. Yes — now look
back, examine the cut more closely, and you'll come
to the same conclusion as the railway company's engi-
neers.
They took it down only because it was but a short
length, and in the way while they were stringing a
complete new installation of Phono-Electric on this
busy thoroughfare.
The long life of Phono-Electric — two to four times
that of ordinary copper trolley — means such a reduc-
tion in maintenance and depreciation costs, that eco-
nomical managements are adopting it as standard
wherever traffic is heavy.
Phono-Electric— Its answer to WHY is WEAR!
November 5, 1921
Electric Railway Journal
13
The Standard Textile Products Co.
3SO riuo ADWA ^^ Nkw Vork.
Sept. E. B. J.
mm
Brand
.14 ElectricRailwayJouenal November 5, 1921
MAKE ONE-MAN CAR
OPERATIONS SAFER
with —
U. S. ELECTRIC SIGNALS
A single operator, responsible for the entire work on
one-man cars, has a lot of things to look out for — col-
lecting fares, punching transfers, opening and closing
doors, making out reports and keeping the car on
time. Add to all these the meeting of cars on turn-
outs, and there is a hazard which must be guarded
against. The human memory sometimes fails.
But with single-track operation safeguarded by U. S.
Electric Signals, which positively indicate not only
the presence of any other car in the block, but also
its direction of travel, you have the human element —
the chance of forgetting — eliminated.
Remove Risks with
U. S. Electric Signal Equipment
A generation of success in signal special-
ization stands back of United States equipment
UNITED STATES ELECTRIC SIGNAL COMPANY
West Newton, Massachusetts
Representatives :
Western: Frank F. Bodler, Monadnock Bldg., San Francisco
Foreign: Forest City Electric Services Supply Co., Salford, Eng.
November 5, 1921
Electric Railway Journal
15
MORRIS COUNTY
TRACTION CO.,
Morristown, N. J.
orders complete equipment of
ECONOMY
METERS
To Save Power at the Car —
— To Save Labor at the Car House
This is another one of the long list of notable electric
railways to adopt the Economy Meter and order com-
plete equipment. Economy Meters are now standard on
more than 75 roads.
Economy Meters are rugged,
time-tried devices
The Economy Meter will get the maximum power saving
with no hazard to passengers or equipment. It shows
how much energy is consumed per man or per car. The
records actually tell a motorman whether he has saved
power — and how much.
There is no mystery about Power Saving
with Economy Meters
The ECONOMY "Power-Saving" and "Car Inspection"
Meter accurately and automatically shows when a car is
due for inspection. It shows at a glance how much more
work a car can do before inspection is needed. All this is
had without any clerical labor.
The records from Economy Meters are of high value for
managerial and engineering purposes.
Economy Power-Saving
Meters tell you —
without trouble
1. WHO are your careful, economical
motormen.
2. WHICH motormen need instruction
in proper handling of car equipment.
3. HOW much power is being saved by
motormen collectively and individu-
ally, by direct reading units of povper.
4. HOW much power is being used on
any section of your lines.
5. HOW much power is being used in
trailer service.
6. HOW much power your freight and
express service is using.
7. HOW much power is being used for
. switching and car movements in yards.
8. WHAT is the line loss on your D.C.
distribution.
9. WHEN your schedule speeds are too
high or too low.
10. WHAT is the most economical equip-
ment for any service.
11. WHAT are the proper gear ratios for
given service conditions.
12. WHEN each car should be inspected.
Meter the Energy — that's what you want to save
Economy Electric Devices Company
L. E. GOULD, Pres., Old Colony Bldg., Chicago
National Railway Appliance Co.. New York
L. A. Nott, San Francisco
Cable Address: Sanffamo. ChioaKO
Alfred Collyer & Co.. Montreal, Quebec
Burton R. Stare Co.. Seattle
J. G. Monahan, Los Angeles
Ludwiff Hommel & Co., Pittsburgh
Grayson Railway Supply Co., St. Louis
16
Electric Railway Journal
November 5, 1921
A track like this
the repair shop.
November 5, 1921
Electric Railway Journal
17
leads straight to
Boost it now.
Look at this track ! Broken and sagging
rail joints — foundation rapidly crum-
bling away — paving all caved in — roll-
ing stock being rapidly knocked to
pieces.
You may think your cars as they pound
over the track are headed for the ter-
minal at the end of the line, but in reality
they're making a bee-line straight for
the repair shop — and they're taking the
shortest possible route to get there.
Perhaps you can't afford to relay now
but you know you can't afford to leave
it alone. Shimming and other make-
shift repairs are only a temporary relief.
Why not put in Dayton Resilient Joint
Boosters? They are permanent, eco-
nomical and easy to install. They cost
only $4.50 per joint and add years of life
to your track, free from all further pav-
ing and track repairs.
Let us send you complete information
and proven results.
The Dayton Mechanical Tie Co.
708 Commercial Building
Dayton, Ohio
Resilient
JOINT BOOSTER
18
Electric Railway Journal
November 5, 1921
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Factors Which Govern the Proper
Selection of Rail in Paved Streets
£4 Liquid thermit steel en-
teriner mold around joint
to be welded.
Track is seldom relaid because of worn
out rail, but because of the condition of the
joints. By eliminating the rail joint, the
full life of the rail is assured or over about
3 — Effect of the Joint
on the Life of the Rail
30% more than otherwise obtained. In
other words, a street rail lasting fifteen
years will have its life prolonged to about
twenty years by the elimination of the joint.
^^
By absolutely eliminating the rail joint, the
THERMIT INSERT WELD
practically eliminates all maintenance costs very expensive item, especially when me-
throughout the life of the rail, which is a chanical joints are used.
Let us know the section number of the rail which you wish to weld so that we
can ship welding material suitable for the purpose. On receipt of an order
for material and apparatus, we will send an expert demonstrator to instruct
your men so that >ou can carry on this work yourselves.
Send for our latest Rail If elding Pamphlet 3932.
Metal & Thermit .^.Corporation
m-d-
120 Broadway
thumtwomkaX
New York
ECOMOMV
Pittsburgh
Chicago
Boston
S. San Francisco
Toronto
November 5, 1921 Electric Railway Journal
A Special Invitation to Subscribers to
Electric Railway Journal
Beginning January, 1922, the McGraw-Hill
Company will publish
BUS
TRANSPORTATION
a monthly section of
Electric Railway Journal
In launching this new publication the McGraw-
Hill Company is actuated by the belief that the
trackless vehicle is destined to play a part of
increasing importance in passenger transpor-
tation ; that men in the electric railway field must
know all there is to know about bus accomplish-
ments and potentialities ; that this subject is such
a broad and vital one that it deserves to be cover-
ed in a journal devoted solely to this one phase of
transportation activities.
Electric Railway Journal readers are assured
that this publication will be a typical McGraw-
Hill Journal — authoritative, comprehensive,
backed in fullest measure by the experiences
and resources of an organization with forty
years of constructive service in the field of pas-
senger transportation.
The mission of this paper is to stabilize and
develop bus transportation wherever and when-
ever it contributes to the welfare of the com-
munity; and to aid in the co-ordination of all
passenger transportation agencies. The passen-
Electric Railway Journal November 5, 1921
ger transportation industry can achieve its
maximum strength and usefulness only by seek-
ing and advancing the mutual welfare of all
responsible transportation agencies. It is obvi-
ous, we believe, that the best interests of electric
railways, bus transportation organizations and
the public are identical.
The subscription rate is to be $2 a year, or, in
combination with Elfxtric Railway Journal,
$5, with an additional charge to cover zone post-
age west of the Mississippi, amounting to $.25.
For a limited time only, however, we will include
the Bus Transportation Section as part of
existing Electric Railway Journal subscrip-
tions for the period of their present subscription
term provided the accompanying coupon is
mailed.
Only those subscribers who say that they wish the
new Bus Transportation Section will receive
this monthly supplement as part of their
Electric Railway Journal subscription. This
reservation is necessary to avoid waste and to
make sure that every copy is a useful copy,
rendering a real service to every one who
receives it.
To make sure that your name is on the list to
receive the first issue of this paper, fill in and
mail the coupon — TODAY.
'Fill in and mail this coupon today'
Electric Railway Journal
'Lentil Ave. at 36th St., New York
I accept \()ur offer to send me from January I, 1922, to the end of my present suhscription to Electric Railway
Journal your monthly Bus Transportation Section. It is understood that my present Electric Railway Journal subscrip-
tion pays also for this additional service.
N/ime
Address
City and State
Nowmher 5, 1921
Electeic Railway Journal
19
"NATIONAL"
BULLETIN
NUMBER I4C
4th EDITION, l«I
"NATIONAL" TUBULAR STEEL POLES
EKRY branch of the »ie«l mXx induMr> ha* iu o»n iiiterotins huloiy ul ptwgrcsb, aiid not Usi oor
Imoi is the hisioty of ihp tubular sucel puk. With tht ducnvro" "I 'hi- "«■» for electricity— that
Wfjndi'rfijl element which Ips« than a hundrwl ycira agn wat known only as a devastating force—
the pole, on which to carry the con-luctiw wires became at once an wgeM necessity. The trunks
o( tree*, which then covered a br^c portion of Ihi- country with virgin rortst. were the obvioux poles
of\ which lo string wir«a ID carry- the electric corn-ni from point to point
The hardship* o( pionrer life left little room for any attempts ttnvarrf civic Uauiy— neceitwiy waa
the guiding rule, and citifens o( ihc (owns made no objection to the lanky, bare tree trtinka which were
pUni«d in stagKwing lines up and down their ttrecU; probalily they did no! even realize their
ugtint-w, Ml great was their aitmiration for the new miracle- wonder,
the telegraph. As time passed, and other uncft for electricity
de%-eloped. telephnne, electric light, and elettric power lin
multiplied that in large cities one 'ha¥
innumerable wires. Wheri in time, <
felt that one of the darkest blotn o
man of wir«s hanging iin gaunt c
crooked wooden pok-s.
il is the history of this nation parlic
materi.il has been needed, the insen
The ndmc of the man who first uwd a length of pipe for a pole is lost
in ol>furity, but here let us give the anonymous bcnefacior his
due merd of praise. Nor is the date definitely known when the hrst
Tubular Steel Poles were erecied.'but in recent years thousands of
Tubular ^teel Poles hin* been erert*<l anntially in new fiild* it
I the sky through tangle* of
r pride awakened, it was
n the beauty of a city waa the
ro»« arms, fastened to tine* of
tJ
:ularly, that wherever a better •-
Liity of man has supplied iI
BullrUn Nd UC Pa^* I
Worth While Information
on Tubular Steel Poles
CONTENTS OF "NATIONAL" BULLETIN No. 14 :
Tubular Steel Poles for (1) Trolley Lines or Tramways (2) Telegraph
and Telephone Lines (3) Lighting Poles (4) Transmission Lines;
Characteristics and Advantages of "NATIONAL" Tubular Steel
Poles; Joints; Tests; Modern practice with regard to Sizes, Lengths.
Joints, Repairs, etc., of Poles; Considerations of Installation and
bervice; Pressures Stresses and Loads of Poles; Tables, giving es-
sential pole details; Tables, giving properties of Pipe; Ornaments
and hittings. This Bulletin also contains eighty-three illustrations.
A very desirable publication for any executive or engineer interested
in line pole installations.
Send for your copy of this Bulletin today
NATIONAL TUBE COMPANY, PITTSBURGH, PA.
General Sales Offices : Frick Building
Atlanta Boston
• DISTRICT SALES OFFICES -
PACIFIC <»';SfREPRFlKN?J'T7vVs'?Ti°<<''S"',.^i!:°'^ *"i '•"S^'^'f Philadelphia Pitl,bu,Kh St. Uoal. St P«a
^~.ioi ttnt-KtHKNTATIVKS: U.S. Steel ProducU Co. San Prancisoo Los Anieles Portland Seattle
EXPORT REPRESENTATIVES : U. S. Steel Producta Co. New York Cl" ■^°"'*"° ixmM
20
Electric Railway Journal
November 5, 1921
A Lubricant that will
keep the Cars in Service
is Cheap at any Price
"Overall Specialists"
The service men who work with you
on yovir lubricating problems are not "ex-
perts on theories." They put on overalls
and get right down to brass tacks — pack
your cars — show you how and why Tulc
should be used, lliey get results — real
money saving results — 99 times out ol a
hundred. The hundredth time there is
no charge for the service.
LUBRICANT
D
HE cost of any lubricant is
small compared with the ex-
pense entailed in taking a car
out of service.
The experiences of big men in the
industry, with TULC, justify our
saying that, where TULC is used
and the recommendations of Uni-
versal Lubricating service are fol-
lowed there will be a marked reduc-
tion in the number of cars taken out
of service due to the failure of the
lubricant to function.
With TULC true lubrication econ-
omy is assured.
The Universal Lubricating Co.
Offices: Schofieia Bldg. Works: Sweeney Ave.
Cleveland, Ohio
— scientifically and
accurately compounded to
reduce lubricating costs
November 5, 1921
Electric Railway Journal
21
In dealing with motor bus competition,
railway companies may have
No Axes to Grind — but
Judging from our sensations while riding on many
railway lines a lot of
Track Grinding Would Help
ATLAS Rail Grinder
The iFight Against Rubber
Tire Competition
Whether it be the organized motor bus com-
pany, the irresponsible jitney, or the private
machine, every automobile rider is a loss to
the railway company. The least you can do
toward regaining some of these riders is to
make your track as smooth-riding as possible.
Do it by welding and grinding every bad joints
all rough special work, and corrugated rail.
UNIVERSAL Rotary Track Grinder
RECIPROCATING Track Grinder
AJAX Electric Arc Welder
RAILWAY TRACK-WORK COMPANY
3132 E. Thompson St., Philadelphia, Pa.
22 Electric Railway Journal November 5, 1921
McGUIRECUMMINGS MANUFACTURING CO,
CHICAGO
SNOW SWEEPERS
Now is the time to check up on your snow
fighting equipment for the coming winter,
McGuire-Cummings Single and Double
Truck Snow Sweepers and Plows are
^'Standard Equipment on practically
every Electric Street Railway Line in
the United States and Canada that has
snow to contend with.
Specifications and drawings upon request.
McGUIRECUMMINGS MANUFACTURING CO,
City and Interurban Cars and Trucks,
Combination and Worl( Cars,
Electric Locomotives
GENERAL OFFICES
111 WEST iVIONROE STREET
CHICAGO, ILL.
November 5, 1921
Electric Railway Journal
23
^You cannot tell Avhat oil costs
' — when you buy it
Lubricating oil is worth just what it gives in lubricating service — and no more. It
follows naturally that the oil that delivers 500 lubrication units is worth but half
of that which produces 1000 units.
This deduction is as equitable as it is simple. And on this fair basis Galena Electric
Car Oil is actually entitled to be rated at double value, by virtue of its proven ability
to deliver double the mileage secured from other grades of car oil. Yet the price of
Galena is not double — only slightly higher than that of the ordinary grades.
But there is another and even more important argument for the Galena product. The
results of mileage tests are quickly apparent — with cheap oil more must be used, and
oftener ; the extra applications take time and time me;ans money — added cost.
The cost of oil, as compared with cost of equipment, is negligible. Yet poor lubri-
cants have put more good equipment out of business than almost any other cause. It
is in time losses, repairs and replacements that the inferior oils take their toll, which,
if added to their original cost, would make the price per gallon prohibitive.
Mechanical men know this to be a fact — experience has taught them. And for this
reason — perhaps more than for the obvious argument of mileage — Galena Oils are
specified on more than 500 electric properties, for actual dollar and cents economy,
as well as efficiency.
llllllllllllllllllllllllllll!lllllllllllllllll!llll!l!llllllll!lllllllllllllllllllllllllllllllll{lilllll|||^^
Galena-Signal Oil Company
New York - Franklin, Pa. • » Chicago
and offices in principal cities
24
Electric Railway Journal
November 5, 1921
"More and Better Service at Less Cost. " That is the begin-all
and end-all of successful railway operation
CP-25 Ten-Foot Compressor
Service with Safety
The combining of service with safety accounts for the grow-
ing popularity of the safety car the economics of which are
well known. The majority of these safety cars are G-E
equipped, for dependable electrical apparatus is a pre-
requisite of service and safety.
The CP-25 ten-foot compressor assures an adequate and de-
pendable air supply. Even though the machine weighs 150
pounds less than the next size larger, it sacrifices not a
degree of electrical or mechanical efficiency. Hundreds of
these units are testifying to the industry's appreciation of
G-E engineering.
What could be more important than the machinery that
keeps the wheels turning, involving as it does, reliability and
cost of maintenance? Here the General Electric Company
has served with type of motor for every car. The G-E 258
is driving most of the safety cars, so popular today.
Power to be useful must be controlled with a maximum of
precision and reliability and a minimum of effort. The K-63
Control, especially designed for safety cars and standard on
practically all classes of them has contributed greatly toward
their success.
K-63 Control
G-E 2S8 Motor
General
General Office
©chenectaxty: NY
IC
Company
Sales Offices in
all large cities
Electric Railway Journal
CoTisolidation of Street Railway Journal and Electrie Railway Review
HENBY W. BI'AKE liul BABOU) T. BOSELL. ■diton HENBT B. NOBBIS. Minulnc Editor
BABBT I..BROWN.W«>teni Editor N. A. BOWEBS.Ptdflc Cult Editor H.8.Kl«0WI.T0N.Nnr Eniluid Editor C.W.8QUIEa,AiiocllU Editor C.W.8T0CKS. AhocUU ■
O.J.MACMUBBAT.Newi Editor DONALD F.BINE.Edltorlal BeorMenuUTe I' ML WOOTON.Washlngton Representative
Volume 58
New York, Saturday, November 5, 1921
Number 19
Electrolysis Testing
to Be Given Improved Status
ELECTROLYSIS has caused trouble in more ways
thah one ever since electricity became the motive
power for street railways. Much of the controversy on
the subject has been due to the limitations which have
existed in electrolysis testing, long recognized to be one
of the most difficult and perplexing problems, from a
technical standpoint, with which the electrical engineer
has to deal. Methods of testing heretofore available
have not been capable of giving any definite quantitative
measure of the rate at which buried pipes and other
structures are being corroded by stray current. This
fact accounts for many disputes and is also the prin-
cipal limitation to systematic research work in regard
to the relative merits of different methods of mitigation.
In the article on "Earth Current Measurement" ap-
pearing in this issue, however, there is described the
first successful attempt to make, under practical con-
ditions of field testing, a definite quantitative measure-
ment of the current density discharged from a pipe at
any point, this being the factor directly responsible for
corrosion. Because the subject is particularly impor-
tant, because the method described will probably prove
the basis of future research work of the American Com-
mittee on Electrolysis, and because the results of ap-
proaching surveys in certain cities will depend on its
use and accuracy, it seems especially worth while to
place the analysis of the method before all railway men
in sufficient detail and yet sufficiently concise for them
to be able to judge the significance of the results.
The method described appears to be one offering
promise of great usefulness. If it continues to prove
as successful in its practical use as it has in its pre-
liminary applications it should do much to place the art
of electrolysis testing on a definite engineering basis.
Municipal Engineers Try Their
Hands at Track Specifications
THE American Society for Municipal Improvements
is taking an interest in the subject of tracks and
track pavements. On another page will be found an
abstract of a report on the subject presented at the
convention of the society held in Baltimore last week.
This interest should be met more than half way by
the American Electric Railway Engineering Associa-
tion because the street railways and the municipalities
have a common interest in the subject. It appears that
the municipal engineers are trying to approach the mat-
ter in a broad-gaged way and that an opportunity is
thus offered for co-operative study of a problem which
has so many angles and about which there are so many
conflicting opinions.
What is a suitable track construction for paved
streets? What are the most suitable pavements for
these tracks? Can the various types of track now pre-
vailing be reduced to a few? What pavements are
wholly unsuited for use in tracks and should never be
installed when there is track in the street? These are
but a few of the questions which arise and about which
municipal and street railway engineers have had innu-
merable discussions. The latter have been mainly on
local grounds, depending upon the location and size of
the community. But the problems are not local in the
main. They have a national importance and should
first be studied in respect to fundamental principles
applying everywhere. Once agreement is reached on
these the local phases may be easily treated. This state-
ment is emphasized by the fact that specifications for
street railway track construction were suggested at the
Baltimore convention in connection with paving speci-
fications. Incidentally some of the clauses in these
specifications will hardly meet the approval of electric
railway track engineers as a body.
It is understood that the executive committee of the
Engineering Association has taken action designed to
secure co-operation with the A. S. M. I. in a joint study
of the matter, which is a step in the right direction.
Declare Dividends
Even Though Small
IF RESTORATION of credit is the outstanding need
of practically every electric railway, would it not be
of far-reaching effect in inspiring confidence to declare
dividends earned, however small they might be? Many
companies last year earned a surplus equal to a rate of
2, 3, or 4 per cent on the allowed valuation. This is of
course far short of the permissible and necessary earning
of 6, 7 or 8 per cent, and is not conducive to a feeling on
the part of directors that they should declare a dividend.
At least very few companies have passed on these earn-
ings to their stockholders. To be sure, the surplus
earned by some of them was absorbed in accumulated
deficits. But looking at the proposition from the stand-
point of the man who has held some electric railway
stock for a number of years, has watched its market
value steadily decline and has not had a dividend for so
long that he thinks each time he looks at his certificates
he might as well throw them in the wastebasket, it would
seem that his feelings in the matter might be consider-
ably brightened by the receipt of even a very small
dividend check. It would indicate that the company was
not dead — that it was coming back. His contact with
others would thereafter be a little more optimistic about
electric railway securities. This attitude would spread
from such contact with the shareholders and as a result
of the public announcement of the dividend and a start
would be made in restoring confidence in the financial
status of the company.
Too frequently such a dividend is withheld because
there is fear of doing anything which local authorities
might interpret as an indication of prosperity. This
explains the passing of dividends in some instances even
where the surplus has been large enough to warrant a
full-rate dividend. With that manner of treatment for
those who have taken partnerships in the business, there
808
Electric Railway Journal
Vol. 58, No. 19
can be little prospect of any bettering of public opinion
toward electric railway junior securities. Even though
the surplus earned permitted a dividend of only a frac-
tion of 1 per cent, it would be something, and it is be-
lieved this small amount would be very worth while from
the viewpoint expressed above. To put such surpluses
back into the property may be the cheapest way to get
much-needed money now, but that policy will not help
greatly toward restoring credit, and to a large extent
postpones the day when capital improvements can be
made through the sale of other than senior securities.
No Time for
Obstructionist Methods
BOTH the WaU Street Journal and Financial America
hope for the best for the plan advanced by the
Transit Commission for rehabilitating the railways in
New York. Neither paper, however, is very optimistic
of the outcome. They see obstacles which to them
appear to be insurmountable. Thus the Wall Street
Journal holds to the theory that "all the existing secu-
rities were created legally. They were bought and are
held in good faith. No plan can destroy the rights of
these holders."
Many securities created legally are bought and held
in good faith. That does not make them money earn-
ers. Their appraisal as such is pretty accurately
fixed by the price which is set for them in the open
jnarket. If such be the fact, then the tractions in New
York have fallen to pretty low estate under the 5-cent
fare as at present imposed. One authority has esti-
mated that securities of the companies in New York,
having a market value in 1912 of $494,145,649, or
$3,336,149 in excess of their face value, have already
shrunk to $176,269,716, or a depreciation in nine years
of $317,375,933. In the light of these figures it would
appear that the equities of these holders have already
been pretty well discounted even if their legal rights
have not been destroyed.
It must be remembered that the commission plan is
only a tentative one. The commissioners themselves
would probably be the last to proclaim it to be flaw-
less. It is particularly indefinite on the question of the
basis of the proposed valuation upon which any
security readjustment must be based.
At first hand the task of reconciling all the divergent
interests would seem to be insurmountable. As the
WaU Street Journal says : "There is no legal way of
bludgeoning the bondholders into accepting less than
the letter of their bond." Even so, there would appear
to be no need of it. The situation if allowed to drift
unremedied will work itself out eventually in more
drastic fashion than could be done by any coercive
methods from outside. This fact, the security holders
must face.
The basis of all security, after all, is earning power.
It is because the earning power of the roads has
shrunk so low that the securities of the companies have
declined to such an extent that nearly all of them are
on the basis of what the holders might be expected to
realize if the properties were sold at foreclosure.
Bludgeoning did not have to be resorted to in the case
of the United Railroads, San Francisco, the security
holders of which were willing to accept new evidences
of indebtedness and ownership to the extent of $47,516,-
000 where such securities had formerly been outstand-
ing to the amount of $82,190,600, the reduction
amounting to $23,876,000. Bludgeoning has not entered
as a factor in the proposed reorganization of the Pitts-
burgh Railways, the representatives of the holders of
whose securities have signified their willingness to
accept a new deal on the basis of $62,500,000 of new
capital as opposed to securities now outstanding
amounting to $156,000,000.
The commission has advanced a plan — the first con-
structive plan since the tide set in against the com-
panies. If either the Wall Street Journal or Financial
America has anything to offer which it regards as bet-
ter, the commission will undoubtedly be glad to have
it presented for consideration. Obstructionist methods
will not get the companies out of the present muddle.
They may, however, delay the working out of an equi-
table plan or may even defeat it. In such event the
obstructionists will have even more to answer for than
have those to whom the blame now falls for the present
intolerable conditions. The policy now of every one in-
terested should be to lend a hand toward a settlement
of the problem fair to all so far as it is humanly pos-
sible properly to care for the rights of all where there
are so many different interests to be considered. The
plan advanced by the commission may fail of consum-
mation, but probably not for the reasons either of these
papers has advanced. If it does fail all signs would
seem to point to a fate worse for the security holders
than any which might befall them under any settle-
ment based on the commission's proposal.
Superpower Report
Is Timely Contribution
THE Superpower Zone idea, pursued and crystallized
by the Geological Survey's Superpower staff, is a
logical development of the times. But it needed the
impetus given it by the study made by Mr. Murray and
his staff to bring home the concrete conception. This
has been done in the report just issued and digested
elsewhere in this issue. Similar ideas have been put
into practice in other places on other scales. The plan
in this intensified northeastern seaboard region must be
made a reality and this is the problem ahead of the
utilities and the railroads. The idea must not die.
There is an impressive note of sincerity and thorough-
ness of study in the possibilities outlined and recom-
mendations made regarding electrification in the Super-
power Zone. Certainly Dr. Cary T. Hutchinson, who is
largely responsible for this part of the study and report,
is to be commended. There may be some surprise that
a group of engineers — principally electrical engineers —
should recommend that only 19,000 of the 36,000 miles
of track merit electrification, and that certain well
known arteries be omitted, even with the low power
costs predicted. But as the detailed manner in which
the analysis was made is studied the reasons for such
recommendations are appreciated. The suggestions of
locomotive standardization, of co-operation between the
manufacturers, of the constructive ideas electric railway
engineers may contribute to trunk line operating prob-
lems are all timely and are well considered and pre-
sented. In fact, there is a large amount of material
which can well be studied and analyzed by both steam
and electric railway men.
But the big idea of the superpower system as a whole
must be recognized as essential to all the parts. Elec-
trification without power supply is foolish. On the
other hand, railroad electrification offers one of the real
savings and is one of the main contributing factors to
the greater success of any such general undertaking.
November 5, 1921
Electric Railway Journal
S09
Measurement of Earth Currents
Importance and Present Status of Earth Current Measurements — New Instrument and
Method Allows More Accurate Determination of Currents Causing
Electrolysis in Underground Structures
By Burton McCollum
Electrical Engineer. U. S. Bureau of Standards, Washington, D. C.
IN THE FIELD of
electrolysis testing
the greatest diffi-
culty that has been
encountered up to the
present time has been
our inability to meas-
ure directly the factor
responsible for the
corrosion, namely, the
density of the current
flowing from a pipe to
earth at any particu-
lar point. In conse-
quence of this, it has
not been possible,
heretofore, to make
direct quantitative
measurements of the
degree of hazard to
buried pipes and other
structures. Hereto-
fore, tests made to de-
t ermine electrolysis
conditions have com-
prised chiefly two classes of measurements, namely,
voltage measurements between various structures and
measurement of current flow on pipes and other sub-
surface structures. The voltage measurements, as a
rule, comprise measurements of over-all potential on the
railway tracks and measurements of potential difference
between various subsurface structures and between such
structures and railway tracks. Attempts have also been
made to measure potential difference between subsurface
structures and the adjacent earth, but, with the possible
exception of lead cable sheaths, these have not yielded
satisfactory results.
The chief difficulty about securing information re-
garding electrolysis conditions by means of voltage
measurements grows out of the fact that, as stated
above, the electrolytic corrosion at any point is deter-
mined directly by the intensity of the current dis-
charged from any particular point on the pipe surface.
A voltage measurement between a pipe and any other
structure constitutes only one factor affecting the cur-
rent flow, the other factor being the resistance of the
path traversed by the current through the earth.
Experience has shown that this resistance may vary
between extremely wide limits, commonly in the ratio
of 10 or 20 to 1 and not infrequently as much as 100
to 1, due to the character of the soil, variations in mois-
ture content and temperature. It will be apparent,
therefore, that a mere voltage measurement has no
quantitative significance in determining the seriousness
of electrolysis conditions in any particular locality. It
is not to be inferred from this that such voltage meas-
urements will be of no value as they do have an impor-
New Earth Current Meter in Use in the Field
tant qualitative sig-
nificance, and under
certain circumstances
such measurements
can be used to deter-
mine relative condi-
tions under different
systems of mitigation.
They do not, however,
permit of any definite
quantitative interpre-
tation.
The measurement of
potential differences
between subsurface-
structures and the ad-
joining earth is fur-
ther complicated by
the phenomenon o f
galvanic potentials
which are always
superposed on any
dynamic voltage that
may result from a
discharge of current
into the earth. These galvanic potentials may often be
as large, or much larger, than the dynamic voltage, thus
entirely obscuring the quantity which it is sought to
measure. On account of these galvanic potentials, it is
not possible to determine by any means heretofore avail-
able even the polarity of a pipe with respect to earth,
since the potential difference due to the galvanic poten-
tial often exceeds that due to the stray earth current.
The measurement of current flow on pipes which is
very commonly made in connection with electrolysis
surveys may also be of value in determining relative
conditions under different systems of mitigation, but
here again such measurements possess no definite quan-
titative significance. The amount of corrosion that may
be caused by a given current on a pipe depends alto-
gether on the manner and location of its leaving the
pipe. That part of the current which may be removed
from the pipe through metallic paths will produce no
corrosion upon leaving the pipe, only that portion of the
current which discharges directly from the pipe surface
into the adjoining earth being involved in the corrosive
process. Further, even if it is known that all the cur-
rent on the pipe ultimately leaks directly from the pipe
into the earth, the degree of danger depends altogether
on the distribution of such current discharge, so that a
mere measurement of the current flow on the pipe at
any particular point gives no definite information as to
the degree of seriousness of the situation. The only
way in which definite quantitative information can be
secured showing the degree of hazard to a pipe at any
point is by measuring the intensity of current discharge
from the pipe at the point under consideration.
810
Electric Railway Journal
Vol. 58, No. 19
Up to the present time two methods have been re-
sorted to in rare cases in an attempt to measure the
intensity of current discharge in the earth. One of
these is by differential current measurement on a pipe ;
that is, by measuring as accurately as possible the cur-
rent flow on a pipe at two points some distance apart
and taking the difference between the currents at the
two points of measurement as the total current dis-
charged from the pipe between these points. The other
method is by what is known as the Haber earth current
collector, a device for measuring earth current density.
The method of differential current measurement is
subject to the very serious limitation that it is ex-
tremely difficult to make an accurate measurement of
current flow in the pipe, the methods commonly used
for this purpose not being accurate enough to give
satisfactory results unless the leakage current between
the two points of measurement constitutes a very large
percentage of the total current on the pipe, which is
seldom the case in practice. For this reason, this
method has been very little used in the past and has
now been practically abandoned.
The Haber earth current collector is a well-known
Figs. 1 and 2 — Diagrams to Show the Principle and the Actual
Circuit of New Meter W^hich Embodies the Idea
device designed to be buried in the earth at any par-
ticular point at which the current density is to be
measured. It is subject to very serious limitations and
to very large sources of error, and experience has shown
that it cannot be relied upon to give any accurate indi-
cation of the normal current density in Ihe earth.
Numerous attempts have been made to apply it in the
past but it is no longer used in this country.
A New Method for Measuring Earth Currents
— Principle of the New Method
Engineers engaged in electrolysis research have long
felt the need of some definite and accurate means of
determining both the polarity of pipes with respect to
earth and of measuring current density in the earth at
any point, especially immediately adjoining subsurface
structures which may be in danger of electrolytic cor-
rosion. The object of this paper is to describe a
method and instrument the purpose of which is to
afford a means for the accurate determination of the
polarity of pipes with respect to earth and for the quan-
titative measurement of current density at any desired
point in the earth. This method, if it continues to
prove as successful in practice as it has in its prelimi-
nary applications, will enable one to do what it has not
been possible to do heretofore, namely, to make direct
quantitative measurements of the actual hazard to
buried structures at particular locations.
It will readily be seen that if a measurement be made
of the resistivity of the earth at any particular point,
and if then a measurement be made of the voltage drop
between two points, a known distance apart, within this
same region in which the resistivity has been measured,
these two measurements will permit a calculation of the
current density in the earth in the region immediately
under investigation. The new method described below
involves something of the principle here stated, although
in its actual carrying out neither the resistivity of the
earth nor the true potential drop between two points is
determined.
The principle of the new method of measuring earth
currents can best be understood by reference to Fig. 1,
which is a diagrammatic illustration of the elements of
the apparatus. Let us assume that the pipe (1) of
Fig. 1 is discharging current in all directions as indi-
cated by the arrows (2). Four electrodes (3, 4, 5 and
6) may be imbedded in the earth immediately adjoining
the pipe, on whatever side the current intensity is to
be measured, or placed against the wall of an excava-
tion made near the pipe. An excavation is here as-
sumed tentatively to simplify the explanation of the
principle of the method. It will later be shown how the
method can be applied without making excavations of
any kind. For convenience these several electrodes may
be mounted on a single insulating frame (7). Two of
these electrodes, for example (3) and (6), may be
connected to a suitable voltage indicator (10), which
need not read in any particular units.
Suppose, now, a current (/o) be caused to flow be-
tween the terminals 4 and 5 through the earth from the
battery (8), which current will be measured by the
ammeter (9). It will be evident that this current dis-
tributes itself in all directions through the earth and
produces a certain voltage drop between the terminals
3 and 6 due to the resistance in the earth immediately
surrounding the group of electrodes. This voltage drop
between the terminals 3 and 6 will be indicated by the
voltmeter (10) and will be proportional to the current
flowing between the terminals 4 and 5 and to the re-
sistivity of the surrounding earth. If £"„ is the voltage
between the terminals 3 and 6 and if e„ is the corre-
sponding deflection of the voltage indicator (10) we have
eo^KEo (1)
where K is the constant of the voltage indicator (10)
which includes the effect due to the resistance of the
leads and the electrodes 3 and 6. This is an important
consideration and will be discussed later. Further, it
will be seen that E., is proportional to the current /o
sent between the electrodes 4 and 5 and to the resistivity
r of the surrounding earth, or
£•„ =AIor (2)
where A is a constant depending upon the geometrical
arrangement of the group of electrodes. Substituting
the value of Eo as given by equation (2) in equation
( 1 ) , we have
e„ = KAIor (3)
In the above equation it is assumed that the voltage
drop across the terminals 3 and 6 is due solely to the
current sent through the terminals 4 and 5. In order
that this may be true, conditions must be such that no
other current flowing through the earth at the time the
November 5, 1921
Electric Railway Journal
811
measurement is made will in any way affect the appa-
ratus. For the present, we will assume that this is
actually the case. It will be explained later how this
is readily realized in practice. After taking the above
measurement of h and the corresponding »o, the cir-
cuit of the battery (8) is opened, after which the volt-
age drop (£",) between the voltage terminals 3 and 6
would be due solely to the current (i) which is flowing
through the earth, or
E, = irL (4)
where L is the distance between the terminals 3 and 6,
i is the mean current density in the region between the
terminals 3 and 6, and r, as above, is the resistivity of
the earth.
The corresponding deflection of the instrument (10)
is «, and we will have
0^=KE, = KirL (5)
Dividing equation (3) by equation (5), we have
e„ _ KAIpV _ Alp
iL
(6)
(7)
fl, KirL
Solving equation (6) for i, we have
. Ah»,
'= T^
As stated above, A is a constant depending upon the
geometrical form of the electrode group (3, 4, 5 and 6).
This can be determined once for all for a given electrode
group by immersing the electrode in a medium such as
water through which a current density of known value
is sent. Under these circumstances, if we perform the
two measurements indicated above and substitute the
values in equation (7), i being in this case known, we
can once for all calculate the value of A, and as soon as
the distance (L) between the two electrodes 3 and 6
is known, the proportional factor j becomes known.
Calling this factor R for brevity, we have
i =^' (8)
In equation (8), i is the current per unit area, or the
quantity which is to be measured, and R is the known
constant.
To obtain the value of i, we have therefore to per-
form the two operations mentioned above, namely, to
send a known current (/o) through the two electrodes
4 and 5 and at the same time measure the corresponding
deflection (»„) of the instrument (10), this being done
in a manner described below, such that the instrument
(10) will not be affected by any earth current other
than that which flows from the battery (8) through the
terminals 4 and 5. We then disconnect the battery
(8) and measure the deflection (»,) of the instrument
(10) due solely to the earth current {i). These three
values (So, h, and »,) are then substituted in equation
(8) and the value of i calculated.
As stated above, the indication of the voltage indi-
cator (10) is a function of the resistance in series with
its leads, and therefore of the resistance of the elec-
trodes 3 and 6 and of the earth immediately surround-
ing them. In practice it is found that this resistance
is often very high and quite variable, so that the instru-
ment (10) does not in general give a true value of the
voltage impressed in the earth between the two elec-
trodes 3 and 6, and often not even an approximation
to the true value. It will be observed, however, from
equation (6) that the resistivity (r) of the earth in
the region in which the test is being made and the
constant {K) of the voltage indicator (10) disappear
from the equation from which the earth current (t)
is calculated. It will be seen, therefore, that in making
this measurement, neither the resistivity of the earth,
nor the true value of the voltage drop between the elec-
trodes 3 and 6 need be known. This constitutes one
of the important advantages of the method of procedure
hereinabove described.
Practical Embodiment of the Principle
As stated above, in carrying out the first of the two
operations above described, it is essential that some
arrangement be provided whereby the deflection (Sq)
will be due only to the current (/o) which flows through
the terminals 4 and 5 and will not be influenced by
any earth current already flowing. This can be accom-
plished in a very simple manner, by an arrangement
shown in Fig. 2, which shows also a complete wiring
diagram of the test set.
In this arrangement, two commutators (11 and 12),
mounted on the
same shaft, are
employed.
These commu-
tators are so
mounted on the
shaft that com-
mutation takes
place on both
at exactly the
same instant,
and are pro-
vided with a
crank whereby
they may be ro-
tated by hand
at a suitable
speed. The
commutator 11
is interposed
between the
battery (8)
and the test
terminals 4 and
5, while the
commutator 12 is interposed between the terminals 3
and 6 and the voltage indicator (10). It will be
seen that an alternating current flows through the
earth from the terminals 4 and 5 and impresses an
alternating voltage on the terminals 3 and 6 which
are being commutated simultaneously with the cur-
rent through the leads 4 and 5 and gives rise to a
unidirectional voltage on the voltage indicator (10).
This instrument being of the direct current type will
therefore give a deflection (Bq) proportioiial to the cur-
rent (7o) sent through the terminals 4 and 5. At the
same time, any unidirectional voltage impressed on the
terminals 3 and 6 due to an earth current will be com-
mutated so frequently that it will exercise no appre-
ciable effect on the voltage indicator, and hence the
reading of the latter will be just the same as if for the
time being the earth current to be measured did not
exist. After the measurement of the current (/o) and
the deflection (»o) is made under these conditions, a
double-throw switch (13) is reversed, which, as will be
seen from Fig. 2, disconnects the battery (8) from the
terminals 4 and 5 and at the same time eliminates the
commutator 12 from the circuit between the electrodes
New Instrument for the Measurement
OF Earth Currents
812
Electric Railway Journal
Vol. 58, No. 19
3 and 6 and the voltage indicator (10). In the new
position of the switch the voltage between the electrodes
3 and 6 due to the earth current (i) will produce a
corresponding deflection in the voltage indicator (10)
which is then read as the value e,. These three values
(ffo, lo and »,) are then substituted in equation (8) and
the value of the earth current (i) is calculated in any
desired units, depending upon the value of the constant
(R) used.
Application of Instrument to Field Testing
The electrode group (3, 4, 5 and 6) mounted on the
insulating support (7) may be permanently buried in
the earth in the region in which it is desired to meas-
ure the earth current at any time, or the four electrodes
may be placed against the wall of an excavation, so that
all four terminals make contact with the earth, while
a measurement of current intensity in the earth adjoin-
Jiubber insulation
Copper plait drill rod
i Copper wiphatt
electrolyte with
excess copper sulphate
:ry5tats.
Fie. 3
ns.4
F16.5
•'^ topper electrode ; Porous wooden
bake lite cup "^
Fie. 6
P^GS. 3 TO 6 — Details of Mounting the Four Electrodes
ing the wall of the excavation is being made. The
constant (R) of the instrument will, however, be differ-
ent in the two cases, but can be determined once for all
for the two types of measurements. In most cases,
however, where it is desired to measure the current
density discharged from a pipe at any given point, it is
unnecessary to make an excavation. For measurements
of this kind, a special type of four-terminal electrode
has been designed which can be placed down in a hole
extending from the surface of the earth to the pipe, as
shown in Fig. 3. This hole may be made by means of
an auger, or by simply driving a pipe or rod of suitable
size into the earth, and then removing the rod from
the hole. The four electrodes (8, 4, 5 and 6) are then
put down in this hole and the measurement is made in
exactly the same manner as described above.
This method of measurement can be used effectively
for making rapid determinations of leakage current
from the pipe at any point. Numerous experiments
have shown that when a pipe is buried at an ordinary
depth of several feet, which is relatively large in com-
parison with the distance between the four electrodes
and also the radius of the pipe, the current discharged
in a vertical direction upward in the vicinity of the
electrodes is substantially the same as that discharged
vertically downward or tcward either side, so that in
general it is not necessary to measure the current
density on more than one side of the pipe, and it is
most convenient to measure it in a vertical direction
upward, as in the manner just indicated. The method
can be used, however, to explore the current distribu-
tion on practically all sides of the pipe, without making
any excavations, other than merely driving small holes,
on either side to the pipe.
In order to use this method of placing four electrodes
down in a hole, it is necessary to use a special form
of mounting of the electrodes. A very suitable and
practicable method is shown in Fig. 4. The electrode
(3) is mounted on a flexible rod (14) of some elastic
material, such as spring steel, which should be elastic
enough to permit it to be displaced about an inch or
more, without the rod taking a permanent set. Sim-
ilarly, electrodes 4, 5 and 6 are connected separately
to the elastic rods (15, 16 and 17), these rods being
spaced apart sufficiently so that in actual use they do
not make contact with each other. These elastic rods
are mounted in an insulating bushing (18), which is
set in a suitable tube (19), preferably of metal. An
extension of the rod (17) is provided, so that the lower
electrode will always come automatically to a predeter-
mined distance from the pipe. Wires are brought up'
through this, tube to the surface and the measurements
made after the manner shown in Fig. 2. In practical'
use, the tube (19) carrying the four electrodes (3, 4,
5 and 6) is inserted in the hole leading down to the
pipe to the proper depth as shown in Fig. 5, and the top
of the rod is pulled sideways in the direction of thfr
arrow (20) using the collar of the hole (21) as a
fulcrum, so that the four electrodes (3, 4, 5 and 6) are
caused to press independently of each other against the
wall of the hole, thus securing reliable contact with the
earth. It is necessary that the steel rods on which the
four electrodes are mounted be thoroughly insulated"
and preferably also copper plated in order to eliminate-
disturbances due to galvanic action.
The electrodes (4 and 5) through which the test cur-
rent is sent from the battery in the first part of the-
test can be made from any ordinary metal, such as iron-
and copper. The electrodes 3 and 6, however, should
be made on the well-known principle of the non-
polarizable electrode developed by Professor Haber, that
is, they should comprise a cup having an electrode at the
base of copper, the cup being filled with a concentrated
solution of copper sulphate. This electrolyte is con-
fined in the cup by a stopper of wood or other porous-
material. Fig. 6 shows a typical form.
The illustration on page 811 shows a portable test
set in which are mounted in compact form the battery
(8), the ammeter (9), the voltage indicator (10), the
double commutator (11-12), and the double-throw
switch (13). The illustration on page 813 shows a
portable four-terminal electrode. In this design the
handle has a joint in the middle, so that it can be folded
during transportation. The cut on page 809 shows the
apparatus in use, with one man operating the test set,
an assistant holding the rod in test hole over the pipe.
Test Data Prove Effectiveness of Instrument
The number of holes that have to be driven for test-
ing a pipe line depends upon the minuteness with which
it is desired to analyze the current distribution on the
pipe. Numerous investigations have shown, however,
that for ordinary purposes the driving of a hole about
every fifty to a hundred feet is sufficient to give a good
indication as to the general electrolysis conditions pre-
vailing on the pipe, and in many cases a much larger
spacing may be used. In the case of some pipe lines
that have been investigated in which holes were driven
every ten feet along the line, it was found that the
November 5, 1921
Electric Railway Journal
813
electrolysis condition of the pipe as deduced from the
readings of every fifth or tenth hole was substantially
the same as that arrived at from the consideration of
the readings taken in every hole. In the case of an
experimental installation in Washington, D. C., a dead
end length of 8-in. pipe, about 900 feet in length, was
insulated from the main network by means of two
insulating joints. A definite leakage current was then
impressed upon the pipe and this was measured first by
using the earth current meter in a series of holes spaced
twelve feet apart along the entire length of pipe. This
data was then worked up in several ways. First, the
total leakage current was calculated from the measure-
ments in every hole, then by using the data in every
other hole, then in every third hole, and so on. The
results of these calculations are given herewith:
Every
Hole
1.12450
Every
Other
Hole
1. 118
Every
Third
Hole
1.2402
Every
Fourth
Hole
r.26
Every
Sixth
Hole
1.0282
Every
Eighth
Hole
1.1544
Every
Tenth
Hole
1.391
From this table it will be seen that the leakage cur-
rent as calculated in the several ways does not differ to
any large extent from the figures obtained by using
the data taken at every hole. It is evident, therefore,
that for most purposes an infrequent spacing of the
holes would meet the practical requirements. Of course,
where large pipe lines of another system cross the
line under test, it is desirable to place the holes a little
closer together, near the crossing, since the condition of
the pipe may change greatly within the distance of 25
to 50 feet at such crossings. Experience has shown
that the number of holes required for testing is not such
as to make the method expensive to apply wherever
pipes of any impoi-tance are under investigation.
It is well to have clearly in mind just what current
is measured by this apparatus. This current is the
mean current per unit area, as for instance per square
centimeter, or per square inch in the earth in a small
region immediately surrounding the center of the four-
electrode group. A good approximation will be had by
stating that it gives the mean current density through-
out the volume of a sphere having a diameter approxi-
mately equal to the distance between the two potential
electrodes of the four-electrode group. It will thus be
seen that by using electrodes of very small size the cur-
rent density in a very small volume of earth can be
studied. By the use of electrodes an inch or an inch
and a half apart, the mean current density in a sphere
as small as three or four inches in diameter can be
definitely determined. For most ordinary purposes,
however, it is found desirable to use a two- or three-
inch spacing of the electrodes, in which case we secure
the mean current density in a volume of perhaps half
a cubic foot of earth immediately surrounding the
center of the electrode group.
It would be very desirable in many cases, in addi-
tion to the average current intensity in the space sur-
rounding the electrodes, to know the distribution of the
current at the surface of the pipe, because it is the
irregularities in this current distribution which gives
rise to the well-known pitting of the pipe. The simple
procedure described above does not give information as
to whether the current is uniformly distributed at the
pipe surface. It is, however, possible by the use of a
modified type of electrode, to get considerable informa-
tion on this point.
In the foregoing discussion it will be observed that
equation (3) involves the resistivity (r) of the earth.
If the constant (K) of the voltage indicator (10) is
known, the constant (A) being known, the instrument
permits a direct calculation of the resistivity of the
earth. The constant (K) of the voltage indicator (10)
will be known provided the resistance of this circuit
is sufficiently high to obscure the effects due to drop
of voltage in the electrodes. The test set as made up is
provided with a switch whereby a megohm or more of
resistance can be inserted in series with the voltage
indicator. When this is done, the resistance of the
electrodes becomes negligible and the instrument can
be used directly as a very rapid and convenient means
of measuring earth resistivity. It is the only prac-
ticable instrument for making such resistivity measure-
ments of the earth in position without disturbances
of any kind and will undoubtedly have a great many
applications for this purpose.
At the present time, investigations are under way
looking to the comparison of test results obtained by
this new method with those obtained by the older meth-
ods of voltage surveys, with a view of determining to
what extent the data taken in previous years may yield
Complete Outfit Ready for the Field
valuable deductions when interpreted in the light of in-
formation revealed by the new method. It is hoped in
this way greatly to increase the value of records of
tests that have been made in years past. Also it is
planned to make very thorough and extensive investiga-
tions by the new method in numerous localities, in some
of which electrolysis damage is known to be very great,
and in other cases in which it is known that pipes have
not suffered materially over a period of years. Such
investigations when completed will be of considerable
value in permitting the drawing of definite and unques-
tionable conclusions from future tests.
The voltage indicator (10) used in this test set has
to be of very special design to have an extremely high
current sensitivity. The instrument used gives a full
scale deflection for one microampere, and was designed
and built especially for this apparatus by the Rawson
Electrical Instrument Company of Cambridge, Mass.,
which company is now manufacturing the complete sets.
This instrument has been in use for some time at the
Bureau of Standards, where it has been subjected to
careful tests and experimental work, and has been found
to be a very convenient, economical, and accurate means
of measuring the current intensity discharged from
buried pipes. The instrument has also been used in a
number of instances in practical electrolysis testing, and
has been found very well adapted for use under practical
conditions. By the use of this instrument, information
can be had showing far more definitely the actual elec-
trolysis conditions prevailing on any particular point
than it is possible to secure by any other means hereto-
fore available. The results of tests by this instrument
are not subject to the very large factors orf uncertainty
in interpretation as those obtained by the usual meth-
ods of electrolysis testing.
814
Electric Railway Journal
Vol. 58, No. 19'
Railway Situation in Berlin
Large Reductions in Operating Expense Made Necessary by Present Conditions Have Been Effected by'
Consolidation of the Various Street and Suburban Lines in Greater Berlin and
by Improving Traffic Conditions
By Eugene Eichel
Consulting Engineer. Berlin, Germany
THROUGH a combination of all the railway sys-
tems of greater Berlin the management has been
able to introduce large economies. The electric
supply and feeder system has been rearranged by shut-
ting down a number of small generating stations and
by directing the current supply to the most advanta-
geous feeding point. Expenses for current and feeder
copper, for station attendants and for the supplies nec-
essary for maintenance have been diminished. Large
savings have also been effected by a rearrangement
of the service, which was found desirable from a study
of well-kept statistics on the density of traffic and the
idle cars during various hours of the day.
The entire network of lines is being scientifically in-
vestigated and lines which duplicate service or compete
with each other are being scrapped. Various radial
lines are being interconnected and the number of stops
reduced. Service to the outlying districts of the city
is being decreased by introducing fifteen-thirty-minute
service during a large part of the day.
An attempt is being made to standardize the equip-
ment as much as possible, but this is very difficult at
present. A large number of the smaller systems have
tracks constructed to the narrow 1 meter gage, and all
are equipped for bow current collection. As a very
large part of the system, or that formerly belonging to
the Grosse Berliner Strassebahn, is arranged for trolley
wheel service, the consolidation has made it necessary to
rebuild the smaller lines now provided with bow current
collection, because it would be too expensive to change
the equipment of the old Grosse Berliner. The bow col-
lector is considered superior to the trolley wheel in
Germany and the trolley wire installation is being re-
newed in such a manner that, with more prosperous
times, it can be used for bow collection also.
Repair Shops Are Consolidated
Another large saving is expected from the consolida-
tion and rearrangement of the main repair shops. Old
equipment is being scrapped and replaced by up to
date machinery and aft efficient repair force is being
organized. A large number of the men previously used
received subsidies for returning to the country and
working as farm help. Small farmers are enabled to
purchase small plots with government money, which
is received in a lump sum, and war invalids are thus
induced to live a healthy farm life rather than to in-
crease the large number of city population, which at
present groans under the lack of proper accommoda-
tions and insufficient and cheap food.
Quite a number of streets are being repaved.
Asphalt pavement is relaid in a small number of in-
stances, but the standard pavement used is of granite,
at least as far as railway track is concerned. Track
repairs are made by means of inserts electrically welded
to the old rails. Worn-out .ioints are sawed and re-
placed. New rails are installed in but rare cases.
These are most generally welded by the Thermit system.
The use of electric rather than air brakes will also
produce economies in operation. The air brakes used
in Germany have axle compressors, which are very
costly to maintain, require a large amount of oil and
wear out very rapidly. An idea of the cost of main-
taining this equipment may be gained from the fact
that the Grosse Berliner could have paid 1 per cent
more dividends in 1913 if electric instead of air brakes
had been used, and at that time wages, material and
oil were very much lower in cost than they are-
at present. All new cars and as many of the rebuilt
cars as possible are being equipped with motors of
sufficient capacity so that they can safely be used with
electric rheostatic braking.
Safety Cars to Be Introduced
An investigation is now being made of the advan-
tages of introducing one-man safety cars. The inten-
tion is to start with ten of these cars operating on
lines at the outskirts of the city. The difficulties ex-
■pected from the introduction of this class of service
appear rather large. First, politics will play a consid-
erable part, as the reduction of men from the use of
one-man cars is not favored by the Social Democrats,
and this party has a large amount to say in the City
Hall. Secondly, the public in Berlin is not as patient
as the American public, due to the present poor nour-
ishment received and the nervous strain of the war.
These effects have made them rather quarrelsome. The
third difficulty is that of fare collection. At present
there is plenty of dirty and sticky worn and torn
paper money in Germany, but no hard cash. Thus the
use of a fare box appears to be a rather hard problem
to solve. The use of metal tokens might be considered,
but tokens in Germany must be manufactured out of
cheap material, such as tin, iron, zinc or aluminum.
Nice clean German silver coins are too expensive.
In addition to the introduction of safety cars, the
use of trackless trolleys on some of the outlying lines
is being considered. The present indications are that
these will be used as feeders for existing lines and as
a substitute for any extensions required.
Some additional means which are being introduced
for increasing the income includes an increase in fare
to 1 mark, against 10 pfennig previously used. Due
to the present depreciated value of the mark, this has
a somewhat less buying value than the 10 pfennig of
peacetime. A transfer system has also been introduced
in an attempt to increase travel. A transfer ticket
can be purchased for li marks and can be used on any
connecting lines within two hours after its purchase.
Of course, the use of a transfer so as to enable the
passenger to return directly or indirectly to the start-
ing point is prohibited. Tickets for eight rides are
also issued, but no discount is given to the purchaser,
as was the former practice. The use of such tickets
speeds up operation by the faster collecting of fares and
through the decrease in small change difficulties effected.
November 5, 1921
Electric Railway Journal
815
During the war a rather extensive parcel mail system
was introduced for carrying parcels from the depot to
the post office and vice versa. This system has now
been enlarged and results in a profit of about 1,000,000
marks to the post office and 6,000,000 marks to the
street railway. The cars used for this service are
road Commission and by the Prussian Government
Railroad. Before the war the electric roads were not
allowed to carry freight, as the governing bodies were
afraid that their own freight business would be dimin-
ished. Previous regulations of the government rail-
roads also prevented the use of advertisements on the
Mi
' '1 ¥ m^H ^^Ku
^^^H
..^ '■p^^^^^^^
hS^
PUc
H flE
hMH
WM " ^ j^ ' ^^H|
H ^*J
i^^_^^^j.i|HI
HP^."^. ■'^'yW^^^&^'''-rc^
^, , ,„ „ TYPES OF STOP INDICATORS COMBINED WITH ADVERTISING SPACE
•t.f^^oi' -tl P\ ^°^^ inclosed by a light angle-iron framework
xr o ^''*' plates, enameled with different colors
xt"' o Column of triangular shape, with enameled plates
NO. i. Square shape column, with enameled plates
No. 4. flrHir)Qt.-V7 cti^v. rirtl.^ n.I^V. .,1 i i _l_i_
numbers
.. ij^iuaic Bimpe column, wicn enameled plates
?™'"i\''y stop pole with sheet-iron plates indicating th«
l^tt»,.= LSn tl ''"■;?, P^t^'"«^- , One side is painted white with black
letter^n '^ khaki colored background with black
i„^°'. ^' ^^°? P'2l° ^'* ",'^*'*^ angle-iron framework for support-
mg glass plates illuminated from inside by storage battery lamps.
No. 6. Type similar to No. 5, but using a trolley pole base.
No. 7. Square column with the lower part covered by sheet-iron
plates and the upper part by glass plates, which can be illuminated
from the inside.
No. 8. Same type as No. 7, but more artistic.
No. 9. Same type as No. 7, but of a hexagonal shape, which
requires little space at the sidewalk and gives more space for
views by the passing public. The top is crowned by a glass cupola
containing a lamp with a filament of H-shaped aluminum plate
which can be dimmed.
antiquated motor cars and open summer cars. Windows
and entrances are nailed shut with lattice boards.
An attempt is also being made to start a substantial
freight business. Certain classes of business located
in central Berlin have large factories in the suburbs.
The transportation of raw materials, semi-finished and
finished goods is now made principally by autotruck.
The electric railways are catering for this business,
particularly as a night freight service. The Berlin
electric railway is supervised by the Government Rail-
exterior of car windows, as it was felt that accidents
might result. Now, however, they are less particular
and allow advertisements and the city cars have large
advertisements on the roofs, dashboards and also sand-
blasted on windows. This is in addition to the ordinary
car advertising cards used inside.
A new source of revenue is also being exploited,
which consists of the use of stop indicators. These
indicate not only the place where cars stop but also
the sign number of the lines passing this place, the
■816
Electric Railway Journal
Vol. 58, No. 19
extent of these lines and the time of the first morning
and last evening car. A number of different stop
indicators have been develoi)ed and the increased reve-
nue comes from the use of advertisements at these
locations. Advertisers consider the stopping place as
an excellent location for their advertisements, as, while
waiting for a car, the passenger has time for looking
over the various advertising display. Approximately
three hundred of these advertising column-stop indica-
tors are now in use. The advertisements are displayed
on glass so that they can be lighted in the dark from
the inside of the column. In addition to proving an
effective means for displaying the advertisement, it
also enables passengers to locate the various stops
readily, as the illuminated indicators can be seen for a
considerable distance.
Before the war there was considerable traffic in gaso-
line and horse-drawn buses. Due to the high operating
•cost and the scarcity of rubber for tires, many of these
were forced out of business where they were operated
by men of small means. The Grosse Berliner purchased
.a large amount of stock in an omnibus corporation be-
fore the war. This is now owned by the city, so that
the city now controls this traffic. The intention is to
increase this bus service and use it through streets
which have no electric railway facilities. A new electro-
bus concern is also being advocated, if suitable arrange-
ments can be made with the city.
Subways and Elevated Roads in Berlin Are
Expensive Projects
The city also owns a block of stock in the Berlin
Elevated and Subway Railroad, Which has a pre-war
concession for a system of feeder lines. The elevated
•earns a reasonable dividend, but has to return about
■3,000,000 marks annually to the city. The cities of
Schoenberg and Wilmersdorf built rather expensive
subways for developing real estate values. These have
been leased to the Berlin Elevated, so that this latter
road now has to pay about 4,000,000 marks annually
to the city, due to the operating contract. In conse-
quence, the subway service results in a loss of about
1,000,000 marks per year. This, of course, prevents
extensions which were planned before the war from
being completed. One of these, called the "North-
South" Subway of Berlin city, while nearly completed,
has an important part still to be built. This runs close
to the surface in Friedrich Street and its uncompleted
condition is proving a great obstacle to traffic through
this street and many requests for a speedy completion
are being received. When this is completed it will
use 800 volts direct current instead of 1,200 volts,
which were previously decided on. This is the same
voltage used by the existing Berlin Elevated road and
a uniform voltage "will facilitate the exchange of roll-
ing stock on the various lines. Another system called
the "A.E.G. Subway," on which construction was started
before the war, is in very bad condition and it appears
commercially impossible to continue the work of con-
struction. The city, however, feels that the building
of these various suljways should be continued, in order
to provide work for a large amount of unskilled labor,
as well as to better traffic conditions along the highways
where open pits and fences interfere with traffic. Also
their completion would increase traffic facilities to a
considerable extent. The city attempted to force the
corporation to continue this work, but a court decision
■was rendered to the effect that the corporation could
not be held responsible for contracts entered into
before the war. The city and operating corporation
are now negotiating in regard to subsidies which it
is thought will help the undergound corporation to
finish the tunnels.
The oldest elevated in Berlin, called the "Berliner
Stadt-Ring und Vororbahn," which can be translated
as the Berlin city, circular and suburban railway, still
uses steam locomotives. This system is operated by
the government at a very cheap rate of fare, which
is still further decreased by the use of monthly tickets
sold at very low rate. As a result, this enterprise has
never paid and now costs millions of marks to operate.
These losses increase the burden of the population as
the deficit of the government railroad must be borne
by the taxpayers, and in addition the low fares charged
result in a very undesirable competition with the
municipal roads. The government and city are now
endeavoring to come to a working agreement in regard
to fares, transfers and other details, which may include
the electrification of this road.
The Chief Commissioner of Berlin Traffic Utilities
not only has control over the rapid transit, street rail-
ways, buses and cab traffic but also over the municipal
traffic utilities, which include the street cleaning and
house refuse department and the traffic on the various
waterways. These latter are quite important, due to
their use for carrying bulk freight, such as coal, brick,
lumber and other building material, and also for use
in transporting agricultural products, such as fruit,
vegetables and the like. An attempt is being made to
increase the income of the street railway system through
connections with the various harbors by spur tracks.
This would facilitate the exchange of goods from and
to the harbors and should also result in a saving to
shippers.
Valtellina Railway Is Extended*
Famous Three-Phase Railway Now Operates to Monza, a
Short Distance from Milan — Road Adopts New
Trolley Suspension — Details of New Loco-
motive— ^Tests Show Satisfactory
Operation*
THE Valtellina Railway may be considered the father of
trunk line electrified roads in Europe. The fuel scarcity
was always felt in Italy, and this, combined with the abun-
dance of water powers, was no doubt responsible for early
and exhaustive tests with electric traction. In the begin-
ning the Italian engineers adopted the three-phase system,
because at that time the three-phase induction motor was the
only reliable railway motor in existence other than the low-
voltage d.c. motor. The system originally installed by
Ganz & Company of Budapest has been develojied and im-
proved to give the system of today, which represents a very
high standard in electrified operation, although rather costly
from an installation standpoint. To abandon the three-
phase system in favor of a possibly better one would result
in a tremendous loss of time, valuable experience and money.
The Valtellina road is not only of great technical and
historical interest but also is one of the electrifications that
represents an extremely good solution of a difficult traffic
problem. The road was built in 1902, and many articles
have been published previously describing its equipment.
The total length of the road is at present 65.7 miles and
is single track throughout. It is the connecting link between
Milan and several famous Alpine summer resorts. Its main
traffic consists of tourists, freight transportation never being
of great importance. The road passes over a very moun-
•Dr. E. Huldschiner contributes to Elektrotechnische ZeitschrVt,
issues of Marcli 26 and June 2, 1921, an article on a recent exten-
sion of tile Valtellina Railway. From this article the facts here-
with are taken.
November 5, 1921
Electric Railway Journal
817
tainous territory; about one-third of the line passes through
tunnels, one-half of it is in curves, and there are grades
on the system as great as 2.2 per cent. All of the original
equipment was furnished by Ganz & Company. Two hydro-
electric power stations supply three-phase power at 15 cycles
and generate directly at 20,000 volts.
Originally there was only one feeder line parallel to the
road, but many interruptions of the service, due to the
breakdown of the feeder, forced the road to install a second
parallel three-phase feeder consisting of three copper wires,
each about 0.4 in. in diameter (160,000 circ.mil), suspended
on seamless steel tube masts. Along the tracks are dis-
tributed nine transformer stations, each containing one
300-kva. three-phase transformer, which reduce the feeder
supply voltage of 20,000 to the trolley voltage of 3,000.
These transformers are of a very liberal design and will
withstand for short periods 500 per cent overload or
1,500 kva.
Original Suspension and Equipment
Two No. 0 copper wires suspended 19 ft. 6 in. above the
rails constitute the old trolley line. The wires are held in
movable insulators made of Ambroin (a material similar to
Bakelite). These insulators are held on a steel wire between
two porcelain insulators.
The original rolling stock consisted of two locomotives and
Sta.xdard Overhead Construction for Three-Phase Lines —
Italian State Railway
ten motor cars, but this equipment proved inadequate at the
end of the first year of operation, and three new type locomo-
tives were installed of the 1-C-l type. In 1906 four more
Ganz locomotives and three Brown-Boveri locomotives were
added. From year to year the traffic grew denser, until in
1914 the normal daily schedule consisted of thirty-nine pas-
senger and forty-nine freight trains.
Details of the New Extension
The new extension of the line from Lecco to Monza has
a length of 23.1 miles, 4.3 miles of which is double track.
This extension brings the Valtellina system to within 8.6
miles of Milan. The power for the extension is supplied
from an old power house in Robbiate, which was enlarged
to its present capacity of 30,000 kva. The feeders are cables
made of three copper wires, each about 0.6 sq.in. (360,000
circ.mil) in cross-section. Three new transformer stations,
each equipped with a bank of three single-phase transform-
ers rated at 2,250 kva., were erected along this line. To
care for emergencies a 430 kva. portable substation was
developed and can be dispatched and used at any point on the
lines.
The trolley suspension on the new length is somewhat dif-
ferent from and heavier than that on the other portions of
the system. It represents the standardized equipment of
the Italian State Railway, as shown in the accompanying
cut. An interesting detail is the method by which the
joints between the porcelain and the hardware are made. To
obviate cementing, a layer of hard rubber is deposited on the
inner side of the porcelain, upon which is placed an electro-
lytic layer of copper. This copper layer is then threaded
to take the suspension steel bolt. This process is somewhat
expensive, but makes a very dependable joint, free from any
danger of cracking. The trolley lines are very heavy, each
having a cross-section of about 1.5 sq.in. with two wires for
each phase, or a total cross-section of 6 sq.in. for each track.
In order to carry the great weight of the trolley line and
care for the many curves, steel masts have been erected
every 65 ft. Every tenth pole is connected to the rails. The
rail bonds are made with the Brown-Boveri metal paste
method. Great care was taken to construct the overhead
wiring at switch points, which is quite a complicated matter
for three-phase systems. The construction is somewhat
heavy but has given good satisfaction. On the present ter-
minal station at Lecco there are not less than fifty switch
points. Very heavy overhead construction is necessary in
stations. For example, there are spans of 108 ft. over nine
tracks and also the overhead construction for six tracks,
suspended from one pole which is located in the center.
Some of these spans appear rathar light but seem to give
good service.
Latest Type of Locomotives
Three new types of locomotives have been ordered for the
extension, which operate, however, over the entire line. Of
especial interest is the Westinghouse type 1-C-l, a descrip-
tion of which has not been published previously. The main
characteristics of this locomotive are:
Diameter of driver 64 in.
Diameter of pilot wheels 38 in.
Length over all 36 ft. 2 in.
Total weight 161,000 lb.
Weight of mechanical parts 72,732 lb.
Weight of electrical parts 88,1601b.
Speed at I6i cycles 23, 31. 46 and 62 m.p.h.
Hour rating 450, 1,670, 2,600 and 2,200 hp.
Maximum tractive effort at periphery of drivers 26,400 lb.
Specific output 32 5 hp. per ton of weight
All three driving axles have considerable side play, the
center one 1 in., the two outer 0.8 in. The weight of the
frame rests upon heavy leaf springs, capable of supporting
a weight varying between 45 and 15 tons. Power is trans-
mitted from the two motors to the cab by a triangular rod
construction of the Kando system. The motors are not fixed
solidly to the frame, but rest upon very heavy spiral springs.
Each motor has four bearings, which permits of a very
narrow air gap of about 0.078 in. A removable floor con-
struction permits the installation of the motors from above.
There are two compressed air operated pantographs on the
roof, as is standard for Italian railways. An auto-trans-
former is used to change the three-phase supply at from
3,000 to 3,300 volts into two-phase supply at from 3,300 to
3,600 volts. The main motors have a maximum hourly rat-
ing of 950 kva. each, are asynchronous, give four speeds,
and have a wound rotor with four collector rings on one side
and three rings on the other side. These rings are located
outside of the bearings and beyond the crankshaft which
calls for hollow shafts. Four economic speeds can be
obtained by operating the two motors either as eight-pole
three-phase, or six-pole two-phase, and in each case either
in parallel or in cascade. The stators and rotors are wound
with twelve coils on each, and every three of these coils form
a star connection.
Starting Equipment and Test Results
The motors are started by means of an electrolytic starter
with stationary electrodes. Air pressure causes the liquid
to rise or fall. The locomotive has, for this purpose and for
the operation of the brakes, two air compressors, taking in
35 cu.ft. of air per minute and compressing it to six atmos-
pheres. Each compressor consists of two pumps and two
motors, although one set is sufficient for normal operation.
Tests of a very severe character gave very good results.
The temperature rise of the motor copper at a train speed
of 46 m.p.h. and with the locomotive pulling 21,000 lb. for
one hour was 69.5 deg. C. With a train of 383 tons and up a
grade of 1.1 per cent, the locomotive accelerated to 43.5
m.p.h. in 267 seconds. The locomotive shows a consumption
of about 35 watt-hours per ton mile. The other locomotives
added to the equipment have been previously described and
are of the 2-C-2 Brown-Boveri and Oerlikon types. The main
dimensions and weights of this type of locomotive are:
Diameter of drivers 64 in.
Diameter of pilot wheels 38 in.
Length over buffers 43 ft. 10 in.
Total weight 202,7.'>0 lb.
Weight on drivers 99,100 lb.
Weight of mechanical parts 110,200 lb.
Weight of electrical apparatus 92,550 lb.
818
Electkic Railway Journal
Vol. 58, No. 19
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November 5, 1921
Electric Railway Journal
819
Superpower Survey Shows Advantages of System
Including Electrification
Report of W. S. Murray and Others for Geological Survey Outlines Savings Possible by Co-ordinating
and Supplementing Existing Utilities — Recommends Electrification of 19,000 Miles
of Trunk Lines in Zone and Shows Resulting Economies
UNDER the title "A Superpower System for the
Region Between Boston and Washington," the
United States Geolc'gical Survey, Department of
the Interior, has just issued the report of its special
superpower survey made during the year July 1, 1920, to
June 30, 1921. This special report or study was made
by a temporary organization within the United States
Geological Survey, headed by W. S. Murray and financed
by an appropriation of $125,000 by the government, to
which was added $26,000 contributed by utilities and
industries within the Superpower Zone.
One of the outstanding sections of this report has
to do with the desirability of electrifying a large portion
of the trunk line mileage in the district under observa-
tion. As a whole, the superpower scheme comprehends
a plan of power production that includes the generation
of electricity in steam stations at tidewater and on in-
land rivers where a sufficient quantity of water for con-
densing purposes is available, and also the utilization of
all hydro-electric power that can be economically obtain-
able within the zone or within transmission distance of
it, the whole to be tied together through an intercon-
nected system of transmission lines.
Reference to Electric Railway Journal, Feb. 28,
1920, page 435, will give a picture of the purpose of
the survey as seen at the time of its inception. There
is also shown a map giving the preliminary idea of the
area to be investigated. Fig. 1, herewith, shows the
Superpower Zone which has been included in the final
survey. Within this zone is concentrated one-fourth
of the population of the United States and within it are
operated, most of them independently, 315 electric pub-
lic utilities, eighteen steam railroads and 96,000 indus-
trial plants.
The general purpose of the study was to show the
saving in labor, materials and money that might be ef-
fected by the installation of a power system adequate to
serve the railroads, municipalities, utilities and the in-
dustries in the Superpower Zone. The basic idea of the
superpower system is to co-ordinate and supplement
existing utilities so as to carry to a higher degree the
economies incident to their present operation, but by
no means to supplant or even to compete with existing
electric public utilities.
While there has been much interest in the legal and
financial aspects of putting into operation such a super-
power project, these points are not touched on in the
report for the reason that it was deemed inopportune,
without further consideration, to formulate any conclu-
sions on these important matters. The investigation
was an engineering one and the problem set was deter-
mining the total amount and location of the power load
that would be required for private, municipal, indus-
trial and railroad purposes at a date sufficiently in ad-
vance to permit the construction of a system of the
highest economy to supply it. The date chosen was
1930, and the allocation of the load and power generat-
ing facilities for the six geographical divisions of the
Superpower Zone forms a most interesting part of the
report. In determining the amount and location of the
load, the electric public utilities, the railroads and the
industries within the zone lent their co-operation.
The conclusions reached by Mr. Murray are neces-
sarily largely based on the special studies made by the
members of his engineering staff. These studies appear
as appendices to the report and are as follows :
Appendix B — "Electric Utilities in Independent Operation
in the Superpower Zone in 1919," by L. E. Imlay, T. B.
Rutherford and others.
Appendix C — "Proposed Electrification of Heavy-traction
Railroads in the Superpower Zone," by C. T. Hutchinson,
N. C. McPherson and others. (See abstract below.)
Appendix D — "Industry in the Superpower Zone," by
H. W. Butler, H. Goodwin, Jr., and others.
Appendix E — "Performance and Cost of the Superpower
System," by Henry Flood, Jr., A. R. Wellwood and others.
Appendix F — "Steam-electric Plants for the Superpower
System," by Henry Flood, Jr., and others.
Appendix G — "Hydro-electric Plants for the Superpower
System," by L. E. Imlay, L. A. Whitsit, B. J. Peterson and '
others.
Appendix H — "The Superpower Transmission System,"
by L. E. Imlay.
Appendix I — "Reliability of Service," by L. E. Imlay and
others.
Appendix J — "The Relation of Coal and Coal-Delivery
Routes to the Superpower System," by C. E. Lesher, F. G.
Tryon and others.
Appendix K— "Use of Process Fuels and Pulverized Coal
for Base-load Steam-Electric Plants," by 0. P. Hood and
others.
Appendix L — "Basic Costs," by the engineering staff.
Appendix M — "Stations and Transmission Lines of Elec-
tric Power Companies Engaged in Public Service," by A. H.
Horton,
Summary of Conditions
The market for superpower energy will be furnished
by the electric utilities, the industries and the railroads.
The estimated requirements for energy supplied through
the electric utilities for municipal, private, industrial
and railroad purposes in 1930 is 31,000,000,000 kw.-hr.
This energy could be supplied by a co-ordinated power
system at an annual cost of $239,000,000 less than by an
unco-ordinated system such as is now in use. The total
investment in generating and transmission facilities for
the superpower system will be $1,109,564,000, of which
$416,346,000 will represent the value of existing facili-
ties to be incorporated into the system.
A study of the 96,000 manufacturing establishments
operating within the Superpower Zone shows that by
1930, through the maximum economical use of purchased
electric energy, they can save $190,000,000 annually
above the fixed annual charges against a capital invest-
ment of $185,000,000 to provide the motor equipment
necessary to receive and use this power.
The combined capital investment necessary for the
electric utilities and the industries as of 1930 therefore
amounts to $1,294,564,000, and this total investment
will yield annually above the fixed charges the sum of
$429,000,000 or 33 per cent on the investment.
Within the Superpower Zone there are 36,000 miles
of railroad measured as single track — that is, including
82Q
Electric Railway Journal
Vol. 58, No. 19
each track of main lines, yards and sidings. Of this
total about 19,000 miles can be profitably electrified, so
as to yield by 1930 an annual saving of $81,000,000 as
compared with the cost of operation by steam. The
capital expenditure necessary to electrify the 19,000
miles would be $570,000,000, and the average return
upon the investment would therefore be 14.2 per cent.
The order in which the superpower steam-electric and
hydro-electric power plants and transmission systems
should be constructed must depend (1) on the present
industrial demand for energy that cannot be satisfied
because of the difficulties of the local utilities in financ-
ing extensions, and (2) on the future demand for
energy that will result from the more economical gene-
ration of power under the Superpower System. It is
believed that the quickest return will be obtained by
following in chronologic sequence the order of procedure
as follows:
1. The construction of a steam-electric plant near Pitts-
ton, Pa., to supply a part of its energy to the anthracite
FiQ. 1 — The Superpower Zone as Visualized in the
Superpower Survey Report
division of the Superpower Zone and the remainder to the
metropolitan divison, particularly New Jersey.
2. The construction of a steam-electric plant near Sun-
bury, Pa., to supply a part of its energy to the anthracite
division, a part to the Reading load center, and the remain-
der to Philadelphia.
3. The construction of hydro-electric plants on the Dela-
ware and Susquehanna Rivers to supplement the steam
plants indicated above.
4. The progressive development of the Hudson River
projects to meet the growth of energy requirements at the
Schenectady, Utica, Poughkeepsie and Pittsfield load centers.
5. The construction of a steam-electric plant near Boston
to supply the Boston, Lowell and Newburyport load centers.
6. The construction of a steam-electric plant near New
Haven to supply the New Haven, Bridgeport, Waterbury
and Norwich load centers.
7. The partial construction of the first hydro-electric
plant in the development of the Potomac River as soon as
the power demands of the Baltimore and Washington load
centers require additional plant capacity.
The Superpower System
The large interconnections in California have held a
spectacular interest, and of course the Superpower Zone
here contemplated is based on a similar principle. But,
unlike the Pacific Coast region, where water power
abounds and industry is relatively small, the Superpower
Zone has relatively small hydro-electric resources and
maximum industrial power requirements. Of a total
energy requirement of 31,000,000,000 kw.-hr. estimated
for 1930, not more than 21 per cent can be supplied from
water power. Fortunately, some of the best coal de-
posits in the country lie near this great industrial ter-
ritoiy and a joining of hydro-electric power and steam-
electric power should effect maximum capital and
operating economies, at the same time conserving the
rapidly disappearing cheap fuel of the Appalachian coal
fields. Fig. 2 shows how the superpower system shoiild
appear in 1925. The 1930 plan calls for some additional
transmission lines and power plants, the additional
transmission lines reaching principally the relatively
distant large power undertakings, both hydraulic and
steam.
In 1930 the number of power stations required to
supply the entire zone will be only 273. At present
there are 558 electric utility plants and thousands of
isolated plants of all sizes. The principal opportunity
for economy is in having a few plants of large capacity,
it being planned to have base load steam plants ranging
from 60,000 to 300,000 kw. In none of these plants will
there be installed a turbo-generator having a capacity
orf less than 30,000 kw.
Aside from the appendix on electrification of heavy
traction railroads, known as appendix C, the other ap-
pendices of interest to electric railways may be sum-
marized in what follows. The appendices are definite
engineering reports largely by experts in the fields to
be covered.
Electric Utilities in Independent Operation
In New York, Baltimore and Washington load centers
the predominating agency is 25 cycles ; in the remainder
of the zone it is 60 cycles.
The present electric utility load is 10,000,000,000
kw.-hr. (1919), and this is expected to grow to 26,000,-
000,000 kw.-hr. in 1930. By forming a ring around each
large city in the zone and connecting by transformers
to the exi.sting distribution lines greater interchange of
power and therefore decrease in reserve capacity may
be realized.
Under independent operation in 1919 the generating
capacity required was 46 per cent greater than the an-
nual peak load and the resulting annual capacity factor
was 26 per cent. Under the superpower system in 1930,
through joint reserve, the generating capacity required
will be only 9 per cent greater than the annual peak,
and the annual capacity factor will be 45 per cent.
The average unit production cost for the electric utili-
ties in 1919 was 1.93 cents per kilowatt-hour; the cost
of steam electric power was 2.12 cents, and that of
hydro-electric power, 0.94 cents. Based upon the same
capacity factor as applied to electric independent opera-
tion, the superpower system production cost should be
0.99 cents per kilowatt-hour.
Industry in the Superpower Zone
Without any invasion of the field of what might be
termed byproduct power, it is estimated that there could
have been effected in 1919 a saving of 13,502,100 tons
of coal — 71 per cent of the coal used by the industries
for producing power, or 25 per cent of all the coal used
by the industries. This would have been realized by
shutting down prime movers in industry and purchasing
energy. Of the 96,000 individual establishments in the
zone, 76,000 use power.
jsovemoer o, 1921
Electric Railway journal
821
A careful study of the power requirements for indus-
trial establishments in the Superpower Zone has been
made and has shown that by 1930 an annual saving of
$190,000,000 can be made to the industries themselves
above the fixed charges, against an investment of $185,-
000,000 for the motor equipment necessary.
Performance and Cost of Superpower System
It is estimated that the new money required for the
superpower system up to 1925 is $453,143,000, and up
to 1930, $693,210,000, thus making it necessary to raise
$90,600,000 annually for the first five years and $48,-
000,000 annually for the following five years. If the
demand of 1930 were provided for by the independent
systems as constructed today, the total sum required
would be $1,856,000,000, or $85,600,000 a year. There
is thus an investment saving of $163,000,000 during the
next ten years. The economic relation established be-
tween the joint use of steam and water power may be
realized when it is shown that they can be so combined
as to yield annually $69,550,000 on an increased invest-
ment of only $44,838,000.
In this section is shown the economy of using Niagara
water power and St. Lawrence water power for generat-
ing energy to be transmitted into this district.
This appendix also shows that in 1930 the cost of the
power produced by the superpower system inclusive of
fixed charges, as delivered on the buses of the electric
utilities would be 10.6 mills per kilowatt-hour, whereas
the cost under independent operation as of 1919, exclu-
sive of fixed charges, would be virtually the same.
Steam-Electric Plants for the Superpower
System
It is proposed to retain 79 per cent of the effective
capacity of the present steam-electric public utilities in
the Superpower Zone, with a rating of 2,677,000 kw.
The average power of the steam plants retained is
44,600 kw., and these should produce energy at an aver-
age rate of 2.15 lb. of coal per kilowatt-hour. It is
calculated that the following operating characteristics
for base load steam plants could be realized :
Steam pressure at turbine throttle, 300 lb. per square
inch.
Superheat at turbine throttle, 230 deg. Fahr.
Final temperature turbine throttle, 652 deg. Fahr.
Vacuum at turbine exhaust nozzle, 1 in. of mercury,
absolute.
The proposed new steam-electric plants have been
located so as to obtain the fullest advantage of low
freight rates, easy coal delivery routes and ample con-
densing water. Three of these are to be located on sites
in the anthracite region, where sufficient condensing
water is available to permit the development of 300,000
kw. each.
Hydro-Electric Plants for the Superpower
System
The principal rivers which can contribute water power
to the Superpower Zone are the Potomac, Susquehanna,
Delaware, Hudson and Connecticut. It is proposed to
utilize power from these rivers in 1930 to the following
extent :
Output
Capacity (Millions of
Kw. Kw.-hr.^
Potomac 200,000 950
Susquelianna 185,000 1,230
Delaware 350.000 1,250
Hudson 1 50,000 900
Connecticut 165,000 760
Production
Cost (Mills
Investment per Kw.-hr.^
$22,000,000 3.36
28,000,000 3.22
51,500,000 5.05
38,350,000 5.84
29,000,000 5.455
It is proposed to develop these rivers above their
primary power capacity for peak-load operation.
The water powers of the Niagara and St. Lawrence
Rivers are within transmission distance of the Super-
power Zone, but on account of the time required for
construction on the St. Lawrence and of the treaty
restrictions concerning the use of the water at Niagara
Falls the power from these sources has not been con-
sidered available in the zone prior to 1930.
It is expected that the total capacity for the produc-
tion of hydro-electric power by 1930 will be 1,501,500
kw. compared with the present capacity of 451,500 kw.,
or 30 per cent. This will represent an investment of
$245,977,000.
The Superpower Transmission System
Naturally a transmission and distribution system of
considerable magnitude is one of the most important
elements of the whole scheme. At present there are
about 1,200 miles of transmission system at 33,000
volts or higher, and this mileage will become distribu-
tion rather than transmission. The principal trans-
mission features of the superpower system will there-
fore have to do "only with transmission of power from
new plants to load centers and to the buses of existing
electric utility plants.
By 1930 the superpower transmission system should
consist of 970 circuit miles of 220,000 volt lines and
4,696 circuit miles wf 110,000 volt interconnecting lines.
The construction of the transmission system for the
St. Lawrence and Niagara developments will add 3,140
circuit miles of 220,000 volt lines. This shows that
potentials of not less than 220,000 volts will be selected
to transmit power from plants that are at considerable
distances from the general interconnected superpower
plants, and within the zone a potential of not less than
110,000 volts will be employed for interconnection be-
tween power and load centers.
Proposed Electrification of Heavy Traction
Railroads in the Superpower Zone
Of particular interest to railway men is that part of
the report having to do with railroad electrification in
the Superpower Zone. As stated above, some 19,000
miles of the 36,000 miles in the zone could be profitably
electrified. The accompanying map shows the lines
which comprise this 19,000 miles. In this map the lines
to be omitted, some of them important, as well as track-
age to be included are noticeable.
This appendix starts out with a discussion of the
advantages of unified operation and stresses the extra
advantages due to unified operation by electricity. Of
this the report says :
These improvements in operation can be made more
readily under electric service than under steam, for a
change in the power system would bring fresh minds into
the service and would consequently liberate the mental
operation of the average railroad man from conventional
routine. Under electric operation, for instance, the entire
traffic between Philadelphia and Washington could readily
be carried over the rails of the Pennsylvania System, those
of the Baltimore & Ohio being left for future growth.
Similarly, electric operation in the vicinity of Boston and
New York would leave a margin of track capacity so great
that no money need be spent for many years for further
extensions of track. This relief of trackage is one of the
very notable advantages that would follow unified electric
operation of the railroads in this territory. The great
expense of any large increase in trackage should of itself
force electrification; the total cost twenty years hence will
be less if electrification is begun now than the cost of the
added track and terminal facilities necessary under steam
822
Electric Railway Journal
Vol. 58, No. 19
operation to provide for the inevitable 100 per cent increase
in traffic within that time.
The report then goes on to discuss the specific ad-
vantages of electrification in operation and also on
account of the characteristics at the electric locomotive
as a machine. With most of these arguments, electric
railway men are already familiar.
Under the discussion of classes of electric locomo-
tives, it is pointed out that there is no sound reason for
such variety as at present exists in the types and
weights of steam locomotives. It is pointed out that
the United States Railroad Administration formulated
certain standard designs and reduced the number of
types to about ten. The suggestion with reference to
electrical equipment is that this number can be reduced
still further, "certainly to as few as six types and pos-
sibly to three." The definite proposition is made that :
The entire freight service in the superpower zone can
be handled by electric freight locomotives having two artic-
ulated two-axle trucks, each carrying two motors geared
Tr-ontiiiniitBl fines fioni remote for-v KMi^a*
Swrc^vn^ tiQfans no. 9.
Fig. 2 — The Transmission Scheme and Location of Plants as
Contemplated by the Superpower Report
TO Exist In 1925
to the axle, the mounting being essentially the same as that
in a number of locomotives now in use and similar to the
usual street car mounting. There would be two classes
of locomotives of this type — a light one carrying 80 tons on
drivers and having a continuous drawbar pull of 22,000
lb. at 25 miles an hour, and a heavy one carrying 110
tons on drivers and having a continuous drawbar pull of
30,000 lb. at the same speed. These units can be combined
in any reasonable number; the total load on drivers can
be made equal to 80, 110, 160, 190, 220 tons, or as much
more as may be desired, being limited only by the strength
of the draft rigging. . . .
For passenger service a similar arrangement would be
used — that is, two articulated, two-axle trucks, with one
motor geared to each axle. The motors may be practically
the same as those in the freight locomotive, the only differ-
ence being a change in gear ratio. The passenger locomo-
tive, however, would have leading ahd trailing trucks, with
either two or four wheels, and the total weight would be
redistributed. This passenger locomotive would be of two
weights, the light one having 60 tons on drivers and the
heavy one 90 tons. These also may be combined, like the
freight locomotives.
For the switchers, one size will be adequate, with 70 to
75 tons on drivers, of the same type as the freight locomo-
tive. Substantially the same frame and running gear can
be used, with motors of less capacity.
All three types of locomotives will have the usual over-
load capacity, and all will be able to operate in starting and
accelerating at 25 to 30 per cent adhesion.
These suggested sizes and types of locomotives cai.,
of course, be varied greatly without sacrificing the advan-
tage of unified electric operation, but identity of type for the
same service throughout the superpower zone is essential.
Basis of the Electrification Study
The investigation of the railroads was for the pur-
pose of seeing what saving would be effected by unified
electric operation, and to compare this estimated saving
with the investment needed to effect it. Merely a sub-
stitution of electric for the steam locomotive was as-
sumed, although it was realized that the greatest gain
could be obtained only by an entire revamping of the
transportation scheme to fit it to the use of the electric
locomotive. Such an analysis would have involved a
detailed study of each road and of each division, indeed,
which was not possible.
Comparisons of cost of investment and operation
were based on electrical energy being purchased from
the superpower system — no investment in power station
and transmission systems being placed on the railroads.
Their investment begins with substations segregated
for railroad use.
While it was stated that the comparison of cost of
investment and operation need take no account of the
system of electric traction used, yet as between the
3,000-volt direct-current system and the 11,000-volt (or
higher) alternating-current system the estimates were
based upon the former. This was done because, with
the 60-cycle frequency adopted for generation and trans-
mission, substations with rotating machinery were re-
quired for alternating current as well as for direct
current, which would remove one of the principal ad-
vantages of alternating current over direct current. On
this point the report says: "In order, then, to avoid
some uncertain element in the estimates of the cost of
the alternating-current system it has been decided to
base all estimates, both of operation and of construc-
tion, on the 3,000-volt direct-current overhead system.
Substantially the same results, in money, could, how-
ever, be obtained with the alternating-current system,
certain gains being offset by certain losses."
It was immediately evident that it would not be ade-
quate to study the roads as units but that a study should
be made of the operating divisions of the railroads.
The result of this method of studying is graphically
shown in the map showing the mileage recommended
to be electrified. All of the railroads gave excellent co-
operation in the collection of the fundamental data
required. Detailed information for each division for
each month of the year 1919 and the total for the year
was obtained on the following items:
Passenger service, train-miles, total locomotive-miles, car-
miles.
Freight service, train-miles, total locomotive-miles.
Gross ton-miles moved (including engine and tender)
separately for freight and passenger.
Switching service, ton-miles, engine-miles, engine-hours
or in such other form as is at hand.
Amount of coal used for each class of service separately,
if possible, and total; kind of coal burned.
Average annual maintenance per locomotive-mile, sepa-
rately for each class, if possible.
Similar data were obtained from those roads having
electrically operated divisions and in addition special
information of experience in electrical operation was
obtained.
The report includes a large number of tables giving
detailed information from the various systems. The
November 5, 1921
Electric Railway Journal
823
following summary of the principal data for these roads
is of interest :
SUMMARY OF PRINCIPAL, DATA FOR CLASS I RAILROADS
WITHIN THE SUPERPOWER ZONE FOR 1919
Road, miles I^'^^^
Main track, miles H'ool
Yards and sidings 12,2Jd
All tracks, miles 33,.2r)4
Freight locomotives t'ica
Passenger locomotives 2^669
Switcher locomotives 2,701
All locomotives 9,521
Freight trailing load, thousands of ton-miles 95.629,000
Passenger service, train-miles 88,026,00<)
Switcher service, locomotive-miles .')6. 536. OOP
Coal burned ;
Freight service, short tons 9,771,500
Passenger service, short tons 5,525,000
Switcher service, short tons 3,108^500
All services, short tons 18,405,300
The General Electric and the Westinghouse companies
prepared estimates on substation equipment, electric
locomotives, catenary construction and other electric
facilities; and similar data were also asked of the Ohio
Brass Company and one or two other companies. ,
AH of these data were analyzed, a study was made of
the energy required for electric traction as obtained
from roads operating electrically and a second method
of determining electrical energy required, by calculating
from profile and alinement the various work require-
ments, was used to give additional evidence. Investiga-
tions of switcher service at various yards, even in
Chicago, were also made taking records from existing
steam operation with reference to energy consumption
and total movement.
Other subjects investigated, the results being based
on statistics, were: Coal saved, efficiency, equivalent
coal, cost of coal, cost of electric energy, cost of main-
tenance of steam locomotives, cost of maintenance of
electric locomotives, the distribution system, main-
tenance of substations, saving in wages of train crews.
The report then gives summaries of costs of construc-
tion of overhead and of purchase of electric locomotives.
It analyzes the number of electric locomotives required,
studying locomotive mileage and locomotive hours, crew
hours, etc., and arrives at the total cost noted above of
$570,000,000. The report includes a table showing the
detailed figures for cost of items of construction and
equipment involved in the electrification of Chicago
terminals, inclusive of power station and transmission
systems, as collateral evidence on the relation of certain
specified costs to the total cost.
After all this study was made it was concluded that
the individual divisions should be examined to see what
savings could be realized. Charts of these savings,
first including the saving in wages, and second not
including the saving in wages, were made and from
these graphs it was evident that certain divisions would
not prove advantageous for electrification. The group
of divisions selected for electrification showed an aver-
age saving of 11.4 per cent not including wages and
14.2 per cent including wages. It includes thirty of
the forty divisions examined comprised in eleven of
the thirteen systems as shown in the accompanying
map. It is noticeable that the Hudson division of the
New York Central and the Albany division of the Bos-
ton and Albany are not included. Special conditions
caused specially low operating costs here so that only 6
and 7* per cent saving, respectively, would be realized.
The figures for each of the divisions examined are
given in an interesting summary table, from which the
following outstanding figures are of interest: The total
net cost of construction, $570,085,000 ; the net reduction
in annual cost of operation, including crew wages,
.$80,880,935, being 14.19 per cent of construction cost;
the net reduction excluding crew wages, $65,065,300,
being 11.41 per cent of cost of construction. The per-
centage of savings ranges from 10.6 per cent for the
New York, Susquehanna & Western division of the
Erie to 19 per cent for the New Haven-Boston route of
the New Haven road.
A very large amount of tabulated matter is given at
the end of this section showing in detail various costs
of operation and various figures from which judgment
can be passed as to the soundness of the conclusion.
There is also an interesting graph showing the growth
of traffic, both freight and passenger, of tracks and of
tractive power for the Class 1 railroads in the Super-
power Zone from 1900 to 1919. The report states that
"the annual rate of growth has been 5.3 per cent in
passenger miles, 4.5 per cent in ton-miles, 0.75 per cent
in all tracks, and 6.6 per cent in tractive power of loco-
motive." Some idea of the future development can be
obtained from the slope of these curves.
This section of the report concludes with the following:
The amount of money required for electrification is indi-
cated as being $570,000,000. This figure is based on
costs prevailing in 1919, but at present cost (June, 1921) it
would be reduced by 18 per cent, to approximately $467,000,-
000 and before this construction can be undertaken there
will be further material reductions. Probably five years
from now the entire work outlined could be done for not
more than $400,000,000. This is comparatively a moderate
sum. Good railroad authorities have stated repeatedly that
more than one billion dollars a year is needed by the rail-
roads of the United States for extensions and betterment.
The part of this total to be allocated to the Superpower Zone,
as determined by the number of locomotives, would be J150,-
000,000. The amount required for normal extensions and
betterment for three years would therefore be sufficient to
electrify the thirty selected divisions of the railroads in
this territory, with an annual saving of more than 14 per
cent. The most valuable feature of the change, however,
is not the amount saved, but the great increase in maximum
capacity of existing trackage and the general advantages
of electric operation.
These figures indicate that with a return of normal
financial conditions all these lines should be electrified be-
fore further great expenditures have been incurred to in-
crease in a minor degree the capacity of the existing tracks
and yards. Steam operation cannot satisfactorily meet the
conditions of the crowded terminal herein described as the
Superpower Zone; electric operation can easily do it.
Improving Accident Records
THE Wichita Falls (Tex.) Traction Company has
been very successful in forming and building up an
organization to improve its accident records. The
organization was started in July, 1919, and has been
working continuously since that time with increasing
effectiveness. At the time of its institution the
company's records showed it was averaging one accident
for every 750 car-miles, or a little more than two acci-
dents daily with an average mileage of about 1,600.
Since that time it has reduced its accident records
until they ran an average of 1,500 miles per eighteen-
hour day from June 18 to Aug. 6 of this year, making
a total mileage of 73,500, without an accident being
reported. This is considered an excellent record. The
company is organized very thoroughly and every time
an accident occurs it is investigated carefully with each
and every trainman in an attempt to show how it
happened and how it could have been avoided.
824
Electric Railway Journal
Vol 58, No. 19
Traffic Analysis in New York
The New York Transit Commission Is Conducting an In-
yestigation of TraflBc Conditions on the Surface Lines
in Contemplation of Recommending a Unified
Co-ordinated System
VALUABLE information as to the amount of travel
of surface car line passengers in Manhattan has
been obtained as the result of trip counts which are still
being made among trolley passengers by the New York
Transit Commission for the purpose of aiding its in-
vestigation as to which of the trolley lines are neces-
sary and should be retained as part of the unified sys-
tem contemplated under the new plan. These counts have
been in progress during the past week on the Eighth,
Ninth, Sixth, Fourth and Madison Avenue lines. This
week the counts were resumed on the Ninth Avenue
line, and when that survey has been completed the
counts will be made on the flow of traffic to and fro
across Eighty-sixth Street. The new transit plan con-
templates the dropping or scrapping of little used or
unimportant lines and will attempt to determine just
what actual use is made of each, whether as a through
route or as an intermediate route of the passenger.
The commission expects later, when the work in Man-
hattan is completed, to extend the count to Brooklyn and
the remaining boroughs of the city. Extensive prepara-
tions have been made and some preliminary tentative
counts were undertaken at various points in connection
with mapping out the general scheme. It is proposed
to do the work in a vei-y thorough fashion.
Under the present scheme that the commission is
using each line is taken up separately and studies are
being made in connection with that line by the inspec-
tion staff of the commission. Signs were posted in each
car several days prior to the beginning of the cooint by
the inspectors. These signs, printed in English, Italian
and Hebrew, are informative in character, stating the
reason for which the count is being made and urging
the co-operation and assistance of the passengers in
carrying it out. These posters say that in order to get
at the proper routing of cars it is essential for the com-
mission to learn how the lines are used, what the trans-
fer points are of various passengers, etc.
Small cards have been printed which are handed out
by the inspectors to each passenger on the car of the line
involved during any particular inspection. These cards
request the passenger to inform the inspector what line,
or lines, he utilizes in order to get from his starting
IX)int to his destination; how many cars he uses; the
name of the street corner at which he begins his trip;
the street corner which is to be his final destination;
at what street corner he boarded the car under inspec-
tion, and at what street corner he is to leave that car.
The passenger is also requested to inform the inspector
whether he paid a cash fare on the particular car or
whether he presented a 2-cent transfer or a free trans-
fer. City Hall is taken as the center to which or from
which all people are considered to be traveling. A blue
card is used for all passengers whose destination is in
the neighborhood of City Hall, while a pink one is to be
filled out by all passengers going away from City Hall.
When the counts are completed the information gath-
ered by the inspectors will be tabulated and indexed so
that it can be utilized by the traffic experts of the com-
mission in the preparation of the necessary analyses
for the guidance of the commission in working out the
details of its plan.
Generally speaking, the commission has obtained an
average of about 60 per cent of answers to the questions
propounded by the inspectors or tendered to passengers
on cars presented by them. Four inspectors are as-
signed to each car and the counts are made in the work-
ward and homeward rush hours and at mid-day as well.
On the longer routes three round trips are made by
each squad of inspectors, while on some of the shorter
ones as many as six can be made in the same time. This
means that on every surface route at least nine round
trips are made, so that a very accurate index of the
amount and kind of travel is obtained because the counts
are made at representative periods in the traffic cycle.
About one hundred inspectors drawn from the various
departments of the commission were assigned to this
work. In some instances the inspectors have found it
possible to achieve a 100 per cent result of information
from passengers. This was particularly true of the
non-rush hours when the cars were less crowded. Dur-
ing the crowded hours the inspectors found it difficult
to reach all the passengers and also found a disposition,
particularly among tired passengers in the night rush
hours, of not being willing to be bothered.
It was said at the offices of the commission this week
that the result of the count so far is regarded as satis-
factoiy and that the infoi-mation obtained when col-
lated and properly tabulated will be invaluable in work-
ing out the problem of the disposition of the surface
car lines. It is expected that at least ten days or two
weeks more will be required to complete the count in
Manhattan. Several squads of men have already begun
their count on several of the Brooklyn and Bronx lines.
Water-Power Development Under
Federal Act
THE Federal Power Commission under the water-
power act of June 10, 1920, has since March 1, 1921,
authorized the issuance of thirty licenses involving
1,269,000 hp. and twenty-four preliminary permits in-
volving 1,280,000 hp., a total of 2,549,000 hp., or as
much as the aggregate of all applications approved by
the several executive parties during the fifteen years
preceding June, 1920. As a result, projects aggregating
1,277,000 hp. and an investment of approximately $100,-
000,000 are already under construction in New York,
Alabama, Wisconsin, Oregon and California.
Up to Oct. 8, 1921, there have been filed with the
commission 256 applications involving more than 16,-
000,000 hp., of which about 10,500,000 hp. is primary
power and 5,500,000 secondary power. The great major-
ity of these applications contemplate the development
and sale of power as public utilities. In 1917 the
census report showed an average investment in water-
power plant and equipment at that time of $240 per
horsepower. If the average investment required in the
projects before the commission is only one-half as much,
an expenditure of $2,000,000,000 will be involved. The
collateral expenditures for distribution systems, for cus-
tomers' installation and in accessory industries will be
several times greater. The commission believes that
with the removal of the restrictions which have hither-
to existed, with improved industrial and financial con-
ditions, with the development of new industries, with
railroad electrification, and with the gradual displace-
ment of steam power by water power, it is reasonable to
expect in the near future an activity in water-power
development hitherto unknown.
November 5, 1921
Electric Railway Journal
825
Australian Railway Rail
Standard Specifications for Railway Rails and Fishplates
Just Issued — Rails Generally Are Higher for Their
Weights than Their American Equivalents
THE Commonwealth Institute of Science and
Industry, Melbourne, Australia, has published the
new Australian standard specifications for railway rails
and fishplates which were adopted this year and have
been approved by the Interstate Conference of Railway
Commissioners. The specifications include ten draw-
ings giving dimensions of the five standard section rails
(T-rails) and fishplates. The rails weigh 60, 70, 80, 90
and 100 lb. per yard. The section of the standard 80-lb,
rail and fishplates is reproduced.
The rails generally are higher for their weights than
their American equivalents in either A. S. C. E. or
Section of Australian Standard 80-Lb. Railway Rail
AND Fishplates
A. R. A. series. The heads are also wider and of
slightly less depth, while the sides of the webs are
straight in contrast to the curved sides of the webs in
American rails. It is of interest to note the large
radius of the fillet connecting the top and sides of the
head. It is greater than that found in most American
rails. The greater head width is probably for the pur-
pose of securing a larger fishing surface for the tops
of the fishplates. A difference in fishing angles will
also be noted, particularly under the head, the slope of
which is 1:3. It is of interest to note the use of the
term "fishplate" in contrast to the American terms,
"angle-bar" or "splice-bar," and attention is called to
the use of the T-rail in contrast to the British "bull-
head" or "double-headed" rail.
In reference to the fishplate designs, it seems that
these could have been designed along more progressive
lines as they are quite similar to the old A. S. C. E.
designs, which are admittedly inadequate. A design
similar to the Pennsylvania Railroad standard would
cost little if any more and give much greater strength.
The specifications for manufacture in general are
quite similar to current American specifications. Only
5 per cent short lengths are permitted as compared with
10 per cent allowed here. Four kinds of steel are
specified, permitting a range in selection by the pur-
chaser. These are basic open hearth, acid bessemer,
Sandberg's basic open hearth high silicon and Sand-
berg's acid bessemer high silicon. The chemical an-
alyses of these are given in the accompanying table.
Single-Phase Express Locomotives for the
Swiss Federal Railways
OF THE fifty-three electric locomotives that were or-
dered by the Swiss Federal Railways from Brown,
Boveri & Company, forty-one are of the 1-B-|-B-1
type and will be used for passenger and express train
service. These engines were designed to pull a 300-ton
train up a 2.6 per cent grade at a speed of 31 m.p.h.,
and to accelerate such a train on that grade to the
mentioned speed within fifteen minutes. A top speed
of 47 m.p.h. should be possible.
To fulfill these conditions an output of 2,000 hp. is
required, which is derived from four twelve-pole single-
phase motors of 500-hp. continuous and 750-hp. one-
quarter-hour rating at 650 r.p.m. Two groups of two
motors each drive through a reduction gear of 1 :32
two jackshafts, from which horizontal rods transmit
the power to the two front and two rear drivers. Each
motor has its own 7J-hp. blower mounted directly above
it. In the middle of the engine is installed a 1,730-kva.
oil-cooled, single-phase auto-transformer, containing
eighteen voltage taps for the control of the motors and
the train heating. The oil of this main transformer is
kept cool by being pumped through a system of cooling
tubes located along both sides of the locomotive. The
motor-operated tap switch is mounted directly upon the
cover of the transformer, resulting in minimum length
of connections.
All control apparatus, such as switches, contactors,
relays, etc., are actuated by 36-volt d.c. derived from a
IJ-kw. motor-generator assisted by a standard car
lighting storage battery. Two motor-operated air com-
pressors of 9 kw. each provide air pressure for braking
MAI.V data of locomotives
Single-phase current 1 5,000 volt
lYequency I6| ft.
Hourly rating 2,400 hp.
Gage Standard^
Diameter of drivers 60 in.
Diameter of pony wheels '?."*•
Length over all '*n 4 a iu'
Weight of mechanical equipment 1 09,760 lb.
Weight of electrical equipment 1 32, 1 60 lb.
Complete weight 241,920 lb.
and lowering of the two pantographs. A novel system
is provided to apply electric braking on long down
grades. For this purpose a 42-kva. braking transformer
is connected in series with the main transformer, and
it is possible to excite the fields of the four traction
motors through this circuit. The armatures of each
CHEMICAL ANALYSES AUSTRALL\N STANDARD RAILS
. Processes -
Basic Open
Elements Hearth*
Carbon 0.55 — 0.68
Silicon Not less than 0. 10
Sulphur Not more than 0 07
Phosphorus Not more than 0 04
Manganese 0.60 — 0.90
* Carbon varies with weight. That in table is for 80-lb. rail.
Carbons are permitted as high as 0. 62 — 0 75 for 100 lb. O — ^H Rail.
Carbons are permitted as high as 0.60 — 0 70 for 100 lb. A — B Rail.
AQid
Bessemer*
0 50— 0.60
Not less than 0 1 0
Not more than 0 07
Not more than 0. 07
0.60— 0 90
Sandberg's
Basic Open Hearth
High Silicon
0.50—0.65
0 20— 0 40
Not more than 0. 06
Not more than 0. 06
Not more than 1 . 00
Sandberg's
Acid Bessemer
High Silicon
0.4O— 0 55
0 30—0 50
Not more than 0. 07
Not more than 0. 07
0 70— I 00
826
Electric Railway Journat,
Vol. 58, No. 19
two motors are put in series and discharge their gen-
erated current into special braking resistances. As the
main transformer is in the field circuit, its .eighteen
steps permit of a very gradual applying of the braking
force.
The valve operating the pantograph lowering device
is interlocked with the main oil switch, allowing a
lowering only after the switch is opened.
Direct Current for England
Railways Electrification Advisory Committee Submits Its
Final Report on the Question of Standardization of
System to the Ministry of Transport
THE final report of the Electrification of Railways
Advisory Committee on the question of standardiza-
tion of system was submitted on June 30 to the Ministry
of Transport and was made public by the Ministry
the end of August. The chairman of the committee is
Sir Alexander Kennedy, LL.D., and the members include
Sir John A. F. Aspinall, Sir Philip Dawson, Sir John
Snell, Sir Henry Thornton, A. R. Cooper and Charles
H. Merz. The committee was appointed in March, 1920,
to decide "whether any regulation should be made for
the purpose of insuring that the future electrification
of railways in England should be carried out to the
best advantage in regard to the interchange of elec-
tric locomotives and rolling stock," and "whether any
regulations should be made to limit the drop of poten-
tial in an uninsulated return conductor on electrically
operated railways."
On the question of system, the committee decided as
follows :
1. That, in the case of those railways which have not as
yet electrified any lines, as well as those which at present
have electrified all or part of their lines on the direct-current
system, their electrification, or extended electrification as the
case may be, should be carried out on the direct-current
system.
2. That the standard pressure of the direct-current system
at the substation busbars shall be 1,500 volts, subject lo:
(a) The continuance of any existing 600- volt and/or
1,200-volt installations, and, subject to the approval of the
Minister of their extension.
(b) The adoption of half the standard voltage — 750 volts
— in those cases where it can be shown to the satisfaction
of the Minister that advantage would arise from the use of
this lower pressure.
(c) The adopton of higher pressures — limited to a mul-
tiple of the standard pressure — ^where it can be shown to
the satisfaction of the Minister that sufficient advantage
would accrue.
3. That both overhead and rail conductor collection should
be permitted as long as the position and general design of
the conductors and structures are in accordance with recom-
mendations which will be made in a subsequent report. In
that report the committee will also suggest the regulations
required to insure that locomotives and/or motor coaches
shall be able, wherever it may be necessary, to run at two
different voltages, e.g., 600 '750 and 1,500 and/or with
either rail or overhead collection.
4. That the generation of current for direct-current lines
should be alternating three-phase at such voltag^e as may
be desirable in each case.
5. That in the case of existing generating stations supply-
ing at any frequency between 25 and 50 cycles it is unneces-
sary to make any change in frequency, but that it is desir-
able that where any one such frequency is in general use
in a particular electricity district any new power station
put down in that district for supplying a railway should
adopt the frequency which has been approved by the elec-
tricity commissioners or is in general use in that district.
The committee desires to add on this matter that from
the evidence which has been put before it, as well as its own
experience, it has come to the conclusion that alternating
current supplied to substations at a frequency of 50 cycles
can be used for railway purposes without any detriment to
railway working.
In connection with the recommendation on system,
the committee says the London, Brighton & South
Coast Railway long ago had installed the single-phase
system for its suburban lines and that a change to the
direct-current system would involve a large financial
expenditure which the railway itself could not be asked
to undertake, and which it would be diflScult to justify
to the public at the present time. The committee
recommended, therefore, that the system now in use or
planned for lines actually under construction on the
Brighton company's suburban lines need not be changed.
The committee considers that a standard position out-
side the track should be defined within certain limits
for the contact surface of the contact rails in relation
to the position and level of the running rails and recom-
mends that in respect to new electrically operated lines
and extensions to existing lines the following regula-
tions should be issued for securing the interchange-
ability of running: (1) The contact surface shall be in
the horizontal plane; (2) the gage measured between
the center of the horizontal contact surface of contact
rails and the gage line of the nearest rail of the corre-
sponding track shall be 1 ft. 4 in.; (3) the vertical
height of the contact surfaces above the plane of the
top table of the running rail shall be for top-contact
rails 3 in., for under-contact rails IJ in.; (4) the
vertical height of the contact rail above the plane of
the top table of the running rail shall be such as to
provide the necessary clearance from the load gages
from time to time in use; (5) the under-contact rail
where employed shall provide for the engagement of the
contact shoe being made from the side nearest to the
running rail; (6) above the level of the under-contact
surface no part of the contact rail construction shall be
at a less distance than 1 ft. 1* in. from the gage line of
the nearest contact rail, and below the level of the
under-contact surface at a less distance than 1 ft. 7* in.
from the gage line of the nearest track rail; (7) the
vertical distance between the underside of any contact .
shoe in the three positions and the plane of the top table
of the running rail shall not be less than 1* in.
Standardized 0\'erhead Collection
In respect to overhead collection, it is essential for
the interchange of electrically operated trains that the
position of the overhead live wire and the clearances
between the live wire and the fixed and moving struc-
tures as well as the width and operating range of the
collector gear shall be such that any train may collect
current from all electrically equipped railways. The
committee therefore recommends that in respect to new
lines and new electrical equipment on existing lines the
following regulations should be issued for securing
interchangeability of running: (1) The standard clear-
ances shall be, between the underside of any overhead
live wire or conductor and the maximum load gage
likely to be used on the line in the open, 3 ft.; through
tunnels and under bridges, 10 in. ; between any part of
the structure and the near point of any live overhead
wire or conductor, 6 in.; between the rail level and
overhead conductors at crossings, 18 ft.; at places
where there is a likelihood of men in the conduct of
their duties having to stand on the top of engines or
vehicles, 20 ft.; between any part of the collector gear
and any structure, 3 in. (2) The horizontal distance of
the contact wire from the plane to the center line of the
track and perpendicular to the surface of the track rails
shall be within the following limits: At a height of 18
November 5, 1921
Electric Railway Journal
827
ft. above the level, 1 ft. 3 in. ; at a height of 4 in. above
the maximum load gage likely to be used on the line,
1 ft. 9 in. (3) The weight and construction of the con-
tact wire and support shall be suitable for the passage
of collectors exerting an upward pressure of 25 lb. to
40 lb. (4) The width of the renewable contact surfaces
of the collectors at right angles to the track shall not be
less than 4 ft. and the extreme width over the horns of
the collector shall not exceed 7 ft. 6 in.
The committee concluded that it was unwise to draft
any regulations limiting the drop of potential on unin-
sulated return conductors. It said that the cases of
harmful effects due to potential drop in excess of that
allowed by the tramway act had been few and unim-
portant and readily corrected by the railway companies
on their own initiative. The only question was the
effect of these currents on the instruments in observa-
tories, and the committee felt that regulations should
be limited to the portion of electric railways within the
vicinity of the observatory.
Edinburgh Corporation Tramways Begin
Overhead Construction
ALTHOUGH the motor omnibus has displaced the
jl\ cable cars in Edinburgh, Scotland, on the majority
of routes, additional factors presented their applica-
tion on the route from Leith to Edinburgh. To allow
a continuous trip between the two cities at the least
cost, electrification appeared most promising. The
photograph reproduced herewith shows the staff of the
Setting Tubular Steel, Pole in Edinburgh
Edinburgh Corporation Tramways present at the erect-
ing of the first pole to support the tramway overhead
construction since the tramways passed into the hands
of the municipality. A special portable derrick fur-
nished means of rapid setting of the tubular steel poles.
The London General Omnibus Company has just
completed a motor coach which has many new features.
The seats are arranged so that a zigzag gangway runs
the entire length of the coach. There is ample room
for every passenger. The most striking new feature
which the coach displays, however, is the arrangement
of the hood, which, when it is not in use, is folded
away in front of the driver. It is claimed for this
device that, among other advantages, it gives the driver
a better view to the rear of the coach, decreases the
rear overhang, and prevents damage to the hood when
the coach is being reversed.
A Correction in Discussion on Trolley Wire
American Copper Products Corporation
New York, Oct. 26, 1921.
To the Editors:
In your issue of Oct. 18, page 633, included with the
summary of remarks before the convention of the
American Electric Railway Engineering Association, I
am quoted as expressing preference for numerous reduc-
tions in wire drawing. This is contrary to my opinion
in the matter. In substance, my remarks on this sub-
ject were that we would agree with the majority that
the heavy draws produce wire of at least equal results
physically and of more uniform hardness; that is, we
get away from the skin hardness by the heavy draws.
I would appreciate it if you would make this correc-
tion. Horace A. Staples.
What Merchandising Means
New York, Oct. 81, 1921.
To the Editors :
In the efforts to "merchandise" electric railway serv-
ice, has there been enough thought given to the quality
of the goods?
Some people — fewer every day — ride on the street
cars because they have to. Merchandising must be di-
rected to winning, or winning back, the others.
In the last analysis, the only way to fight the bus,
the private car and the sidewalk is to make the street
car service more attractive. If this is not done, no
amount of propaganda can save the industry.
To make the service more attractive, the manager
must absolutely get the point of view of the passenger.
The best way to do this is for the manager to ride his
cars and himself study every point of contact of the
passenger with the transportation system — the wait on
the comer, the stop signs and landing places, the car
signs, the steps, the method of fare collection, the clean-
liness of seats and windows. The most minute impres-
sions should be studied by the manager, for little
things, either good or bad, very often produce general
impressions.
No one can talk merchandising and ignore zone fares.
There are millions of people in this country walking
short distances every day who would ride if the fare
for their journey were less. Because a zone-fare sys-
tem failed in New Jersey is no proof that the principle
can never be applied in this country. In some of its
many forms it is now in use in many places in this
country. The street railway must aim to adapt its serv-
ice to the needs of the greatest possible number of
people.
The subject of civility of employees is hackneyed, but
it must be confessed that there is still much to be
desired in this line. Shall we throw up our hands or
shall we look for new influences and methods in place
of old ones which have failed? Some roads have at-
tained a fair degree of success in the matter of courtesy
to passengers. On every road there are some men who
treat their passengers like human beings. Does this
not hold out hope that improvement along this line is
not impossible? J. A. Emery.
Equipment and Its Maintenance
Short Descriptions and Details of New Apparatus of Interest
to the Industry. Mechanical and Electrical
Practices of All Depattments
Brake Equipment for Paulista
Railway
The Electric Locomotives Are Provided with a Combined
Vacuum and Air Pressure Brake Equipment and
Arrangements for Regenerative Braking
Are Also Made
THE brake equipments for the electric locomotives
now going into service on the electrified portion of
the Paulista Railway in Brazil have several new fea-
tures. As the cars to be handled by these locomotives
are equipped with the automatic vacuum brake, it
was necessary to make provision on the locomotive for
controlling this type of brake equipment. As these
electric locomotives weigh from 100 to 140 tons, it
would take from six to eight vacuum cylinders of 28-in.
diameter to give the proper braking force for each
locomotive, and as there is quite a list of other appa-
ratus besides brake equipment that must be supplied,
it is evident that the vacuum brake could not be
utilized on the locomotives themselves, although ar-
rangements had to be made to handle trains of cars
so equipped.
The simple straight air locomotive brake equipment
couM be used for handling the locomotives alone, but
to apply it in conjunction with the vacuum train brakes
would require the operation of two separate valves by
the engine man at the same time, which is objectionable.
Moreover, as two separate operating valves could not
be mechanically connected so as to operate simultane-
ously without destroying the independent operation of
the locomotive brake, this might prove impractical.
The brake as adopted provides for connecting the
vacuum and air pressure system, so that a reduction in
the air pressure brake pipe would be followed by a
locomotive brake application of the same proportionate
amount as that realized on the cars and the train. Also,
the re'ease of the train brakes automatically causes a
corresponding release of the locomotive brakes. Both
of these are accomplished without interfering with
possible independent release or application of the loco-
motive brakes at any time.
Details op Brake Equipment
The brake equipment of these locomotives consists
of a motor-driven air compressor of 21 cu.ft. displace-
ment with a 7i-hp. direct-current motor operating on
95 volts. This supplies the compressed air for the
locomotive brake system and for the air-operated aux-
iliaries. The vacuum for the train brake system is
obtained by a motor-driven vacuum pump having a
displacement at full speed of 150 cu.ft. per minute.
This is driven by a 10-hp. direct-current motor operat-
ing on 95 volts. The exhauster operates at full speed
only during the release of the vacuum brake. At all
other times it operates at half speed to maintain the
vacuum against leakage. On some of the Paulista loco-
motives the air compressor and vacuum exhauster will
be combined into one unit driven by a single motor. In
this case they will both operate continuously at normal
speed.
The locomotive brake operating parts are in general
the same as are used on all modern steam locomotives.
Two brake cylinders are mounted on each truck, one of
which operates the brakes on the driving wheels on that
side of the truck. Air pressure is admitted to and
released from these cylinders by a distributing valve,
which is the principal operating device of the Westing-
house Air Brake Company's E.T. locomotive equipment.
Two engineer's brake valves are required at each control
stand, one of which is called the independent brake valve
for operating the locomotive brakes only and the other
is called the automatic brake valve for operating both
train and locomotive brakes.
Two Types of Brakes Operate in Harmony
The most distinctive features of this new equipment
are those provided for causing the locomotive brakes to
operate in harmony with the train brakes during the
manipulation of the automatic vacuum brake valve.
This is accomplished by two new devices called the
"application control valve" and the "release control
valve," which are connected in both the vacuum and air
pressure systems. They consist of diaphragms, springs
and valves so arranged as to preserve a certain balance
between the vacuum and air pressure. When the
vacuum is reduced to apply to train brakes the applica-
tion control valve causes a corresponding proportionate
reduction of air pressure in the pressure brake pipe
which connects it to the distributing valve and causes
the latter to operate exactly as if it were in an air
pressure system. When the vacuum is reinstated to
release the train brakes the application control valve
admits a sufficient amount of main reservoir air to the
pressure brake pipe to cause the distributing valve to
assume the release position and to release the locomo-
tive brakes. The release control valve is provided so
that in case the vacuum brakes are graduated off in
steps, instead of being entirely released at once, the
locomotive brake cylinder pressure will be released
proportionately in about the same number of steps.
These locomotives are a'.so arranged for regenerative
braking and it is considered necessary to prevent the
application of the power brakes during the time that
the locomotive is regenerating, as both retarding forces
acting together would be likely to cause the wheels to
slide. This is accomplished by a special cap on the
distributing valve, which contains a magnet and valve
so arranged that during regeneration the distributing
valve will not operate. Immediately upon release of the
regeneration the power brakes become active exactly
as if the regeneration had not been used.
November 5, 1921
Electric Railway Journal
829
Turbo-Generator Operated Five Years with
But Few Stops
FOR five years a 3,200-kva. turbo-generator has been
operating in the power plant of the city of Sas-
katoon, Canada, without a breakdown. The unit was
installed by the Westinghouse company in 1914 and
was put into operation Nov. 24 of the same year.
Except for a short period in the summer of 1919 it
has been continuously available for service.
A summary of performances given by city engineers
show that the governor operated between extremes of
load which varied from 300 to 2,850 kw. in perfect
control. The only portion of the entire equipment that
was ever removed was the governor pedestal cap for
the purpose of renewing a gasket on the gland runner
joint. The condenser has proved reliable. On one occa-
sion when ice shut off the water intake seventeen times
in an eight-hour run no trouble to the tubes or plates
occurred under this unusual strain.
There were two runs of long duration. The first of
these took place from Oct. 6, 1916, to April 22, 1917,
and the second from June 12, 1917, to March, 1918.'
In the first run the load factor was 46.3 per cent, while
in the second it was 46.6 per cent.
The Electric Steam Boiler
THE APPLICATION of a 15,000-volt, single-phase
current directly to the water in a boiler for the
purpose of generating steam by electricity was de-
scribed in the Aug. 6 issue of Electric Railway
Journal. Some further details regarding the boiler
construction are now available. In the construction of
'boilers for alternating-current voltages from 1,000 to
15,000 volts, no special heating elements are used. With
the lower voltage, one electrode is used, and with the
high voltage two electrodes, the water in each case
forming the rheostat. The accompanying illustration
shows the construction used for the electrically heated
boiler in service for heating trains of the Swiss Federal
Railways where a single-phase, 15,000-volt current is
used.
Extensive tests made on large electro-boilers with
k:&^ ^>::^^
Electrically Heated Steam
Boilers Used for Heating
Cars of the Swiss Federal
Railways
alternating current of 161 cycles showed that there is
no danger from any possible gas generation. The regu-
lation of the current in relation to the steam dprrand is
effected either by controlling the depth of immersion of
the electrodes in the water, or by changing the position
of an insulated cylinder placed coaxially with the elec-
trodes and thereby increasing or decreasing the length
of the path of the current through the water. The
latter method has been highly developed by the Brown-
Boveri Company in Switzerland. For the automatic
maintenance of a constant steam pressure, the insulat-
ing cylinder may be connected to a float. This insulat-
ing cylinder may consist of earthenware for low
voltage, or porcelain for high voltage. With large
output boilers quartz only will resist the action. To
provide the necessary cooling of the electrodes, in large
output boilers, a water circulating pump is provided.
Trip-Cock Test on London Underground
'T^HE Metropolitan District Railway, London, for-
A merly tested the trip cocks on its trains at the St.
James's Park station, but the method used was such
as to cause what was practically an emergency stop.
Aside from this shaking up of train and pasengers, the
. scheme had the disadvantage that it did not apply to
every train and to every trip.
These objections have been overcome by the trip-cock
testing devices now installed at the Charing Cross sta-
Treac//e
Connections for Testing
* I d'arM "I^P " COCK ADJUSTMENT,
\ /oiijas'' London Underoround Rail-
ways
tion on both tracks, shown in the accompanying dia-
gram. As each passing train operates the device an
indication is given at once in case the trip-cock arm is
incorrectly adjusted or out of gage horizontally to more
than I in. up or down, or vertically within J in.
About 750 ft. back of each starting signal there is
installed a ramp on the side of the track opposite to
that of the positive conductor rail (as distinguished
from the negative conductor rail used in London) and
having the same relative height and position. About
250 ft. from the starting signal a detector is attached
to the end of a tie, set 8 in. from the running rail, also
on the side opposite to the positive conductor rail, but
about 2.\ in. above rail level. A lamp indicator, show-
ing a purple light, is mounted on the starting signal
post or adjacent to the signal.
As the train passes over the ramp the collector shoe
energizes the latter by transfer from the collector shoe
on the other side, and a relay, which switches on the
light in the indicator, is thereby actuated. This relay
is held up through a contact on the detector, but as a
train with correctly adjusted trip cocks passes the latter
the detector is operated to de-energize the re'ay and
extinguish the indicator light. Should the trip cock
be out of gage, or otherwise incorrect, the detector will
not be operated. The continued illumination of the
indicator light will tell the motorman that the trip cock
is out of adjustment.
830
Electric Railway Jouenal
Vol. 58, No. 19
Railway Topics Discussed by A. S. M. I.
Municipal Engineers Meet in Baltimore and Consider TraflSc Rules, City
Planning, Rapid Transit and Paving — Specifications
for Track Construction Proposeid
A FOUR-DAY convention of the
American Society for Municipal Im-
provements, the twenty-seventh annual
meeting of that organization, was held
in Baltimore, Oct. 25-28. A large
number of papers and reports were
presented, among them a paper on
rapid transit systems by Robert Ridg-
way of New York, printed on another
page. Abstracts of a number of other
reports or addresses of especial inter-
est to electric railway companies are
given below:
TRAFnc AND Transportation
The report of the committee on traffic
and transportation was devoted to a
consideration of the reduction of street
congestion, to jitney traffic and to a
recommendation for the establishment,
in municipalities having a population
of 100,000 or over, of a highway trans-
port division. The duties of this
division would be to deal with all mat-
ters pertaining to traffic and trans-
portation which affect the economic
designs and maintenance of streets and
their efficient use by pedestrians and
all classes of vehicles. One of the most
important functions of such a division
would be to make highway transport
surveys as preliminary to the design
and redesign of streets and the formu-
lation of efficient traffic regulations. On
the subject of reduction of street con-
gestion and jitney service, the report
says:
"Based on a careful analysis of pub-
lic passenger transportation, your com-
mittee considers that it is highly
desirable, from the standpoints of eco-
nomic public service transportation
and the efficient use of municipal
streets by traffic, that the society
should strongly condemn the deve'op-
ment of 'wildcat,' so called, jitney serv-
ice. Not only is the installation of
such service undesirable from the
standpoint of the overcrowding of
streets with five-passenger public trans-
portation vehicles, but it is obviously
unfair to public service corporations,
operating under franchises, to be forced
to compete with a jitney service, which
almost universally is operating on an
uneconomic basis. The present over-
crowding of some of the principal
thoroughfares of the city of Detroit
with hundreds of five-passenger jitneys
furnishes a striking example of this
type of public service transportation
development."
In the discussion following this re-
port, Prof. Arthur H. Blanchard of
the University of Michigan advocated
the principle of compelling jitneys to
operate only under municipal franchises
by the terms of which they could be
forced to render adequate service, as
are the street railway companies. Such
a method of operation, he announced,
is in effect in Detroit, where groups of
jitney buses have been formed into
companies. He opposed the practice
of permitting jitney buses to operate
on the same streets as street railway
lines, citing the case of one company in
Michigan which has been forced to sus-
pend service on account of jitney com-
petition. It was brought out in the
discussion, also, that the public may
find jitney service a^jreeable during the
warm months of summer, but that
when winter comes the value of an
inclosed street railway tar is better
appreciated.
License fees for motor vehicles oper-
ating on city streets, Professor
Blanchard believes, are too low. In
England, he pointed out, a substantial
charge is made for the use of city pave-
ments by buses and trucks. He forecast
a wide utilization of motor-truck lines
for freight haulage to be installed and
operated by the railway companies.
In large cities, where traffic is con-
gested. Professor Blanchard stated the
trackless trolley is not an economical
means of transport. The concentrated
wear caused by these vehicles, he said,
is responsible for ruts in pavements.
Public Service Commissions and
Municipalities
In presenting an abstract of his
paper on "The Relations Between Pub-
lic Service Commissions and Munic-
ipalities," Major Ezra B. Whitman, of
Norton, Bird & Whitman, consulting
engineers, Baltimore, and a member of
the Public Service Commission of Mary-
land, made a plea for the establishment
of equitable rates for sue!) utilities as
street railway corporations and gas
companies, even though this should
mean a raising of rates, in order to
prevent the companies from going into
receiverships. It has been the recent
practice in Maryland, in certain cases,
to allow a corporation a temporarily
increased rate, pending a final decision
by the Public Service Commission.
Such action is necessary, he pointed
out, because changing conditions in the
cost of labor and materials take place
far more rapidly than it is possible for
public service commissions to give
their decisions. Often such delibera-
tions take from six months to two
years and involve detailed valuations of
property. Major Whitman made the
point that public service corporations
can live only so long as capital is at-
tracted to them, and this means the
establishment of rates which will as-
sure a reasonable profit on the invest-
ment.
City Planning
The report of the committee on city
planning urged the establishment, in
every city of 50,000 inhabitants and
upward, of a city planning office with
at least one well-trained employee. In
the development of a city plan the
studies should be made in the follow-
ing order: (1) Major streets plan,
(2) transit plan covering street car
lines, (3) transportation plan covering
steam and electric railroad locations
and terminals, (4) public recreation
plan, (5) zoning plan, (6) civic art.
Street Railway Paving
This was the first report of a new
committee, of which C. E. DeLeuw of
Chicago is chairman. It was not pre-
sented for adoption A number of ab-
stracts from letters of city engineers
describing street railway track and
paving construction in their cities were
given, as well as some drawings and
statements of these engineers on the
various details of construction which
have been found successful or unsatis-
factory. The report then recites fac-
tors which require study in selection of
tracks and pavements therefor. These
seem to be taken largely from reports
of the committee on way matters of the
American Electric Railway Engineer-
ing Association for 1914 and 1915. The
latter committee is also quoted directly
on conclusions presented in 1915 on
track pavements.
It also contained a proposed speci-
fication for street railway pavements
and track construction, submitted for
discussion. The specification contains
sixteen sections, which bear earmarks
of rather hasty preparation. The first
ten sections of the specification are re-
printed below. These are followed by
five sections for stone, brick, wood, as-
phalt and concrete pavements and a
final section on "grade." An objection-
able feature of the latter is a proposal
that the outer rails of double tracks
shall be i in. below the inner rail.
Proposed Specifications for Street Rail-
way Paveme.nts and Track Construction
1. Excavation. 1. The contractor shall
excavate the space to be occupied by the
tracks to a depth of inches below
flni.shed grade. Any soft, spongy or other-
wise defective material shall be removed
from the subgrade, and replaced with sound
material.
2. The subgrade, shall be thoroughly
rolled with a three-wheel roller weighing
not less than 10 tons where practicable.
In places inaccessible to the roller com-
pression will be secured by tamping.
II. Subsoil Drainage. 3. In all soils ex-
cept sand, gravel or sandy loam, subsoir
drainage shall be provided.
4. Tills shall be done by laying either
4- or 6-in. tile pipe in a trench surrounded
by crushed stone, gravel or cinders. The
drain shall be laid under the center of
each track or midway between tracks, as
may be determined by the character of soil.
5. Provision shall be made for connec-
tions leading from the base of rails to the
subsoil drains, at frequent intervals.
6. Subsoil drains shall be connected to
the sewers by means of vitrified tile pipe
of a suitable size.
III. Foundation. Ta. Plain Ballasted
Construction, The ballast shall be evenly
spread in the trench so that, after being
thoroughly compacted with a three-wheel
roller weighing not less than 10 tons, it
shall have a minimum depth of inches.
8a. Ballast shall consist of clean, hard,
durable crushed stone or gravel graded so
as to pass a 2-in. screen and be retained
on a 5-in. screen.
7b. Concrete Slab Sub-ballast Construc-
tion. Upon the subgrade prepared as above
described, shall be laid a Portland cement
concrete slab inches in depth. The
concrete shall conform to the A. S. M. I.
specifications for concrete for pavement
foundations.
Sb. After the concrete slab has set a
layer of balla.st shall be laid to a maxi-
mum depth of 3 in. Ballast shall consist
of clean, hard, durable crus'ed stone or
gravel graded so as to pass a g-in. screen
and be retained on J -in, screen. Ballast
shall be well compacted by tamping.
7c. Solid Concrete Construction. Upon
the subgrade prepared as above described
shall be laid a concrete foundation which
shall be constructed integral with the pave-
ment base. The concrete work will follow
immediately after the surfacing and Tning
of the track. The final concrete shall be
brought to a height inches below the
top of the rail and shall coincide with the
grade established for top surface of pave-
ment base. Concrete below and around ties
and rails shall be thoroughly rammed and
tamped. If the engineer deems it necessary,
cement erout shall be poured so that all
voids will be filled. Care shall be taken
in tamping under and around the tie and
rail so that the surface and line of the
track shall not be disturbed. In no case
shall the ends of ties be covered by a board
while placing the concrete.
Sc. The concrete shall conform to the
A, S. M. I. specifications for concrete for
pavement foundations. ' '
IV. Kails. 9. The rails used shall be
of a type and weight which shall meet
the approval of the engineer The T-ralls
shall comply with ."specifications of the
American Society for Testing Mafevlals.
November 5, 1921
Electric Railway Journal
831
The high T-rails and girder rails shall
comply with the specifications of the Amer-
ican Electric Railway Engineering Asso-
ciation.
V. Rail Joints. 10. Rail joints shall be
modern bolted, riveted or welded joints.
The Joint selected shall product tlie effect
of a continuous rail. The type of joint and
the method of making shall be approved by
the engineer and be subject to his super-
vis ion.
VI. Rail Fastenings. 11. The rail shall
be brought to proper gage and fixed
securely to ties by track spikes or screw
spikes. Clips shall be used in all cases
when crew spikes are used. The type and
dimensions of rail fastenings shall be
approved by the engineer.
VII. Tie Plates. 12. Upon each tie and
under each rail shall be placed a tie plate.
The size, type, and weight of tie plates and
the method of fastening to the ties shall
meet with the approval of the engineer.
13. When tie rods are not used, suitable
brace tie plates shall be placed as directed
by the engineer.
VIII. Ties. 14. Wood Ties (untreated).
All ties shall be either No. 1 white oak or
90 per cent heart long-leaf yellow pine.
1.5. All ties must be square edged and
sound and sawed out of straight-growing
timber. They shall conform to specified
dimensions, he out of wind, with sawed
ends, and straight and parallel faces. Ties
shall be free from splits, shakes, loose or
decayed knots, or other imperfections which
may impair their strength or decrease their
durability.
16. The standard dimensions of all ties
shall be 6 in. in depth, 8 in. in width and
8 ft. in length. A variation from the
standard dimensions of i in. in depth and
width and 1 in. in length will be permitted,
provided that not more than 20 per cent of
ties under the standard dimensions will be
accepted.
17. Wood Ties (treated). All ties shall
be of long-leaf yellow pine, short-leaf yellow
pine, loblolly pine, Norway pine, Oregon flr
t-ypress, white oak or red oak.
18. Ties shall conform to the specifica-
tions in paragraphs 15 and 16 as to quality
and standard dimensions.
19. The air-seasoning of timber is pre-
ferred before steaming, but where sufflcient
time cannot be allowed for this fresh cut
timber will be allowed to be substituted
for treatment.
20. The character of the antiseptic solu-
tion and the method used shall be sub-
ject to the approval of the engineer.
21. The spacing of ties shall be not more
than 24 in. center to center.
IX. Pavement Base. 22. After the
foundation has been constructed, the track
laid and brought to proper alignment and
grade, the pavement base shall be laid." It
shall be of concrete which shall conform
to the A. S. M. I. specifications for concrete
for pavement foundations. Concrete shall
be thoroughly rammed and tamped around
ties and rails.
23. Care shall be taken in tamping
around the tie and rail so that the surface
and line of the track shall not be dis-
turbed. If the engineer deems it necessar.v.
cement grout shall be poured so that all
voids shall be filled. In no case shall the
ends of tlje ties be covered by a board
while placing the concrete. Care must be
taken to have the outside edges of the con-
crete base conform to the dimensions The
concrete shall extend from the bottom of
the ties to a grade above the tops of the
ties inches below the top of the rail.
X. Rail Filler. 24. The spaces under
the heads of the rails and next to the
webs shall be filled ahead of the pavement
with Portland cement mortar composed of
one (1) part Portland cement and three
(3) parts torpedo sand. At the option
of the engineer mastic may be substituted
consisting of a.sphaltic concrete binder.
Status of Electric Railway Light and Power
Securities*
Decided Improvement in Electric Railway Situation Shown During Past Year
Details Given — Customer Ownership, Valuation and Other Topics
Considered in Report to Investment Bankers
By H. M. Addinsell
Chairman of Committee on Public Service Securities,
Investment Bankers' Association
THE past year of general business issuing 7i per cent and 8 per cent notes
depression has accentuated the in- secured by a larger face amount of the
herent stability of public utility busi- 5 per cent bonds.
ness as a class. The treme.ndous Indus
trial activity of 1920 greatly increased
the demands on the utilities, which were
called upon to expand their facilities for
service Lo an unusual degree. But it
was an ordered expansion. There was
no such peak of production as was the
case in the industrial field. On the
other hand, when the depression set in
This, however, was an obvious make-
shift and the situation was not really
met until the details of the so-called
series mortgage had been worked out.
This type of mortgage contains all the
safeguards to the investor found in the
best open end mortgages of the pre-war
period, but in addition provides that
bonds may be issued in various series
^i^ ^^j'^.^.r-^^ ^-^^'-^ ^^"'"^ bSg-^cr ^zrri^rzi'i^
off in gross receipts.
Both periods, of course, brought their
problems. After the war interest rates
were high. Prime mortgage securities
could be sold only at such prices as
would yield the investor an income of
7 per cent and more. This, of course,
made it rather embarrassing for a com-
pany which, faced by large additional
demands from its customers, had to
raise money for additions and exten-
sions, but had nothing to raise it on
except the 5 per cent bonds authorized
by the open end mortgage it had drawn
up before the war. It was imperative
that the extensions and additions be
built and built quickly. The commis-
sions demanded it; also it wou'd have
been bad business not to satisfy the
urgent needs of good customers. In
dates as the directors may deem advis-
able. This makes it possible for the
company always to have available
against its needs for money for addi-
tions and improvement prime securi-
ties which will meet the demands of the
market in which they are to be sold.
Unfortunately even this does not
solve the whole problem. One of the
most important of the safeguards to the
investor contained in modem mortgages
is the provision that bonds may be
issued only against a certain propor-
tion of the proposed additions. This
proportion is generally 75 per cent or
80 per cent. Thus a large amount of
money still remains to be raised from
the sale of junior securities. Debenture
financing is always expensive and is
some cases the problem was solved by rarely satisfactory, though it may be
— ; — — used as a temporary expedient in times
Abstracted from the report of the com- of pmere-enrv The e-reater nart of this
n;itt'e. presented at the annual convention emergency, ine greatei part ox init,
of the Investment Bankers' Association of money must, therefore, be raised by the
America, New Orleans, La., Oct. 31, 1921. sale of stock.
Right here there comes another
serious difficulty. Many states have a
law which forbids companies to sell
their stock at less than par, but if a
company must pay over 7 per cent for
the money it raises on its mortgage se-
curities, how is it to sell at par a 6
per cent or 7 per cent preferred stock ?
The answer is obviously that it cannf t,
and the very difficult situation that has
been thus created has finally made leg-
islators in many states consider seri-
ously a plan which economists have
been advocating for over a quarter of
a century; that is, the issuance of stock
of no stated par value. The advantages
of this plan are manifold. The shares,
like any other shares, are worth exactly
as much as the property behind them is
worth, but they bear on their face no
misleading statements as to their value.
Consequently such stock cannot come
under the above legal restriction and
the company can set it in any market
on the same basis which is then current
for other securities of the same in-
trinsic worth. New York has had a no
par value law since 1912. Since that
time other states have followed New
York's lead, and many states now have
such laws on their books while similar
measures are pending before the legis-
latures of several others.
The Local Sale of Public
Utiuties Securities
In this committee's last annual report
mention was made of the success which
many utility companies were making in
the sale of large amounts of their pre-
ferred and even their common stocks
direct to customers and employees. At
that time there were pointed out the
manifold advantages of such local dis-
tribution of a company's securities. In
the first place a new security market of
by no means inconsiderable proportions
is opened up. It has been estimated
that since the plan was first adopted
about seven years ago over $100,000,000
has been added to the capital of public
utility companies from this source.
Probably a still greater benefit is the
good will obtained. The relations of the
company with its public and with its
employees are greatly improved. The
manager of the publicity department of
one company which has accomplished
much in this connection stated recently:
"Specific instances of improved pubCic
relations are many, including a remark-
able history of rate increases, the ma-
jority of which were obtained without
controversy by simply showing the
facts. We hear little or nothing of
municipal ownership any more at prop-
erties where we have home share-
holders."
It should, however, be borne in mind
that in undertaking the sale of its own
securities, a company assumes certain
duties and obligations toward the pur-
chasers of those securities. These pur-
chasers, it must be remembered, are
mostly people of comparatively small
means who are not accustomed to
scrutinizing carefully or judging the
merits of investment opportunities. To
them the utility company has always
seemed a financial pillar of strength.
In many cases they have considered it,
in spite of published figures to the con-
trary, a veritable gold mine to its own-
ers. To them, the opportunity to buy
this stock is an opportunity to share in
profits that they have always considered
absolutely certain. A careless or un-
scrupulous company might, in some
cases, sell stock that had no real value
832
Electric Railway Journal
Vol. 58, No. 19
behind it. This would be a most danger-
ous practice. Not only would such a
company be running the risk of losing
the confidence and respect of its local
public, but it would be getting back to
the same old condition of inflated capi-
talization which proved so disastrous in
the past. It is thus plain that stock
which a company expects to market di-
rect should be issued under the same
conservative restrictions which would
be demanded if the issue was to be
made through investment bankers. It
should represent actual investment in
the property and the price should be in
line with the current quotations for
securities of a similar class.
Competition From Tax Exempt
Securities
Tax exempt securities have a direct
bearing and restraining influence on the
marketing of gas and other utility
securities and this is a matter which is
now receiving considerable attention.
Philip H. Gadsden recently appeared be-
fore the House ways and means commit-
tee on behalf of the three large utility
associations and urged that public utili-
ties be placed in a special class for taxa-
tion purposes and also opposed the issu-
ance of any further tax exempt securi-
ties. It has been estimated that there are
$7,000,000,000 par value of tax exemtit
securities issued by state, municipal and
school governments now outstanding.
The continued issuance of tax tre?
bonds of local governments carrying
high rates of interest is attracting in-
vestors to the. detriment of investments
offered by private enterprise and agita-
tion for limiting the tax exempt bor-
lowing power of local governments is
growing. In public utility circles senti-
ment is increasing to prohibit the fur-
ther issuance of tax exempt securities.
Water Power Development
AND Superpower Plans
One of the most important and inter-
esting developments in the power gen-
erating field is the progress that is be-
ing made toward the development of
water powers on navigable streams, on
public lands and on the forest and other
reserves. This development has been
made possible by the Federal water
power bill. The enactment of this law
has met with tremendous response from
people who seem to be willing to take
the responsibility for the development
of the potential power made available.
Ud to June 30, 1921, the commission re-
ported that there had been filed with
it applications a<rgreo-ating 14.675,000
hp. affecting thirty-three states, the
District of Columbia and Alaska. This
amount is five times greater than the
aeeregate of all applications with the
federal government in the preceding
fifteen years. The projects applied for
vary in size from less than 100 hp. up
to the 3.000,000 hn. scheme of the South-
em California Edison Company on the
Colorado River. The chief present de-
fect in the act is its failure to provide
adequate means for its expeditious ad-
ministration. In spite of this handicap,
the commission has accomnlished many
thines in the first year of its oneration.
There is, of course, no possibility of
immediate development of all the proi-
ects applied for. The market could
not absorb the power even if the con-
struction could be financed. But at
least there is now available a practical
method for a progressive development
of water powers, which may be under-
taken as rapidly as financial conditions
and market requirements will warrant.
After many years of obstruction on the
part of so-called conservationists, the
country has now adopted a program for
the real conservation of our exhaustible
fuel supplies by throwing upon the in-
destructible and self-rt'newing water
powers the production of large amounts
of motive power.
Superpower Systems
Closely allied with the movement for
conservation of fuels by development of
new water powers, is the movement for
conservation through the more efficient
use of facilities already in operation.
The United States Geological Survey,
under the special direction of Congress,
has been engaged for the past year
and more in a survey of the power re-
sources of the Atlantic seaboard be-
tween Boston and Washington, study-
ing the practicabilities and advantages
of a co-ordinated superpower system,
and certain preliminary estimates made
public last spring point out the enor-
mous coal saving which could have been
effected in this zone during 1919 if the
facilities which are proposed had been
in existence at the time. It may be said
that to a certain extent the welding
of individual systems into superpower
systems is already taking place in many
localities. The whole question is one
which is of great interest to the invest-
ment banker, and one in the solving of
which he will undoubtedly play a lead-
ing part.
The Electric Railway Situation
During the past year the electric rail-
way situation has shown decided im-
provement. The facts have proved the
truth of the statement that adequate
traction service is indispensable to the
comfort, convenience and prosperity of
any important community. To most of
us this principle is self-evident, but in
some cases it has taken an absolute
breakdown of the system to bring it
home to shortsighted politicians who
had been exploiting their local com-
panies for selfish purposes. Other com-
munities have profited by the example
of their less fortunate neighbors and
have lightened their companies' burdens
before the breakdown came. In still
other instances the situation has been
solved by the interposition of a state
commission.
The measures for relief have been va-
rious. There have been a few instances
in which the city has taken over the
roads f'-om the company, usually giving
in exchange mortgage bonds on the
system. This sort of transaction does
not, however, in and of itself, solve the
problem; it merely transfers to the city
the responsibility for making the sys-
tem self-supporting in the face of ex-
cessive wages, high commodity prices
and jitney competition. Undoubtedly
some municipal authorities will try to
take the easiest way out and make up
from the city treasury losses caused by
a popularly low fare, but it is highlv
improbable that the taxpayers will
allow such an experiment to be long
continued.
The steps taken in various communi-
ties have, of course, differed in accord-
ance with the needs of each situation.
In the first place, there has been a more
or less general raise in fares. A sum-
mary compiled early in the year from
fieures supplied by the American Elec-
tric Railway Association showed that
the traction companies in over S.'j per
cent of all cities in this country of over
25,000 population were, at that time,
charging fares which ranged from 6
cents to 10 cents. Among the ten larg-
est cities of the country, New York was
the only one which still retained the
5-cent fare. Many companies have ob-
tained relief from burdensome paving
obligations and other forms of special
taxes. In particular, it is becoming
generally recognized that unregulated
bus competition is not only unfair to
the street railways, but is in the long
run positively detrimental to the best
interests of the public. There is of
course, a legitimate field for the buses.
Used properly their flexibility makes
them most valuable as feeders to bring
to the car lines riders from sparsely
settled outlying districts that are just
opening up. This function they can
probably fulfill most efficiently and
economically when operated as an in-
tegral part of the railway system; at
the very least, they should be subjected
to the same country as are the other
transit facilities in the community. It
is most gratifying to note that many
states, notably Connecticut, "have taken
a firm stand in putting all public car-
riers under the Public Service Commis-
sion and requiring all such carriers to
secure a certificate of convenience and
necessity before beginning or continu-
ing operation.
None of these remedies, however, will
cure an over-capitalized company. Such
situations must be cleaned up from
their very foundation. In these cases,
an actual valuation should be made and
the capitalization of the company ad-
justed to a real basis of the property's
worth. A new franchise should be ob-
tained embodying such provisions as are
necessitated by the needs of the par-
ticular situation. Enlightened opinion
is coming more and more to favor the
so-called service-at-cost franchise which
provides machinery for adjusting the
rate of fare to insure an income suffi-
cient to provide for all operating ex-
penses, adequate maintenance and de-
preciation and the interest and divi-
dends which represent the wages paid
to capital actually invested in the busi-
ness. In what is possibly its best form
the service-at-cost franchise provides
also for a premium on efficient man-
agement in the form of a rate of return
becoming progressively higher as fare-;
are reduced.
In addition certain factors in the gen-
eral economic situation have been of
material assistance to electric railways.
There has been a slight but actual re-
duction in wages. It is estimated that
the average wage index in August,
1921, was 218 as compared with thp
peak of 232 in September, 1920, and 100
in 1913. To the railways with their
large bills for platform labor, this has
been a material saving. For example,
it is estimated that the recent 10 per
cent cut in the wages of the employees
of the Interborough Rapid Transit Com-
pany means a reduction of $2,600,000
in that road's operating expenses dur-
ing the coming year. A particularly
encouraging feature of this wage re-
duction is that, for the most part, it
has been effected by individual negotia-
tions on the part of each road and
without great friction. This can only
mean that the employees are taking an
added interest in the welfare of their
companies which may prove to be a
deciding factor in the avoidance of
future labor troubles. Reduction in the
cost of materials has not been so gen-
eral. Particularly in manufactured
November 5, 1921
Electric Railway Journal
833
articles, such as cars and car equip-
ment, it has almost been negligible,
but in some materials which have a
very general use, such as copper, the
decreases have been marked.
Commission Regulation
The state regulatory commissions
were originally created to place a curb
on the utility operators in their sup-
posed exploitation of the public. At that
time there was a general feeling, which
still persists to a limited extent, that
such restriction upon private enter-
prise would discourage the investment
of further capacity in the business and
would prevent its proper and necessary
development. The critics of regulation,
however, seem to have under-rated the
spirit of fairness with which the com-
missions took up their work. Hardly
had regulation become an established
fact when the war broke out. Within
a few years rising wages and commod-
ity prices had so increased operating
expenses that many utilities were losing
money. The commissions, however,
realizing the fundamental necessity of
maintaining the utility industry in the
best possible condition, were fair in
recognizing the necessity for increased
rates.
This was not, of course, what the
demagogues and politicians had counted
on and numerous attempts ensued to
arouse popular opposition to the regula-
tory bodies. In at least two states the
gubernatorial elections last fall were
fought, and won, on platforms calling
for the abolition of the commission.
So far as can be learned, however, there
is no general public demand for the
abolition of state regulatory bodies. In
the two cases mentioned above, the cam-
paigns were strongly affected by na-
tional consideration. In one of these
states the candidate who stood stronsrly
for regulation sent a telegram to the
governors of all the other states asking
for their opinions in the matter. He
received thirty-six replies. The word-
ing of those replies, of course, differed
but in their substance all were in funda-
mental agreement with the statement
from Massachusetts, that -the commis-
sion had proved its usefulness and was
here to stay.
Proper Mbtthod of Valuation
Still Undetermined
There are, to be sure, many problems
which have not yet been solved. One
of the most important of these is prob-
ably the adoption of a uniform and
comprehensive scheme for the valuation
of utility properties. There is an al-
most universal tendency to restrict the
right of utility companies to earn more
than a stated return on the present
value of their properties as going con-
cerns. It is thus of the utmost impor-
tance to the investment bankers that
they be able to form some idea of what
valuation will probably be placed by the
commission upon a property, in order
that they may judge to what extent the
securities of the company may be safely
issued.
As yet the question remains in a
chaotic condition. The various commis-
sions have contributed little helpful
thought on the subject, due largely to
the limitations of the cases presented to
them and the fact that counsel when ap-
pearing before them have felt that they
must be guided by the peculiar exi-
gencies of each case, and not attempt
to present the subject of valuation be-
yond its relation to the particular case
under consideration. Strictly on its
merits, therefore, neither angle of the
question has obtained a full presenta-
tion. Public utility operators have very
varying views on the subject and engi-
neers are more or less hampered oy
the varying purposes for which they are
asked to make valuations. Replace-
ment value seems still to be the best
guide the investment banker has as to
the value of properties for loan pur-
poses, provided always of course that
the properties are reasonably produc-
tive, are permitted to earn a fair return
on the cost of reproduction, and have
been reasonably maintained. This
method has its serious drawbacks. By
reason of the changes wrought by the
war the prices to be used in figuring re-
placement values have become a new
and very difficult problem. At best
this method is only what has been
aptly termed an "intelligent guess," but
it is perhaps the most "intelligent
guess" that has so far been arrived at.
Perhaps in time the commissions may
evolve a new and better system. It is
a question of the utmost importance to
investment bankers and one which
should receive their earnest attention.
A sub-committee is studying this ques-
tion and will report on it shortly.
Many other problems are constantly
coming up for solution. With the read-
justment of commodity prices has come
a temporary lowering of costs of labor
and essential materials, but it is as yet
by no means certain that this is not a
mere temporary condition so far as the
utility business is concerned. It is,
therefore, necessary to these utilities
that they be allowed to maintain their
present rates to cover previous losses in
operation and to re-establish a credit
for the carrying on of the large con-
struction program which has been de-
ferred for the past four years.
It is gratifying to note the accept-
ance of these facts by the regulatory
bodies, and a far better understanding
by them of utility problems. The regu-
lation of utilities is upon a broader and
more comprehensive basis with wider
recognition of the influence of fair
treatment leading to the profitable oper-
ation of the utility upon the welfare
and development of the community
served.
Conclusion
It will thus be seen that the pub-
lic utilities have come satisfactorily
through a year of general depression
and that during the year progress has
been made by the various groups af-
fected by the industry — operators, in-
vestors and the public served — toward a
more complete realization of the funda-
mental unity of their interests. In par-
ticular the state commissions are ar-
riving at a steadily clearer understand-
ing of utility problems and are render-
ing valuable assistance toward their
solution. All these factors have tended
to increase public confidence in the in-
dustry and public utility securities are
returning to their old favor with in-
vestors.
Subways for City Transportation*
When a Rapid Transit System Becomes Necessary — Relative Advantages of
Subways and Elevated Railways — Facts About New York System
By Robert Ridgway
Chief Engineer Transit Commission, State of New York
political issue of municipal campaigns.
It is one of the leading issues at the
present time and has been and is being
widely discussed from every possible
point of view.
Every man is intensely interested in
the local transit facilities of his city
because they affect his comfort and
convenience so intimately and because
any of their defects or shortcomings
are so apparent to him. He remembers
that he had to wait for his subway
train and was obliged to stand in dis-
comfort all the way home when he
ought to have had a seat. Water sup-
ply and sewage, while quite as im-
portant to his well being, have a rela-
tively mild interest for him so long as
the sewer does not become choked
and back up into his cellar and whole-
some water flows when the faucet is
turned. The water supply structures
and the sewers are out of his sight and
he does not think of them until they
fail to function properly. Few citizens
think of what they cost or whether they
are well designed and honestly con-
structed.
If the transit system of a city could
be established before the population ar-
rived, the city plan would in many
cases be very different from what it
now is. Whether better or worse
would, of course, depend upon the wis-
dom and far-sightedness of those who
did the planning, but it is impossible
to look far into the future or to fore-
see the advance in the art of construc-
tion and the revolutionary changes
which take place from time to time in
RA.PID transit systems for cities are
. comparatively modern institutions
and are the result of the phenomenal
growths of urban communities during
the past seventy-five years. In the
smaller cities of a century ago there
was nothing in the conditions to re-
quire local rapid transit, so, of course,
no one gave much, if any, thought to
the problems which were to vex the
descendants of the more placid folks
of those days except the few persons,
always found in every community, who
are gifted with a far-seeing vision into
the future. Merchants and other busi-
ness men of the small town or village
of the past lived within walking dis-
tance of their shops and offices. This,
of course, was before the days of the
automobile. As the community grew in
size and the distance between home
and office became too great to walk
morning and evening tramcars and om-
nibuses were considered sufficient to
take care of the transit needs. The
trend to the cities resulted in the won-
derful grovirths indicated by the census
figures of the past eight or ten decades
and then the question of rapid transit
began to be discussed. New York, be-
ing the largest of our American cities,
naturally felt the urge first, and soon
after the ending of the Civil War the
agitation began which still continues
and which, on account of its importance
to the people, has often been made the
•Abstract of paper presented at the an-
nual convention of the American Society
for Municipal Improvements, Baltimore,
Oct. 28, 1921.
834
Electric Railway Journal
Vol. 58, No. 19
the methods of transportation. Who in
New York a century ago would have
believed that the wide river separating
Manhattan Island from Long Island
would be bridged and tunneled as it
has been since that time or that electric
traction would have been developed
to the state it has reached today?
I am afraid if an attempt had then
been made to lay out a rapid transit
system to fit our present needs the
experts would have made a sad mess of
it because they would have had to deal
with too many unknown factors. It is
not wise to design transportation sys-
tems or other utilities for the needs of
a time too far ahead. Railway struc-
tures and equipment, like battleships,
become obsolete, and then, in part at
least, are liabilities rather than assets,
except the right-of-way, which in nearly
every case retains and generally in-
creases in value.
Relative Merits of Subways and
Elevated Railways
Subways have the great advantage
of being out of sight. After they are
huilt they permit the streets under
which they run to be used to the fullest
extent. Operation in them is noiseless
to those on or above the street surface,
and they do not obstruct light, air or
access to property. While it is not as
pleasant to travel below the ground
as above it, train operation in subways
is not affected by weather conditions
and when the stations are located at
shallow depths they are very conven-
ient of access. Subways have the ef-
fect of materially enhancing real es-
tate values in the portions of the city
they serve, particularly in the vicinity
of stations. The principal argument
against them is the cost, which from
New York's experience is from four to
five times that of a steel elevated rail-
road of the same capacity.
Prior to the war, New York's sub-
ways cost to construct, including track,
stations and other appurtenant work
and including also the maintenance and
underpinning of abutting buildings and
the maintenance and restoration or re-
construction of, surface and sub-surface
utilities, but excluding the furnishing
and installation of third rail, signals,
lights and othei- equipment, from
$700,000 per track-mile in an outlying
portion of Brooklyn to $2,500,000 per
track-mile in a very congested section
of lower Manhattan. Similar costs at
pre-war prices for a steel elevated rail-
road were about $275,000 per track-
mile for a three-track line and about
$235,000 per track-mile for a two-track
line. These costs would be much
greater at the present time. To put
it in another way, a given amount of
money for rapid transit construction
would build from four to five times as
much elevated line as subway. With
these facts in mind it would seem that
subways, notwithstanding their many
advantages, must be confined to the
congested portions of a city, using ele-
vated structures or open cuts for the
extensions into the less congested and
outlying parts. It is a fact that other
considerations than financial ones some-
times govern. For instance, an ele-
vated railway could be constructed in
the narrow street of the most intensely
used business section of a city for a
fraction of the cost of a subway, but
public opinion might not permit it to
be built there and might insist upon
having the subway notwithstanding the
much higher cost.
Few cities have subways, largely be-
cause they are so costly to build. New
York, I believe, has a greater mileage
of them than all other cities of the
world combined because conditions
there are such as to make subways nec-
essary for the large, intensively devel-
oped areas.
Compared with subways, elevated
railroads are simple to construct and
can be built in far less time. In nor-
mal times, an elevated structure can
be finished ready for track in from
eighteen to twenty-four months of the
date when work in the field is begun,
and the discomfort to the public and
interference with traffic on account of
the construction confined to a small
part of this period. The disturbance
of the street surface and of the utilities
underlying it is relatively slight. With
a section of a subway on the other
hand, from three to four years' time
is usually required for construction and,
except where it is at such depth that
the work is done by tunneling methods,
it requires generally the entire recon-
struction of the ■ street and of the
sewers, water and gas mains and other
structures beneath it.
An analysis of fifty-seven subway
contracts showed the total expenditures
on account of them to have been dis-
tributed as follows:
Percentage
Item of Work of Cost
Earth excavation ; 25 . 6
Rock excavation 15.9
Concrete 14.0
Riveted steel, furnished and erected 7.4
Rolled steel, furnished and erected 7.2
Steel rods, furnished and erected 1.0
Underpinning buildings 6.5
•Supporting existing railroads 2.7
Construction of new sewers 3.8
Relocating pipes and ducts in street 2.8
Waterproofing, railroad ducts and mi»-
cellaneous work 13.1
Total 100.00
Rapid Transit System in New York
It is not within the purview of this
paper to go into the details of these
contracts, which are of such importance
to New York City and which have been
and are being discussed so much, both
favorably and otherwise. It is of in-
terest, however, to know that the cost
of constructing the dual system will
bo, when completed, over $400,000,000
and of equipping the lines and improv-
ing and extending the companies' own
lines over $180,000,000. These costs in-
clude the city-owned lines built between
1900 and 1913, but do not include the
extensive companies-owned lines con-
structed prior to 1913. About one-
quarter of the construction cost and
all of the equipment cost are borne by
the two operating companies, and the
two systems will include, when com-
pleted, approximately 70 miles of sub-
way, 17 miles of railroad in open cut
below street grades and on embank-
ment, 126 miles of steel and concrete
viaducts and bridges, a total of 213
miles of railroad and 619 miles of
single running track. All but 10 miles
of this total mileage of railroad is in
operation.
The number of passengers carried by
the dual system; that is, the rapid tran-
sit lines, for the year ended June 30,
1921, amounted to over 1,418,000 000.
The average on business days is about
4,172,500 and the maximum for one day
was about 4,929,000.* These figures
♦This occurred in February, 1920, on the
occasion of a snowstorm which partially
tied up surface car traffic and thus In-
creased subway trafBc.
are exclusive of the passengers carried
by the surface lines, the bus lines and
the suburban services of the trunk line
railroads. The following table indicates
the ticket sales at some of the more
important subway stations of the con-
gested zone:
ANNUAL ticket SALES FOR YEAR ENDED
JUNE 30, 1921
INTERBOROUGH RAPID TRANSIT COMPANY
(Borough of Manhattan)
Portion of original subway on lower Broadway and
Fourth Avenue — now part of the new Lexington
-Avenue Line.
No. of
Stations Tickets Sold
South Ferrj' Station 1.732,200
Bowling Green 6,951,700
Wall Street 9,435,100
Fulton Street 14,803,100
Brooklyn Bridge 15,238,000
Fourteenth .Street 1 5,862,000
Forty-second .Street (Grand Central).. . . 28,970,900
New .Seventh .'' ve ue I ine
Wall Street 9,584,100
Fulton Street 4,190,210
Park Place 4,525,800
Chambers Street 6,487.500
Fourteenth Street 10,093,000
Thirty-fourth Street (Penn. Station) 23,071,850
Forty-second Street (Times Square) 29,568,260
Borough of Brooklyn
Borough Hall 9,945,100
Atlantic Avenue 19,929,720
The intensively developed portion of
New York is beyond question a sub-
way district, but the roads are taken
out of the ground as the outlying or
less congested portions of the city are
reached, and the extensions are carried
on elevated structures.
The stations are of the local and ex-
press types. The local stations are
located from i to J mile apart and the
express stations usually at longer in-
tervals, generally from li to 2 miles
apart. "The typical local station has
side platforms and those of the express
stations are usually between the local
and express tracks. In the Interbor-
ough Subway the platforms of the ex-
press stations are about 480 feet long
to accommodate their ten-car trains,
the cars of which are 51 ft. 2 in. long.
The platforms of the original local sta-
tions now accommodate six-car trains,
while those constructed within the past
ten years are designed for the full
ten-car trains. The cars of the Munic-
ipal Railway Corporation are 66 ft. long
and the platforms of their local and
express stations are now made 530 ft.
long, to accommodate eight-car trains.
Recent Association Bulletins
THE Bureau of Information and
Service of the American Electric
Railway Association has prepared the
reports mentioned below during the
past month, and they are now available
to member companies upon request:
(1) A brief summary of the causes
that brought companies into the hands
of receivers; (2) a new compilation of
cities in which fares have been
changed, showing population, cash
fare, ticket rate, date of change and
number of fare changes granted; (3)
a summary of the replies to a question-
naire of the committee on economics of
schedules explaining methods of fixing
running time; (4) a statement of the
policy of public utility commissions in
the various states in regard to the is-
suance of school tickets; (5) month by
month statement of electric railway
revenues and traffic for the first nine
months of 1921 compared with 1920.
November 5, 1921
Electric Railway Journal
835
Mr. McGraw Discusses Business Revival
At the Annual Meeting in Cliicago of Associated Business Papers He Points Out
How the Business Press Can Help
*** I *HERE are two great classes in
X the world today — those who look
on the world in chaos and see no hope
for the future and those to whom the
world disaster is but an inspiration for
greater effort. I am putting the busi-
ness papers in the latter class.
"Some one has pointed out that there
are people who liken existence to life
in a squirrel cage — eternal movement
and eternal sameness — but the leader
of today is the man looking straight
ahead with new thoughts or with new
vision of old thoughts. The business
publisher as never before must grapple
with the great pi-oblems before us,
with new thought and new vision of
world conditions confronting us in
order that they may be solved and
harnessed for the welfare of humanity."
With these words James H. McGraw,
president McGraw-Hill Company, Inc.,
began an address on "What Business
Papers Can Do to Speed the Revival of
Business" at the annual convention of
the Associated Business Papers, Inc., at
Chicago on Oct. 24.
Mr. McGraw then outlined briefly
the business situation in Europe and
America, told how intimate the con-
nection was between the business con-
dition in each and criticised the inaction
of Congress on pending legislation for
part of the uncertainty in which busi-
ness men find themselves as regards
future development. Continuing, he
said, in part:
"Each of the situations referred to
has a present-day bearing on American
business. What is more, some of them
will determine how America is to do
business for many years in the future.
If American business is to function up
to the new position that has come to
it during the war, and that necessarily
follows from the fact that the center of
world finance and of world influence
has shifted to our shores, these govern-
ing conditions must be interpreted in
terms of their influence on every indus-
try. We may become, if we have but
the knowledge, the foresight and the
energy, what England has long been —
the market center of the world. But
we can take this position only if we
have a race of business men equal to
the occasion — a race worthy of a world-
wide commercial dynasty.
"How shall American business men
get this conception, how shall they
rise to this opportunity unless the busi-
ness press carries the message to them
in each issue, strong with knowledge of
the situation and its bearing on Ameri-
can business, convincing in the wisdom
of the remedies it suggests, invincible in
the enthusiasm and courage it dis-
plays? It is no job for weaklings, but
for the broadest-gaged man that the
country commands. It will not be ac-
complished by editors chained to their
desks, nor by mere reporters nor
by publishers who are bearish on
America's future. It can only be ac-
complished by broad vision and the
gospel of work.
"We must help mobilize American
opinion on the stabilization of European
currencies. We must not be squeamish
in demanding whatever rearrangement
of the German reparations may be
necessary for the stabilization in Ger-
many— realizing that a stable Germany
is essential to a normally functioning
economic world. When Russia comes
JAMES H. McGRAW
President McGraw-Hill Company, Inc.
back, as she must, when the other weak-
ened powers are in a position again to
buy in normal quantities, the business
press mu.st picture the opportunity and
be the apostle of whatever credit struc-
ture is necessary to bring these nations
again into the world economic family.
As to every other factor in the Euro-
pean and the world situation, business
papers must rise to the occasion and
see to it that American business has a
wise and courageous policy.
"Studying the problems that are
closer to home, we find many avenues
along which business papers can work
in speeding the revival of business.
"War breeds extravagance. In spite
of the noble ideals which inspired this
nation to take up the great conflict
across the seas, the inevitable result
was the accumulation of innumerable
wastes and habits of extravagance.
We could not help it, but we must over-
come the habits and tendencies which
were developed throughout our entire
social and industrial fabric by that
terrible conflict. As a tangible example
of what can be done, Herbert Hoover
has focused the attention of industry
upon the unnecessary wastes which are
sapping the vitality and reducing the
productivity of our nation.
"We are appalled when our attention
is called to criminal wastes of life
through accidents and negligence, the
prodigal waste of our natural resources
through underdevelopment or political
chicanery, the prodigious waste of
materials through mismanagement and
inefficiency. But of all the wastes
which affect our happiness and pros-
perity, the waste of time and human
effort is the greatest and has the most
damaging influence. If the business
papers collectively and individually can
instill into the minds of the thinking
men of industry the gospel of intelli-
gent work, we will have performed a
tremendous service. Never has there
been such an opportunity. Never
were our industries more in need of
help. Never would they be more grate-
ful for true and full pictures of condi-
tions for wise counsel, and courageous
leadership, as a result of unselfish
devotion.
"To do all this costs money. Men
who can dominate an industry, be they
editors or publishers, are not to be held
with paltry salaries or poor prospects.
Such men are in demand by the aggres-
sive businesses of the country. Not
only are the requisite leaders high-
priced men, but they must be equipped
with competent staffs. A man who is
out in the forefront of an industry can-
not be burdened by desk detail.
"It is evident then that the business
papers need larger incomes. We need
them not that our own pockets may be
lined with profits but that we may turn
back into American business a degree
of service which in turn will be a fruit-
ful developer of our industrial and com-
mercial life. This is a time when we
should think how much we can give
rather than how much we can get. We
should give all that we can first, hoping
there will be a margin of profit. This
is a time for more patriotism, for
greater leadership and for less selfish-
ness. The business papers must make
the first investment, living up to this
thought. With the opportunities that
are ours today, the watchword must,
be: Dividends small; Service large. We
must be bulls on American business and
not fear to make an investment in the
affections and confidence of American
business men. If we extend help to
American business when it is dovim,
if we help to bring it up, we can safely
count upon a full reward when the sun
of prosperity shines.
Publishing Difficulties
"I am fully mindful that while I am
urging this wider service, we ourselves
are under fire from American business.
Prices are falling in many lines and
American business demands that we,
too, reduce prices, reduce our advertis-
ing rates. This demand, we business
publishers know, is not justified. Busi-
ness papers did not profiteer nor did
they raise rates during the war in pro-
portion to their increased costs. By
rigid economies and reduction of profits
they held off their rate increases until
their properties went into red ink or
the certainty of red ink was just ahead.
Then, much belated, our rates were
moderately increased, but those in-
creases were small compared with the
increases on other products. Mean-
while, the standards of our service to
the American business had been con-
stantly raised. The war has forced us
all to higher journalistic levels, and
today the services which we are render-
ing our industries are incomparably
greater than they were before the war.
"It is to be hoped that our mechanical
costs of production will be lowered and
we shall receive more per dollar for
printers'' wages, but, even should those
decreases come, the larger margin that
would thereby be left between gross
revenue and operating expenses is
sorely needed right now to bring the
business papers to a level equal to the
great opportunity for service which I
have tried to picture. With all busi-
ness papers raised to a proper plane,
we would return to American industry
a hundredfold whatever margin may
come to us between gross revenue and
the hoped-for reduced operating costs.
In other words, the added revenue will
not go to dividends but into better ser-
vice to readers and advertisers."
Co-operation and a Broader Vision
Mr. McGraw then pointed out how
business publishers could co-operate to
a greater extent than they are now
836
Electric Railway Journal
Vol. 58, No. 19
doing so as to give better service. He
concluded his address in the following
words :
"I will not attempt to recount all of
the factors which enter into the prob-
lem of adjustment which is before us.
But I do want to bring a thought
before you, which is given in the words
of Thomas Hughes:
Who has the clearest and intensest vision
of what is at issue in the great battle of
life, and who quits himself in it most man-
fully, will be the first to acknowledge that
for him there has been no approach to
victory except by the faithful doing day by
day of the work which lay at his own
threshold.
"In brief, I bring to you as leaders
of thought among thinking men that
what this country needs more than any-
thing else is to learn anew the gospel
of work. Intelligent work, untiring
work, work in its most homely sense.
We cannot talk ourselves into prosper-
ity. We cannot argue ourselves into
stability, but we can work ourselves out
of the valley of depression and up to
the heights of plenty. We can do these
three things.
"First, everybody get busy at his
present task, and make the most
of it.
"Second, everybody consider winning
the peace in the same spirit as char-
acterized the winning of the war.
"Third, the business papers, by article,
editorial and personal service, show
that selfishness has now no more place
than in war time. That interest in the
welfare of all men, individually and as
society, lies at the basis of prosperity.
"In conclusion, let me say, we must
consecrate ourselves to giving a full
measure of the best service we have
within us. As a nation, and as pub-
lishers, we must quit our petty quarrels
and arguments and devote ourselves to
the tasks that lie before us. We had
to fight and destroy to win the war.
We will have to work and build to win
the peace. The first nation that gets
hold of the idea that the only salvation
comes from work will come out on top
and really win the peace.
"The business papers have an oppor-
tunity such as has never come to them
before, to direct the thinking of indus-
try into sane channels. Let us demon-
strate by our own untiring efforts to
serve and by our diligence in meeting
the problems of the day that we have
accepted the gospel of intelligent work
as the big step in speeding the revival
of business."
Executive Committee Meets
THE first regular monthly meeting
of the executive committee of the
American Association was a well at-
tended, busy one at Association Head-
quarters Friday, October 28. If the
first meeting of the committee is typi-
cal, the adoption of the monthly meet-
ing plan suggested by President
Gadsden will prove of great value to
the association on account of the
close touch and active management
which the executive committee is thus
enabled to give to its activities.
Executive Secretary Welsh presented
a report concerning the membership of
the Association as of October 28, 1921,
compared with October 31, 1920. A
total loss of two railway companies and
12 manufacturer companies is indicated.
Since the meeting of the executive
committee on August 5, the following
members have been added:
Railway Member: Danbury & Bethel
Street Railway Company.
Manufacturer Members : Witherow
Steel Company, Copper Clad Steel
Company, Loes & Dilworth, United
Lead Company, Lowe Brothers Com-
pany.
The membership committee will take
up with members who have suggested
resigning from the association the
question of their continuing.
In consideration of the mid-year con-
ference, the executive committee de-
cided it would be advisable to have it
in Indianapolis at the home town of
the president, Mr. Todd, and a comr
mittee of five was authorized to make
preliminary arrangements.
The report of the publicity committee
was submitted by Mr. Storrs for Mr.
Collier, the chairman, who could not
be present. This report embodied the
principles suggested by Britton I.
Budd at the convention, that the
executive committee take direct and
personal action with reference to the
greater use of publicity and the more
extended use of the Advertising Sec-
tion of the Association throughout tht
industry. The committee reported that
an arrangement had been made between
the committee on publicity and the
Aera advisory committee, now the pub-
lications committee, for the conduct of
a regular publicity and advertising
section in Aera, and between the
Transportation and Traffic Association
and the publicity committee for the
carrying out by the advertising section
of suggestions made by the safety and
merchandising transportation commit-
tees. The executive committee ap-
proved the report, as well as the sug-
gested form of letter.
On recommendation of the Trans-
portation and Traffic Association, sub-
mitted by its president, L. H. Palmer,
the executive committee approved the
action of the T. & T. Association, with
reference to adopting the freight
classification prepared by the joint
committee of the T. & T. and Ac-
countants Associations. The T. & T.
Association had recommended that
companies put into effect for the
calendar year, 1922, this standard
classification, so that sufficient data
would be available at the end of the
year to furnish a clear idea of the
cost of handling freight.
The next question to come before the
committee was the application of the
new constitution to the status of in-
dividual membership of men employed
by municipalities in railway work.
After much discussion, the interpreta-
tion which the reorganization committee
and the previous executive committee
had intended to be made on the phrase
"except that officers and employees of
non-member companies shall not be
eligible to election as individual mem-
bers" be retained. This is understood
to mean that the term non-member
companies should include municipalities
or municipal railways, not members of
the association, as well as private rail-
ways not members of the association.
Discussion hinged on the point that
municipal railways cannot become
members.
J. H. Pardee then presented the re-
port of the Finance Committee showing
an audited statement for the first 11
months ending September 30, 1921, with
estimated expenditures for October.
This report showed, as of October 31,
1921, a balance sheet of $28,955, of
which $7,149 is cash. Comparative
financial statements for 1920 and 1921
were also given, showing the present
operation to be on a more efficient and
less expensive basis.
On recommendation of the Finance
Committee, the Executive Committee
adopted a series of resolutions neces-
sary to put into effect the provisions
regarding the handling of moneys and
safe-guarding of funds contemplated
by the new constitution.
The question of trackless transporta-
tion being up as a result of a com-
munication from an outside body, the
executive committee decided to ask the
Engineering and the T. & T. Associ-
ations to appoint committees to co-oper-
ate with the American Association com-
mittee on trackless transportation to
work under the guidance of the latter.
A communication from the Engineer-
ing Association, submitted through its
president, C. F. Kimball, brought up
the question of employing an engineer
at Association headquarters to take
care of the technical and statistical
work of the association in which the
Engineering Association is particularly
interested and to assume some of the
duties which Executive Secretary Welsh
has had to relinquish since he took up
executive duties. Both this question
and Mr. Kimball's reference to the
possibility of paying certain expenses
of committees in order to get greater
committee activity were referred to the
Finance Committee for recommenda-
tion.
In accordance with the constitutional
provision that the executive committee
should authorize special committees, if
necessary, the committee took action
authorizing the following committees:
Education — co-operation with educa-
tional institutions. Electrolysis. Ex-
cess profits tax. Mail pay. Trackless
transportation. Valuation.
The committee also authorized a
special committee of five with E. F.
Wickwire as chairman, to enlist the
co-operation of all manufacturers in
line with the policy Mr. Wickwire out-
lined in his speech at Atlantic City.
This committee was to act under
the general advice of the Public
Policy Committee. The committee also
authorized the continuance of repre-
sentation of the American Electric
Railway Association on the joint com-
mittee of National Utility Associations.
On account of the fact that the
fourth Friday in November comes,
this year, immediately after Thanks-
giving Day, the executive committee
decided to hold its November meeting
one week later, Friday, December 2,
at Indianapolis.
The following members of the execu-
tive committee were in attendance at
the meeting: R. I. Todd, president; C.
D. Emmons, J. N. Shannahan, F. R.
Coates, F. E. Webster, L. H. Palmer,
R. P. Stevens, W. H. Sawyer, H. G.
Bradlee, John G. Barry, C. R. Ellicott,
Samuel Curwen, L. E. Gould, George
Tontrup, Lucius F. Storrs, W. Caryl
Ely, C. L. Henry, J. H. Pardee and
the executive secretary, J. W. Welsh.
News of the Eledric Railways
FINANCIAL AND CORPORATE :: TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
Galveston Case Significant
Supreme Court at Washington Will
Hear Rate Case in Which Con-
fiscation Is Alleged.
The Supreme Court of the United
States on Dec. 5 will hear the appeal
in the case of the Galveston (Texas)
Electric Company vs. the City of
Galveston involving the validity of the
ordinance enacted by the city of Gal-
veston abolishing the 6-cent fare and
restoring the 5-cent fare on the railway
lines in the city. This case has been
long in the courts and the company has
appealed to the court of last resort
for a decision.
This litigation has an interesting
history. It began when the Galveston
Electric Company announced that fares
would be increased from 5 cents to 6
cents, claiming the right under terms of
its franchise to charge whatever fare it
deemed necessary to meet operating
costs and provide a fair return on its
investment. The 6-cent fare was main-
tained for a time until the city could
take action to declare the 6-cent not
justified and to enact an ordinance
restoring the 5-cent fare. The traction
company then went into the federal
court, claiming the 5-cent fare con-
fiscatory and asking relief therefrom
under the Federal statutes. The trac-
tion company asked an injunction
restraining the city of Galveston from
enforcing the 5-cent fare ordinance.
Judge J. C. Hutcheson of the United
States District Court for the Southern
District of Texas at Houston appointed
Judge Dannenbaum of Houston as
master in chancery tu take' evidence
touching the company's invested capi-
tal, operating costs and revenues, and
report thereon.
Judge Dannenbaum conducted an ex-
tensive investigation in Galveston, and
as a result recommended to Judge
Hutcheson that the 6-cent fare be
allowed, his finding being that this fare
was necessary to provide operating
expenses, depreciation fund and yield a
return of 8 per cent on the fixed valua-
tion of the property.
Judge Hutcheson, however, disagreed
with the findings of the master and
rendered final decision in the case,
holding that a 5-cent fare provided
adequate return on a valuation which
he placed below that found by the
master, and refusing to grant the in-
junction sought. This was on Feb.
10, last. Attorneys for the company
at once set about to take the case to
the Supreme Court on appeal, and an
order was entered by Judge Hutcheson
m his court on May 30 granting right
of appeal to the Supreme Court on a
writ of error.
The assignment of errors on which
the appeal was based set out eight
instances in which it is claimed the
court erred in ruling favorably for the
defendant, the city of Galveston, chiefly
m sustaining exceptions to the findings
of the master in chancery appointed "to
place a valuation of the company's
property for rate-making purposes.
Both the finding of the master, and
also the approval of the court in regard
to establishing of the present valuation
by adding 33J per cent to the pre-
war cost of the plaintiff company's
property for rate-making purposes, is
set out for error.
As another reason assigned for
error, it is contended that no actual
period of operation was taken in which
to test the desirability of the ordinance
and fix operating costs. "On the con-
trary," it is set out, "it was assumed
that the revenue for the year ending
June 30, 1921, would be twice the
revenue for the six months' period end-
ing Dec. 31, 1920, and that operating
expenses for the year ending June 30,
1921, would be the same as for the
year ending June 30, 1920."
Deferred maintenance, which accrued
during the war period, it is contended,
was not given proper allowance. The
court allowed $70,000 yearly for main-
tenance, it is stated, when "the
evidence adduced" showed $104,000 as
the normal charge.
It is also assigned for error that
the master, having found 4 per cent
per annum as the proper allowance
for depreciation, applying same to
present fair value of depreciable
property as found by him, the de-
fendant excepted and the court sus-
tained their exception, "thus excluding
from the fair value as found by the
master all overheads and various other
items included therein, resulting in
annual depreciation allowance of
$45,240 in the place of $66,824.40,
allowed by the master."
Certain sums allowed by the master
as part of base value for rate-making
purposes as proper, for brokerage, to
which defendants took exception and
the court sustained them, are assigned
Fare Adjustment Asked
Public Interests Outweigh Investment
and Chartered Rights, Says Con-
necticut Utility Commission.
The Connecticut Company trustees
are being urged to try a 5-cent fare in
Bridgeport by Chairman Richard T.
Higgins, the other members of the
commission concurring. This is the
latest move for reduced fares in Con-
necticut. It has followed closely the
development in Norwalk referred to
elsewhere in this issue. On Nov. 10
the commission will hold a hearing on
the petition of the city of Bridgeport
asking for a fare reduction.
Chairman Higgins in a letter to the
trustees of the company points out
that the city of Bridgeport is the
critical point in the State from a street
railway transportation standpoint and
that unless there is a change in trolley
car rates there the commission will
be forced to grant additional jitney
routes. The trustees take the stand
that the lines of the company should be
treated as one unit. Salient features
of Chairman Higgins' letter are:
1. That the commission has very ma-
terially eliminated unfair and destructive
jitney competition.
2. That the investment and chartered
rights of the company must be subordinate
to the paramount interest of the public.
3. That the company should be prepared
to adapt itself to changing conditions
4. That the habit of riding should be
promoted by the rendition of cheap and fre-
quent service.
5. That the operating revenues and ex-
penses of each division should be kept sepa-
rate, thereby permitting an adjustment of
rates for each such division.
6. That the methods of transportation
must conform to economic conditions.
as error.
The sum of $200,000 was the amount
the master allowed for rate-making
purposes for going concern value, it is
stated, whereas the defendant's excep-
tion to this valuation was sustained by
the court, the plaintiff holds, er-
roneously. Exception was also taken
and erroneously sustained, it is claimed,
to the amount of income taxes, $16,254,
paid during the year ending June 30,
1920, which the plaintiff holds the mas-
ter properly allowed as operating
expenses.
$139,750 in Penalties Sought
An action to recover $139,750 from
the International Railway, Buffalo,
N. Y., has been started by the city of
Buffalo as a test case to determine
whether the municipal authorities or
the Public Service Commission has
jurisdiction over the service rendered
by the railway. The suit is brought to
recover alleged penalties for failure to
operate owl cars on a half -hour sched-
ule on one local line as required under
the company's franchise agreement. The
railway contends that it complied with
an order of the Public Service Commis-
sion when it stopped owl service on cer-
tain lines and that the city is without
authority to restore the owl service.
Chairman Higgins' letter to the
trustees expresses the attitude of the
commission on the critical condition
now existing and confirms the belief
that conditions have changed materially
since the high rate was made effective;
also that the 10-cent rate is more than
the traffic can bear.
About the time the letter was written
President L. S. Storrs informed the
trustees that the company had derived
a net income of more than $1,000,000
in the first few months of the year.
In a reply to the commission Judge
Walter C. Noyes, chairman of the
company's federal trustees declares
that by granting a fare reduction in
Bridgeport, the unity of the system
would be destroyed. He expresses the
hope that next spring the trustees will
be in a position to consider a change
that will effect the entire system.
Judge Noyes, writing under date
Oct. 25, informed the commission that
if it ordered a 5-cent fare in Bridge-
port the trustees will see to it such
order is fairly and fully complied with.
Railway Asks Relief. — The Muskegon
Tracton & Lighting Company, Muske-
gon, Mich., through its directors, has
applied to the City Commission for
assistance in its financial difficulties.
In a letter addressed to the Commis-
sion the company reports losses for
four months amounting to $18,772.
838
Electric Railway Journal
Vol. 58, No. 19
Provisions of New Franchise
Being Considered
The city of Houston, Tex., is con-
sidering provisions of the new franchise
which is to be negotiated with the
Houston Electric Company. This
action is made necessary by the recent
rejection by the voters of the city in
the referendum election on the franchise
which had been submitted by the trac-
tion company. City Attorney Sewell
Meyer has proposed to the City Coun-
cil that the company should first be
required to establish a flat 6-cent fare
in the city or issue books of twenty
tickets for $1. The City Council has
taken its recommendation under ad-
visement, but has made no announce-
ment as to whether it would be included
in the new franchise provisions. The
Mayor and members of the City
Council have said that the first con-
sideration in framing the new franchise
•will be service, and that the company
■will be bound in such a manner that
service must be given.
Paris Subway Wreck Kills Forty
Forty persons were killed and a hun-
dred were injured recently when two
suburban trains of the Paris subway
and asked for investigation of the plan.
His communication was referred to the
committee on law. In presenting the
matter Mr. Barnes said:
While the president of the railway and
I have come to the conclusion that the
trackless trolley is the means best suited
to .supplement the present trolley system
in this city, its adoption i.s such a radical
change from prevailing niothods of trans-
portation and so important, that I feel be-
fore final action is taken that it should be
fully discussed and an opportunity given
to all interested to express their views on
this subject.
Therefore, I would respectfully suggest
that this communication be referred to s6me
committee of your honorable body for that
purpose.
Municipal Railway Construction
Praised
Frederick Boeken, superintendent of
the San Francisco (Cal.) Municipal
Railway, recently made a tour of in-
spection of Detroit's municipal street
railway lines. Mr. Boeken was pass-
ing through Detroit on his way back to
San Francisco after having attended
the recent convention of electric rail-
way men in Atlantic City.
In view of the way in which Detroit
is committed at present to a program of
municipal ownership of its railway
lines the daily papers there were quick
) International Film Service
The Remains of One Car Which Figured in the Paris Subway Wreck
system collided in the BatignoUes tun-
nel near the St. Lazare station. Both
trains were crowded and the coaches
caught fire following the crash. Many
were burned to death.
Trackless Trolley Advocated by
Street Railway Director
Charles R. Barnes, street railway
commissioner at Rochester, N. Y., is an
open advocate of the trackless trolley.
He has recommended vehicles of this
type to the City Council for use by the
New York State Railways for cross-
town service. At the same time that
this proposal was made permission was
sought to extend the existing electric
railway tracks on Clinton Avenue north
from the present terminus at Norton
Street to the Ridge Road.
Mr. Barnes stated that both he and
President James F. Hamilton of the
New York State Railways had decided
after investigation that trackless trol-
leys were most suitable for such cross-
town service as Rochester needs. The
commissioner of railways emphasized
the immediate necessity for such service
to seek out Mr. Boeken for an ex-
pression of opinion as to the lines now
being built there and for comment on
the progress in municipal operation
that has been made in San Francisco.
He is quoted by the Detroit News in
part as follows:
You will probably hear much criticism
of the small safety cars — at first. But don't
let that disturb you. Both from experi-
ence and hearsay I know the one-man cars
give excellent service and meet every de-
mand of the public. I saw one of the
Peter Witt type of large cars which the
local municipal lines will use, and It seems
to me that that type of car will be en-
tirely adequate to take care of the heavy
traffic on Woodward Avenue and other main
thoroughfares.
The track now being built in Detroit
is not only entirely adequate to carry the
traffic, but. in all my railway experience,
I have never seen neater construction.
You must have a marvelous organization
here to have constructed so much and such
good track in so short a time.
Detroit has used what is called the
"rigid" type of construction — that is laying
the ties and rails in cement. The Detroit
United. I am told, still lays its ties on a
sand foundation with brick and stone sup-
ports. That's old stuff in the railway world.
Out in San Francisco we build verv much
the same as Detroit is building Its new
lines. Some of the tracks have been down
nine years, have given excellent service and
are still in good condition.
Differences Being Adjusted
Reconciliation Reached Between Secur-
ity Holders at New Orleans Helpful
Toward Traction Settlement
A quarter page display advertise-
ment published recently in the local
papers at New Orleans, La., invited
holders of the 4J per cent bonds of the
New Orleans Railway & Light Com-
pany, to deposit their bonds with Jan.
1, 1922, and all subsequent coupons
attached with any one of four deposi-
taries of the committee.
This announcement followed reports
published in the New Orleans papers
that an agreement had been reached
among the security holders of the sev-
eral classes. The report could not be
confirmed.
R. S. Hecht, chairman of the com-
mittee representing the holders of the
4i per cent bonds of the New Orleans
Railway & Light Company, and presi-
dent of the Hibernia Bank & Trust
Company, one of the signers of the ad-
vertisement, is represented as having
predicted an early settlement of the
local railway tangle, though he was
unwilling to make public the probable
plan of settlement.
G. M. Dahl, representing the eastern
interests of the New Orleans Railway
& Light Company, while confident that
a settlement is not far off, declined to
go into details. He indicates, how-
ever, that an agreement had been
brought about between junior security
holders and 4J per cent bondholders.
The conferences that have been held
by Commissioner Maloney, of the Pub-
lic Utilities Department, with inter-
ested parties, have resulted in his plan
of settlement being perfected, with the
result that it will be submitted to the
Council for approval as soon as the
time is opportune. Not until the ap-
proval of the Council has been obtained,
however, will final negotiations be con-
ducted with the company and the
security holders. The matter has been
delayed by the Mayor's illness.
A movement has been under way for
about a month looking to the estab-
lishment of bus transportation in New
Orleans by popular subscription. The
parties back of the undertaking are
the Anti-Eight-Cent Car Fare League,
supported by the Women's Federation
of Clubs and the Central Trades and
Labor Council. The organization claims
to have 70,000 subscribers to its stock,
which is being sold in small denomina-
tions on the installment plan.
On Oct. 30 it was stated that the se-
curity holders of the company after
many protracted meetings with the
members of the Commission Council
have finally evolved a plan of settle-
ment along the lines of the Maloney
plan, which they have asked the Coun-
cil to adopt. This modified Maloney
plan is one that is said to be acceptable
to all the security holders at interest,
including the fraction that demurred to
the preferred position given the holders
of the 4i per cent bonds under the orig-
inal Maloney plan.
Commissioner of Public Utilities Ma-
loney spent a good part of the after-
noon of Oct. 29 in going over the modi-
fied plan with City Attorney O'Keefe,
with the view of learning the "legal right
of the city in the proposed agreement
and to what lengths the city was com-
mitted under the plan. After these rep-
resentatives of the city have satisfied
themselves on the points involved noth-
ing more will remain to be done but
November 5, 1921
Electric Rail way Journal
submit the plan to the Commission
Council for its approval. It does not
follow, however, that this will mark the
end of the matter. The company will
have to be reorganized on the lines out-
lined in the original Maloney plan; the
receiver discharged; more money ob-
tained; and the necessary enabling acts
passed by the Commission Council.
Those in possession of the facts upon
which it is now generally believed a
solution of the company's troubles will
be reached are unwilling to discuss the
details for publication. Nothing will
be known definitely until the matter is
presented to the Council. It goes with-
out saying, however, that the modified
Maloney plan, if approved by the Com-
missioner of Public Utilities, will be
adopted.
The value of the property of the com-
pany, for tax assessment purposes for
1921, has been reduced by the Louisiana
Tax Commission $2,510,680 below the
assessment of 1920. The loss sustained
by the city in this reduced assessment is
made up, however, by the amount that
applies to the city general fund receiv-
able from the percentage tax on gross
receipts for the year. The gross
receipts for this year under the pres-
ent 8-cent fare will be about $15,000,000
as against $12,583,560 for 1920. This
tax goes direct to the city general fund.
839
earning power under the 5-cent fare that
IS in the contract, I say there is nn r^^
ketable value beyond wLt one man w"uW
pay another for such a property ^""'l
Also, I am fundamentally and unalter-
ably opposed to the "slidingr scale or bl
rometer" fare. 1 shall oppose any plan
that does not render it impossible at anv
time m the future, or under any clrcum^
stances, to exact more than a 5-eent fari
or any plan that alters or modifles the
S"? LSf'^f "' contract right to insist upon
a 5-cent fare, with free transfers between
all parts of the new system. "eiween
Candidate Curran Another
Five-Cent Apostle
Henry H. Curran, coalition candidate
for Mayor in New York, made public
on Oct. 29 a statement of his position
on transit.
In it he came out unequivocally for
the retention of the 5-cent fare and
for such amendments to the transit
commission act passed by the last Leg-
islature as would return to the city
complete control of all traction con-
tracts.
Proclaiming himself an advocate of
home rule, he declared this campaign
was "a fight to the finish to find out
whether Hearst rules New York or
■whether the people of the city still
enjoy local self government."
As Mr. Curran sees it the transit
problem in New York has come to
assume three distinct aspects. They
are:
1. The question of home rule.
2. The retention of the 5-cent fare.
3. Improved and extended service.
Mr. Curran said:
I have repeated over and over again
my Arm conviction that this city is en-
titled to control its local affairs, free from
•outside domination.
I opposed the transit law as soon as
It was drafted last winter. I said it was
wrong and unjust to take from us our
control over contracts made by us in good
faith and executed by the expenditure of
millions of dollars of our own money
Home rule is right, and I say that right
come^ ahead of party. Right comes first.
When I am elected Mayor I propose not
only to test the constitutionality of thp
transit law but to flght with all the strength
and energy I possess to have it amended
I am going to have a bill drafted and in-
troduced at Albany restoring to our city
the control over our transit contracts that
this law took away from us.
While the stage has not yet been
reached where the diflferent steps and
details of the procedure toward secur-
ing the ends Mr. Curran has in mind
can be worked out, still he has stated
specifically his ideas on some of the
points as follows:
Before all else, the valuation of the
roads must be right. Every drop of water
must be squeezed out. If there is no
$200,000 Storm Damage
utility at Tampa Crippled Temporarily
but Not Seriously Injured— Railway '
Must Meet Repaving Costs
Practically 5 miles of track washed
out and one car damaged, along with
the loss of the stream of nickels for
two days, represent the traction loss
of the Tampa (Fla.) Electric Company
due to the storm which broke on the
morning of Oct. 25 and for forty-eight
hours isolated Tampa, doing total
damage of $800,000 to $1,000,000. In
addition to the losses named, the line
will also have to pay for the repaving
of more than 4 miles between its
tracks. Very few of the poles support-
ing; the trolley were washed down,
though a score or more throughout the
city were blown over. Most of those
blown over would, however, probably
have had to be replaced before long.
The trouble zone was the Bayshore
Boulevard, traversed by the Port Tampa
line. There is no seawall along the 5-
mile drive and the electric line tracks
were on the bayward side of the high-
way. Very little, if any, of the track
vvas lost, estimates at this date being
that all of the rails and practically all
of the ties are intact. Practically all
of the brick are available, the main cost
being relaying.
Manager Hanlon estimates that the
entire damage to the electric company,
trolley, and lighting systems is about
$200,000.
The trolley damaged was abandoned
about half way down the drive when
high water flooded the power station
cutting off the current. The damage to
the power plant will be slight.
The city of Tampa proper was with-
out lights just one night. Fallen wires
in all parts of the city delayed the turn-
ing on of current to the outlying sec-
tions of the city, but within ninety-six
hours of the passing of the storm,
which raged on Oct. 25 with decreasing
vigor after 3 p.m., the entire city and
the suburbs were enjoying lights again.
The papers, hotels and other down-
town places including the Franklin
Street whiteway, had lights Wednesday
night.
In St. Petersburg early estimates of
the damage were excessive. It develops
that the entire damage to city
property, including a recreation pier,
valued at $20,000, washed away, will
only be $65,000. This is the estimate
of R. E. Ludwig, director of public
utilities. The principal damage to the
trolley lines, which are municipally
owned, was the loss of a half mile of
track and trolley when the pier went
down and part of the approach was
washed away. In addition some poles
and lines were blown down.
The entire damage in the storm area,
spread over a score of counties, and
with only a dozen individual losses over
$2,000, will be considerably less than
$5,000,000, more than a third of which
total is accounted for by fallen fruit
in the citrus groves.
Interurban Ordered to Pay
In a case involving the death of
Walter Berg, a joint employee of the
Utah Power & Light Company and the
Bamberger Electric Railroad the Indus-
trial Commission of Utah has concluded
that the Bamberger Electric Railroad
13 purely an intrastate carrier, and has
ordered the railroad, in conjunction with
the power company, to pay Mr. Berg's
widow compensation as a result of his
death.
The case came on for hearing last
August, after which the commission
ordered compensation paid to Mr.
Berg's wife. The Bamberger Electric
Railroad petitioned for a rehearing,
contending that it was an interstate
road and not subject to the orders of
the Utah Industrial Commission. This
contention was taken under advisement.
The commission now finds that the
Bamberger Electric road is an employer
subject to the provisions of the Utah
compensation act.
The findings of the commission are of
considerable importance in Utah, since
it indicates the stand of the commission
that all electric roads operating in the
State, with the possible exception of
the Utah-Idaho Central, are intrastate
roads and are subject to the compensa-
tion act. It is probable that the case
will be taken to the federal courts by
the Bamberger road, owing to the im-
portance of the issues involved.
Three-Wire Electrolysis Mitiga-
tion System Working
Successfully
The three-wire system as used for
the mitigation of electrolysis in Winni-
peg and its installation were described
in the Electric Railway Journal, for
March 26, 1921, since which time the
system has been completed and placed
in operation. In order to determine
whether the railway's contract with the
city had been fulfilled, it was agreed
that an examination should be made
by outside experts. The engineering
services of Albert F. Ganz, Inc., were
therefore retained jointly by the city,
the telephone and the railway inter-
ests, and the installation was examined
early in October by Prof. L. A. Hazel-
tine and C. F. Meyerherm of this or-
ganization.
After a study of the operating re-
sults,' conferences were held with the
various interests concerned and a joint
meeting was held on Oct. 4. At that
meeting it was agreed that before the
system was finally accepted as being
a proper remedy for the mitigation of
electrolysis a further six months test
should be made. In the meantime, the
railway is to keep a careful record of
the readings of the voltmeters and is
to furnish Mr. Hazeltine and the city
authorities with copies of these reports
from time to time. After studying
these results, a further investigation
will be made into the system next
spring.
Professor Hazeltine said that the
records so far obtained indicated that
the system was working satisfactorily
and had produced the results con-
templated. The principal remaining re-
quirement is to have assurance that
these results will be continued per-
manently.
840
Electric Railway Journal
Vol. 58, No. 19
General Fund Not Available to
Meet Costs
A vote of the people is necessary
before the general fund may be used
for maintenance and operation of the
Seattle (Wash.) Municipal Railway.
This is the opinion recently expressed
by Judge J. T. Ronald of the Superior
Court in a decision overruling the
demurrer of the city of Seattle to the
suit of the fourteen taxpayers to enjoin
the city from using money from the
general fund in the operation and main-
tenance of the system.
The suit is one brought by S. B.
Asia and thirteen other taxpayers and
the demurrer interposed by the city vvas
to an amended complaint in which the
plaintiffs sought injunction against the
tapping of the general fund by the
city. The case was argued on Oct. 14.
The city demurred on the grounds that
there was a defect of the parties-
defendant, and that the facts did not
justify a cause of action.
In his decision, Judge Ronald held
that the amended complaint of the
taxpayers does not attack the legality
of the deal or the validity of the bonds,
and therefore the Puget Sound Trac-
tion Light & Power Company was not
a party to the suit. On the point
involving the loan of money from the
general fund to a special fund the court
cited a decision of the Supreme Court
in which it was held that such loans
could not be made in cases where the
special fund had no constant and fixed
source of supply. The city may now
stand on its complaint and appeal to
the Supreme Court or file an answer
in the case and allow it to go to trial
on its merits.
Rapid Transit Company. Whether this
shall mean the carrying of the terminus
of the Prankford line into the center of
the city and the Iinl<ing of it with lines
to be built north and south and to the far
southwest is the practical proljlem to be
solved. But a point has bien reached
when a decision should be arrived at that
will bring to an end the interminable de-
lays of the last ten years and give to the
citizens transportation facilities commen-
surate with the city's needs.
Elevated Lease Negotiations
Broken Off
Mayor Moore, of Philadelphia, Pa.,
has terminated the negotiations with
the Philadelphia Rapid Transit Com-
pany over the terms of a lease of the
Frankford elevated line and has an-
nounced his intention to have the line
operated by the city as a separate and
independent unit of the city's transpor-
tation system.
The apparent hope of the Mayor is
that the railway will see what he con-
siders the error of its ways before the
completion of the work and accept the
idea of the city.
At present the points of junction be-
tween the elevated railways built by
the city and that built and operated by
the railway is separated only by a few
feet. As one writer put it, however, the
structures might just as well be a mile
apart, for the distance is not one of
inches, but dollars. As this authority
explained, the Philadelphia Rapid
Transit was willing to come in and
operate the Prankford road, but not at
a loss, and though the city administra-
tion consented to a lease containing a
guaranty against it, the lease went into
the discard when Council began amend-
ing it. The attitude of the company
was that it should be indemnified for
any loss in its operation or created by
the diversion of traffic from the surface
lines.
In commenting editorially on the
breaking off of the negotiations, the
Philadelphia Ledger said:
The present warring forces in the city
administration must get together, recast
the high-.speed transit program and prepare
and put through plans that will be self-
supporting, regardless of the effect upon the
Wages Cut in Louisville
An agreement was reached on Oct. 29
by employees of the Louisville (Ry.)
Railway and the company under which
a reduction of 5 cents an hour in the
wages paid to trainmen- became effective
on Nov. 1. Employees represented by
the general committee of the Co-opera-
tive Welfare Association conferred with
the officials of the company in the office
of President James P. Barnes and an
agreement was quickly reached. The
reduction will affect about 1,500 men.
It will result in an annual saving of
about $250,000 for the company.
This decision followed a series of con-
ferences and reports relative to a pos-
sible 10 to 20 per cent reduction in
wages. The men all felt that a reduc-
tion was justified, in that the 7-cent
fare has failed to improve the financial
condition of the company materially,
but they were not all agreed on the
amount of the cut. The individual dif-
ferences of opinion were soon all over-
come in the suggestion that the cut be
made 5 cents an hour.
Under the new schedule motormen
and conductors on city lines will receive
36 cents an hour for their first three
months, 38 cents the next nine months
and 43 cents an hour for the second
year and thereafter. Men on the inter-
urban lines are paid 1 cent an hour
more. Reductions in wages of other
employees will be made on the same
basis.
At the conferences with the men and
in a formal statement to the public
Mr. Barnes took the position that the
failure of the 7-cent fare to yield antic-
ipated increases in revenue made it
necessary to practice further economies.
Both the Louisville Railway and
Louisville & Interurban Railroad are
included in the arrangement, as it is one
organization, although the interurban
lines are operated by a separate cor-
poration.
Defrauders Punished
The fraud has been making himself
conspicuous of late on the lines of the
Columbus, Delaware & Marion Electric
Company, Columbus, Ohio. Two of-
fenders have been arrested and sent-
enced.
Dewitt Powell, who was employed
by the company as a night watchman,
after studying the combination of the
safe in the ticket office at Columbus,
succeeded in stealing several small
amounts of money ranging from $5 to
$59. He was arrested in June and
sentenced on Oct. 21 to serve from one
to seven years in the Mansfield re-
formatory.
The second offender against the same
property was one Floyd Wain, who
camouflaged a broken arm as the re-
sult of falling over something in the
aisle of an interurban car. He later
confessed that his object was to de-
fraud and was given thirty days in
the Dayton workhouse and fined $10
and costs.
A Biography of George Westing-
house to Be Published
Through a committee of the Ameri-
can Society of Mechanical Engineers
a biography of George Westinghouse
of 330 pages is soon to be published.
The author is Col. Henry G. Prout; for
many years an associate of Mr. West-
inghouse in the Union Switch & Signal
Company, and prior to that time edi-
tor of the Railroad Gazette. Publica-
tion of this biography is in charge of
a committee of the A.S.M.E., and an
opportunity is now being given to
members of the four foundation engi-
neering societies to enter subscriptions,
which vary in amount according to
the kind of binding desired.
The present edition of the biography
of Mr. Westinghouse is a limited one.
Later it is expected that a popular
edition will be issued.
Power House to Be Dismantled. —
The power house of the Atlantic and
Suburban Railway at Pleasantville,
N. J., is being dismantled and the ma-
chinery is being shipped to a dealer
in the south.
Wants Franchise Renewed. — The
Coal Belt Electric Company, Herrin,
111., has applied to the City Council for
a renewal of its franchise. The pres-
ent franchise has four years to run,
but the Missouri Pacific Railway, which
owns and operates the Coal Belt line,
wishes to know definitely if a renewal
of the franchise at this time can be
expected. The city is asking that the
company straighten its line and run
out South Park Avenue to the city limits
on the south and to pave its right-of-
way as conditions to a renewal of the
franchise.
Right to Operate Restored. — The
Bridgeport and Waterbury auto serv-
ice has been restored by an order is-
sued from the office of the Public Utili-
ties Commission, which has issued a
certificate of convenience to the Bridge-
port & Waterbury Passenger Service,
Inc., formerly the Bridgeport & Water-
bury Taxi Service. The company has re-
sumed its jitney service between Bridge-
port and Waterbury, but on a revised
running schedule, extending it to 11
o'clock at night. The office of the
company has been moved from Water
Street to 54 Golden Hill Street, Bridge-
port.
"It's Up to Each Employee." — Mayor
Charles H. Ellis, of Camden, recently
delivered an address on "Relations
Between Railway Employees and Offi-
cials" before the employees of the
Public Service Railway of Camden. The
city executive related how he could not
take sides in the questions of railway
business before the public. He pointed
out how the entire company was often
condemned for the actions of one con-
ductor or motorman and said that it
was up to each employee to aid the
company. Martin Schreiber, general
manager of the Southern Division,
spoke on the organization of an athletic
association among the trolleymen.
November 5, 1921
Electric Railway Journal
841
$1,370,585 Gain in Income
Remarkable Record Made by Eastern
Massachusetts for Nine Months —
Operating Ratio Down
The Eastern Massachusetts Street
Railway, Boston, Mass., in the quarter
ended Sept. 30, increased its income
by $242,127 in the face of a reduction
in gross receipts of $665,360. "For the
nine months ended with September the
increase in income available for bond
interest and rentals was $1,405,977 des-
pite a decline in receipts of $1,707,451,
as compared with the corresponding
period of 1920.
The ratio of operating expenses and
taxes to total revenues has been cut
down from 95.5 per cent in the first
nine months of 1920 to 78.2 per cent
for the same period this year.
Detailed statements for the quarter
and nine months ended Sept. 30, com-
pared with the corresponding periods of
the previous year, follow:
Three months ended Sept.30: 1 92 1
Operating revenue and in-
come $2,952,940
Operating expenses and taxes 2,258,963
Gross iDcorae $693,976
Bond interest and rentals. . . 399, 1 36
Net income $294,840
Nine months ended Sept.30:
Operating revenue and in-
come $8,590,798
Operating expenses and taxes 6,721,576
Gross income $1,869,221
Bond interest and rentals. . . 1,199,762
Net Income $669,459
♦Deficit.
1920
$3,618,300
3,166,450
$451,850
392,319
$59,530
$10,298,249
9,835,005
$463,244
1,164,370
*$701,126
be reflected in future earnings state-
ments.
It will be a regular policy of the
company henceforth to issue quarterly
earnings statements. Any additional
curtailment of operating expenses
which may be effected in the future will
be immediately passed on to the public
in the shape of lower fares or better
service.
Shore Line Doing Better
Another profitable month of opera-
tion of the Shore Line Electric Rail-
way, Norwich, Conn., is shovsm under
the management of Receiver Robert
W. Perkins, who has just filed his
account witli the Superior Court. The
profit for the month of September was
$3,660. For 1921 the road has shown
deficits the first six months, but a
profit in operation for July, August
and September. The deficits have been
$3,749 in January, $61,112 in February,
$3,264 in March, $2,296 in April, $1,411
in May, $1,027 in June. The profits
have been $7,439 in July, $7,441 in
August, and $3,660 in September. The
report shows the receipts from pas-
sengers during September were $23,-
227. The payroll for the month was
$12,340. Power purchased cost $6,-
248, and various other items brought
the total expenses up to $26,924, while
the total income was $51,849. The re-
ceiver had a cash balance on hand
Sept. 1 of $80,665. His cash balance
on Oct. 1 was $105,590.
While gross revenues still show a
material contraction as compared with
the corresponding period a year ago,
this is more than offset by the firm
grasp which the trustees have secured
on operating expenses. This program
of economy is strikingly reflected in
the statement of earnings for the nine
months ended with September, when a
decline of $1,708,000 in revenues was
neutralized by a cut of $3,100,000 in
expenses.
The impression is not altogether cor-
rect that prevails in some circles that
the company's shrinkage in costs of
operation has been brought about en-
tirely by the use of one-man cars and
the reduction in wages of the blue-
uniformed force. The officials have
combed the shop forces thoroughly and
it has been found that a substantial
saving in the number of employees
could be accomplished without measur-
ably lessening the amount of work
turned out. The cut in office expenses
is exemplified by the fact that the
Boston force now consists of about
fifty as contrasted with the maximum
number of 245, and, in addition, a less
expensive suite of offices is occupied
than was formerly maintained under
the old regime.
Early in October the company opened
its new power plant at Quincy Point,
which wall bum oil for fuel, thus result-
ing in a material saving. This plant
takes care of the entire power require-
ments of the road south of Boston, and
the economies effected thereby should
International $248,033 Behind
H. G. Tulley, president of the In-
ternational Railway, Buflfalo^ N. Y.,
has submitted to the board of directors
the January-September statement of
earnings "in order to supply the in-
formation necessary to overcome the
thought expressed by the Buffalo City
government that the earnings of the
company justified the consideration of
a lower rate of fare."
For the nine months ended Sept. 30,
1921, the company shows a deficit of
$248,033 against a net income of $185,-
147 for the same period of last year.
The gross earnings, which were $7,-
909,003, were insufficient by $1,110,565
to provide for maintenance, deprecia-
tion, etc. In this period there was a
decrease in passenger travel of 17,-
589,363. Over the entire system 161,-
244,303 passengers were carried for the
nine months of 1921 against 178,833,-
666 passengers in 1920.
In his statement Mr. Tulley refers
to the expenditure of $2,000,000 in
betterment and improvement this year.
From January to September, 1920, the
wages amounted to $3,832,037, against
$4,072,926 for the same period this
year, despite the fact that two reduc-
tions have been put into effect so far
this year, one in May and the other
in August. These two reductions repre-
sented an operating economy of approxi-
mately $458,000 annually.
In answer to the plea of the city of
Bufl'alo to reduce the fare Mr.' Tulley
maintains that this step is out of the
question. The present rate is 7 cents
or four tickets for 25 cents.
Part of Road Sold
New Haven-Saybrook Branch of Shore
Line May Resume Service Under
New Control
Indications are that the portion of
the old Shore Line Electric Railway
between Flanders and New Haven,
Conn., will not be junked after all, for
in the Superior Court for New London
County on Oct. 29 Robert W. Perkins,
receiver of the Shore Line, was author-
ized to sell the property to the Finance
& Reorganization Company, New York.
According to the papers filed with
the clerk of the court, $20,000 in cash
is to be paid to the Shore Line receiver
as soon as the contract is sigfned;
$205,000 in cash within forty-five days
thereafter, and $175,000 in first mort-
gage bonds of the Shore Line Traction
Company of an issue not to exceed
$1,000,000. The Finance & Reorganiza-
tion Company agrees to buy the bonds
from the receiver for $50,000 cash in
a year.
The seller agrees to transfer the
franchise and other rights west of the
Connecticut River to any corporation
to be named by the Finance & Reor-
ganization Company which is author-
ized by law to receive these franchises
and to operate a railway thereunder.
Eight passenger cars, two motor
freight cars and six flat cars are in-
cluded in the sale aside from the track-
age, etc., which comprises the main
line of railway with turnouts and sid-
ings from State and Ferry Streets,
New Haven, to Old Saybrook and
thence to Chester Cove; from Guilford
Green to the end of the Stony Creek
line in Branford, and from Ferry Road
in Old Saybrook to Flanders Corner at
the junction of the line between New
London and Niantic in East Lyme.
This is the section of the former
Shore Line Railway west of the Con-
necticut River for which Receiver
Perkins once before, about July, 1920,
negotiated a sale to Louis I. Levinson,
Newburgh, N. Y., who paid $17,000
cash and then defaulted on the purchase
after he had taken up and removed
some of the trackage between Deep
River and Chester and between Guil-
ford and Stony Creek. Mr. Levinson
gave a bond for $50,000 for the fulfill-
ment of the contract, but under this
most recent action the release of this
bond is part of the agreement.
I. T. S. Subsidiaries Plan
Financing
Five subsidiary companies of the
Illinois Traction System, Peoria. 111.,
have filed application with the Illinois
Commerce Commission for permission
to issue additional stocks and bonds.
These are:
Bloomington & Normal Railway &
Light Company $69,000 of first general
mortgage bonds, $65,000 of bond-
secured gold notes and $73,000 of pre-
ferred stock.
Danville Street Railway $84,000 of
refunding gold bonds.
Urbana-Champaign Railway, Gas &
Electric Company $442,000 of consoli-
dated and refunding mortgage bonds.
Madison County Light & Power Com-
pany $69,0000 of first mortgage bonds
and $67,000 of bond-secured gold notes.
Galesburg Railway, Light & Power
Company $400,000 of consolidated and
refunding mortgage bonds and $300,000
bond-secured gold notes.
84Z
Electbic Railway Jouenal
Vol. 58, No. 19
Eastern Pennsylvania Stock-
holders Organize
A committee of stockholders of the
Eastern Pennsylvania Railways, Potts-
ville, Pa., in a letter to stockholders
asks the deposit of sufficient stock to
authorize that body to attempt a finan-
cial reorganization of the company.
The letter states the company will need
funds in the future for improvements
and extensions and that the financial
structure is such that the securities
could not be sold at a reasonable price
to obtain these funds.
Outstanding obligations in the hands
of the public are as follows:
Underlying bonds J434,000
First mortgaire bonds 4,446.500
Notes payable (partly secured by
bonds) 158,230
Preferred stock 946,820
Common stock 3,917,350
Earnings for the twelve months ended
Aug. 31, 1921, are as follows:
Gross $2,174,083
Net after rentals, taxes and
depreciation $542,472
Deductions :
Interest on prior liens. $26,350
Interest on bonds and
floating debt 231,377
Amortization of debt
disc. & exp 13,783 $271,510
Balance $270,962
No dividends have been paid on the
preferred stock since 1907, and no divi-
dends have ever been paid on the com-
mon.
The letter also states that only $826,-
000 face amount of bonds are in the
company's treasury and that some of
these are now deposited as collateral.
It further says that on account of gen-
eral conditions and the large issue of
bonds in proportion to past earnings,
the price obtainable is and has been
very low and that even if a fair price
would be obtained there are not suffi-
cient bonds available for a power in-
stallation which certainly will be
required in the near future.
A committee representing the bond-
holders was formed in 1919 to look
after the interests of holders of first
mortgage 5 per cent gold bonds, and,
although it is still in existence, no
definite action has yet been taken. It
is proposed to reorganize the company
by a joint action of bondholders and
stockholders.
$3,330,000 of City Street Railway
Bonds Sold
A syndicate composed of Kuhn,
Loeb & Company, Hallgarten & Com-
pany, and Kidder, Peabody & Com-
pany, New York, recently submitted the
highest bid, 100.27, for $9,563,000 mu-
nicipal 5 per cent, 5J per cent and 54
per cent bonds of the city of Detroit.
The second best bid was 100.177, sub-
mitted by Harris, Forbes & Company
and Lee, Higginson & Company. The
National City syndicate bid 100.052
and the Guaranty Company and asso-
ciates bid par and a cover fee of $8,000.
The bonds were divided as follows:
$5,201,000 of 5J per cent bonds for gen-
eral municipal improvements, due 1922
to 1951; $1,062,000 of 5 per cent bonds
for general improvements, due 1922 to
1950, and $3,300,000 of 5i per cent
street railway bonds, due in 1940, 1942
and 1943.
The high bid was accepted and the
bonds were offered for public subscrip-
tion during the week ended Oct. 22.
Toronto Purchase Arbitration
Dragging
The arbitration hearings have been
resumed under which the price will be
fixed that the city of Toronto is to pay
for the property of the Toronto Rail-
way. At the sessions during the week
ended Oct. 29 Fred Hubbard, assistant
to R. J. Fleming, former general man-
ager of the Toronto Railway, was on
the stand. He merely gave a general
outline of the company's activities
without any detailed technical infor-
mation. The hope originally was that
the negotiations could be concluded by
Jan. 1 so as to permit the liquidation
of the Toronto Railway early in the
new year, but unless the arbitration is
speeded up the prospects are not bright
that all the evidence will be in much
before that time.
Financial
News Notes
Stock Dividend Declared at Detroit. —
The Detroit (Mich.) United Railway
has declared a stock dividend of 2J per
cent in lieu of the regular cash payment
which would ordinarily be declared.
$4,000,000 Bond Issue Offered. —
Drexel & Company, Philadelphia, Pa.,
recently offered $4,000,000 of Georgia
Railway & Power Company twenty-
year 7 per cent general mortgage gold
bonds to be dated Nov. 1, 1921, at 97
and interest yielding more than 7i.
Mr. Schupp Made Permanent Re-
ceiver.— Otto Schupp, temporary re-
ceiver of the Saginaw-Bay City Rail-
way, Saginaw, Mich., has been made
permanent receiver of the company.
The creditors of the company will
meet on Nov. 25 to consider the form
of inquiry into the company's affairs.
Petition in Bankruptcy Filed. — The
Liberty Transit Company, which oper-
ated in Riverside, N. J., has filed a
petition in bankruptcy in the United
States District Court at Trenton in
which it gives liabilities of $14,421, and
assets of $11,125. The court has re-
ferred the petition for a hearing at
Trenton before Samuel D. Oliphant,
referee in bankruptcy.
One-Man Cars Purchased with Notes.
• — The Department of Public Utilities
of Massachusetts has approved the
petition of Massachusetts Northeast-
ern Street Railway, Haverhill, Mass.,
that it be allowed to issue $30,000 of
7 per cent notes maturing serially until
October, 1924, the issue to be given with
$10,000 in cash in payment for six new
one-man cars.
Railway Guarantees Power Bonds. —
Shareholders of the Winnipeg (Man.)
Electric Railway have ratified by-laws
making possible the guaranteeing of
bonds for the new Manitoba Power
Company, controlled by the railway.
AiTangements were also made for a
contract under which the railway will
take power from the power company.
The development possible under the
new plan is 168,000 hp.
Application to Foreclose Planned. —
Application to foreclose mortgages of
the Syracuse & Suburban Electric Rail-
way, Syracuse, N. Y., amounting to
$550,000" will be made in special term
of the Supreme Court by the Fidelity
Trust Company, Philadelphia, and it is
expected an order directing the sale of
the property within the next two
months will be granted. The proceed-
ing is a step in the pre-arranged plans
for the reorganization of the company
and the property is to be bid in by the
bondholders.
Wants to Abandon Line. — The Caro-
lina Power & Light Company, Raleigh,
N. C, has sought permission from the
City Commissioners to abandon its line
on Cabarrus and Bloodworth Streets.
The line, known as the Smithfield
Street line, runs a distance of eight
blocks. Permission for abandonment is
sought as a result of decreased patron-
age and also because of paving ex-
penses which must be met by the
company in view of the recent an-
nouncement that Bloodworth was to be
paved and made a state highway.
Court Suggests Hearing on Suspen-
sion.— Judge Evan Evans of the federal
district court acted on Oct. 28 to stop
the operation of all Fox River valley
interurban lines and the Auroira and
Elgin city lines of the Aurora, Elgin
& Chicago Railroad, which is now in
the hands of a receiver. Judge Evans
directed that the Illinois Commerce
Commission and all persons interested
in the street and interurban lines, in-
cluding officials of municipalities where
they are operated, should appear be-
fore him Nov. 21 to show why opera-
tions of the lines should not be dis-
continued. The third-rail lines of the
Aurora, Elgin & Chicago system, which
connect Chicago and Fox River valley
cities, are not affected by the order.
Receivership Case Postponed Again.
— Federal Judge Julius M. Mayer has
granted a further adjournment until
Dec. 20 on the order to show cause
why a receiver should not be appointed
for the Interborough Rapid Transit
Company, New York, N. Y. Judge
Mayer in commenting on the situation
declared it would be a novel thing for
a court of equity to proceed in a re-
ceivership action when only two-tenths
of 1 per cent of the creditors demanded
it. J. L. Quackenbush, counsel for the
railway, told the court that of the
$38,144,400 of notes owed on Sept. 1
of this year, 92.9 per cent had been
deposited for extension by the holders.
He declared that at the present there
are $2,710,900 in notes outstanding.
Court May Modify Its Finding. —
Objection to the final entry and decree
drawn in the settlement of the litiga-
tion over the Cincinnati & Dayton
Traction Company was made by a group
of Cincinnati, Hamilton & Dayton
attorneys, who recently appeared be-
fore the Court of Appeals at Cincin-
nati, Ohio. A decision defending the
rights of mortgagees and the bond-
holders was handed dovm by the court
some months ago, together with an
order for the appointment of a master
commissioner to determine the interest
in the power plant, stock and earnings,
and an entry upon this was prepared
by the court, but was objected to on
various grounds. The hearing at
which the lawyers from the three cities
were present was upon these objec-
tions and the points involved and at
the conclusion the court decided to re-
draft its entry in conformity with some
of the suggestions agreed upon. It was
practically decided at the session that
Attorney Froome Morris, Cincinnati,
will be appointed the master commis-
sioner in the case.
November 5, 1921
Electric Eailway Journal
843
City's Case Disproved
Messrs. Sullivan, Fleming and Duck
Show Fallacies of City's Men Seek-
ing Lower Fare in Chicago
Attorneys for the Chicago Surface
Lines began on Oct. 25 to present their
defense of the 8-cent fare before the
Illinois Commerce Commission. The
city had closed its case several days
previously. It was expected that all
evidence would be in by Nov. 5 and a
prompt decision is looked for.
The city's case, as previously an-
nounced in the Electric Railway
Journal, was based on alleged econo-
mies suggested by engineers for the
city. Among, these suggestions were
a proposed operating cost of $2.40 per
car hour and a speeding up of cars
through the congested district.
These claims were largely offset by
the testimony of J. V. Sullivan, assist-
ant to the president of the surface lines,
who presented an exhibit for several
companies showing expenses per car
hour, including taxes and depreciation.
The figures were for the last fiscal year.
They follow:
Chicago (surface) $3.16
New York Railways 4.05
St. Louis 3.42
Kansas City 3.84
Milwaukee 3.43
Philadelphia 3.27
Boston 5.80
Detroit 3.78
Third Ave. (N. Y.) 3.56
Twin City 3.69
Buffalo 3.84
San Francisco (Municipal) 3.45
It had been stated by one of the
city's witnesses that he understood the
cost on the municipal system of San
Francisco to be $1.98. Another exhibit
of Mr. Sullivan's showed the running
time in Chicago, exclusive of layover
time, to be 10.64 m.p.h. This time was
faster than that of any one of the
thirteen other systems mentioned.
Harvey B. Fleming, chief engineer
for the companies, also introduced
many exhibits to show that the plans
offered by the city's witnesses were not
practicable. He testified about the
proportion of other vehicles using the
tracks of the company and showed that
cars travel almost twice as fast when
using tunnels as when operated over
bridges. Engineer Jackson for the city
had proposed abandoning the three
tunnels and two bridges which now
carry one-fourth of the traffic out of
the loop district.
John J. Duck, company auditor, pre-
sented numerous statements which
showed the burdens carried by the
companies, these having been left out
of the city's calculations for low oper-
ating cost. There was considerable dis-
cussion about the disposition of the
renewal fund of the companies. The
commissioners appeared to have in
mind that this should not be kept for
future depreciation. It was shown that
the companies had spent about $750,-
000 recently for new cars. This pur-
chase was financed with capital taken
from the renewal fund by order of the
previous commission. The commission
agreed to consider a plan for re-rout-
ing submitted by John A. Beeler for the
companies last February. It was
claimed that this would allow 11 per
cent more track capacity in the con-
gested district.
Mayor Extends Relief — Tempo-
rary Jitney Service Approved
Mayor Peters of Boston on Nov. 1
signed the license which had received
favorable consideration from the Bos-
ton City Council, granting the Norfolk
& Bristol Bus Company a right to
operate jitneys in Hyde Park. This
will insure a 15-cent fare from Hyde
Park to Boston, as against the present
20 cents, the jitneys operating over the
territory otherwise served by the East-
ern Massachusetts Street Railway. In
connection with his approval of the
license the mayor said:
Before finally determining my approval
of the jitney license for the Hyde Park dis-
trict I conferred with the trustees of the
Boston Elevated and the Eastern Mas-
sachusetts Street Railway Company and
found that they were unwilling to make
any compromise which would meet the per-
plexed situation.
I feel that the people of Hyde Park
should have this relief, temporary as it
may be, until some time in the future when
these street railway companies may come
to an agreement.
I therefore approve the license granted
the Norfolk & Bristol Bus Company, with
the understanding that when an arrange-
ment can be made between the Boston
Elevated and the Eastern Massachusetts
Street Railway Companies to give the Hyde
Park district service at a satisfactory rate
I will recommend to the City Council that
the jitney license be immediately revoked.
Railway Withdraws Request
for Ten-Cent Fare
Judge James E. Goodrich, chief coun-
sel for the Kansas City (Mo.) Rail-
ways recently withdrew at Jefferson
City the petition of the company to
advance the fare to 10 cents. The mat-
ter has been pending for more than
a year.
The city ordinance prohibiting jit-
neys from using streets on which street
car tracks are located, together with
the general good will of the public,
enabled the receivers to withdraw the
application for the rate hike, accord-
ing to Francis M. Wilson, one of the
receivers.
When the receivers took charge of
the property about a year ago they
found that testimony already had been
presented to the commission on an ap-
plication to increase the rates.
The request for an increase had been
argued and submitted for a final de-
cision. But the receivers, unfamiliar
with the conditions of the company
and of its necessities, asked the com-
mission to defer rendering its decision
until they could determine the actual
condition of the company.
Despite the fact that the application
for an increased fare has been with-
drawn, receivers for the company say
the present rate is inadequate to pay
operating expenses and a return on the
fixed indebtedness of the company.
Despite the passage of the city
ordinance regulating the jitney traf-
fic, about 150 jitneys are still operat-
ing.
Master Appointed in Jersey
Special Statutory Court Selects Judge
Haight to Hear Fare Case
Testimony
Associate Justice Pitney of the
United States Supreme Court refused
on Oct. 26 to issue a stay against the
8-cent fare recently granted to the Pub-
lic Service Railway for its lines in New
Jersey. Justice Pitney, however, did
not throw out the petition, but merely
declined as an individual member of the
court to assume the responsibility for
issuing an order. He said:
I prefer that a matter of this gravity
should be pas.<ied on by the entire court.
I do not think it should be acted on by an
individual justice.
Justice Pitney suggested, and counsel
agreed, that the petition for the stay
be addressed to the full bench and that
the necessary motion be made before
the court on motion day, Nov. 7. At-
torney General McCran and L. Edward
Herrmann, counsel for the state and
the Public Utilities Commission, re-
spectively, said they would immediately
take steps to get their application be-
fore the full court. In the meanwhile
and until the court acts, the 8-cent
fare order remains in operation.
At the outset of the hearing Justice
Pitney informed counsel that their ap-.
plications for permission to file an ap-
peal to the highest court was unneces-
sary; that appeal lay as of right by
reason of the petition of appeal al-
lowed and signed at Trenton by Judge
Rellstab, one of the members of the
Special Statutory Court that allowed
the 8-cent fare. The papers could be
moved from the court at Trenton to
Washington for review, said the justice,
by the issuance of a precept.
Mr. McCran for the state and Mr.
Herrmann for the commission pivoted
their argument for the day on the con-
tention that the special statutory Fed-
eral Court had exceeded its jurisdiction
in allowing the 8-cent fare and, further,
that the action was an invasion of the
rights of the state.
Former Federal Judge Thomas H. G.
Haight, Jersey City, has been appointed
by Federal Judge John Rellstab as
special master to take testimony in the
application of the Public Service Rail-
way for authority to put into effect a
10-cent fare. Under the provisions of
the temporary injunction recently
granted by special federal tribunal, re-
straining the Board of Public Utility
Commissioners from interference the
railway is now charging an 8-cent fare
with an additional cent for each transfei
issued. This is an increase of 1 cent
over the 7-cent fare established by the
Board of Public Utility Commissioners.
Judge Rellstab in "his order desig-
nating former Judge Haight as special
master directs that he proceed imme-
diately with the taking of testimony
in the case and that he report his deter-
mination at the earliest possible date.
The report of Judge Haigh*- will be
used as the basis for the establishment
of a permanent rate of fare under the
provisions of a Congressional .statute
authorizing a public utility to have re-
course to the federal courts m cases
where the established rate of fare is
so low as to be considered confiscatory.
Judge Haight is recognized 2S one of
ihe ablest members of the bar in New
Jersey. He served as Unitod 'States
District Court Judge and also as
United States Circuit Court Judge. He
was appointed to both of thesa posts
bv former President Wilson.
844
Electric Railway Journal
Vol. 58, No. 19
Low Fares No Incentive
Baltimore Official Says People Ride
on the Cars Only When
They Have To
"People ride on the cars only when
they have to, and no matter how low
the fare they cannot be induced to take
unnecessary rides." This is the opinion
of C. D. Emmons, president of the
United Railways & Electric Company,
Baltimore, Md. It was expressed by
him in discussing the suggestion that
the company reduce the fare to 5 cents
during the hours when traffic is lightest.
The officials of the company also
doubt the efficacy of the suggestion that
a freight service be established by the
company as a possible means of in-
creasing revenues. On this subject Mr.
Emmons said:
The United seriously considered the
establishment of a freight and express ser-
vice and even had a complete survey of the
local situation made by an expert from
Boston, but in his report he declared that
a freigrht service could not be operated
profitably in Baltimore.
Mr. Emmons said that as soon as
increased receipts produce a sum larger
than the present surplus over operating
expenses now allowed the company his
company will extend the present city
fare zone into the recently annexed
territory.
Net Earnings Rise Though
Traffic Decreases
The United Railways carried 18,976,-
056 revenue passengers in September,
as compared with 21,187,535 in Septem-
ber, 1920, a decrease of 2,211,479, or
10.4 per cent. Revenue passengers last
month were 402,911 fewer than they
were in August, though the company's
net earnings showed a gain in Septem-
ber over August, less having been spent
on maintenance.
The suggestion about the possible
establishment of freight service by the
company was made by Col. J. L.
Wickes, transportation expert of the
Public Service Commission. Colonel
Wickes said:
This matter came under discussion at
the recent meeting of the American Elec-
tric Railway Association and was a subject
of the paper by J. Rowland Bibbins of
"Washington, D. C., and is a question which
I believe now is occupying considerable of
the attention of railways and those inter-
ested in transportation elsewhere.
Shreveport Wins Fight for
One-Man Cars
The City Council of Shreveport, La.,
has granted the Shreveport Traction
Company permission to use one-man
cars on the Union Depot line, hvtt
has reserved the right to order discon-
tinuance of the one-man cars and a
return to the standard two-man cars
at any time the one-man cars may be
found to be unsatisfactory. The use
of one-man cars in Shreveport was
ordered discontinued about a year ago
by the city, and court action followed
in which the city finally won.
Since that time the railway has been
using only two-man cars, but has sev-
eral times made application to the City
Council for permission to operate one-
man cars as an experiment in order
that the patrons might have an op-
portunity to compare one-man car ser-
vice with that aflForded by the regular
two-man cars. Railway officials assert
that_ the improvement in service made
possible by the one-man cars will prove
so satisfactory that the use of one-
man cars on all lines in Shreveport will
result.
Five-Cent Experiment
Connecticut Commission Seeks to Meet
the Public Demand by Ordering
Short Test in Norwalk
The Public Utilities Commission of
Connecticut has decided to try a 5-cent
fare in Norwalk for a ninety-day test
period. The order of the commission
IS the result of the recent petition of
the city of Norwalk for reduced fares.
With New Britain, Stamford, Bridge-
port and Hartford seeking lower fares,
the decision is of statewide interest.
In its order the commission states that
the reduction Is an experiment and that
it is made with the hope that a reduc-
tion in the rate will increase the use-
fulness of the railway to the public and
result in added revenues.
The commission adds:
The test period may show that public
patronage is insufficient and that some
other rate, more than 5 cents, is the eco-
nomic rate to install.
The matter came before the commis-
sion on petition and was heard on Oct.
19. According to the ruling of the
commission, the new or reduced fare
will go into effect on or before Nov. 6.
The Connecticut Company is directed
to supply weekly reports as to the
number of passengers carried over the
line between Norwalk an.l South Nor-
walk, over which territory the reduction
in fare is ordered. The revenues and
operating expenses of this division are
to be kept separate from other divi-
sions.
The order of the commission also
says: 'i
It is apparent from all of the evidence
submitted from the pa'^t record of trans-
portation service in Norwalk that independ-
ent Jitney service between Norwalk and
South Norwalk would ultimately and in-
evitably cancel and prevent such street rail-
way service, not only upon this line but
upon all other lines in the Norwalk di-
vision. The Connecticut Company is to
supply a reasonably frequent passenger ser-
vice over the points mentioned at a 5-cent
fare, either by street cars or automobile
buses, or both.
Trustees Want Action Deferred
President Storrs of the Connecticut
Company is quoted as declining to com-
ment on the decision. Morgan G.
Brainard, Hartford, one of the federal
trustees of the company, said that the
decision was contrary to the wishes of
the trustees, who felt that any change
in fares should be statewide in scope.
The Public Utilities Commission has
received from the trustees of the Con-
necticut Company a statement setting
forth their attitude in fare reduction
in reply to the commission's query for
a statement of that position. In their
statement, it is understood, the trustees
concede that the time is soon approach-
ing when fares must be reduced, but
they are firmly of the belief and opinion
that fares cannot be reduced until next
spring. Operation on the trolley lines
of the State in winter is more expensive
than in summer and the traffic is
lighter, so that the trustees feel and
believe the financial conditions do not
warrant any general reduction of fares
at this time. It is the intention of the
trustees, it is understood, that the fare
situation will be taken in hand anew
next spring and the reduction question
settled in accordance with conditions
prevailing at that time.
Low Fare Cars Withdrawn
Sanctioning of Jitney Prompts Boston
Elevated to Withdraw
Five-Cent Line
Another critical stage has developed
in the competition between the jitney
and the electric railway in Massachu-
setts. This time the Boston Elevated
Railway and the city of Maiden are
affected. Incidently the Boston Ele-
vated has declared a policy in cases
where competition between the two
services takes on the form it has as-
sumed in Maiden.
Effective on Nov. 12 the Boston Ele-
vated will withdraw its surface car
service from a section in Maiden which
is being served by jitneys. There has
been competition on that particular
line for some time, but the railway has
consented to operate side by side with
the jitney because the jitney was in a
sense an outlaw, tolerated but not of-
ficially sanctioned by the city. Then
on account of many complaints against
the iitney the city government passed
a jitney ordinance. Mayor Kimball
signed the ordinance despite the warn-
ing from the railway and accepted a
bond from the owner of the jitney line.
Maiden was the first city in which
the Boston Elevated Railway decided
to try the 5-cent fare experiment for
purely local rides. The company found
it a success. The number of passengers
increased about 75 per cent under the
5-cent fare, but on the line in
question the jitney is taking away half
the traffic from the elevated, and as
soon as the jitney became officially
recognized by the city through the pass-
ing of an ordinance and acceptance of
a bond, the trustees of the Boston Ele-
vated declared their policy applicable
to Maiden and will withdraw the trol-
ley service from ttie line between Mai-
den Square and Maplewood.
Commission Asked to Reconsider
Bus Ruling
Nov. 1 was set as the rehearing date
for the case of the Aurora, Elgin &
Chicago Railroad, Aurora, 111., against
tlje Smith Bus Line. The Illinois Com-
merce Commission recently authorized
this bus company to provide a twenty-
two mile service, which decision was
opposed by the railway. The case was
reviewed in the Electric Railway
Journal, issiie of Oct. 22.
The Smith Bus Line started in op-
eration between Aurora and Batavia
on a State Aid road alongside the
tracks of the receiver using a street
corner opposite the Aurora Terminal
of the Aurora, Elgin & Chicago Rail-
way for its Aurora terminus. At
Batavia the line opened a waiting
station about three blocks from the car
line on the opposite site of the river.
It is claimed that the only territory
served by the bus line, not served by
the railroad would be the three blocks
along Wilson Street and at thp hearing
testimony was offered that there was
a demand for such service and a wit-
ness testified that such a request had
been made but that it had been refused.
It is said that the company contends
that no council request was made for
an extension of tracks in Batavia.
If the order is not set aside the case
will be taken to the courts. The or-
der provides that consents of munici-
palities must be obtained as sot forth
in Commission General Order No. 68.
These consents have not been obtained.
November 5, 1921
Electric Railway Journal
845
Court Refuses Injunction
Judge Orien S. Cross in the Ottawa
Circuit Court recently declined to grant
an injunction sought by the city of
Holland to prevent the 3 cent a mile
increase in the rates of the Michigan
Railroad between Holland and Maca-
tawa. The city contended that the new
rates were contrary to the franchise
agreement.
Judge Cross ruled that the court had
no jurisdiction in the matter since the
Supreme Court recently held that the
Legislature by the enactment of the
Glaspie law took the right of fixing
fares between villages and towns out
of the hands of municipalities.
Men Agree to Operate One-Man
Cars — City Prohibits Them
Employees of the Schenectady (N.
Y.) Railway on Oct. 22 signed the
agreement submitted by the company
to operate one-man cars. On Oct. 24
the Common Council of the City of
Schenectady passed an ordinance pro-
hibiting the operation of one-man cars
in the city limits.
The officials of the Schenectady Rail-
way are going ahead and equipping
one-man cars. They have none ready
for operation as yet, but propose to
ignore the ordinance, believing it will
not prevail unless the Public Service
Commission should decide in its favor"
Officials feel there is little likelihood
of its doing this in view of the fact
that in Troy it has dismissed the com-
plaint of the city to prohibit the use
of one-man cars. The Troy decision
is referred to in the following item.
Commission Approves of One-Man
Operation
The Public Service Commission has
dismissed the complaint of the city of
Troy, N. Y., over the operation of one-
man cars by the United Traction Com-
pany. Mayor Fleming at the request
of the Common Council sought to re-
strain the railway from using this type
of car.
In a report to the Commission, C. R.
Vanneman, hearing deputy says:
Subsequent to the hearings an unan-
nounced visit was made to Troy. Talcing
one of the cars operating on the Albia
line from regular service we ran it over
all sections of Troy in which one-man cars
are being operated or may hereafter be
operated. Every conceivable test of which
we could think was made on all the grades.
No unfavorable or erroneous action of
any of the devices was observed.
At the hearings mention was made of
two accidents in Massachusetts in which
the one-man cars were involved. I have
communicated with the Department of Pub-
lic Utilities of Massachusetts re.specting
these accidents and have been informed
that neither was caused by any factor of
one-man operation.
After carefully considering the evidence,
and having in mind the tests and studies
of the operation of the cars which 1 have
made, I am of the opinion that they may
be safely operated on any of the streets
in the city of Troy on which the lines
of the United Traction Company are lo-
cated providing the recommendations set
forth in detail respecting guards over trol-
ley wires, operation over steam railroad
crossing.?, etc., are complied with immedi-
ately, and provided further than stringent
regulation be laid down respecting the
operation of cars by motormen only when
they are in position and able to keep proper
lookout ahead, and that when for any rea-
son the motormen must for any ap-
preciable time direct his attention away
from the track ahead, he must be required
to bring his car to a stop.
In dismissing the complaint the com-
mission ordered the railway to provide
more safeguards against accidents at
grade crossings, to add to its present
equipment for fighting snow and to
equip all grade crossings of steam and
electric tracks with a metal guard over
the trolley wire.
Philadelphia Rapid Transit
Wants to Quit Freight
Service
The Philadelphia (Pa.) Rapid Tran-
sit Company has requested and received
the consent of the Public Service Com-
mission to extend until Nov. 30 the
time fixed for the discontinuance of the
freight service on its line, and the inter-
change of freight with the Philadelphia
& West Chester Traction and the Le-
high Transit Company. The original
intention of the company was to dis-
continue the service on Oct. 30. Ship-
pers who would be affected by the sus-
pension of the service hope that a
way may be found out of the difficulty,
but the railway is opposed to any
extended continuance of the service.
The company's stand in the matter has
been explained as follows:
For several years prior to the world war,
the Philadelphia Rapid Transit Company
operated a trolley freight service, which,
however, was always limited by reason of
the competition of the better-equipped
steam railway and express lines, and also
because the larger shippers used motor
trucks whenever their business developed
in such a way as to make it profitable for
them to do so.
P. R. T, made its decision to discontinue
the freight business because its continuance
would necessitate making large capital in-
vestment tor new freight equipment, relo-
cation of the main receiving station at
Front and Market Streets, because of over-
congestion, and the immediate establish-
ment of a new freight station in place of
the Eleventh and Colona Streets station,
now condemned for a recreation centre.
P. R. T. is chartered solely as a passen-
ger-carrying company, and has urgent need
for all available capital to keep pace wi
its increasing passenger business ; and, even
if additional capital were obtainable, it
would be unwise for P. R. T. to make large
investment for freight service, in view of
the fact that the State is eliminating toll
roads and is engaged in an extensive pro-
gram of improvement which will result in
a constantly increasing amount of light
freight being carried on motor trucks, as
evidenced by the department stores and
other large deliverers of goods now using
motor trucks in transporting freight to
points reached by this trolley freight serv-
ice.
Steam railways are by law common car-
riers of freight and have large investments
in equipment and terminals. Some street
railways, which have exercised the power
of eminent domain have like corporate ob-
ligation, but P. R. T. is not of this number.
Further duplication of steam railway in-
vestment by street railways for freight
service only serves to unnecessarily increase
the cost of all service rendered and should,
for that reason, be discouraged.
One-Man Cars Upheld
The Commission on Public Utilities
in Boston, Mass., recently denied the
petition of the Newburyport City Coun-
cil to forbid the operation of one-man
cars by the Massachusetts Northeastern
Street Railway.
The ruling follows in part:
The commission has caused an exami-
nation of these lines to be made by its in-
spection department. The operation of one-
man cars on the Newburyport end of the
line is comparatively recent and is attended
with more or less delay on account of this
fact, but the conditions on the line pre-
sent no operating difficulties different from
those on many other lines throughout the
state upon which one-man cars are in suc-
cessful operation.
We believe that when the operators and
the public have had more experience with
this style of operation, the troubles com-
plained of will gradually correct this. If
this does not prove to be the case, after
a fair trial, the matter can be easily
brought again to the commission's attention.
The petition is therefore dismissed.
II iiiiriiiimi
Transportation
News Notes
Fares Reduced in Eureka. — By pur-
chasing books of tickets patrons of the
Eureka (Cal.) Street Railway can ride
for 5 cents in place of the 6-cent cash
fare. This reduction in fare comes
within one month after the city took
over the property. The former com-
pany was known as the Humboldt
Transit Company.
I. C. C. Jurisdiction to Be Determined.
— An investigation was ordered on
Sept. 30 by the Interstate Commerce
Commission to determine whether or
not the Washington Railway & Electric
Company, Washington, D. C, over
whose depreciation charges the Inter-
state Commerce Commission has juris-
diction, is a carrier subject to the
Interstate Commerce act. The case
was assigned for hearing in Washing-
ton on Oct. 17.
Mayor Against Bus Service. — Mayor
Newton Brainard of Hartford, Conn.,
will refuse to sign a petition of the
Common Council which provides that
the Connecticut Company establish be-
fore Jan. 1, 1922, a motor bus line
running in the south-central part of the
city. It is said that the Mayor holds
to the opinion that the territory in
which the bus line was to run is a
congested section of the city and that
it is now adequately served by the
electric railway.
Railway Answers Complaint. — The
West-Penn Railways has filed an an-
swer to the complaint of the city of
McKeesport which demands lower fares
on the ground that wage reductions
have produced increased revenues for
the company. In its statement the
company gave some figures to show the
cost of operation. For the last eleven
months the gross receipts of the
McKeesport branch of the West Penn
Railways were $465,000, with $47,000
net income. The company claims an
expense of $500,000 on track and road-
way.
Opposition to One-Man Cars With-
drawn.— The committee on railroads
and bridges of the Common Council of
Milwaukee, Wis., has recommended for
indefinite postponement the Dietz reso-
lution seeking discontinuance of the
operation by the Milwaukee Electric
Railway & Light Company of one-man
safety cars in the city. The committee
had held several hearings on the sub-
ject and had received a report from the
City Safety Commission indorsing one-
man safety car operation. This report
was abstracted in the Electric Rail-
way Journal of Oct. 1, 1921, page 570.
Hearing Held on Intrastate Rates. —
According to John E. Benton, general
counsel for the National Association of
State Railroad and Public Utility Com-
missioners, the Interstate Commerce
Commission is seeking to impose a
"dead uniformity of rates" in the vari-
ous States. Mr. Benton expressed this
view to the Senate on Oct. 29 and
reiterated previous arguments to the
effect that local conditions were a fac-
tor that must be considered in fixing
rates. Senator Poindexter joined in
Mr. Benton's criticisms of the Com-
mission toward intrastate rates.
846
Electric Railway Journal
Vol. 58, No. 19
Commission Officer
Impressed
General Andrews Returns, Highly
Pleased with Railway Studies
Made in Large Cities
"The thing which impressed me most
forcibly and the fact at which I was so
agreeably surprised in my recent visit
to several of the representative rail-
ways in the East and middle West was
that the type of men who are either
managers or operators of these proper-
ties are keen, wide-awake and intensely
devoted to giving the public the best
possible service." This was the state-
ment made recently by Brigadier-Gen-
eral Lincoln C. Andrews, executive of-
ficer of the New York Transit Com-
mission. General Andrews was accom-
panied on his trip by C. E. Morgan, as-
sistant general manager of the Brook-
lyn (N. Y.) City Railroad; William E.
Thompson, superintendent of trans-
portation, and John S. McWhirter, su-
perintendent of equipment Third
Avenue Railway, N. Y. The proper-
ties visited included those in Philadel-
phia, Cleveland, Kansas City, Chicago
and others on the route.
General Andrews, who has charge of
the commission's working organization,
made this whirlwind trip which, al-
though lasting but two weeks, gave
him an opportunity to become ac-
quainted with the operating problems
confronting the industry as a whole.
It was his belief that wherever any dif-
ferences between the railway and the
public had been satisfactorily settled
the managements did not merely let
the public attitude remain at a stage
of indifference but actively grasped the
opportunity and capitalized it to gain
the wholehearted confidence and co-
operation of the people. This was not
a conclusion drawn from a view of the
situation existing on one property but
was his composite impression. He ex- ■
pressed the view that if some under-
standing could be reached between the
transit companies and the people of
New York, all other differences would
almost automatically adjust them-
selves.
General Andrews was keenly inter-
ested in the development and the success-
ful installation of safety cars in many
cities. According to him the outstand-
ing case of their application to city
traffic is Terre Haute, where the lines
are operated with safety cars entirely.
He considered it remarkable that 65
per cent additional service could be
given at a 10 per cent decrease in oper-
ating expenses.
Until his appointment by George
McAneny, chairman of the commission.
General Andrews had always been an
army man. He saw service in the
World War and after the armistice be-
came assistant provost marshal gen-
eral of the American Expeditionary
Forces. His recent foreign duties were
preceded by a long service career. Pol-
lowing his graduation from the United
States Military Academy in 1893 he
was assigned to the infantry and later
to the cavalry, with which he was con-
nected at the time of the Spanish-
American War. In the battle of San-
tiago he was aide to General Summer.
General Andrews did not return to
the United States from the Philippines
until 1903, when he was appointed an
instructor of cavalry tactics at West
Point. He was later in charge of
cavalry instruction at the first Platts-
burg Training Camp.
Mr. McGraw Elected President
of A. B. P.
James H. McGraw, president of the
McGraw-Hill Company, Inc., publish-
ers of the Electric Railway Journal,
was elected last week president of the
Associated Business Papers, Inc. The
meeting of that association was held in
Chicago on Oct. 24-26. The main topic
of the discussion was the part that the
publishers should play in speeding the
revival of business. The keynote ad-
dress was delivered by Mr. McGraw.
An abstract of this address will be
found on another page.
Among important business matters
receiving the attention of the conven-
tion was the auditing of publications
of free circulation by the Audit Bureau
of Circulations. A resolution was
passed requesting the "ABC" to dis-
continue the auditing of such publica-
tions since free circulation is contrary
to the basic principles of legitimate
publishing and circulation statements
have the effect of misleading advertis-
ers who have come to associate the
"ABC" with ethical standards of pub-
lishing.
The new officers elected for the
ensuing year in addition to Mr. McGraw
were: Vice-president, A. O. Backert,
Penton Publishing Company; treasurer,
Fritz Frank, Iron Age Publishing Com-
pany.
Judge Haight Appointed Special
Master in Jersey Fare Case
Former Federal Judge Thomas H.
G. Haight, Jersey City, has been ap-
pointed by Federal Judge John Rellstab
as special master to take testimony on
the application of the Public Service
Railway for authority to put into ef-
fect a 10-cent fare. Judge Haight
is recognized as one of the ablest mem-
bers of the bar in New Jersey. He
served as United States District Court
Judge and also as United States Cir-
cuit Court Judge. He was appointed
to both of these posts by former Presi-
dent Wilson.
General Manager of Wheeling
Property Resigns
J. D. Whittemore, for several years
general manager of the Wheeling (W.
Va.) Public Service Company, has left
Wheeling for New York to locate. He
was the honor guest at a farewell
dinner at the Wheeling Country Club
recently given by C. P. Billings of the
Wheeling Traction Company. Inti-
mate friends and business associates
of Mr. Whittemore were present to
bid him farewell and extend him their
best wishes for his futurfe success.
There were many expressions of regret
at Mr. Whittemore's departure.
John J. Coniff acted as toastmaster.
Conceiving an imaginary loving cup,
Mr. Coniff stated that if all the good
wishes that will follow Mr. Whittemore
could be placed in it, it would be filled
to the brim. Mr. Whittemore responded
with an appreciation of the friendships
he formed here and by thanking his
friends.
W. J. Torrens Appointed Equip-
ment Man of Second Avenue
William J. Torrens has been ap-
pointed superintendent of equipment of
the Second Avenue Railroad Company,
New York. Mr. Torrens was formerly
with the Metropolitan Street Railway
Company, New York, in the old cable
days and continued with the above
company during the electrification of
the cable roads. He remained with the
company as foreman until the segrega-
tion of the Metropolitan in 1907 and
then became master mechanic of the
Second Avenue Railroad. In 1910 he
resigned to accept a position in Seattle
as master mechanic, continuing there
until 1919, when he became affiliated
with the McKinley system, in direct
charge at Ottawa, 111.
Toronto Street Railway
Employees Banquet
R. J. Fleming
On Saturday, Oct. 29, the Toronto
Railwaymen's Union, Division 113, en-
tertained R. J. Fleming, former general
manager of the Toronto Railway, and
the members of the Transportation
Commission, at a banquet in the Labor
Temple, the occasion serving as a
formal farewell by the railway em-
ployees to their former general man-
ager.
In addition to 900 railway employees
there were present Mr. Fleming, Chair-
man P. W. Ellis, Fred Miller and Gen-
eral Manager H. H. Couzens of the
Toronto Transportation Commission,
which is now operating the street rail-
way; Works Commissioner R. C. Har-
ris, General Manager Wilson of the
Toronto & York Radial Railway, also
several other officials of the Toronto
Railway who served under Mr. Flem-
ing. President Merson of the Union
presided.
K. D. Leavitt is no longer connected
with the Oakwood Street Railway, Day-
ton, Ohio.
E. I. Edgecomb has resigned as claim
agent of the Syracuse Northern Elec-
tric Railway, Syracuse, N. Y.
A. Gorman has been appointed su-
perintendent of the Corning & Painted
Post Street Railway, Coming, N. Y.
M. J. Sullivan has resigned as chief
engineer of the Kingston Consolidated
Railroad, Kingston, N. Y.
Roy C. Megargel of New York has
been elected president of the Southern
New York Power & Railway Corpora-
tion, Cooperstown, N. Y., to succeed
Joseph B. Mayer.
E. E. McWhiney has been appointed
assistant secretary of the Doherty Op-
erating Company, New York, and L.
W. Wallace has been made an assistant
treasurer.
November 5, 1921
Electric Railway Journal
847
M. M. Freeman has accepted the
position as treasurer of the Claremont
(N. H.) Railway, succeeding George E.
Tenney.
Col. Laird of St. Louis, Mo., has been
appointed to the newly created posi-
tion of first vice-president of the Cen-
tral Power & Light Company, Walnut
Ridge, Ark.
E. Z. Wallawer, formerly vice-presi-
dent of the Southwest Missouri Rail-
road, Webb City, Mo., has been
promoted to fill the vacant oflfice of
president. H. C. Rogers of Carthage,
Mo., has been appointed to fill his
former position.
John Nichol has succeeded John H.
Watkins as vice-president of the Pine
Bluff Company, Pine Bluff, Ark. J. L.
Longino, secretary and general man-
ager, has also taken over the duties
of the treasurer, J. A. Whitlow, who
has left the company.
H. B. Fleming has followed W. W.
Crawford as vice-president onj both
the Calumet & South Chicago Railway
Company, Chicago, and the Southern
Street Railway, Chicago. Mr. Fleming
is also vice-president and chief engi-
neer of the Chicago City Railway.
George N. West has been appointed
treasurer of the Manchester (N. H.)
Street Railway. He has also taken the
position as treasurer of the Manchester
Light & Power Company, which owns
the Manchester Street Railway. He
has replaced L. E. Flint, who now has
the title of assistant treasurer.
I iiniiii niiiiir irrrHLiiiiriiiF m i rm; nr rri
Obituary
miimir t ILllJllinillHlllllllllllllllllllllllinillllnii] |iii q
Odell W. McConnell, lawyer and head
of the street railways of Helena, Mont.,
died recently at the age of fifty-three.
Harry Hamilton, sixty years old,
died in Youngstown, Ohio, on Oct. 8
after a long illness. He was the
builder of the Park and Falls Street
car line in Youngstown.
Thomas Edward Mullen, chief train
dispatcher of the Brooklyn (N. Y.)
Rapid Transit Company, died suddenly
at Saratoga, N. Y., several weeks ago.
He was forty-six years old.
Winthrop G. Bushnell of New Haven
Conn., died suddenly of heart disease
on Oct. 23. Mr. Bushnell had been
prominent in the development of elec-
tric railways in Connecticut and at one
time was representative of the General
Electric Company in that state.
Frederick Heis, roadmaster of the
Interborough Rapid Transit Company,
New York, died several months ago.
Mr. Heis, who was 63 years old at the
time of his death, had been an em-
ployee of the Interborough and its pred-
ecessors for thirty-seven years. He
entered the service as trackman in 1884
and through rapid promotion became
roadmaster in 1904. Mr. Heis, by
years of close application to the track
maintenance work of the company,
performed under difficulties due to loca-
tion and frequency of trains, hardly
equaled elsewhere, became a most effi-
cient and .valued employee.
Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER, SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES BUSINESS ANNOUNCEMENTS
A Feeling That Price Liquidation
Has Reached Bottom
After personal visits to a number of
coal consuming centers, and a tele-
graphic survey of the situation among
wholesalers, George H. Gushing, man-
aging director of the American Whole-
sale Coal Association, has reached the
following conclusions:
The stocks of high priced goods of
all kinds have about been worked off.
Manufacturers everywhere are buying
raw material only after they have or-
ders for the finished product, manu-
facturing the raw material into a fin-
ished product as quickly as possible,
and are making shipments almost in-
stantly. Everywhere there is a definite
feeling that price liquidation has
reached bottom on the present wage
scale. Everywhere there is a feeling
that business activity is starting to
resume and there is an expectation of
a price recovery.
Almost uniformly public utilities
have on hand a thirty day supply of
coal. There was no general belief that
the railroad strike would occur. There
was a little precautionary buying but
not much. In one or two places there
were slight price advances. Generally
the market was dull.
from the delivery of the contract com-
plete the railroad and such other work
covered by the contract as may be
necessary to put the railroad in con-
dition for operation and must complete
all other work covered by the contract
within forty-eight months from the de-
livery of the contract.
Proposed Electric Railway
Project in India
A large supply of electric energy will
be required, according to Electrical In-
dustries, in connection with the pro-
posed electrification of the suburban
lines of the G. I. P. To insure the sup-
ply of electricity it is proposed to in-
terconnect the Andhra Valley, the Tata
power and the hydro-electric com-
panies. It will require nearly 17,-
000,000 kw.-hr. per annum to operate
the railway from V. Telminus to
Kurla; when extended to Thana, 29,-
000,000 kw.-hr., and when extended to
Kalyan, 36,000,000 kw.-hr.
Bids Asked for Subway
Construction
The New York Transit Commission
is requesting sealed bids for the con-
struction of Route No. 67, a part of the
Queensboro Subway Rapid Transit
System, to be received at the office of
the Commission, at 49 Lafayette Street,
Borough of Manhattan, New York City,
until November 9, at 11:30 a.m. Route
No. 67 is to be a two-track subsurface
railroad extending under East and
West Forty-Second Street, Bryant Park
and West Forty-First Street, from
about the westerly line of Vanderbilt
Avenue to about the westerly line of
Eighth Avenue, in the Borough of Man-
hattan. The work to be done will in-
clude the care and support of surface,
subsurface and overhead structures,
the maintenance of traffic and the res-
toration of street and park surfaces.
The method of construction will be
partly by tunneling and partly by ex-
cavation from the surface. The con-
tractor must within forty-two months
Motor Demand Expected
Demand for Railway Motors Still
Light Although Heavier Sales
Are Anticipated
Demand for railway motors is light,
according to leading manufacturers.
Electric traction companies are said to
be buying new rolling stock only when
absolutely necessary. The trend for
some time has been so much toward
safety cars that the number of motors
of larger horsepower bought for the
heavier types of cars is now rather
small compared with tlie types used
on safety cars. Safety car equipment,
principally motors, has reached a state
of standardization with the result that
delivery conditions are very favorable
indeed. One of the largest motor manu-
facturers in the country is optimistic
regarding future business on the ground
that the attitude of the public toward
electric railways has improved in re-
spect to higher fares and increased
transportation facilities. In some
cases where fare reductions have been
made or where new fare methods have
been employed, receipts have been kept
up in spite of the industrial depression.
Virtually all of the lines are in need
of additional equipment, this company
states. Heretofore, more cars at the
old rates in many cases meant greater
loss in operation, however, and the
money with which to make extensions
has been lacking. Demand, as a result,
has not been as great as it would have
been if the railways could finance new
equipment.
Manufacturing conditions are quite
favorable at present. One manufacturer
has announced a reduction in wages
which took effect on Nov. 1. This cut
brings labor costs down to a level so
that finished products can be quoted
at a figure resembling that of the pre-
war times. The shortage of gears and
insulating material that prevailed at
this time last year is no longer a factor.
Producers are anticipating their needs
well in advance Jteeping a good running
stock of material on hand at the fac-
tory. A reserve supply of motors is
also maintained with each of the car
builders, it is claimed, as that reason-
able shipments can be made.
At this time there seems to be con-
siderable hope by the leading interests
that manufacturing conditions will per-
mit a reduction of prices in the near
future. The view that the high level
.attained by railway motor prices since
the war was caused very largely by
the exorbitant demands of labor all
along the line, - from the ore in the
ground to the finished product, was
certainly justified. Recent months,
however, have seen cuts in these con-
tributory industries.
848
Electric Railway Journal
Vol. 58, No. 19
Rolling Stock
Androscoff^Ui & Kennebec Railvvay, Lewis-
ton, Me., ordered from the Wason Manu-
facturing Company on Sept. 23 three
standard safety cars equipped with G. E.
258 ball-bearing motors and C. P. 25 air
compressors.
New York, New Haven & Hartford Rail-
road, which, as has been previously an-
nounced, has ordered three rail motor buses
to be operated on some of the short branch
lines, has specified that the bodies to be
mounted on the rail chassis shall be fur-
nished by the Osgood-Bradley Car Com-
pany, Springfield, Mass.
mmm
^^yrnmnr
Track and Roadway
Lincoln (Neb.) Traction Company is
building two new double-track curves in
connection with the rerouting plans which
will take effect shortly.
Burlinsrton County Transit Company,
Hainesport, N. i., has been requested by
the Burlington County Board of Free-
holders to change the location of the tracks
and place them in the middle ot the road
on High Street, Burlington.
The Northampton, Easton & Wasliington
Traction Company, Eagton, Pa., has com-
pleted the removal of the line from the side
to the center of the road between Phillips-
burg and Post Colden. The work required
some time.
New York State Railways, Bocliester,
N, Y„ has sought permission to extend its
line on Clinton Avenue north from the
present terminus at Norton Street to the
Ridge road. The railway also recommends
trackless trolleys for cross-town service.
Cincinnati, Ohio. — The contreict for con-
structing the fifth section of the rapid
transit loop, Cincinnati (Ohio), has been
awarded to the Hickey Bros. Construction
Company, Columbus, O., builders of .sections
2 and 3. Their bid was $153,965. The en-
gineer's estimate was $188,240.
Cincinnati (Ohio) Traction Company,
through Walter Draper, vice-president, has
announced that it will lay new tracks on
Vine Street between McMillan and Mul-
berry Streets, a distance of one mile. Cars
using this thoroughfare will be detoured
over a different route while the construction
work is in progress.
Toronto, Can. The Transportation Com-
mission ot Toronto has approved the plan
to extend the Dundas Street line west
across Yonge Street to the corner of Dun-
das Street east and Victoria Street to make
a new cross-town car service and relieve
congestion. The commis.sion will go ahead
with the construction of the connecting link
soon as the city provides a right-of-way.
Jacksonviile-Pablo Beach, Fla.. Stone &
Webster have been asked to build the pro-
posed trolley line from Jacksonville ;to
Pablo Beach, a distance ot more than
twenty miles, and according to reports
made to the meeting of the South Jackson-
ville Commercial Club, the Boston cor-
poration has the plan under advisement.
This corporation owns the Jacksonville
Traction Company which is now in the
hands of a receiver and the South Jackson-
ville interests. Such a line will serve
South Jacksonville, Arlington and smaller
towns, besides the colony at Pablo Beach
and Atlantic Beach, both prominent winter
and summer resorts.
Power Houses, Shops
and Buildings
I,og Angeles (Cal.) Baiiwa.v has com-
pleted the construction of the (3arvanza
Automatic substation at Avenue 54 and
Buchanan Street. It Is to improve power
conditions in Eagle Rock Valley, and a
part of the northern territory.
Northampton, Easton & ^VashlnKton
Traction Company, Easton, Pa., will build
Within the next six months a small sub-
station building. The railway will also
purchase and install two 300-kw. rotary
converters with necessary equipment.
Trenton & Mercer Connty Traction Cor-
poration, Trenton, N. i.. through its presi-
dent, Rankin Johnson, has informed the
Trenton City Commission that the company
will place its feed wires in conduits along
Lincoln Avenue, leading from the power
station. The work will cost approximately
$25,000 and will be begun at once.
Professional Note
•stovel & Brinkerliotr is the name under
which is announced the partnership of R.
W. Stovel and H. A. Brinkerhoft, engineers
and contractors. Mr. Brinkerhoft is well
known for his work in connection with the
construction ot the Pennsylvaia Station in
New York City, of which he was general
superintendent of construction in charge of
the installation of all mechanical and elec-
trical equipment. Mr. Stovel was the en-
gineer in charge ot the Paoli and Chestnut
Hill electrifications of the Pennsylvania
Railroad and the electrification ot the Elk-
horn grade of the Norfolk & Western
Railway, projects which were executed
while he was associated with Gibbs & Hill,
from 1914 to 1917. Both men were for
many years connected with Westinghouse.
Church, Kerr & Company, and both were
later associated with Dwight P. Robinson
& Company, subsequent to the consolida-
tion of the two companies. Mr. Stovel was
graduated from McGill University in 1897
as an electrical engineer and in 1900 he
received the degree of master of science
from the same university. He served witli
the Pittsburgh & Lake Erie Railroad from
1898 to 1903 in the design and construc-
tion ot the Pittsburgh Terminal Station
and the McKees Rocks repair shops of
that road. From 1903 to 1914 he was as-
sociated with Westinghouse, Church, Kerr
& Company. He served with the A. E. F.
in France as lieutenant colonel and had
charge of the mechanical and electrical
equipment at all ports used by the United
States army in Prance. Mr. Brinkerhoft
was connected with the "C. & C." Electric
Company as mechanical draughtsman from
1893 to 1897. In that year he became as-
sociated with Westinghouse. Church. Kerr
& Company. He continued with that or-
ganization until 1920, when the company
was consolidated with Dwight P. Robinson
& Company, at which time he became the
head of the industrial engineering division
in the new organization. During the war
he was managing engineer in charge of
design and construction ot United States
nitrate plant No. 2 at Muscle Shoals. Both
men are members of the American Society
of Mechanical Engineers, and Mr. Stovel
is a member of the American Institute
of PJIectrical Engineers and the Engineer
Reserve Corps, U. S. A. The new firm Is
prepared to undertake investigations and
reports on industrial engineering problems,
the purchase and generation of power, the
operation and economy of power plants,
and the design, construction and equip-
ment ot steam and electric power stations,
manufacturing plants and railroad shops.
Offices have been established at 136 Liberty
Street. New York.
Trade Notes
Griffin AVlueel Company, Chicmsro, has
opened sales offices in the Rialto building.
San Francisco. W. H. Snedaker. formerly
in the Tacoma office tor the company, has
been place in charge ot the new office.
E. Li, Windenbursr, who has been ap-
pointed office manager of the Cleveland
branch of the Cutler-Hammer Manufactur-
ing Company, fills the vacancy made by the
sudden death of A. P. Loomis on Aug. 2.
Mr. Windenburg has been with the Cleve-
land ofllce since February. 1919, when he
left the aerial service ot the United States
Navy.
Tlie Motive Power Lubricant Co., 130 N.
Wells Street, Ciiicago, has taken over the
lubricant business of the Cassco Bar Metal-
lic Packing Company, which manufactures
Cassco lubricated waste and Cassco plain
grease. While retaining identical quality,
the products ot this company will be known
in the future as "frictionless lubricated
waste," "frictionless grease light" and "fric-
tionless grease heavy."
Belden ManufucturinK Compun.v, Cliicago,
has announced the appointment, which was
effective Nov. 1. of C. P. Cushway to be
manager ot the cable and specialties de-
partment. Mr. Cushway will have super-
vision over that part of the business per-
taining to telephone, automobile and appli-
ance cord assemblies, cordage, flexible cable
and insulating materials, and to this work
brings several years ot experience in the
engineering department of the Company.
OeorBe T, Hansen, for ten years district
manager of the AUis-Chalmers Manufac-
turing Company at Salt Lake City, Utah,
has resigned to enter private business. E.
N. Greenleaf, who has been Mr. Hansen's
assistant, will become the new district man-
ager of the Allis-Chalraers Company. Mr.
Hansen has devoted his time since Sept. 15
to the practice of mining engineering and
to looking after his mining and oil in-
terests.
Electric Tamper & Equipment Company,
1400 West Adams Street, Chicago, under
the management of C. Jackson, vice-presi-
dent and general manager, has taken over
the electric tie tamping business of the
Kalamazoo Railway Supply Company. This
electric tamper was developed by Mr. Jack-
son for the Kalamazoo Railway Supply
Company and introduced into railway serv-
ice last year. The operation of the device
was found to be satisfactory, and a number
of equipments have lately been placed in
service.
Locke Insulator Manufacturing Company
on Oct. 1 moved its New York office from
the Woolworth Building to the twenty-first
floor of the Equitable Building. 120 Broad-
way. A month before this change C. H.
Wheeler took over charge of the New Tork
territory from Kent Hawle.v, who returned
to the factory at Victor. N. Y., as chief
engineer. Mr. Wheeler has been tor nine-
teen years with the General Electric Com-
pany. Seven years ot this time was spent
at Schenectady, and since 1909 he has been
in the general office in New York.
D, K. Cliadbourne has been appointed
manager ot the New York office of the
Westinghouse Electric International Com-
pany. Mr. Chadbourne came to the West-
inghouse Company through the George
Cutter Company before it was affiliated
with the Westinghouse, as he was succes-
sively Western district manager and East-
ern district manager of the latter company
from 1912 to 1920. when he joined the
Westinghouse Electric International Com-
pany. Before becoming connected with the
Cutter interests, he spent six years with
the Allis Calmers Company. Mr. Chad-
bourne was graduated from the Purdue
University in 1906.
Oswald Uaie has resigned from the Ir-
vington Varnish & Insulator Company,
Irvington, N. J., of which he was vice-presi-
dent and general manager. He had been
with the company for five years. He was
previously with the General Electric Com-
pany tor eleven years, nine years of which
were spent in the department of super-
vision of production and two years in the
insulating division. For two years prior
to that he had been in charge of the heat-
ing-device production of the Cutler-Hammer
Manufacturing Company. Mr. Dale has
just returned from a nine weeks' trip in
England and France, where he has been
investigating the market tor insulating ma-
terials.
New Advertising Literature
The Suiigamo Electric Company, Spring-
fleid. III., has is.sucd bulletin No. 57 (sus-
pending No. 49) on "Switchboard Meters,
Alternating-Current, Direct-Current and
Ampere-Hour.
Bailey Meter Company, Cleveland, has is-
sued bulletin No. 42, entitled "Bailey Boiler
Meters." superceding No. 41, and bulletin
No. 160, entitled "Multi-Pointer Gages for
Draft and Other Factors.
Spencer Tra«k & Compan.v, New Tork.
have just issued a folder entitled "Present
Opportunities in the Bond Market." Be-
sides containing a discussion on the prob-
able future trend ot the bond market, a
list of current investment offerings is given.
Wliiting Corporation, Harve.v, 111., has is-
sued a new crane catalogue No. 158 which
supersedes No. 151. The revised catalogue
describes and illustrates the company's
standard crane designs and contains several
tables of standard clearances.
Chicago Pneumatic Tool Company, New
York, has announced the publication of
Bulletin No. 710, which describes steam, belt
and motor-driven dry vacuum pumps. This
is the first bulletin issued on this subject
by that company.
Ciiicago Pnenmalic Tool Company, New
Y'ork, has issued Special Publication No.
674 which will be of particular value to
users of pneumatic tools. It gives com-
plete specifications which users of such
tools can have as a handy ready reference
when ordering these products.
November 5, 1921
Electric Railway Journal
26
— for safety cars —
PEACOCK
Staf fless Brakes
Experience Tells
Peacock Staffless Brakes can now be
properly called standard equipment
for standard safety cars.
The experiments of many roads with
other types of brakes — which proved
inadequate and unsafe — are leading
to a general recognition of the brake
doctrines we've been preaching for
several years.
Before you sign up any hand brake
specifications, let us show you some of
the things which others have found out.
National Brake Company
890 Ellicott Square, Buffalo, N. Y.
iiiil
lull
26
ELtcTEic Railway Journal
November 5, 1921
115 BROADWAY, NEW YORK
Detailed Examinations by Experts
REPORTS FOR FINANCING COVBBINO
Valnation TninoTer
Coets Reserres Rstee
UTILITIES INDUSTRIALS SHIPPING
STONE & WEBSTER
Incoiporated
EXAMINATIOt^S
VALUATIONS
REPORTS
ON
INDUSTRIAL AND PUBLIC SERVICE PROPERTIES
NEW YORK
BOSTON
CHICAGO
SANDERSON & PORTER
ENGINEERS
REPORTS, DESIGNS, CONSTRUCTION, MANAGEMENT
HYDRO-ELECTRIC DEVELOPMENTS
RAILWAY, LIGHT and POWER PROPERTIES
CHICAGO NEW YORK SAN FRANCISCO
Xto Arnold Company
ENGI N EERS— CONSTRUCTORS
ELECTRICAL— CIVIL— MECHANICAL
105 South La Sail* Str««t
CHICAGO
ALBERT S. RICHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER. MASSACHUSETTS
JAMES E. ALLISON & GO.
Ck>nsulting Engineers
Specializing in Utility Rate Cases and
Reports to Bankers and Investors
1017 Olive St., St. Louis, Mo.
C. E. SMITH & CO.
Conaalting Enginecra
2065-75 Railway Exchange Bide., SL Louis, Mo.
Oisaco Kansas City
InTesitcations, Appraisals, Expert Testimony, Bridge
and Structural Work, Electrification, Grade Crossing
Elimination, Foundations, Power Plants
HEMPHILL & WELLS
CONSULTING ENGINEERS
Gwdner F. Wells John F. Layng Albert W. Hemphill
A PPRA ISA LS
INVESTIGATIONS COVERING
Reortfiaiization Management Operation Construction
43 Cedar Street, New York City
THE J. G. WHITE
ENGINEERING CORPORATION
Engineers — Constructors
Industrial Plants, Buildings, Steam Power Plants, Water
Powers. Gae Plants, Steam and Electric Railroads,
Transmission Systems
43 Exchange Place, New York
John a. Beeler
OPERATING, TRAFFIC AND RATE INVESTIGATIONS
SCHEDULES— CONSTRUCTION— VALUATIONS
OPERATION— MANAGEMENT
52 VANDERBILT AVE., NEW YORK
A. L. DRUM & COMPANY
CONSULTING AND CONSTRUCTING ENGINEERS
VALUATIONS AND FINANCIAL REPORTS
CONSTRUCTION AND MANAGEMENT OF ELECTRIC
RAILWAYS
76 West Monroe SL CHICAGO, ILL.
ENGELHARDT W. HOLST
Consulting Engineer
Appraisals, Reports, Rates, Service Investigation,
Studies on Financial and Physical Rehabilitation
Reorganization, Operation, Management
683 Atlantic Ave., Boston, Mass.
L.E. GOULD
ConsiAltant ancL Specialist*
Energy Measurement
For Electric Rail'ways
Iryvest;iga.tions -Tests • Recommendations
Old, Colony Bldg. Chicago
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Tra£fic and Reorganization
Investigations
Fort Wayne, Indiana
WALTER JACKSON
Consultant
FARES, BUSES, MOTOR TRUCKS
More revenue from more riders
143 Crary Ave., Mt. Vernon, N. Y.
Parsons, Klapp, Brinckerhoff & Douglas
WM. BABCLAY PABSONS H. M. BRINCEKUSOFF
ETOENE KLAPP W. J. DODOIAS
Engineers — Constructors — Managers
Hydro-electric Railway Light and Industrial Plants
Appraisals and Reports
CLKYELANV NSW YOBK
74S Banna Bids. 84 Fine St.
. November 5, 1921 Electric Railway journal
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27
St iiiiiiimiiimiiiii
O^C (0»o O^O
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 over-
head 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.
Tlie Macallen Insulating Joint (if^S
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 — practically indestructible.
May fFe Send Our Catalogf
The Macallen Company
Macallen and Foundry Sts., Boston
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Byllesby
Engineering & Management
Corporation
208 S. La Salle Street, Chicago
New York Tacoma
KELLY, COOKE & COMPANY
Engineers
14» BROADWAY
NEW YORK
424 CHESTNUT STREET
PHILADELPHIA
THE COAL & IRON NATIONAL BANK
of the City of New York
Capital $1,500,000
Surplus $1,000,000 Und. Profits $363,051
Resources $23,743,000
Offers to dealers every facility of a New York
Clearing House Bank.
ENGEL & HEVENOR
Incorporated
TRACK
Engineers-^^onstructors — Maintenance
Appraisals^Vednatior^— 'Rehabilitation
Steam and Electric Railroads
Estimates
220 BROADWAY, NEW YORK
DAY&ZIMMERMANN.Inc.
D/tsi^n. Construction
1{eporis, Valuations, "Management
PHILADELPHIA Chicago
NEW YORK
SANGSTER & MATTHEWS
Consulting Accountants
Valoation and Bate SpnjialUU
Depreciation Consolidations Rate Schedules
Reports to Bankers
25 Broadway, NEW YORK
134 South LaSalle Street, CHICAGO
E.W. CLARK & CO. MANAGEMENT CORPORATION
Engineers
Unit Power Plants insure low power coiti
Huntington Bank BIdg., Columbus, Ohio
28 ElectricRailwayJournal November 5, 1921
TODAY there is a definite turning
of the tide in the business and indus-
trial activities of the country. This up-
ward swing of the business pendulum
is clearly defined to those who can read
the economic signs of the times. It is
in the bank, the railroad, the postoffice,
the mill and the field. And it calls for a
spirit of optimism, an attitude of self-
reliant, forward-looking confidence on
the part of the business men of the
country.
Calvin Coolidge.
From letter to Boston Chamber of Commerce.
Electric Railway Journal, 10th Ave. at 36th St., New York, N. Y.
November 5, 1921
Electric Railway Journal
29
The Conductor
and His Job
Your conductors are in a position to gain
and keep the good will of the public and
to build up business for you. Give them
a chance.
The Ohmer System of fare collecting
and fare accounting places the conduc-
tor in the position of a responsible sales-
man of transportation and he soon learns
that the better he serves your interests
the better he serves himself.
The Ohmer System gives him means
for indicating and recording each trans-
action as it takes place. This is good
business. Every successful merchant
knows it is the best way to handle sales.
The Ohmer System points out to the
management the characteristic tenden-
cies of each conductor and indicates the
sort of discipline which will do the most
good. The Ohmer System stands for
the best of modern business methods
applied to city and interurban electric
railroading.
Ohmer Fare Register Company
Dayton, Ohio
30
Electric Railway Journal
November 5, 1921
Hand Brake or Air
Brake — You Want
Your Pins and
Bushings
BOYERIZED
When "the sum of the forces
delivered to the brake-
beams of the left-hand
truck is equal to 10,308 +
10,308 lb.; that is, 20,616
lb., the sum of the forces
delivered to the brake-
beams of the right-hand
truck is also known to be
20,6\6 lb.'
il
10,308 Ik.
And so on continued Mr. H. M. P.
Murphy in another of his excellent
brake-rigging articles, this being from
the April 16 "Determination of Forces
on Eccentric Levers and Bell Cranks."
Now what about those little connectors
in the brake rigginjg? The pins and
bushings?
Are you sure that they will safely stand
the tug and pull of these 20,000 lb. forces
and more if made of nothing better than
untreated or unequally treated steel?
Wise operators — and most of them
are wise — ^know that such forces are
not to be trifled with for the sake of
saving a few cents in maintenance with
the chance of losing many dollars in
shopping time and accident cost.
That's why the mark of a "Safety Always" electric
railway is Boyerized Pins and Bushings plus
Boyerized Stag Brand Manganese Brake Heads
Brake Hangers
Brake Levers
Pedestal Gibs
Brake Fulcrums
Center Bearings
Side Bearings
Spring Post Bushings
Spring Posts
Bolster and Transom Chafing Plates
Bemis Car Truck Company
Electric Railway Supplies
Springfield, Mass.
REPRESENT ATI VES :
D. L. Beaulieu, P. O. Box 3004. Boaton. Mass. P- F. Bodler. 903 Monadnock Bid?., San Prandseo. Cal.
J. H. Denton, 1328 Broadway. New York City. N. T. W. P. McKenney. 54 First Street. Portland. Oregon.
A. W. Arlin. 772 Pacific Electric BldR., Los Angeles. Cal.
November 5, 1921
Electric Railway Journal
No man is big enougli
to sing a duet
YOU are in charge of certain
equipment. And because that's
your job, you know more about
it than anyone else. But you simply
cannot know thoroughly 'ALL the
fundamentals of EVERY branch of
your work — no man can.]
Take the lubrication of that equip-
ment, for instance. You know^that
end of it pretty well.
But can you possibly know it as well
as a group of men who have spent
years in perfecting their knowledge of
this highly specialized branch of en-
gineering science? And markjyou,
we say a group because "no man can
sing a duet." And so when a Texaco
Lubrication Engineer makes a recom-
mendation as regards the kind or
quantity of lubricating oil to use, he
is not speaking only with the author-
ity of his own experience, for back of
him is the collective experience of a
group of men who have been testing
and observing lubricants on every
possible type of power unit or ma-
chine in the country — in fact all over
the world.
So, if you have any lubrication prob-
lem— and every road has them once
in a while — talk to our engineers
about the matter. Or write us.
Most careful attention will be given
to any communication of this nature
and we know that we can furnish a
prompt and satisfactory solution to
any problem relating to the selection
of lubricants for any purpose. Do not
hesitate to call on us. „That is what
we are here for.
^/id Remember: —
ITHERE IS A|TEXACO LUBRICANT FOR EVERY PURPOSt,
THE TEXAS COMPANY
DEPTR- J' 17 BATTERY PLACE »NEW YORK CITY
HOUSTON - CHICAGO - NEW YORK
OFFICES IN PRINCIPAL CITIES
82 ElecteicRailwayJournal November 5, 1921
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"STANDARD"
Steel Tires
Steel Tired Wheels
Solid Rolled Steel Wheels
O. H. Steel and Malleable Iron Castings
Solid Forged Gear Blanks
Steel Forcings Iron Forgings
Forged and Rolled Steel
Pipe Flanges
Ring Dies
Rings
Roll Shells Steel Springs
T O T "The 'Standard' Brand on your material t ^ "^
^•^"^i^M^ is an assurance of eventual economy." N^ON.^
•RAMO *^ BRAND
•-■■■■
STANDARD STEEL WORKS CO.
GENERAL OFFICES
500 NORTH BROAD ST., PHILADELPHIA, PA.
CHICAGO RICHMOND MONTEREY, MEX.
ST. LOUIS SAN FRANCISCO MEXICO CITY
HAVANA, CUBA NEW YORK LONDON, ENGLAND
;*ST. PAUL HOUSTON PARIS, FRANCE
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'WPtHII^
November 5, 1921
Electric Railway Journal
Standard Helical Gears
Ground Pinion Bores
assure a correct fit
on armature shaft
and prevent injury
to the shaft taper.
All Westinghouse EUctric and
Mfg. Co. District Offices are
Sales Representatives in the
United States for Nuttall
Electric Railway and Mine
Haulage Products,
84
Electric Railway Journal
November 5, 1921
Getting Too Hot in Winter!
Sounds strange, doesn't it? But it's the
time that motors are more apt to get
overheated— ^in winter when snow and ice
make the going SO much harder, pulling
heavier and heavier currents through the
coils.
It's then that the old dried-out insulation,
as well as poor quality insulation, breaks
down. Schedules are hopelessly upset,
Icars laid up and the public begins to
{grumble bitterly about service.
Prevent Such Troubles with
IRVINGTON INSULATION PRODUCTS
Oiled Silk^ — Varnished Paper — -Black and Yellow Varnished Cambric — •
Slot Insulation — Insulating Varnishes — High Dielectric Paper, etc.
Irvimgton Varnish a Insulator (S'
Irviixoton, NewTersey.
Established 1905
Diatribatora:
MITCHELL-RAND MFG. CO., New York City
L. L. FLEIG & CO., Chicago
T. C. WHITE ELECTRICAL SUPPLY CO., St. Louis
CONSUMERS RUBBER CO., Cleraland
TRADE rlAHK
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Type R-5. Double Register
Manufacturers of
Single registers, round and square;
double registers, duplex counters, car
fittings.
Exclusive selling agents for
HEEREN ENAMEL BADGES
International
Fare Registers
The most effective fare collection system is not com-
plete without a final visible and audible fare registration
on overhead registers.
Cars equipped with money counting fare boxes need
this visible and audible registration of the fare register
as an additional check against the fare box. Where
non-registering fa,re boxes are used a fare register
affords the only method of checking against the fare
box. Only by their use can the registration of paper
tickets and transfers be made.
International Fare Registers have been serving
Electric Railways and City Systems for 25 years. The
test of long service has established them as the standard
equipment for this use.
The International Register Company
15 South Throop Street, Chicago, Illinois
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uiiHiiiiiniiiiiiiiiiiijiiiiiiiuiimiimiiiiiiuniiiiiiiiiiiiiiiiminiiiiiiiiiiiiiuiuiiiiiiiiiiiiiiiiii iiimniiiiimiiiiiiiii niiiuiiiiiiiiiiiiiiiiiimiimiim
November 5, 1921
Electric Railway Journal
36
READING
COMPROMISE
or- STEP JOINT
Don't compromise on your choice of
a compromise joint.
A COMPROMISE joint in your
track may be a potential source
of trouble. Protect yourself by using
Reading Compromise or Step Joint.
They are made of the highest quality
heat-treated cast steel, and are designed
to resist the wear due to pounding and
working of the rail ends under heavy
traffic.
This cast steel joint is ready to fit in
place as soon as cast — no punching or
working of the cold metal after casting.
Made for all Sections of Girder and
Tee Rail.
Write for particulars
AMERICAN CHAIN CO., Inc.
AC
Chicago
■AC
Reading Specialties Division
Bridgeport, Conn.
District Sales Offices:
New York Pittsburgh Boston Philadelphia
Portland, Ore. San Francisco
Bates One-piece Poles Are Artistic
Perhaps Art is a secondary consideration when you
plan your pole line construction, but it cannot be dis-
regarded— especially when these poles are to be installed
in exclusive residential districts or on your business
blocks.
The combination of great utility and art with the low-
est first cost makes the Bates Poles desirable for all types
of pole line construction.
Onr New 1921 TREATISE AND HANDBOOK seat npon request.
I teel I russ ^ chicaoo, ilunoir
lates
Ixpanded
36
Electric Railway Journal
November 5, 1921
WHEN RAILWAY MEN
in general, study the question
of wood durability for other pur-
poses, as carefully as Railway
Signal men have studied it for
Trunking and Capping, there
will be a lot more
••ALL-HEART''
"TIDEWATER"
"THE WOOD ETERNAL"
used for Fencing, Ties, Cross-
arms, Car Material, Station
Construction and similar railroad
requirements, to the very great
economy of the companies using it.
The long service which '^All-
Hcart'^'' Cypress gives,
SAVES LABOR COSTS
FOR RENEWALS AND
REPLACEMENTS
— big items in themselves.
^' All-Heart'^'' Cypress comes
nearer being decay proof than any
other wood.
This mark -^^SK on every tim-
■JkiB HO Iks U S MO*n
her, board and bundle of Cypress
is your insurance of true replace-
ment economy.
The data in support of these
facts will be promptly furnished
upon request.
SOUTHERN CYPRESS MFRS/ ASSN
1265 Poydras Building, New Orleans, La., or
1265 Graham Building, Jacksonville, Fla. C°^
Anoth
er
"Up to the minute" test on
"Tool Steel"
VS.
Special Quenched
The "Tool Steel" pinion wore
out after 239,136 miles.
Special quenched pinions wore
out in 50,000 to 60,000 miles.
The History of the Test:
In Dec, 1917, test was started to
demonstrate if "Tool Steel" could meet the
guarantee of 50*^ greater life. (Guarantee
has since been increased to 75% greater).
Car No. 14 was equipped for test with
"Tool Steel" gear and pinion on one motor
and quenched gear and pinion on another.
Micrometer measurements were taken and
in the first 29,778 miles, the relative wear
on the pinions was .020 in. to .078 in. The
quenched pinion was removed and scrapped
between 50,000 and 60,000 miles. (Exact
record was lost. This mileage checks with
the fact that it was half worn in 29,778
miles, also with average mileage they were
obtaining for similar pinions on other cars) .
The "Tool Steel" pinion was worn out in
239,136 miles.
4 to 1
and we guaranteed 75% greater life!
The Tool Steel Gear CS, Pinion
Company
Cincinnati, Ohio
November 5, 1921
Electric Railway Journal
37
Synchronous Motor -Generator
Sets
7S0 kw., 250/275 Volt D. C, 2200 Volt, 60 Cycle,
720 R.P.M. Synchronous Motor Generator Set.
OF ANY CAPACITY
AND FOR
ALL CLASSES lOF SERVICE
Synchronous Motor can be
furnished for Power Factor
correction when desired.
Write for Bulletin.
ALU/-CHALMER/ MANUFACTURING COMPAHf
Milwaukee, Wisconsin
District Offices in All Principal Cities
38
Electric KailwXy .Touen-al
November 5, 1921
Sprague Rotary Track Sanders
For Safety on Slick Rail
Every time you press the foot pedal, a positive
mechanical action forces sand out of the drum.
It doesn't depend on gravity to get it started.
Sand won't stick or clog with this equipment.
The motorman knows "it's there."
You need reliable Sprague Sanders on every car
to prevent accidents on slippery rails which come
with Winter weather.
Write for details and prices.
TRADE
Albert & J. M. Anderson Mfg. Co.
MARK
Established 1877
289-293 A St., Boston, Mass.
Braiuhes — New York. 135 B'way. Philadelphia. 429 Real Estate
Trust Bide. Chicago. 105 S. Dearborn St. London, W. I.,
101 Tottenham Court Road.
Rce. D. S. Pat. Off.
ILEGI JTERED
lllllllllllllllllllllllllllllllllllllllllllllllllllllilllllllllllllllllllllllllillllilllH
You Can Bend Rails Quickly and
Economically With a Watson-Stillman
Hydraulic Rail Bender
The portable rail bender shown herewith is
designed for use on the road. It is equipped
with interchangeable formed bending
blocks, and will make any bend without
buckling. The hinged yoke permits the
rails to be put in sidewise. It can also be
used for other heavy bending.
We build many other handy tools for
the railway shop. Such as: Crank Pin
Presses, Wheel Presses, Forcing
Presses, Forging Presses, Jacks, Pit
Jacks, Punches, Shears, Pumps, Accu-
mulators, etc.
Write for Catalogs.
The Watson-Stillman Co., 46 Church St., New York
Chicago: McCormick Building Philadelphia: WIdener Building
Hydraulic Portable Rail Bender
November 5, 1921
Electric RAiLw AY Journal 89
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n
From trolley wheel down
BAYONET
Wheels
of fresh pure metals only. Cast and turned to finest
accuracy and balance. Longest life assured.
Harps
Quick detachable — only 10 seconds to make the change.
Their fine construction makes these harps real money-
savers.
Bases
with the one-minute pole clamp. A complete change
in less than 60 seconds. Worth something under
present conditions in car shops, isn't it?
They provide the maximum freedom of motion and
the correct pressure at any angle of pole. Long ex-
tension springs, self-lubricated bushings and roller
bearing swivel. Note construction details in the
illustration below.
From roof to wire — -one high class
standard.
Budmarsz
In Persia, the woman who is budmarsz, or unfaithful, to
her husband is truly S. O. L. — if caught.
There is a famous well at Shiraz, supposedly the original
of that described by Sinbad the Sailor, which is reported
to be bottomless; and it is into this well that unfaithful
women are cast should their husbands wish to make public
examples of them. Usually, however, they are privately
drowned to avoid scandal.
A typical example of how the Orient solves its problems!
Instead of curing unfaithfulness they obliterate the
offender; instead of letting a woman adjust her femi-
nine characteristics to the proper masculine surroundings
they cart her off and treat her like a stray cat.
Most operators will agree that women should be chosen
for men, as Morganite Brushes are applied to motors,
i. e., they should be prescribed.
Positively prevents sparking.
Main Office and Factory:
519 West 38th Street, New York
Bayonet Trolley Harp Co.
Springfield, Ohio
= ElectrlcPowerEquIpmentCorp.,
3 13th and Wood sw., Pblla-
s delphla.
= Electrical Engineering A Mfg.
= Co., 909 Penn Ave., Pltts-
= burgh.
= R. W. Llllle Corporatloo,
S 176 Federal Street, Buton.
S Mass.
S W. R. Hendey Co.. Hoge Bldg.,
= Seattle.
DISTRICT ENGINEERS AND AGENTS:
Hersog Electric & En
Co., ISO Steuart
FranolKo.
,»S50fv,
[loeertng
it., San
Special Service Sales Company,
S02 Delta Bldg., LotAngelea,
Calirornla.
Railway & Power Enttneerlng
Corporation, Ltd., Vii East-
ern Ave.. Toronto, Ontario,
Canada.
illimUNinillllll
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40
Electric Railway Journal
November 5, 1921
R.^
H.^
TAYLOR REDUCED HEIGHT TRUCK
TAYLOR R. H. TRUCK
Mounted on 26-in. Wheels with Springs Over Journal Boxes.
Designed to Mount Centre and End Entrance Cars Low Down.
SWING MOTION AND FULL ELLIPTIC SPRINGS
Wheel Base 5 ft. 2 in. For Car EASY Journals 2H x 7 M. C. B. Type.
Bodies weighing 16,000 to 22,000 lb. RTDTlVr^ Height from Rail to Body Bolster,
Motors Inside Hung. rvxi^li>lVJ 22f4 in. Brakes Inside Hung.
TAYLOR ELECTRIC TRUCK CO., TROY, N.Y,
SPECIFICATIONS ON REQUEST Established 1892 SEND FOR PORTFOLIO
The Field of the Safety Car
Do not assume that the recent rise of the motorbus means
any lessening of the need for railway service. But it does
mean a greater need than ever for the most economical oper-
ation, consistent with frequent and good service.
And that means St. Louis Quality Safety Cars — more of
them than ever before — to replace inefficient old style cars,
and to give more and better service.
St.LouisCar CDmpany
Sb.Louis, Mo.
''TheBii'thplace oP the Safety Cor "
Hiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin^^^^^^^^^^^
November 5, 1921
Electric Railway Journal
41
Griffin Wheel
Company
McCormick Building
Chicago, III.
GRIFFIN F. C. S. WHEELS
For Street and Interurban PLailways
All of our plants have adequate facilities for fitting wheels to atles
Chicago
Detroit
Denver
FOUNDRIES:
Boston
Kansas City
Council Bluffs
St. Paul
Los Angeles
Tacotna
^iimilllltlliuinniiniiiiliiniiniiiiliiiiriiiiiiiiiiiitiiiniitriiiiiiiiiiitiiiriitrMjiiiiiuiiiiiiiiitiiiiiiiiiiiiiiilrliniiiililillilllMlllllllllimiiC u'liiminilllllllltiimiiiiilllllltllMliiiiiilllllimillllllllllliuilluillllHlllimillllllllllllllllllllilimiiillimillllltllllililltllllllllHilillllllg
VAN DORN
Couplers and Draft Gears
rteelWhlil
! American S te^SflFoundries
I NEW YORK CHICAGO ST. LOUIS
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Van Dorn
No. 796 Radial
M. C. B. Coupler
Vertical Pivoting
For heaviest interurban service
VAN DORN Vertical Pivoting, Radial M.C.B. Coupler
is very desirable equipment where short radius curves
and abrupt grade changes are common. Where in-
I terurban lines enter cities and operate around short radius
I curves, this Coupler is very advantageous,
i The No. 796 has a free lateral swing of over 120 degrees
I and will function without binding on curves of as small a
i radius as 35 feet.
i The vertical pivoting head prevents binding of knuckles and
i relieves all other than normal platform strains from car
I platforms when train is operated over abrupt breaks in
I grade.
I Double Hercules spring draft gear is very effective in ab-
Isorbing shocks and makes train move as smoothly as one car.
Van Dorn No. 796 equipment is now in use on many impor-
I ant properties having severe operating conditions— and with
i pronounced satisfaction.
I Full information furnished without any obligation.
3
I Van Dorn Coupler Company
I 2325 So. Paulina St., Chicago, 111.
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42
Electric Railway Journal
November 5, 1921
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IIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIllHllllltillllllllllllllllllllflllUllinn
KERITE
1
£//iijx> £' ciou^Auk'j/'er/i
PI NACHOD
SIGNALS
§ I
0
KERITESS^COMPANY
new"vork:
C M I C A.GO
3
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aiiiiiiiiiiiiniuiMiiiiitiMiiiiiiiiiiiiiiiiniitiMtiiiniiiiiiiiimiiiiiiiiiiiumiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiuiiitiiiiiiiiiiiiimiliiniuiiMr^
for single track permit
several cars to follow
thru the same block,
but prevent an opposing movement until
every car has passed out of the block. Buy
them for use with
SAFETY CARS
They keep the operator in the car, prevent
delays at meets, speed up the schedule, de-
crease the headway and bring in the revenue.
They are always at their post, ever watchful,
never forgetful, in rain or snow, day or night,
winter or summer, unerring in their duty.
And for all this, Nachod Signals need but a
little attention. Learn the good things of
CD Signals from Catalog 719.
Nachod Spells Safety
in signals, bells and headway recorders
NACHOD SIGNAL CO., Inc.
Louisville, Ky.
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AMELECTRIC PRODUCTS
S = No. 2
BARE COPPER WIRE AND CABLE
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
a«. u. 8. p.t. oaiM PAPER INSULATED
Galvuized Iron «id Ste.l UNDERGROUND CABLE
wire and Strand
Incandescent Lamp Cord
MAGNET WIRE
AMERICAN ELECTRICAL WORKS
PHILLIPSDALE, R. I. I
BMton. 176 Federal: Cbtcago, 111 W, Adami; ClneinntU. Traction Bide.: =
Naw York. i3S B'war: San rranclio*. Ill Howard: 8«attla. 101 lat ATa. 8a. |
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'4m ^
Am
Electric Railway
^_ Automatic
Signals
for Accessibility
and Reliability
"American"
JNSVLATING
iTcc
M
^oiHFAnnr.
Pliiladflphia, New York, Paria, Bncland |
Sates Agents: =
Electric Service Supplies Co. |
Philadelphia. New York Chicago |
^iiniiitiiniiiitiiiiiiiniiMiiiiiiiiiriinlitiliiiiiniiiniiniiniiniiiiMittliliiiiniiHiiirilluiluiiimiirliiiiiiniiiiiiniiiiiiniiiiiiiHliliilluilff
aiiiiiiiiiiiiiiimiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiuiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiimiiiiiiii'
ROEBLIND
Electrical
Wires
and
Cables
^iiiiiiiiiiiiiiiiiiiiiiiniiiiiniiiiiiiiiiiiiiiinminnniimiiitiiniimiiiiimiiHiiiniiniitiiittiiiiiiiniiiiiiiiiiniiiniiitriiiniiHiiiiiiiinnii
^iniiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiniiiiiiitiiiiiiiiMiiiiiiiiiiiiiiiiiniiiiiiiiiiitriiiiinMiiiiirriiiiiMiriiiMiiiiiniiiiiiiiiiiiniiiiiiiniiitiiiniiii]^
I Copper CuiVAiSrEELGoHiv^NYl
f|2S?£fWESTERN SALES REPRESENTATIVES! =
? 0. ^^F STEEL SALES C0RP0RATI0N.CHICA60,lli I
S OFFICE AND WORKS
I RANKIN. PA. BRADDOCKR
I NEW YORK SALES OFFICE'. 30 CHURCH STREET. NEW YORK CITY
I COPPERWELD y^ire—madr by the Molten fVelding Prtcns
1 Bare — Weatherproof — Strand — Twiated Pair — Naila
^iinMntiiiiirawiiiiiiiifiiHiiifiiiniiiiiiiiMniiiuiiiiitHiiiiiiHiiitiiiiiiiiriiitiiiiiitniiriiiniiniiitiiniiitiinMniimniiiiMiimimiiiir
I JOHN A. ROEBLING'S SONS CO., Trenton, N. J. |
^iiiiiii-iiiiiMiiiiiiiiiiiiiiiiiiniiiiijiiijiiiiiium iiiiiiimimiil iiiiiiiiiiiiuiiMiiiiiiMiiiiurwiiijiiiliiiiiiiiiiiniiiiiriiiiiimiiiiiS
1, II iiiiiiiui:,iiii I t iiiiii iiiiiiiiiiitniiiiini iiiiiiiii iiiii iiiniiiiiiiMiiiiiiiiniiiiiiuniiiiiiii|
Chapman ^^) |
I Automatic Signals
I Charles N. Wood Co., Boston
ir liriiniiiiuiiiMniiiiHiitiiiiMiiiuiiiitiiiHiiiiimiiiHiiiiniiuiiiMiiiiiiiiiiiuiiiiiiiiiiiitiiiiiiiiiMiiimiiiiiiiiiiiinhimmunniuHiu^
November 5, 1921 ELECTRIC R.ailway Journal
aiKiiiuuiiiiiiiiiiiiiuiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiJiiiiiiiimiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii U! g««n uimiiiiiiiiiiiiiiiiiiiiiiiuiiimimmiii
43
iiMiiiiiiiiiumiimimiiiiiiiiiiitiiHUiM
Rarbour-stockwel
205 Broadway. Canibridgeport, M
K<tabliih«d 1.S5S
Mrtrjtjf.^cturor* at
Sp«cia! Work for Street Railways
Froof&, Crossings, Switches and Mates
Ttii-ncuts and Crwsa Connections
Kerwin Portable Crossovers * 8
Balkwill Articulated Cast Riangraneso Crossings
American
Rail Bonds
i^Tj^,/^Xtp^ ,PROMrTt.Y ryRNiSHea
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«iimiiiimiiiiiiiiiiimiiiiii
iiiiiiiiiiiiiriiiiiiiuiiiiiiiiiiimiiiiiiiiiiiiiii
GROWN
UNITED STATES
TWIN TERMINAL
SOLDERED
TRIPLEX
Arc Weld and Flame Weld
Send for new
Rail Bond book
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RICO
CONOMICAL I
FFICIENT
I RAIL BONDS
I THE ELECTRIC RAILWAY IMPROVEMENT CO. I
I CLEVELAND, OHIO ' f
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I ^ FECIAL TRACICWORK
American Steel & Wire
Company
CHICAGO
NEW YORK
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I High-Grade Track
Work
I SWITCHES— MATES-FROGS-CROSSINGS
I COMPLETE LAYOUTS
I IMPROVED ANTI-KICK BIG-HEEL SWITCHES
I HARD CENTER AND MANGANESE
I CONSTRUCTION
I New York Switch & Crossing Co.
I Hoboken, N. J. |
■'■"'"""""""""" "" """""""iii"""""i""""iii"ii"iiiiniiniiirMiiiiiiiiiiiiirMiiiiiniiiiiiiiiiiiiiiiiiirHiiiriiiimiiiiiii
I'""""""""'"""" ' """""""""iMji Ninninr'MimiiiiiiiiiiMimiiniir miiijiiiii mjimiiiiimiMimiui^
I Nelsonville Filler and Stretcher Brick
I for T Rails j
I Makes permanent, light, level pavement I
I veith a minimum of paving repairs. I
I The Nelsonville Brick Co. I
I Columbus, Ohio |
'^" """""•""' "" "MiirMjirriiTi,iiiri„i,iiFrriii,iirriiii iixilrriiriiiiiimiiiiiiniiiiriiiiii iilltllir nilllimrP.
""""""""""""""" """""""iilmi" iriliirijiiiiiiMjiiiu iniiiriiiiiill liiiiiiiiiillllllllllll^
Peirce Forged Steel Pins i
with Drawn Separable Thimbles
Your best insurance against insulator breakage
Hubbard & Company
Of the luell-knoiun WHARTON Superior Desidns
a/r^/ Construction^^
StEEU GvSTINGS
Forcings
GasCvlinders
Converter and
Drop, hammer
SEAMLI.SS
ELECTRIC
AND PRESS
Steel 4
I |WM.WHARTONjR.€wCo.,lnc..Easfon.(
( Subsidury of Taylor-WKarton Iron ^ Steel Co.. HiffK Bndife. N. J. )
ORIGINATORS OF
(AN6ANESE STEEL IN TRACKV/ORKJ
ntlllHtrilliiliiiiitiiiriiiiiiniiitiMiiiiiiiitiiiiiiiiiiniiiiiitiiiiiniiiiijiiiiiiiiiiiiiitniiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiimiiiiiimiiiiiiitiijiiii;
aiiiMiiimiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiHMiiniiiiiiiiiiniiiiiniiiiiiiiiiiiiiiiiiiHtiiiiiHiiMiiiiiiiiiiiHiiiiiiiiiiiiiiiiiniiiiiitiiiiiiriiiiiiiiiiiiHi,
I Transmission Line and Special Crossing
I Structures, Catenary Bridges
I WRITE FOR OUR NEW DESCRIPTIVE CATALOG
I ARCHBOLD-BRADY CO.
I Engineers and Contractors SYRACUSE, N. Y.
^iiiiiiiiiiuHiiiniiiiiHiiiiiriiiitiiiiiiiiiimiiiiiniiiiiiiiiiiimiliiiimillllillliiltllililltlill
iiiiiriimiiiimiiiimiiiniiiiiiMiimmiiH
anntiiir iti ii titmi niimlirimiliilirriiil iiiiiillllin illtr»lllltulllllllllntmilHlHllllilllillllllliimnuiHI1IB
PITTSBURGH, PA.
'"■"" niiiniiiniiiiiiiiHiimiiHiiii iiii iiiiii iiiiiiiraii mmiiniiiNiiiimiiiii/
3|_
niiiiittiriiiinittiiiiiKnirriimiiniiiiiiiHiiiMimiiiiiiiiiiiiimiHiiiiiiiiiiimitiiiiimiiii
Automatic Ret urn Switch Stands for fbssin^ Siding
• Automatic Safety Switch Stands
Mai^ancse Consti uction • Tee Rail Special Wsilt ,
RAMAPO IRON WORKS
HILLDUIVN - NEW YORK.
44 ElecteicRailwayJournal November 5, 1921
giimiuuiimiiiHmimiuiiiiiiiiuimiiinmillUIIiminiiiiimiimminiiminMiiiiiiiiiiiiiiiiiiiiiiuiiuiiiiiiuiiiiiiniuliiitiiiliminn iniiiiiiiiuiuiiiiuiiuuiiiuiuiiiiuiiiiiiiuuuiuiiiiuiiiiiu iiuiuiriMiiimiiiiniiiiiiiuiiiimiiiiiimiiuniiiiiimiminiiiiimiiiiiiic
HTD A (~]'T'|(~)MQ || 7/ieCrKuUSreakera)iffiSniiny^
POWER
GEARS
OF
ROLLING STOCK
PROTECTED WITH
ASK US FOR
FACTS
Makes Feeder
Control Automatic
THE AUTOrWIC REaUSHIG
CIREOIT BREAKER COWRAW
COLUMBUS, OHIO
DISTRICT SAXES OFFICES:
Pittsburgh. 223 Oliver Bidg.
Philadelphia. 1613 Chestnut St.
Chirleston. W. Va.. 110 Hale St.
Birmingham, 610-512 Brown-Marx Bldr.
St. Tjouis. 401 National Bank of Commerce Bldg.
'UuiiiiHiiiiiimuiiranmimiiiiiiiiiiiiiiniiuiiiiiiiiiiniiiiiHiiiiiiiiiiiiimiuiiiiiiiiiiniiiiiiiiiuiiiiiiiiiiiiiiniiiniiiiiii iiiwiiHi'' ^iiiiiiiiii'iiiiiiii (iiinimiiiiriuiiifiiHuiiiiiiiiiiiiiiiiiiiiiiuiniiiuiiiiiiiiiiiiiiiiiii iiiMiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiB
;.'ii II iiiiniiniiiiiiiiiiiiiii iiiiiiiiHiiiiiiiiiiniiiiiiiiiiiiiiiiiiiHiniii iiiiiiiiiinii iiiiiiiiiiimiiiiimiinmiiiniiiiiiii iiniiiiiiiiiiiiimiiii imiii mimiiniimiiiimiiiiiiiiiiii ii iiiiiiiiiiitiiiiiiiuiimiiuii uiiiiiiiiiiiiiiiiHii«£
THE BABCOCK & WILCOX COMPANY
85 Liberty Street, New Yor.k
Builders since 1868 of
Water Tube Boilers
of continuing reliability
BRANCH OFFICES
Boston, 49 Federal Street
PHILADELPHIA. North American Building
Pittsburgh. Farmers Deposit Bank Building
Cleveland, Guanlian Building
Chicago, Marquette Building
Cincinnati. Traction Building
Atlanta, Candler Building
Tucson, Ariz.. 21 So. Stone Avenue
Fort Worth. Tex.. Flatiron Building
Honolulu, H. T., Castle & Cooke Building
Bayonne, N.J.
Barberton. Ohio
Makers of Steam Superheaters
since 1898 and of Chain Grate
Stokers since 1893
BRANCH OFFICES
Detroit. Ford Building
New Orleans, 521-5 Baronne Street
Houston, Texas. Soutiiem Pacific Building
Denver. 435 Seventeenth Street
Salt Lake City. 705-6 Keams Building
San Francisco. Sheldon Building
Los Angeles. 404-6 Central Building
.Seattle, L. C. Smith Building
Havana. Cub.a. Calle de .'^guiar 104
San Juan. Porto Rico. Royal Bank Building
Siiiiiiiiii tiiiiiiiiira iniiiiimiiiiiiiiiiii iiimniiiiiiiiiiiiiiiiiii iiiiim ill mil iiiiiiiiiiiiiiTiiiiiiiiiiiniimim iiiiiiiii iiiiiiiiiiiiiiimiiiiiiiniiiniiii iiiiiii i iiiiiiiiiiiiiiim iiii iimiiiiimiiiTiiiiiiiiiiiiniiit-
amimiiirinmiiaiiiiiMiiiiii riniiiiiiiiiiiiMiiiinMiiiiiiiiiiiuiiiiiii<n.iriiiiiiiiiiimii>iiiii...iiiiii iiiiiiiiiiiiiiiiii iiir, i^iiiiiiiiiiiiiililiiiuiiiiiiin lliii \ illlllliltllliliiiriinr mini mmili lllimilllllimiimiilllulllllllllllllHmi
SPECIALISTS
in the
Design and Manufacture
of
Standard — Insulated — and
Compromise Rail Joints
The Rail Joint Company
61 Broadway, New York City
^«imuilllllltllllilllliuiiiiiiuMimiiiiiiiiiiiiiiHviiiiiiiiiiimiiitiiiiiiitiiiililllllllillliliiiiillmiiilllliilliliiiiiiiliilillliiiiiiillliiiiiiic
I. T. E.
Circuit Breakers
for heavy street railway work are |
the best obtainable. Write for N«w |
Complete Catalogue. |
^millllllliiUlillfllllirilllMlllllltll JIIIIIIIIIIIIIHIIIIIMIirtlllMlllllllllllllMIIMIIIIIIIIIIIIIIIIItll Mill IIIIIIIIIIIMIIIIIiilllll?
s am iitii itiiiiiiiiiiimimiiitiiiiMnMiiiiniiiiiiiiiiiiniiMiiMniiiniiiiniiiiiiinimiiiiimiuiiiiiiiiiiiiiiiiiiiiiitiiiliiiiiiiiii iwj
I RWB DYNAMOTORS I
i FOR =
1 CARBON ARC RAIL JOINT WELDING I
1 CARBON ARC RAIL BONDING I
I CARBON and METALLIC ARC GENERAL WELDING |
I Rail Welding and Bonding Co., Cleveland, O. |
^iimiumiiiiiimuiiiiiiiiiiiiimimiiiiiiiii iiiiimiiimiiiiiiiii iiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliiiilitiiiiiiiiiiiiiiniiiiiifE
November 5, 1921
Electric Railway Journal
46
iiiiiiiHiiiiuiMiiitiHiiiMiiiiMiiiiiiiiiiiiiiMinMiiniriniiMiitiinTiiiinn)niiiiiiiiiiiHiiniMiiiiiMniMiiiiMiitiiiniiiiiiiii:iiiiiiiiitiiiuiiii'=
I HOPE TAPES I
|j£ulciiiciy|iJG)
TPADE MARK I
©
Q
fi]
^
J
For results — Tapes, Webbings,
Sleevings, of uniform and standard
quality for electric purposes, that is,
Hope Webbing Company service.
Send for samples and prices
HOPE WEBBING CO.
Providence, R. I.
Picks and Prices
This unretouched photograph shows Beldentape and two |
other brands of electrical tape magnified to two diameters. I
Beldentape has 40 threads, called picks, to each inch of length |
and 80 threads, warps, to each inch of width. The others are I
30 X 72 and 26 X 60. |
The quality of electrical tape depends upon the weave. Be- i
fore passing judgment on values count the picks.
BELDEN MANUFACTURING COMPANY
Electrical Wire, Cable and Cordage.
New York
Chicago
Main Office and Factory:
Chicago* 111.
Eastern Warehouse: =
Metuchen, N. J. f
iniiiiiiHilliillliliiiiiiiHiimiimiiiHimiiMmiHiMiiiiiwiMiiiiiiuiJUH(t;H(nuiiiuiiMiiiiiiiiiiriiiiiiifiiiiiiiiiiiiiHiiiiiiuiiiiiiitiiiiiinin
aiiiiiiiiilllilliriiiiin itiiiiiiiiiiMiniiiiMJiiiiiitiiiiMiiiniiiMiiiiiiiiiriiuiiiiiiriiiiiiiitiiiiiiitiiiiiiitiiiiiiiiiiiiiiiiiiiiiiriiiiiiiriiiiiiiriiiii';:
Iwmitiiiii
iiiMimiiiniiiiiiiuiiiiiniiitiiimiutiiimimii
iimiinmmmiuiiiimimtiiimtiiiitiiiiMiHiHiniiitiiiHiiiHiiriiiiDiNh-
I
NILES-BEMENT-POND CO.
Ill BROADWAY, NEW YORK
MACHINE TOOLS
uiiiiiniuiiiiiniiiitiiiiiiiiiiiiiiiiiiiiiirriiitiiiiitriiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiitriiiiitiiniiiiiiiiiiiiiHiiiitiiiiiirriiniiitiiiiiiiiiitiiiiitiiiic,
FOR ELECTRIC
RAILWAYS
Axle Lathes
Wheel Presses
Car Wheel Lathes
Boring Mills
Lathes
Hammers
Cranes
General Machine Tools
f<llllltllllllllllilllllilitlllftiiiiMiiiiiini;iiMMii< iiiiiiiiiiiiiiiiiiiiiiiiiiirtiiitiiitMniii:iiiitiiiiiiiiiiiiiiiii]iiiiiiilliMMliliiiiiiiiiiiiillii
.<iiliriHllliiirMllilllliiiiiiiiiiMiriiiiriiuMiitiiirMiiiHiiiitiiiriiiriiiiiiirMllllllllliriiiiMiriiiriiiiiiiiriiiMiiiriiillliMiriiiir(ltiiii>iiirilltii'-
WE-FU-GD AND SCAIFE
KmSi
WM.B.SCAIFE & 5DNS C0.PITT5BUREH.PA.
F.fMiiiiiiiiiiiiiiMiii HiiiiiiiMiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiitiiiiriiiiiiiiiMnriiiiiiiiiiiriiiniiniiiitiiiiiiuiiiiiiiiri iitiiiiiiiitiiiiirii.'^
I Use only Awebco Tape on your Armatures
I Field Coils have better protection when wound with
I "AWEBCO Tape." Send for samples.
ANCHOR WEBBING COMPANY
300 Brook Street, Pawtucket, Rhode Islimd
; mil fi iiiiii 1 iiiiiiiiiiiiiiiiiiiiiiiii iiMini niiiiiiiit iiiiiiiiiiiiiiiiiiiiiiiliMniiiiiiliiiiiiiS
im.|..t..mt.|||imtnini»«iiiiiiiiiiiiiiii imiiiiii iiiuiiin»i<iiiiiuiiiiiiiiiiiiiiiiiiiiiin«naii
SPECIFY
THETERRYTURBINE
Wmmtm I iiaatiummiutmt. ■ mimtiuiiummmmmm
^^uiuiaau. A vmrnatatumw/t. M, luimum^mmimmmm
For Driving Your Auxiliaries
TERRY STEAM TURBINE CO.
Hartford, Conn
nrniminiiiiiiniinininmniiiminraiinniiiiiiiiiuiiiiiuiiiiiiiuu iiiiiiimmiummnnuiiiiimiiiimii
^WM iiiiliu iiiiiniiiii mill II iiiiiiiiiii I lllllliiilliiliiillllllllllliilllilllliilii llllliiiii llJllllllllliliilllllllill iilimilllllllllllll l l " luinllliiiiiii ll lliiniiiiiii i iiiiiiiiiiiiiiiiiiiiimiii
{ FOSTER SUPERHEATERS
§ A necessity for turbine nrotection, eneinr cyHnder economy and utilization of superheat for all its bcncdtt
I POWER SPECIALTY COMPANY, 111 BROADWAY, NEW YORK
S Boston Philadelphia Pittsburgh Kansas City Dallas Chicago San Francisco
«u iiiinriiiiiiiii mill mm i iiirniimim i mii miimii imiimiiimimiimiiiimiiiiiiiiiiiiiiii imiiiiir i iiiiiiiimiiiiiiiiimiiiiiiiiiiiiiiiiimiiiiiiiiiiimiiii nmiiiiiiiiiiiii
London. Bnff.
46
Electric Railway Jouenal
November 5, 1921
utiiiimiiiiiiiiiuiimmiiiiiiiiiiiiiiiiiniiniiintiii*.
JliiiiinitiiitiiiiiiiiiiiiiinillllitllllliiiiiiliiitiiillllliniiiiiiiiiiuiiitiiiiliiniiiuiiltiiiniiiilliiuiiuiiiiiiiHtiiiiiiiiiiiiuiiiiiiiuiiihiiuni
It is not necessary for Conductors to
take any fares in hand if your cars
are equipped with the
CLEVELAND
as it accommodates any rate of cash
fare and any kind of tickets.
The Cleveland Fare Box Co.
Cleveland, Ohio
Canadian Cleveland Fare Box Co.
Pres'on. Ontario
^riniiiiiiiiimmuiiiiiiiiiimiiiiim iiiiimiiiiiin iiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii imiiii iiiiii mmiiiimir
Ulilimiliiiiiiiiiiiliil J iiiiiiiiiiriiiiniii iiiiiiiiimiiii iirmiiiiriiiii iiiiiiiiiimiiiimiiminiimiimib
Universal
JOHNSON Ke
I i
30 Church Street, New York City §
niitiiriHUiiniiniiMiifiiifiiiMiniiiiiiiiiiiiiiiiiniiiiiiiiiiniiriiniiiiiiiiiiiiiiiiMniiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiniiitiiitiiiiiitiiiiiiHiiiir
£iiimiiiiiiiniuiiiiiininiiiiiiuiitMiirinHniinMniiniiiiiHiiiiMiiMiiMiMiitiiniiniiiiiiiiimimmiiiiimiiiiiniiiiiuiiiiiiiiiiiiimiiuiij:
I ELECTRIC HEATER EQUIPMENTS
GOLD CAR HEATING &
LIGHTING CO. ^
NEW YORK CITY
Address AU
Comznonieation B
to
BUSH
TERMINAL
(220 36th St.)
Brooklyn, N. Y.
Literature on
RcQuest
Adjustable
The only chang-er on the market
which can be adjusted by the con-
ductor to throw oat a Taryinr num-
ber oJ coins, necessary to meet
chants in rates of fares.
Flexible
Each barrel a separate unit, per-
mittingr the conductor to Inttt*-
change the barrels, to suit his per-
sonal requirements and to facilitate
the addition of extra barrels.
JOHNSON FARE BOX COMPANY
I Rarencwoodt Chicago, III. |
^iintiiiiiiiiliHiiniiiiinimiiiiiiiiiiiiiiinHMUNUiiniMiiiHiiiiiiiriHiiiniiiiiiiiiiiiiiiniMiiiiiniiiiiimiiiiiiiiiiHiiiiiiiiiiHiiiniiiiiiiw^
9HiiiniiiiiiiMihiiiiiiniiiiiiiiiniiiiiitiimiiiiiiiiiitimiiiiiiiiiiiniiiiiiiiinii)iiiiniuiiiuiiniiiniii)iiitiiiniiiiimiiiiiitiiiiiiimiiii^^
Use them in your terminals — i I
PEREY TURNSTILES i I
or PASSIMETERS | |
Fatter than the ticket teller | |
Percy Manufacturing Co., Inc. I |
Heating and Ventilating
Let us demonstrate to you how we can heat and
ventilate your cars at the lowest possible cost.
The Cooper Heater Company
I THERMOSTAT CONTROL EQUIPMENTS
!iliinilliilliiiniluiinilliiliililliliiilillitfliiiiiiiiliiiiiiiiMiiiiiiriiiiiiiiiiiiii(iiitiiiriiiiiiiiiiiiiiiiiiiiliiiiiilfiniiiMniiiiiiilllliliHiiiiiiiiR
Carlisle, Pa. |
'iiiiliiniltimillllltHlHilMllillitiiiiiiitiiiiiiMiimiitiiiiMitiiiiMiiiiiriiiiMiriiiriiniiitiimiMiiimMlimniliiiliiFiiiliimimliliimimiis
diimtmiiiiiriimitiiiniinnmimiitiiiuiitiiiiiiiuiiiuiiiiiuiiuiiuiiiiiiMiiiiiiiiiitiiiiiiiiiuiiiitiiniiiiiimiiitiiiiiiuiiiiiiiiiiiiniuiiiua
I Electric oar heaters — thermostatic control — |
i pneumatic car door operators — buzzers, |
I single-stroke bells, starting signal lights — |
I special resistances.
I CONSOLIDATED CAR HEATING CO. j
I ALBANY, NEW YORK, CHICAGO |
mniHiimilHiiiiiitumiiiiuiiuruiuiiiiiuMiiiiiHiiinHMiininiiiiiiniiiiMiiM'MiiiiiiiiiiiiiiiniiMirMiiiiniiiiuuiMiiiiiiiuuim^
£iiiiiMiiniiiiiiiniiiiiiiiiniiniiniiuiiiiiiiiiiiiiiiiiii)iiiiiiiMiiii
iiiiiMiiiiitiiiiiiiiimtriiniitiiuiiiiiiiriiiiiuiiiiiiiiiiiiiiiiiiiiiiiii'
SSiiSil!
''£ jMftllUiUllllimiliiiiiiiiiiriiiiiiitiiuilliiUMiiiiniiiiiiniiiiiiitiMiiHiMii iiiiiiiiiiiiiiiiiiii
iiitiiiiiiiiiiitniiiiiii
Peerless Insulation
Paper has 26 to
50 per cent higher
electrical resist-
i IPt
Homflex Insula-
tion Paper has no
grain. Folds with-
out cracking.
NATIONAL FIBRE & INSULATION CO.
Box 318, Yorklyn, Delaware.
^MnMiiiiiiiiiiiiiiMnniiiiiiniiiniiiiiniiiMiiiiiiMiiMinniiiiiiniMMiiniiMnHiiiiiiMiiiiiiMiuiiiiiiiiinililiitiiitiiiiiiiiiiiiiiiiuuuuint'^
fJiiiiMiiiiiiiiiiiiiiniiniMiitiiiniiiiiiMiiiiMiiitiiMiiiiiiiiiiiiiiiiiniiiiiuiiniiiiiiiniMiiiiiiniitiiuiiiiiiiiiiiiniiiiiiiMtiiiMiiiiiniMiMii^
75% of the electric railways
B-V Punches ?L
rnTaTrTnEf^^wmrra
AND FITTINGS
WRITE FOR BULLETINS
Naiional Metal Molding" 6.
PITTSBURGH. PA.
^
= 5«n(f for Catalog
I BONNEY-VEHSLAGE TOOL CO., Newark, N . J .
fimiiiliilliiiliiiiiiiiiifiiiiMiiiiiriiiMiiliililliiiiiiiiiiiiiniiiiiiiiriiiiiiiriiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiilmiiiilDiiiitiiiiiiiiiiliiliini:
•niuiilliiiiiiiiiiiriiuill run i uiiiiiii iiiii urn iiiiiiiiii iiiiiiuiii itiiitiiiiniiiiiii me a mm ' mrarmiiiiiimimimimiminiiimiii mri iiiiurrimii iirimimmiiii v.
fuuiiimiuiJiiimiiiniiinimimimiiJiiuiMmiiiiiuiiiminiimimiiiiiiiiiiitiiimimimiiraiiiriiii iiiin mimii jiiiiiS
^iiiiiiiiiiiiiiiiiiiiiiniiiiiitMiniiniiifiiniiiitiiiiiiiiiiiiiiniiiiiinHliiimimiiiimmimmiiimimiimiiiiimmiiutimiimmiiiiiiliiilir
company cx»j. . Direct i
Automatic |
Registration |
By the |
Paissengers |
Rooke Automatic |
Register Co. =
Providence, R. I. i
?iiriiniiiriiniinilliilHluiiiitiiitiiiiiiiriiiniiirMiiiHiiiiiii(ntiiiiiiiiMiiHuiiimmHmimimimiuiiinuinuiiiiiriimiiimitrii)iimtii.^
WILLIAMS' SUPERIOR
DROP-FORGED CLAMPS
Literature on request.
J. H. WILLIAMS & CO.
"The Drop-Forging People"
BBOOKLYN BUFFALO CHICAGO
143 Blcliardi St 143 Vulcan St. 1143 W. 120tli 8t.
~iimtiiiiinimiiitiiiiiiuiiiiiiHiiiiiitiiiiiiitiiiiiiiiiiiiiiiiiiHiiniitiiiiriiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriir>iimiiiiiiiriiiiii]niiiiH
aiiiiiiimiitiimrmimiiiiimiiiiiiiiiimmiiiiiiiiimiimmimimii iiimiuiiiiiimiimmimiiiiiimmiimmiiiiimiimiiiiiiimis ^i
I BAKELITE-DILECTO |
= The fields of usefulness for Bakellt»-DiIecto are many and varied because of =
£ its superior merit over materials beretofore available In sheets, tubes or rods. §
S The exceptional qualities of BakeUte-Dilecto are satisfying electric railways =
1 all over the country. Investigate. =
I The Continental Hbre Co., NewaHc, Delaware |
= Branch Offices: §
i CHICAGO. 332 S. Michigan Ave. NEW YORK, 233 Broadwij |
= Pittsburgh Office, 301 Fifth Ave. San Franclsoo Office, 53fi Market St. =
1 Los Angeles OfQce, 411 8. Main St. 1
s CANADIAN OFFICE: 89 Wellington St. W.. Toronto, Ont. s
^iiiiiiiiiimmiiiiiiiiiiiniiiiiinmiimiiitiiiuiiiiiiiiiiiiiiiiiiiiiimimiiiniiiiiiiiiM'iiujiijjijiiiwiiiiiitiiitmiiimiw^^^
i
FORD TRIBLOC
i A Chain Hoist that excelt in every feature. It has |
I Planetary Gears, Steel Parts, 3i to 1 factor of Safety. |
i It's the only Block that carries a five-year guarantee. |
FORD CHAIN BLOCK CO. |
I Second and Diamond Sts., Philadelphia |
^lllimimimimiimmiii liiriimrmmiii iiiii iiiimiiiiiriiiir iiiii i iiiiniiiinrimimiii
uiiiiiiJiumiiiiiiiiiiiiimiimmiimmimiimiiiiiii imiiiiiiuiiiit iiimiiuiiii iiiimiiiMiiMimirminiiiiiiimiiiiiiimii;^
BUCKEYE JACKS |
high-grade R. R. Track and Car Jacks. |
The Buckeye Jack Mfg. Co. |
Alliance, Ohio |
"iiiimiiniiimiiiiiiuiiiiiiiiiiiiimiiiiiimimiiiiiiiiiiiuiiimiiiiiiiimiiiiiimiimiimiiiniiiiiiiiiiiimimmiiimmiiiiiiiiiui
November 5, 1921
Electric Railway Journal
47
f """'"""""""""""""""" "■iiiMniir.imiiiiMiifiiminiiinii.. r.iMi. i iiiiin iiiic i| ^.iiiimi inmiiiimiiiiii mill mill miimMiiiMmiiiiiu miiii iiiminimiim iiiimiiiinniiiiiiiiiiiiir
BATTERIES
Interurban
Car
Lighting
E A R L L
Exide Batteries are being used to maintain steady |
illumination, and to guard against interruption of I
lighting at highway crossings and switches. |
ff^rite for information on this subject. I
The Electric Storage Battery Co. |
Oldest and largest manufacturers in the world =
of storage batteries for every purpose. 1
1888 PHILADELPHIA 1921 f
Branches in 17 Cities 1
EXIDE BATTERIES OF CANADA. LIMITED 1
£ 133-157 Duflerin St.. Toronto |
^iiiiiiHiiiiiimiiiiiitiiiMiiiiiiiniiiniiniiiiiiiiiiiiiiiiiiiMiiMiiiiiiiiiiMiiMMiMiriuiiiMiiiiiiiMirMiMiiiiiiiniMiiiiiiiiiiMiriiiniiiiimiHin
SHiiniiiiiiiiiiiiiiiiiiiiiiiiiiriiiifMMiiiiiiiMiiMiiMiiiiiiMiiiMiiiiiNiiiiiiiiiriiiininiitinriiiriiiMiiiiiriiiiiiiirirniiMiiMiMiiiMiniiiriiiiii'i
I Waterproofed Trolley Cord
Is the finest cord that science and skill can produce. |
Its wearing qualities are unsurpassed. i
FOR POSITIVE SATISFACTION ORDER I
SILVER LAKE |
If you are not familiar with the quality you will be I
surprised at its ENDURANCE and ECONOMY I
Sold by Net Welthf and Pull Ltngtlu |
SILVER LAKE COMPANY |
Manufactarers of bell, signal and other eorda. I
Newtonville, Massachusetts I
illllitiiiiiimilllllllilitlillilllliiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiniiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiimiuiiB
—The right retriever!
THERE is a special type of
EARLL Trolley Catcher or Re-
triever for every type of service. Our
business is making retrievers and
catchers — nothing else. We have
specialized in this particular field for
your benefit. Consult us.
■-^J^K,?^.
iiiimiimiiiiimiimiiiiiHiiiiiiiiiiiiMiiitiiitiimiiriiiiiiitiiiiiiiiiiiiii(iiitiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiimimiiiiuiiiiiiiiiiimi>
3
ReducejK^ommutator Wear |
and Losses Due to "Tie-Ups" |
To be absolutely safeguarded against excessive commu- I
tator wear — assured of real mileage day in and day out — I
and to obtain lower operating costs, use |
National Carbon Brushes
the brushes that were made to suit the commutator and I
the service. |
You name the job— we'll name the brush |
National Carbon Company, Inc. |
Cleveland, Ohio |
iliiiiiiiiiiuiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiMiiiiiiiimiiiiiimmiiiiimiiiiiiiiimiiiiiimimimmiiiiiiiiiii imimimimiiiiiR
fiiiiiiiiH Ill iiiiiiiMuiiuiiiiiiiiiiiimiiiiiiimiiiiiiiuiii I iiMinii iiiiiii i niiiiimiiiiiiiiiimi. ^iimiimiH miiiniiimiiiiiiimiiimiimillllllilllliiii iiiiiiiiiiiiiiiiiiiiiiimiiiimiiiiiiiiiiiiimiiiiiiiiiiiiiiiniHiii
nimiiiiiiiiiiimiimiiiiiii iiiimiiiiimiimiiiiiiimiiiiiiimiiii"iiiimiiiffliiiiMiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiii iiimiiiiiiiihiiiiiii#
iiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiijiiiiiiiiiijiiiiiijiHiiiiriiiiiimriiiiiiiiiiiiiiiiimi.:
I I HORNE MANUFACTURING CO.
I I Mercer and Colgate Streets, Jersey City, N. J.
I 1 Hand Brakes — ^Air Purifiers for Compressors —
I I Lighting Fixtures — Electric Vibrating Bells —
I I Thermostats — Switches, Receptacles and Plugs
I I — Junction Boxes, Portables and Reflectors.
I -iilliiiiiiilliliiiltHlliiliiiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitMiiiiiiiR
I ^iiimiiiiiiiiiiiiiiiuimiiimiiiiiiiiMiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiHiiiiimiiiiiiiiiiiiiiiiniiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiir
I FLCM3D CITY
I Rail Bonds and Trolley Line Specialties
I Flood City Mfg. Co., Johnstown, Pa.
^iiiiiuiiiiimiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiimiiiuiiiui
Sea <ha Crank of iha
CREA6HEAD DESTINATION SIGN I
By means of it, conductor or motorman :
can change sign without leaving platform. I
All that has to be done is to turn the I
crank. Better investigate. ^ :
CREAGHEAD ENGINEERING CO., CINCINNATI, 0.
1 I
A Single Segment or a Complete Commutator
18 turned out with equal can in our sboDS. nis ordsrs «•
fill diifer only In masnltude; snull orders oommaod our utaiost
care and skill Just aa do larre orders. OAMIBON qnaUty
applies to every coil or sacment that wa can oiaka. as well aa to
every commutator we build. That's why so many electric rail-
way men rely absolutely on our name.
Cameron Electrical Mfg. Co., Ansonia, Conn«cti«nt
"lIMtTllltttlltllltlllilllMlllllllill
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Indicating Signals |
Mechanical Sanders |
Ventilators, Smokestacks |
Pneumatic Sanders |
Selector Switches, Lanterns, etc. |
I THE NICHOLS-LINTERN CO. !
5 8404 Lorain Ave., Cleveland. Ohio |
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PAIUWA\{ |fTIUT\{ QOMI^NV
Sole Manufaetvreri
"HONBYCOMB" AND "ROUND JET" VE3STI1ATOB8
for Monitor and Arob Roof Cars, and all classes of bulldlnrs;
also ELI:CTRIC THBKMOHETEB OONTKOL
of Car Temperatures.
141-iai WEST 28D ST. Write for 1388 Broadway §
Ohleaco, ni. Catalogue Naw Tark. M. T, |
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48
Electric R>. ilwa^ Journal
November 5, 1921
SMCliniriiliHMniiiniiiliiir[iinir;iiitlllllilliillillll*mMllluiiitiiiiiiniiiriiiriiiiiiiiiiiiiiiiiiiiiniiiiiiitiiiiMiiiiiiii<iiiiiiiiriiiiiiiniiiti!j aiiiitiiiiitiiiiiiiiftiiiiiiiMiriniiiiiMiitiiiiiiiiiiiniiiiiniiiniiiiiiiiiiMiiiMriiijiMiiiiiiiiiiiiiitiiriiiiitiiiiitiitxiiiiiniiiitiimiiiiiiiiiiimir.
I Don't Remove Worn Wheels I I The Kalamazoo Trolley Wheels |
It isn't necessary any more. Just equip your cars with
Wheel Truing Brake Shoes.
If only the wheel tread needs truing, ask us to send you the
brake shoe (section
shown herewith).
H'e have a brake
shoe for every
kind of ivheel
ivear.
I Wheel Truing Brake Shoe Co.
§ Detroit, Michigan
niiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii(iiiiiiiiiiiiiiiiiiiiiiiiiii(iifiiiiiiMiiiiiiiiiiiiiiiiiiiiiiirii>iiiiiiiiiitiiitiiiiiiiiiiiiiHiiiniiniiiiiiiiiHiiir"jiii>ii
I have always been made of en-
i tirely new metal, which accounts
I for their long life WITHOUT
I INJURY TO THE WIRE. Do
I not be misled by statements of
I large mileage, because a wheel
I that will run too long will dam-
I age the wire. If our catalogue
I does not show the style you
I need, write us— the LARGEST
I EXCLUSIVE TROLLEY
I WHEEL MAKERS IN THE
I WORLD. I
THE STAR BRASS WORKS I
I KALAMAZOO, MICH., U. S. A. |
TtiiiiiiiiiiiiiiiiimiiiiiiitimiiiiiiMiitiiiiiiimiitiiiiiiiitiimiiiiiiiiiimimiiiiiiiiitiiiiiiiiiiimiiiimiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiins
s'lilliilllliilllllllllllllllllliuiimilllllllllllllllllllllllltillllljllllllllllllllllillllllllllllllllllllllllllllllllllliniliililliiiiiiiiiii lilliiiiiiiiiiiiiiiiiiniliiliiiiiilllliMiuiiiiiliiiiirniiiiiiiiiii iiiiiiniiiiiiiiii iir m i iiiiimiii i iiiimiiiiiiiiuir iiiiliiiu
m\ SEARCHLIGHT SECTIO
illiliiiiiiliiiiiiiiniiiiiiilnrililiiuiiniiiiiniiiiiiiiiiiiiiilliliiiuiitriiliiiiriiiiiiiiiHlliltlilMiiiiiiiiiiMiiiiiiiiiiriiirMMiiiriiii n iiiiiiiiiiiiiiiiiiiii iMiii'-iMtiiiiiiiiitiiiiiiiiiiiiimiiiiiiiininiiiriiiiiiiiiiiiniiiiiriiiiiiiii iiiiiiiiiiiMiiMiiiiiiMiiiiiuiiiMiitiiiitiiiiriiiiii?
POSITIONS WANTED
AUDITOR; 17 years with large railway
properties ; open for position ; city or in-
terurban lines. PW-SBT, Elec. Ry. Journ.,
Leader News Bldg., Cleveland. O.
AGENTS AND SALESMEN
An Unusual Money Making Opportunity
Is offered salesmen now calling on the elec-
trical trade or industrial plants ; It will
cost you nothing to investigate. Address
824 Monadnock Block. Chicago.
KERWIN GRINDER WANTED
A Street Railway Company in middle West
desires to purchase a Kerwin grinder in
good condition. State age, condition and
price.
W-358. Electric Railway Journal,
1570 Old Colony Bids:.. Chicago. Bl.
■ IIIIIIIMIMIIIDI
I
For 20 Year*
we have been
Buying and Selling
Second-Hand Cars
Trucks and Motors
At Your Service
ELECTRIC EQUIPMENT CO.
CommoBwealtb Bide., Phlladelpbia, Pa
ntiiiiiiitniiiiiiMi
WANTED
ONE ELECTRIC
LOCOMOTIVE
50 ton, 600 volt D.C. Maximum trailing
load 600 tons; on one-half per cent grade
at eleven and one-ralf miles per hour on
one hour motor rating-. Standard gauge
road.
W-359, Electric Railway Journal.
1570 Old Colony Bldg.. Chicago. 111.
t ^'Opportunity" Advertising: I
r a =
(=1 I
Think
"Searchlight" I
First! I
FOR SALE— One
Double Truck Shear
Snow Plow
Trucks 6-ft. 6-in., wheel base,
complete and ready to run,
excellent condition.
TRANSIT EQUIPMENT CO.
CARS— MOTORS
501 Fifth Ave. New York
An Insurance Policy
Never Put Out a Fire!
Genuine One Quart "Pyrene"
Fire Extinguishers
complete with Bracket
and Charge ; Selling
Regularly $10, Special
Price
$
4.95
ea.
F. O. B. New York or Wayne, Pa.
These are the regular Brass Pol-
ished "PYRENE" and are Gov-
ernment Surplus Material. They
have just been brought back
from France, and are in excel-
lent condition.
Money back if not satisfied
The Franklin Stores
Wayne, Pa.
700 tons new 9 in.
GIRDER RAIL
Penna. Steel Co. Section 238. 107 lb. to
the yard. Attractive price upon applicmtion.
Subject to R. W. Hunt & Company's In-
spection. Prompt shipment.
H. M. FOSTER COMPANY
Continental Building, Baltimore. Md.
ii>Miitiiiiiiiiintiiiiiii
0099 I
MIIMIIItllMlUe
IMMEDIATE DELIVERY
2 — 1000-Kw. Westinghouse Synchronous
Motor Generator Sets
Motor end— 1400 kva. 2300/4000 volts, 80% P.F., 3 phase, 60 cycle, with direct
connected exciter.
Generator end — 1000 kw. interpole design, 600 volt, 1666 amp., speed 514 r.p..m.
2—300 kw. 25 cycle, 3 phase, ROTARY CONVERTERS 360 volts A.C. 600
volts, D.C, 500 r.p.m. with 15000/360 volt transformers. Will sell with
or without the transformers. Can sell at very low price.
OuHitM were built to operate eontinaouety under 3S degree rtee in temperature.
Send for further details and prices.
ARCHER & BALDWIN, INC., 114 LIBERTY ST.. NEW YORK CITY
Telephones 4337-4338 Rector
IIIIIIIIHIMIilltMllilltlll IMII
November 5, 1921
Electric Railway Journal
m\ SEARCHLIGHT SECTION I*
49
Street Cars For Sale
The Toronto Transportation Commission will receive tenders
for the following 340 single-end city service street cars:
Group Number Description
A 4 18 ft. Single Truck Closed Motor Cars
B 2 20 ft. Single Truck Closed Motor Cars
C 15 21 ft. Single Truck Closed Motor Cars
D 117 22 ft. Single Truck Closed Motor Cars
E 30 23 ft. Single Truck Convertible Motor Cars
H 1 27 ft. Double Truck Convertible Motor Car
J 1 30 ft. Double Truck Convertible MotorCars
K 12 25 ft. Double Truck Closed MotorCars
L 34 30 ft. Double Truck Closed MotorCars
0 3 36 ft. Double Truck Closed MotorCars
T • 2 16 ft. Single Truck Closed Trailer Cars
U 33 19 ft. Single Truck Convert. Trailer Cars
V 69 22 ft. Single Truck Closed Trailer Cars
W 17 18 ft. Single Truck Closed Trailer Cars
340
The single-truck motor cars are mounted on Blackwell, Curtis
and Peckham trucks and are equipped with G. E. 67 and G. E.
1,000 motors, K-10 controllers and hand brakes. The trailers
are mounted on special trailer gear.
The double-truck motor cars are mounted on Curtis and Brill
trucks and are equipped with G. E. 80, G. E. 67 and G. E. 1,000
motors, K-6 and K-10 controllers and Magann storage air brakes.
A stock of spare equipment is carried for the above cars and will
be disposed of to parties purchasing the cars. The wheel gauge
of the cars is 4 ft. 10| in.
These cars are now in Toronto and can be inspected upon
application to the Head Office of the Commission, Ryrie Building.
Toronto, Ontario, Canada. Tenders will be based on the cars
being loaded by the Comission on their siding in Toronto.
Tenders addressed to the Chairman, sealed and endorsed
"Tenders for Street Cars" to be delivered at the Commission's
Office, Room 219 Ryrie Building.
The highest Or any tender will not necessarily be accepted.
Toronto Transportation Commission
60
Electric Railway Journal
November 5, 1921
WHAT AND WHERE TO BUY
Eqaipment, i^yparatus and Supplies Uaed by the Electric Railway Industry with
^kmses of IVfannfacturers aztd ERMr&oiors Adrestisixtg in this Issue
Adrertisins. Street Car
Collier. Inc.. Barron G.
Air Purifin*8
Home Mfg:. Co.
Anchors. Gay
Electric Service Supplies Co
Ohio Brass Co.
Westing-house Elec. & M. Co.
Armature Shop Tools
Elec. Ser\'ice Supplies
Axle Straighteners
Columbia M. W. & M. I. Co.
Axles. Car Wheel
Bemis Car Truck Co.
Brill Co.. The J. G.
St. Louis Car Co.
Standard Steel Works Co.
Taylor Electric Truck Co.
Westinghouse Elec. & M.Co.
BabblU Metal
More-Jones B. & M. Co.
Debbitting Devices
Columbia M. W. & M. I. Co.
Badges and Buttons
Electric Service Supplies Co.
International Register Oo.,
The
Bankers and Brokers
Coal & Iron National Bank
Batteries. Dry
National Carbon Co.
Nichols-Lintem Co.
Batteries. Storage
Electric Storage Battery Co.
Bearings and Bearing Metals
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
ATore-Jones Br. & Metal Co.
St. Louis Car Co.
Taylor Electric Truck Co.
Westinghouse Elec. & M.Co.
Bearings, Center and Roller
Side
Stucki Co.. A.
Bells and Gongs
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
Elec. Service Supplies Co.
St. Louis Car Co.
Benders. Rail
Amer. Chain Co.. Inc.
Niles-Bement-Pond Co.
Ry. Track-work Co.
Watson-Stillman Co.
Bending Apparatus
By. Track-work Co.
Boilers
Babcock & Wilcox Co.
Boiler Tubes
National Tube Co.
Bond Testers
Amer. Steel & Wire Co.
Elec. Service Suppliea
Rail Welding & Bonding Co.
Bonding Apparatus
Amer. Steel & Wire Co.
Electric Ry. Improv. Co.
Elec. Service Supplies Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Bonds. Rail
Amer. Steel & Wire Co.
Copper Clad Steel Co.
Electric Ry. Improv. Co.
Elec. Service Supplies Co.
General Electric Co.
Ohio Brass Co.
Ry. Track-work Co.
Rail Welding & Bonding Co.
Westinghouse Elec. & M. Co.
Boring Tools, Car Wheel
Niles-Bement-Pond Co.
Boxes-Janction and Outlet
Natn Metal Molding Co.
Brackets and Cross Arms
(See also Poles, Ties. Posts.
etc.)
Bates Exp. Steel Truss Co.
Creaghead Eng. Co.
Electric Ry. Equip. Co.
Elec. Service Supplies Co.
Hubbard & Co.
Ohio Brass Co.
Brake .\diaster8
Hamilton & Hansell, Inc.
Nat'l. Ry. Appliance Co.
Westinghouse Tr. Br. Co.
Brake Shoes
Amer, Brake Shoe & Fdry.
Oo.
Barbour- Stock well Co.
Bemis Car Truck Co.
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
St. Louis Car Co.
Taylor Electric Truck Co.
Wheel Truing Brake Shoe
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.
Home Mfg. Co.
National Brake Co
St. Louis Car Co.
Taylor Electric Truck Co.
Westinghouse Tr. Br. Co.
Brooms, Track, Steel and
Rattan
Amer. Rattan & Beed Mfg.
Co.
Brushes, Carbon
General Electric Co.
Jeandron. W. J.
Le Carbone Co.
Morganite Brush Co.
National Carbon Co.
Westinghouse Elec. & M.Co.
Brash Holders
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. & M. I. Co.
Brosbes, Graphite
National Carbon Co.
Bases, Motor
Brill Co.. The J. 6.
Trackless Trans. Co.
Bushings
Natl. Fibre & Insulation Co.
Natl Metal Molding Co.
Bushings, Case Hardened and
Manganese
I Bemis Car Truck Co.
Brill Co., The J. G.
Cables
(See Wires and Cables)
Cambric, Yellow and Black
Varnish
Irvington Varnish & Insula-
tor Co.
Cambric, Tapes. Yellow and
Black Varnished
Irvington Vaniish & Insu-
lator Co.
Carbon Brushes
(See Brushes, Carbon)
Car Lighting Appcuatns
Elec. Service Supplies
Car Panel Safety Switches
Westinghouse Elec. & M.Co.
C*ars, Dump
Differential Steel Car Co.,
Inc.
Cars, Passenger, Freight,
Express, etc.
American Car Co.
Brill Co.. The J. G.
Knhlman Car Co.. G. C.
McGuire-Cummings Mfg. Co.
National Ry. Appliance Co.
St. Louis Car <^o.
Thomas. Perley A.
Wason Mfg. Oo.
Cars, Second-Hand
Electric Equipment Co.
Car, Self-Propelled
Electric Stora^ Battery Co.
General Electric Co.
Castings, Brass, ComposlUon
or Copper
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. & M. I. Co.
More-Jones Br. & Metal Co.
Castings, Funnel
Wharton. Jr., & Co.. Inc..
Wm.
Castings, Gray Iron and Steel
American Steel Foundries
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
St. Louis Car Co.
Standard Steel Works Co.
Wharton. Jr.. & Co.. Inc..
Wm.
Castings, Malleable and Brass
Amer. Brake Shoe & Fdry.
Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
St. Louis Car Co.
Catchers and Retrievers.
Trolley
Earll. C. I.
Electric Service Sup. Co.
Ohio Brass Co.
Wood Co.. Chas. N.
Catenary Construction
Archbold -Brady Co.
Circuit Breakers
Automatic Reclosing- Circuit
Breaker Co.
Cutter Co.
<3cneral Electric Co.
Westinghouse Elec. & M.Co.
Clamps and Connectors for
Wires and Cables
Anderson Mfg. Co.. A. &
J. M.
Electric Railway Bqtiip. Co.
Elec. Service Supplies Co.
(Jeneral Electric Co.
Hubbard & Co.
Westinghouse Elec. & M.Co.
Cleaners and Scrapers, Track
(See also Snow - Plows.
Sweepers and Brooms)
Brill Co.. The J. G.
Ohio Brass Co.
Cleats
Nat'l Metal Molding Co.
Clasters and Sockets
General Electric Co.
Coal and .Ash Handling
(See Conveying and Hoist-
ing ^lachinery)
Coil Banding and Wlndinc
Machines
Columbia M. W. & M. I- Co.
Electric Service Supplies Co.
j Coils. .Armature and field
C;olumbia M. W. & M. I. Co.
General Electric Co.
Westinghouse Elec. & M. Co.
Coils. Choke and Kicking
Electric Service Supplies Co.
(Jeneral Electric Co.
Westinghouse Elec & M. Co.
Coin<€onnting Machines
International Register Co..
The
Johnson Fare Box Co.
Commntator Slotters
Electric Service Supplies Co.
General Electric Co.
Westinghouse Elec. & M. Co.
C-ommataior Trolng Devices
General Electric Co.
Commutators or Parts
Cameron Elec'l Mfg. Co.
Columbia M. W. & M. I. Co
General Electric Co.
i Westinghouse ETlec. & M. Co.
' Compressors, Air
, A Ill8-Ch aimers Mfg. Co.
(Jeneral Electric Co.
Westinghouse Trac. B. Co.
Condensers
Grcneral Electric Co.
Westinghouse Elec. & M. Co.
Condensor Papers
Irvington Varnish S» Insu-
lator Co.
Conduits, Interior
Nat'l Metal Molding Co.
Conduits, Under^ound
Std. Underground Cable Co
C4»nnectors. Solderless
Westinghouse Elec. & M. Co.
Connectors, Trailer Car
Elec. Service Supplies
Controllers or Parts
Columbia M. W, & M. I. Co.
General Electric Co.
Westinghouse Elec. & M. Co.
Controller Regulators
Electric Service Supplies Co.
Controlling Systems
General Electric Co.
Westinghouse Elec. & M. Cto.
Converters, Rotary
General Electric Co.
Westinghouse Elec. &. M. Co.
Conveying and Hoisting Ma-
chinery
Columbia M. W. & M. I- Co.
Copper Wire
Anaconda Copper Mining Co.
Copper Clad Steel Co.
Cord Adjastcn
Nat'l Fibre & Insulation Co.
Cord. Bell. Trolley. Register,
etc.
Brill Co.. The J. G.
Electric Service Sup. Co.
International Register (Jo..
The
Roeblings Sons C^.. John A.
Samson Cordage Works
Silver Lake Co.
Cord Connectors and Couplers
Electric Service Sup Co.
Samson Cordage Works
Wood Co.. Chas. N.
Couplers, Car
American Steel Foundries
Brill Co.. The J. G.
Ohio Brass Co.
Van Dom Coupler Co.
Westinghouse Tr. Br. Co.
Cranes
Niles-Bement-Pond Co.
Cross Arms (See Brackets)
Oossing Fonndations
International Steel Tie Co.
Grossings, Frogs and Switches
Wharton. Jr. & Co.. Inc..
Wm.
Crossing Signals. (See Sig-
nals. Crossing)
Crossings. Track. (See Track,
Special Work)
Curtains and Curtain Fix-
tures
Brill Co.. The J. G.
Elec. Service Supplies Co.
St. Louis Car Co.
Dealers' Machinery
Archer & Baldwin
Electric E'quipment Co.
Transit Equipment Co.
I Destination Signs
Columbia M. W. & M. I
Co.
Creaghead Eng Co.
I Electric Service Supplies Co.
I Detective Service
I Wish Service, P. Edward
]>og8. Lathe
Williams & Co.. J. H.
I Door Operating Devices
Consolidated Car Heating
Co.
National Pneumatic Co., Inc.
Doors and Door Fixtures
Brill Co.. The J. G.
General Electric Co.
Door» and Shutters. Fireproof
Kinnear Mfg. Co.
Doors, Folding Vestibule
National Pneumatic Co.,
Inc.
Doors, Steel, BoHinr
Kinnear Mfg. Co.
Draft Rigr^ng. (See Coup-
lers)
Drills. Track
American Steel & Wire Co.
Electric Service Supplies Co.
Niles-Bement-Pond Co.
Ohio Brass (To.
Dryers, Sand
Electric Service Supplies Co.
Electrical Wires and Cables
American Elec. Works
Boebling's Sons Co.. J. A.
Engineers. Consulting, Con*
tracting and Operating
Allison & Co.. J. E.
ArchboId-Brad>' Co.
Arnold Co., The
Beeler. John A.
Byllesby & Co.. H. M.
Clark Mgmt Corp. E. W.
Day & Zimmerman. Inc.
Drum & Co.. A. L.
Engel & Herenor
Feustel, Robert M.
Ford. Bacon & Davis
Hemphill & Wells
Hoist. Englehardt W.
Jackson. Walter
Kelly Cooke & Co.
Parsons. Klapp. Brinkerboff
& Douglas
Richey. Albert S.
Sanderson & Porter
Sangster & Matthews
Smith & Co.. C. E.
Stone & Webster
Engines. Gas. Oil and Steam
Westinghouse Elec. & M.
Co.
Expansion Joints. Track
Wharton. Jr. & Co.. Inc.,
Wm.
Fare Boxes
Cleveland Fare Box Co.
Eixinomy Elec. Devices Co.
Johnson Fare Box Co.
Na'l Ry. Appliance Co.
Ohmer Fare Register Co.
Fenees, Woven Wire and
Fence Posts
Amer. Steel & Wire Co.
Fenders and Wheel Guards
Brill Co.. The J. G.
Cleveland Fare Box Co.
Consolidated Car Fender Co.
Electric Service Sup. Co.
Star Brass Works
Fibre and Fibre Tubing
Continental Fibre Co.
Nat'l Fibre & Insulation Co.
Westinghouse Elec. & M.Co.
Field Coils. (See Colls)
Filters. Water
Scaife & Sons Co.. Wm. B.
Flaxlinum Insulation
Nat'l Ry. Appliance Co.
Floodlights
Electric Service Sup. Co.
Floor Plates
Amer, Abraisive Metals Co.
Flooring Composition
American Mason Safety
Tread Co.
Forglngs
Columbia M. W. & M. I. Co.
Standard Steel Works Co.
Williams & Co.. J. H.
Frogs, Track. (See Track
•Work)
Fuses and Fuse Boxes
Columbia M. W. & M. I.
(Jeneral Electric Co.
Westinghouse Elec. & M.<3o.
Williams & CJo.. J. H.
Fuses. Reflllable
Columbia M. W. & M. I. Co.
(aeneral Electric Co.
Gaskets
Power Specialty Co.
Westinghouse Tr. Br. Co.
Gasolene Torches
Economy Elec. Devices Co.
Gas-Electric Cars
General Electric Co.
Gas Producers
Westinghouse Elec. & M.Co.
Gates. Oar
Brill Co., The J. G.
Gear Blanks
Standard Steel *Works Co.
Gear Cases
Columbia M. W. & M. I.
Co.
Electric Service Sup. CJo.
Westinghouse Elec. & M.CJo.
Gears and Pinions
Bemis Car Truck Co.
Columbia M. W. & M. I.
Co.
Electric Service Sup. Co.
General Electric <k)-
Nal'l Ry AppUance Co.
NuttaU Ck).. R. D.
Tool Steel <5ear & Pinion
Co.
Generating Sets, Gas-Electric
General Electric Co.
Generators
EngUsh Electric Co.. Ltd.
General Electric Co.
Westinghouse Elec. & M.Co
Gongs. (See Bells and
Gongs)
Graphite
Morganite Brush Co.
Greases. (See Lubricahts)
Grinders and Grinding Sup-
plies
Metal & Thermit Corp.
Railway Track- work Co.
Grinding Blocks and Wheels
Railway Track-work Co.
Guards, Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Hacksaws
Gladium Co.. Inc.
Harps, Trolley
Anderson M. Co.. A. & J. M.
Bayonet Trolley Harp Co.
Electric Service Sup. Ck).
More Jones Br. & Metal Co.
NuttaU Co.. R. D.
Star Brass Works
Headlights
Electric Service Sup. Co.
General Electric Co.
Ohio Brass Co.
St. Louis Car Co.
Heaters, Car (Electric)
Consolidated Car Heating
Co.
Economy Elec. Devices Co.
Gold Car Heating & Light-
ing Ck)
Nat'l Ry. Appliance Co.
Smith Heater Co.. Peter
Heaters, Car, Hot Air and
Water
Cooper Heater Co.
Smith Heater Co.. Peter
Heaters, Car (Stove)
Electric Service Sup. Co.
Smith Heater Co.. Peter
Hoists and Lifts
Columbia M. W. & M. L Co.
Ford-Chain Block Co.
Niles-Bement-Pond Co.
Hose, Bridges
I Ohio Brass Co.
Hydraulic Machinery
NilesBement-Pond Co.
Watson-Stillman Co.
Instruments. Measuring. Test-
ing and Recording
Economy Elec. Devices Co.
Elec. Service Supplies
General Electric Co.
Westinghouse Elec. & M. (3o.
Insulating Cloth, Paper an**
Tape
Anchor Webbing Co.
(Jeneral Electric Co.
Hope Webbing Co.
Irvington Varnish & Insu-
lator Co.
National Fibre & Insulation
Co.
Westinghouse Elec. & M. Co.
Insulating 3Iachinery
Amer. Ins. Machinery Co.
Insulatikg Silk
Irvington Varnish & Insu-
lator Co.
Insulating Varnishes
Irvington Varnish & Insu-
lator Co.
November 5, 1921
Electric Eailway Journal
61
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LE CARBONE"
CARBON BRUSHES
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= 1 I
Brake Shoes
I I A. E. R. A. Standards
I I Diamond "S" Steel Back is the Best Type I
I
Standard I
Patterns
I
for
They are uniform in quality
They talJifor themselves
W. J. Jeandron
227 Fulton Street
New York City
Pittsburgh Office:
636 Wabash Building
Canadian Distributors:
Lyman Tube & Supply Co.^ Ltd-
Montreal and Toronto
SAFETY
CAR
I D-67 for Narrow Treads
I D-87 for Wide Treads
American Brake Shoe and Foundry Co.
30 Church Street, New York
332 So. Michigan Ave., Chicago Chattanooga, Tenn.
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SASHES, DOORS
INTERIOR FINISH
VESTIBULES AND FRAMING
lSMbo.ii^_7J! III! tiWf a « ir: I
PERLEY A. THOMAS
GAR WORKS
Manufacturer of Cars
and Car Materials
Cars of all types from one-man to large
interurban
HIGH POINT, N. G.
CURTAINS, VENTILATORS
SASH AND DOOR TRIMMINGS
DOOR AND STEP MECHANISM
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1
1
THE DIFFERENTIAL
STEEL CAR CO.
I
H. Fort Flower*, Pres. and Gen. Mgr.
FINDLAY, OHIO
Adjustment for slack is made on the appli-
cation of the brake, not on the release.
I I Send for full detail/.
I I Hamilton & Hansen, Inc., 13 Park Row, New York, N.Y
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^iiiMiiiMiiiriiirriittiiiiiiiiiriiiirniiiiiuiiniii iiiiiirMiiriiiiiiiitiiriiiiMiiriiiiiniiiiiiMiiiiiiiiiiiiiifiiiriiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiriiifi utriiiiiiiiifiiiiriiiriiiiiiiiiniiriiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiMiiitiitMiiiiriiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiriiiiiiiiiii iiiiiimiiiiiiiiiiiiiiiiujo
Car Heating and Ventilation
j9 one of the winter problems that you must
settle without delay. We can show you how
to take care of both, with one equipment.
Now is the time to get your cars readv for
next winter. Write for details.
The Peter Smith Heater Company
1725 Mt. Elliott Ave., Detroit, Mich.
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52
Electric Railway Journal
November 5, 1921
InsnIatioD. (See also Paints)
Anderson M. Co.. A. & J. M.
Electric Ry. Equipment Co.
Electric Service Sup. Co.
Genera! Electric Co
Trvington Varnith & Insu-
lator Co.
Westing-house Elec. & M. Co
Insulation, Slot
Irvingrton Varnish & Insu-
lator Co.
Insulntorfi. (See also Line
Material)
Anderson M Co.. A. & J. M.
Oeaghead Enerineering- Co.
Electric Ry. Equipment Co.
Electric Service Supplies Co.
General Electric Co.
Irving-Lon Varnish S» Insu-
lator Co.
Macallen Co.. The
Ohio Brass (3o.
Westing^house Elec. & M. Co.
Insnlator Pins
Electric Service Sup. Co.
Hubbard & Co.
InHurance, Fire
Marsh & McLennan
Inventions Developed and
Perfected
Peters & Co.. G. D.
Jacks. (See also Cranes,
Hoists and Lifts)
Buckeye Jack Mfg:. Co.
Columbia M. W. & M. I. Co.
Elec. Service Soipplies
National Ry. Appliance Co.
Watson-Stillman Co.
Joints, Rail
Amer. Chain Co . Inc.
Rail Joint Co.
Journal Boxes
Bemis Car Truck Co.
Brill Co.. J. G.
I^nip Guards and Fixtares
Anderson M. Co.. A. & J. M.
Electric Service Sup. Co.
General Electric Co.
Westing-house Elec. & M. Co.
Lamps, Arc and Incandescent
(See also Headlights)
Anderson M. Co . A. & J. M.
General Electric Co.
Nat'l Elec. Specialty Co.
Westingrhouse Elec. & M. Co
I^inps. Signal and Marker
Nichols Lin tern Co.
Lanterns. Classification
Nichols-Lintern Co.
Lathe Attachments
Williams & Co.. J. H.
I.Atlie«, Car Wheel
Niles-Bemeni-Pond Co.
Leather, Cloth
Standard Textile Prods.
Corp.
Lightning Protection
Anderson M. Co., A. & J. M.
Electric S-ervice Sup. Co.
Greneral Electric Co.
Ohio Brass Co.
Westing-house Elec. & M. Cu.
Line Material. (See also
Brackets, Insulators, Wires,
etc.)
Anderson M. Co.. A, & J. M.
Archbold Brady Co.
Columbia M. W. & M. I. Co.
Creag"head Eng. Co.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
English Electric Co.. Ltd.
(reneral Electric Co.
Hubbard & Co.
Macallen Co., The
More-Jones Br. & Metal Co.
Westing-house Elec. & M. Co.
Locking Spring; Boxes
Wharton, Jr. & Co., Inc..
Wm
I-«comotives, Electric
General Electric Co.
McGuire-Cumming-8 Mfg-. Co.
Westing-house Elec. & M. Co.
Lubricating Engineers
Galena-Signal Oil Co.
Texas Company
Universal Lubricating Co.
Lubricants, Oil and Grease
Borne. Scrymser Co.
Galena-Signal Oil Co.
Texas Company
Universal Lubricating- Co.
Lumber. ( (See Poles, Ties,
etc.)
Machine Tools
Columbia M. W. & M. I. Co.
Niles-Bement-Poud Co.
Watson-Stillman Co.
Magnet. Wire
Belden Mig. Co.
^Manganese Steel. Special
Track Work
Wharton. Jr. & Co.. Inc..
Wm.
Meters. Car, M'att-Hoor
Economy Elec. Devices Co
Mica
Macallen Co.. The
Motor Bnses
(See Buses. Motor)
Motormen's Seats
Brill Co.. J. G.
Electric Service Sup. Co.
Wood Co.. Chas N.
Motors, Electric
General Electric Co.
I Westinghouse Elec. & M. Co
I .Victor and Generator Sets
I General E'ectric Co.
MoIde<I In^iuiations and Parts
Be.deii Mig. Co.
Molding, Metal
Nafl Metal Molding Co.
Nuts and Bolts
Barbour-Stoekwell Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Hubbard & Co.
Oils, (See Lubricants)
Packing
Elec. Service S-uppHes
Power Specialty Co.
Westinghouse Tr. Br. Co.
Paints and Varnishes for
Woodwork
National Ry. Appliance Co.
Paving Bricks. Filler &
Stretcher
Nelsonville Brick Co.
Paving Material
Amer. Br. Shoe & Fdry Co.
Nelsonville Brick Co.
Pickups, Trolley Wire
Electric Service Sup. Co.
Ohio Brass Co.
Pinion Pullers
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
General Electric Co.
Wood Co.. Chas. N.
Pinions. (See Gears)
Pins. Case Hardened, Wood
and Iron
Bemis Car Truck Co.
Electric Service Sup. Co.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Pipe
National Tube Co.
Pipe Fittings
Power Specialty Co.
Standard Steel Works Co,
Watson-Stillman Co.
Westinghouse Tr. Br. Co.
Planers. (See Machine Tools)
Pliers. Insulated
Electric Service Sup. Co.
Plugs
Nafl Metal Molding Co.
Pole Reinforcing
Hubbard & Co.
Poles, Metal Street
Bates Expanded Steel Truss
Co.
Electric Ry. Equip. Co.
Hubbard & Co.
Poles, Ties Post. Pilling and
Lumber
Southern Cypress Mtr. Assn.
Poles, Trolley
Anderson Mfg. Co.. A. &
J. M.
Bayonet Trolley Harp Co.
Columbia M. W. & M. I. Co.
National Tube Co.
Nuttall Co.. R. D.
Poles, Tubular Steel
Electric Ry Equip. Co.
Elec. Service Supplies
National Tube Co.
Power Saving Devices
Economy Elec Devices Co.
Nat'l Ry. Appliance Co.
Pressure Regulators
(Jenerai Electric Co.
Westinghouse Elec. &M. Co.
Pumps
Schutte & Koerting Co.
Watson-Stillman Co.
Punches, Ticket
Bonney-Vehslage Tool Co.
International Register Co..
The
Wood Co.. Chas. N.
Punching Machinery
Watson-Stillman Co.
Purifiers, Feed Water
Scaife & Sons Co.. Wm. B
Rail Grinders. (See Grinders/
Railway Safety Switches
Westing-house Elec. & M. Co.
Rail Welding. (See Welding
Processes
Ry. Track-work Co.
Rail Welding & Bonding Co.
Rattan
Amer. Rattan & Reed Mfg.
Co.
Brill Co.. The J. G.
Electric Service Sup. Co.
McGuire-Cummings Mfg. Co.
St. Louis Car Co.
Receptacles and Plugs
Home Mfg. Co.
Registers and Fittings
Brill Co., The J. G.
Electric Service Sup. Co.
International Reg. Co.. The
Ohmer Fare Register Co.
Rooke Automatic Reg. Co,
Reinforcement. Concrete
Amer. Steel & Wire Co.
Repair Shop Appliances. (See
also Coil Banding and
Winding Machines)
Columbia M. W. & M. I. Co.
Electric Service ^up ^. !
Repair Work. (See also
Coils)
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse Elec. & M. Co.
Repiacers. Car
Amer. Chain Co.. Inc.
Columbia M. W. & M. I. <3o.
Electric Service Sup. Co.
Resistance, Grid
Columbia M. W. & M. I. Co.
Resistance, Wire and Tube
General Electric Co
Westinghouse Elec & M. Co.
Retrievers, Trolli'v. See
Catchers and Retrievers,
Trolley)
Rheostats
Greneral Electric Co.
Westinghouse Elec. & M. Co
Rosettes
Nafl Metal Molding Co.
Rubber Covered Wires and
Cables
Belden Mfg. Co.
Sanders. Track
Brill Co.. The J. G.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Nichols-Lintern Co.
Ohio Brass Co.
St. Louis Car Co.
Sash Fixtures, Car
Brill Co.. The J. G.
Scrapers, Track. (See Clean-
ers and Scrapers, Track)
Seating Materials
Brill Co.. J. G.
St. Louis Car Co.
Standard Textile Prods.
Corp.
Seats, Car. (See also Rattan)
Amer. Rattan & Reed M^g.
Co.
Brill Co.. The J. G.
Peters & Co.. G. D.
St. Louis Car Co.
Second-Band Equipment
Archer & Baldwin
Electric Equipment Co.
Shades, Vestibule
Brill Co.. The J. G.
Shovels
Hubbard & Co.
Shovels, Power
Brill Co.. The J. G.
Signals, Car Starting
(iousoUdated Car Heating
Co.
Electric Service Sup. Co.
Nat'l Pneumatic (^o.. Inc.
Signals, Indicating
Nichols-Lintern Co.
Signal Systems. Block
Electric Service Sup. Co.
Naehod Signal Co.. Inc.
Union Switch & Sigmal Co
U. S. Electric SigTial Co.
Wood Co., Chas. N.
Signal Systems, Highway
Crossing
Naehod Signal Co.. Inc.
U. S. Electric Signal Co.
Slack Adjusters. (See Brake
Adjusters)
Sleet Wheels and Cutters
Anderson Mfg. Co., A. &
J. M.
Bayonet Trolley Harp Co.
Columbia M. W. & M. I. Co.
Electric Ry. Equip. Co.
Elec. Service Supplies
More-Jones Br. & Metal Co.
Nuttall Co. R. D.
Smokestacks. Ca^
Nichols-Lintern Co.
Snow-Plows, Sweepers and
Brooms
Amer. Rattan & Reed Mfg.
Co.
Brill Co.. The J. G.
Columbia M. W. & M". I. Co.
Consolidated Car Pender Co.
McGuire-Cummings Mfg Co.
Sockets & Receptacles
Nat'l Metal Molding Co.
Soldering and Brazing. (See
Welding Processes and Ap-
paratus.)
Special Adhesive Papers
Irvington Varnish & Insu-
lator Go.
Spikes
Amer. Steel & Wire Co.
Splicing Compounds
Westinghouse Elec. & M. Co.
Splicing Sleeves. (See Clamps
and Connectors)
Springs, Car and Track
American Steel & Wire Co.
Bemis Car Truck Co.
Brill Co.. The J. G.
Fort Pitt Spring & Mfg. Co.
Standard Steel Works Co.
Taylor Electric Truck Co.
Sprinklers, Track and Road
Brill Co. The J. G.
McGuire-Cummings Mfg. Co.
St. Louis Car Co.
Steps, Car
Amer. Abrasive Metals Co.
American Mason Safety
Tread O).
Stokers, Mechanical
Babcock & Wilcox Co.
Westinghouse Elec. & M. Co.
Storage Batteries. (See Bat-
teries. Storage).
Strand
Copper Clad Steel Co.
Roebling's Sons Co.. J. A.
Superheaters
Babcock & Wilcox Co.
Power Specialty Co.
Sweepers. Snow. (See Snow
Plows, Sweepers and
Brooms)
Switch Stands
Ramapo Iron Works.
Switches, Selector
Nichols-Lintern Co.
Switches, Track, (See Trdck.
Special Work)
Switches and Switchboards
Anderson Mfg. Co.. A. & J.
M.
Cutter Co.
Electric Service Sup. Co.
General Electric Co.
Westinghouse Elec. & M. Co.
Tapes and Cloths. (See In-
sulating Cloth, Paper and
Tape)
Telephones and Parts
Electric Service Sup. Co.
Testing Instruments, (See In-
struments, Electrical Pleas-
uring Testing, etc.)
Thermostats
Consolidated Car Heating Co.
Gold Car Heating & Light-
ing Co.
Railway Utility Co.
Smith Heater Co.. Peter
Thread-Cutting Tools
Williams & Co., J. H.
Ticket Choppers and De-
stroyers
Electric Service Sup. Co.
Ties, Mechanical
Daj-lon Mechanical Tie Co.
Ties and Tie Rods, Steel
Barbour-Stockwell Co.
International Steel Tie Co.
Ties, Wood Cross. (See Poles.
Ties. Posts, etc.)
Tongue Switches
Wharton. Jr., & Co.. Inc..
Wm.
Tool Holders
WiUiams & Co.. J. H.
Tool Steel
Cambria Steel Co.
Midvale Steel & Ord. Co.
Tools. Track and Mlscell.
Amer. Steel & Wire Co.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Hubbard & Co.
Railway Track-work Co.
Tools, Thread Cutting
Williams & Co.. J. H.
Towers and Transmission
Structures
ArchboldBrady Co.
Bates Expanded Steel Truss
Co.
Westinghouse Elec. & M. Co
Track, Special Work
Barbour-Stockwell Co.
N. Y. Switch & Crossing
Co.
Ramapo Iron Works
Wharton. Jr. & Co.. Inc..
Wm.
Transfer Issuing Machines
Ohmer Fare Register Co.-
Transformers
General Electric Co.
Westinghouse Elec. & M. Co
Treads, Safety. Stair, Car
Step
Amer. Abrasive Metals Co
Amer. Mason Safety Tread
Co.
Trolley Bases
Anderson Mfg. Co.. A. &
J. M.
Electric Service Sup. Co.
Greneral Electric Co.
Nat'l Ry. Appliance Co.
Nuttall Co.. R. D.
Ohio Brass Co.
Trolley Bases. Retrieving
Anderson Mfg. Co.. A. &
J. M.
Electric Service Sup. Co.
General Electric Co.
More-Jones Br. & Met Co.
National Ry. Appliance Co.
Nuttall Co.. R. D.
Ohio Brass Co.
Trolley Buses
Brill Co.. The J. G.
General Electric Co.
Westinghouse Elec. & Mfg.
Co.
Trolley Material
Elec. Service Supplies
Ohio Brass Co.
Trolleys and Trolley Systems
Ford Chain Block Co.
Trolley Wheels. (.See Wheclsv.
Trolley)
Trolley Wire
American ETlec'l Works
Amer. Steel & Wire Co.
Anaconda Copper Mining Co>
Bridgeport Bra^-s Co.
Copper Clad Steel Co.
Roebling's Sons Co.. John A.
Trucks, Car
Brill Co., The J. G.
Bemis Car Truck Co.
McGuire-Cummings Mfg.Oo^
St. Louis Car Co.
Taylor Electric Truck Co.
Tnbing, Steel
National Tube Co.
Tubing Yellow and Black
Flexible Varnish
Irvington Varnish & Insu-
lator Co.
Turbines. Steam
General Electric Co,
Terry Steam Turbine Co.
Westinghouse Elec. & M. Co.
Turnstiles
Elec. Service Supplies
Perey Mfg. Co., Inc.
Upholstery Materials
Amer. Rattan & Reed M. Co..
A^alves
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Varnished Papers
Irvington Varnish & Insu-
lator Co.
Varnished Silks
Irvington Vaniish & Insu-
lator Co.
Varnishes (See Faints, etc.)
Ventilators. Car
Brill Co.. The J. G.
National Ry. Appliance Co-
Nichols-Lintern Co.
Railway Utility Co.
St. Louis Car Co.
Vises. Pipe
WiUiams & Co.. J. H.
Water Softening and Purify-
ing Systems
Scaife & Sons Co.. Wm. B.
Welded Rail Joints
Ohio Brass Co.
Ry. Track-work Co.
Rail Welding & Bonding Co.
Welding Processes and Appa-
ratus
American Steel & Wire (3o.
Electric Ry. Improv. Co.
(General Electric Co.
Metal & Thermit Corp.
National Ry. Appliance Co,
Ohio Brass Co.
Ry. Track-work Co.
Rail Welding & Bonding Co.
Westinghouse Elec. & M. Co.
Welders, Portable Electric
Electric Ry. Improv. Co.
Ohio Brass Co.
Ry. Track-work Co.
Rail Welding & Bonding Co.
Wheel Guards (See Fenders
and Wheel Guards)
Wheel Grinders
Wheel Truing Brake Shoe
Co.
Wheel Presses (See Machine
Tools)
Wheels, Car, Cast Iron
Assn. of Mfrs. of Chilled
Car Wheels
Griflin Wheel Co.
Wheels. Car, Steel and Steel-
Tired
Amer. Steel Foundries
Standard Steel Works Co.
Wheels, Trolley
Anderson Mfg. Co., A. &
J. M.
Bayonet Trolley Harp Co.
Columbia M. W. & M. I. Co.
Electric Ry. Equip. Co.
Elec. Service Supplies Co.
General Electric (5o.
More-Jones Br. & Metal Co.
Nuttall Co.. R. D.
Star Brass Works
Whistles, Air
General Electric Co.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Wire Rope
Amer. Steel & Wire Co.
Roebling's Sons Co.. J. A.
Wires and Cables
Amer. Electrical Works
Amer. Steel & Wire Co.
Anaconda Copper Min. Oo.
Belden Mfg. Co.
Bridgeport Brass Co.
Copper Clad Steel Co.
(reneral Electric (3o.
Kerite Insulator Wire &
Cable Co.
Roebling's Sons Co.. J. A.
Westinghouse Elec. & M. Co
Wrenches
Williams & Co.. J. H.
November 5, 1921
Electric Railway Journal
53
THE IMPERIAL OMNIBUS
The first exclusive motorbus chassis of the
low center of gravity type ever produced and
obtainable by all transportation companies.
The low center of gravity prevents accidents
to life and property and reduces operating
costs.
If your transportation company is to have
modern and safe equipment stop using truck
chasses and use the Imperial Omnibus built on
an exclusive motorbus chassis.
Send for descriptive literature and full infor-
mation.
TRACKLESS TRANSPORTATION CORPORATION
Originators of the Low Center of Gravity Omnibu*
300 Madison Avenue, New York City
B. A, Hegeman, Jc, President
Charles C. Castle, First Vice Pmldeot W. C. Iiituoln, M<r. Sales k Entlneerlnc
Harold A. Hezeman. Vice Pres. and Treas. fred C. jToelirsecretary
National Railway Appliance Co.
50 East 42nd St., New York City
HeKeman-CaBtle Corporation National Railway Apjillanc* Co.
343 So. Dearborn St.. Chicago. 111. Munsey BldK.. WaBhinrton. D. C.
National Railway Appliance Co.
Little BldE.. Boston. Mass.
RAILWAY SUPPLIES
Tool Steel Gears and Pinions
Anderson Slack Adjusters
(?ene8co Paint Oils
Dunham Hopper Door Device
Feasible Drop Brake Staffs
Flaxllnum Insulation
Ansio-American Varnishes.
Paints, Enamels, Snrfaocrs,
Shop Cleaner
Johnson Fare Boxes
Drew Line Material and Railway
Specialties
Perry Side Bearings
Hartman Centering Center Plates
Economy Power Saving Meter
H & W Electric Heaters
Garland Ventilators
Pitt Sanders
National Safety Car Equipment
Co's One-Man Safety Cars
Reversible Sliding Trolley Shoes
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I I
I The Most Successful Men in the Electric Railway In- |
I dustry read the |
I ELECTRIC RAILWAY JOURNAL |
I Every Week I
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i SAMSON SPOT WATERPROOFED TROLLEY CORD I I
MOBE-JQNES
"nQEE-BROT^E"
AXLE
/ANDAEMATU2E
BEARINGS
J/oi alwaifs me c/ieapesi, hui eVer
/on^s/ in tuiimaie cost
MOBE-JQNES BRASS &METAL CO.
St. Louis. Missouri.
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I Railroad and Tram Car Specialties
I New inventions developed, perfected
I and worked fur the English market
I Messrs. G. D. Peters & Co., Ltd.
i Windsor Works, Slough (Bucks), Eng.
= 3
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..„l„ , 1 II II mil mill 1 1 nil"" ' i """ "l""
1^
_ Tride Marfc l : I'ai. off. =
% Made of extra quality stock firii.,. :>..<: j^d and smoothly finished =
= Carefully inspected and (fuaraiut-ed free from dawn §
§ Samples and information gladly went. r
I SAMSON CORDAGE WORKS, BOSTON, MASS. |
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Car Seating, Broom and Snow Sweeper
I Rattan, Mouldings, etc.
I AMERICAN RATTAN & REED MFG. CO.
I Brooklyn. N. Y.
I AMERICAN meant QUALITY
I RATTAN SUPPLIES OF EVERY DESCRIPTION
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54
Electric Railway Journal
November 5, 1921
ALPHABETICAL INDEX TO ADVERTISEMENTS
Pace
Allis-Chalmers Mfg. Co 37
AlliaoD Co.. J. E 26
American Abrasive Metals Co. . 54
Amer. Brake Shoe & Fdry. Co. . 51
American Car Co 57
American Chain Co.. Inc 35
American Electrical Works. ... 42
American Insulating Machinery
Co 42
American Mason S. T. Co .54
American Rattan & Reed Htg. Co. 53
American Steel Foundries 41
American Steel & Wire Co 43
Anaconda Copper Mining Co ... . 41
Anchor Webbing Oo 45
Anderson Mfg. Co., A. & J. M. . 38
Archbold-Brady Co 43
Archer & Baldwin, Inc 4S
Arnold Co., The 26
ABsn of Mfrs. of Chilled Car
Wheels 55
Automatic Reclosing Circuit
Breaker Co 44
Page
Day & Zimmermann. Inc 27
Dayton Mechanical Tie Co 17
Differential Steel Car Co.. The. . 16
Drum & Co.. A. L 26
Earn. C. 1 47
Economy Elec. Devices Co 15
Electric Equipment Co 48
Electric Ry. Equipment Co. ... 10
Electric Ry. Improvement Co.. . 43
Electric Service SuppUes Co 9
Electric Storage Battery Co. . . . 47
Engel & Hevenor. Inc 27
English-Electric Co.. The. I>td. . A
Feustel. Bobt. H 26
Flood City Mfg. Co 47
Ford. Bacon & Davis 26
Ford Chain Block Co 46
"For Sale" Ads 48
Fort Pitt Spring * Hfg. Co 51
Babcoek & Wilcox Co 44
BarbourStockwelJ Co 43
Bates Expanded Steel Tmss Co. 35
Bayonet Trolley Harp Co 39 „„,„„ ai^.i rxi n,.
Beeler. John A 26 ?*'*''*;*ij;°'" °^V^
Belden Mfg. Co 45
Bemls Oar Truck Co 30
Bonney- Vehslage Tool Co 46
Borne. Scrymser Co 44
Bridgeport Brass Co 12
Brill Co.. The J. G 57
Buckeye. Jack. Mfg. Co 46
Byllesby Eng. & Mfg. Corp.... 27
Cameron Electrical Mfg. Co ... , 47
Clark Mgr. Corp.. B. W 27
Cleveland Fare Box Co 46
Coal & Iron Mat'l Bank 27
Collier, Inc.. Barron G . . Back Cover
Columbia M. W. & M. I. Co. . . . 56
Consolidated Car Pender Co ... . 54
Consolidated Car Heating Co . . . 48
Continental Fibre Co.. The 46
Copper Clad Steel Co 42
Cooper Heater Co.. The 46
Creaghead Engineering Co 47.
Cutter Co 441
23
General Electric Co 24
Gladium Co. Inc 54
Gold Car Heating & Ut. Co 46
Gould. L. E 26
Griffin Wheel Co 41
Hamilton & Hansen 51
"Help Wanted" Ada 48
Hemphill & Wells 26
Hoist. Bnglehardt W 26
Hope, Webbing Co 45
Borne Mfg. Co 47
Hubbard * Co 43
International Register Co., The. 34
Intemat'l Steel Tie Co.. The
Front Cover
Irvington Varnish & Insulator
Co 34
Jackson. Walter
Jeandron, W. J
Johnson Fare Box Co.
Page
. . 26
. . 51
..461
Kelly Cooke & Co 27
Keritc Insulated Wire & Cable
Co 42
Kinner Mfg. Co 37
Euhlman Car Co 57
LeCarbone Co 51
Maoallen Co
McGuire-Cummings Mfg. Co. . .
Marsh & McLennan
Metal & Thermit Corp
More-Jones Brass Metal Co. . .
Morganite Brush Co
N
Nachod Signal Co
National Brake Co
National Carbon Co
National Fibre & Insulation Co.
National Metal Molding Co
Nat'l Pneumatic Co.. Inc
Mat'l Ry. Appliance Co
National Tube Co
Nelsonville Brick Co
New York Switch & Cros^ng Co.
Nichols-Lintern Co
Milea-Bement-Pond Co
Nuttall Co.. R. D
Ohio Brass Co
Ohmer Fare Register Co. .
27
22
6
18
53
39
Parsona, Klapp. Brinckerbofl A
Douglas 26
Percy Mfg. Co., Inc 46
Peters A Co 53
Positions Wanted and Vacant. . 48
Power Specialty Co 45
B
Fan
Rail Joint Co 44
Railway Track-work Co 21
Railway Utility Co 47
Rail Welding & Bonding Co. . . . 44
Ramapo Iron Works 43
Richey. Albert S 26
Roebling's Sons Co.. John A. . . . 42
Rooke Automatic Begister Co . . 46
S
St. Louis Car Co 40
Samson Cordage Works 53
Sanderson & Porter 26
San^ster S» Matthews 27
Scaife & Sons Co., Wm. B 45
Searchlight Section 48. 49
Silver Lake Co 47
Smith & Co., C. B 26
Smith Heater Co.. Peter 51
Southern Cvpress Mfrs. Assn . . . 36
Standard Steel Works Co 32
Standard Textile Prods. Corp. . . 13
Star Brass Works 48
Stone & Webster 26
Stucki Co., A 54
I
Taylor Electric Truck Co 40
Terry Steam Turbine Co 45
Texas Co 31
Thomas, Perley A 51
Tool Steel Gear & Pinion Co . . . 36
Trackless Transportation Co. . . . 53
V
Union Switch & Signal Co 8
U. S. Electric Signal Co 14
Universal Lubricating Co 20-
V
Van Dorn Coupler Co 4t
W
"Want" Ads 48
Wa.«on Mff Co 57
Watson-Stillman Co 48
Westinffhoufe Elee. & Mfg. Co. 3, 4
West'gh'se Traction Brake Co . . 5
Wharton. Jr. & Co., Wm 43
Wheel Truing Brake Shoe Co . . 48
White Eng. Corp., The J. Q 26
Williams & Co.. J. H 46
Wish Service. The P. Edw 54
Wood Co.. Chas. N 42
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IFERALUN *"'■""-
Treads
Car Steps
Floor
Plates
Station Stairs
Door Saddles, etc.
AMERICAN ABRASIVE METALS CO.
0—t togwtktr
= SO Church St., New York City
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STUCKI I
SIDE I
BEARINGS I
A. STUCKI CO. i
Oliver BIdg. =
Pittsburgh, Pa. E
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HACKSAW
)EEP
-ECONOMY
EFFICIENCY
BLADES
PROVIDENCE H-B
FENDERS
LIFE GUARDS I
= The Consolidated Car Fender Co^ Providence, R. I. |
I Wendell &. MacDuffie Co., 61 Broadway, New York |
= General Sales Affents £
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MASON SAFETY TREADS §
i Standard for 2 5 years for car and station steps. 3
I STANWOOD STEPS §
= Sell-cleaning, non-slipping, light weight S
I KARBOLITH FLOORING §
= For steel cars^-sanitary, fireproof, non-slippery 1
I AMERICAN MASON SAFETY TREAD CO. I
= Lowell, Mass. 1
= Branch offices in New York and Philadelphia E
I Joseph T. Eyerson & Son, Chieaeo. Western Distribators =
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THE P. EDWARD WISH SERVICE
so Church St. DETECTIVES 131 State St.
NEW YORK Street Railway Inspection BOSTON
CLADIUMOO.Inc34CliFFStNewYoi'k i
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When writing the advertiser for information or
prices, a mention of the Electric Railway
Journal would be appreciated.
November 5, 1921
Electric Railway Journal
56
^f map above shows the location oj the49foiindnpi
ir, the United SlaCei and Canada.rapiesented bi/ /he
MsociaCion c^ Manufacturers c^ Chilled Car If'heeli
Chicago 5 Boston Huntin^on W^Va
StLouis 2 Detroit Wilmindtoii.Del
Buffalo 4 St. Paul Houston.Tex
Pittsburgh Z KansasCity.Kdn Hannibal Mo
Clevelana 2 Pcnver Beading.Pa
Amherat N.S Tacoma Baltimore
Montreal Rochester. N.Y Richmond.Va
MiclxCity, Ind Savre.Pa FlWilliam.Onl
Louisville Berwick.Pa. St.Thomas. ■
Ml Vernon, 111 Albany Hamilton.
Ft.Wayne.lnd Toronto Kamapo.N.y
Bnmingharn NewGlasgowNS Marshall. Tex
Atlanta Madison.lll. LosAn^eles
Savannah "^^ Cbuncil Bluffs
AMERICAN PaILROAD ASSOOATION STANDARDS
b50 lb wheel for 00.000 Capacity Can
700 ib. Wheel for 80.000 Capacity Can
750 lb. wheel for 100,000 Capacity Can
8501b. wheel for 140,000 Capacity Can
JThe Standard Wheel for
Seventy "Years
Where
CH I LLED
IRON WHEELS
are made for ^ilway
and Street Car Service
Caf)acUy20,O0Operday
25,000,000 in Service
Association /Manufacturers
/ChiUed Car Wheels
1847 Mc Cormick Bldg.
CHICAGO
66
Electric Railway Jouenal
November 5, 1921
llllllllllilllllllllllllllillllllllllllllllllllllllllllllllllllllllllllllllllllilllll
Do You Need Any of These Parts ?
Gtey W'S iron
*^ Btonxe "^JersVoK
Bton^J. iron. oP^
M»Ue»y? iron, re;
splicing^ jg
Ml°H^¥B^cirU«
1^\St\"eB«^^^.UenJn.^?t°'^
"^^.'SeUKa^ »H»6"^ BB--
^x\e Bearing ^^^^^^^^__^„„^
^^CoV«J
^urn^i-^'*
COLUMBIA SERVICE
Supplies Electric Railway Repair Parts
No need to search your files for that last order of several years
ago, to learn where you can get some part in a hurry. Whether
it's a little rush job, or some big comprehensive campaign of
rehabilitating equipment, you can rely on our ability to supply
your wants.
Get the habit of referring it to Columbia, when you want some-
thing in metal work for car maintenance or repair work.
Let Us Figure on Your Requirements
The Columbia Machine Works and Malleable
Iron Company
Atlantic Ave. and Chestnut St.
Brooklyn, N. Y.
A. A. Green, Sales Mgr.,
Brooklyn, N. Y.
E. Keller,
Brooklyn, N. Y.
F. C. Hedley,
Brooklyn, N. Y.
J. L. Whittaker,
141 Milk St., Boston, Mass.
E. Allison Thornwell,
1513 Candler Bldg., Atlanta, Ca.
W. McK. White,
343 South Dearborn Street,
Chicago, 111.
F. F. Bodler,
903 Monadnock Bldg..
San Francisco, Cal.
Illillllllllllllllllllllllllllllllllllllilililllllilllllllillllllllllllllilllllillilllllllllllllllllllllli
November 5, 1921
Electric Railway Joxjenal
Brill
■less" Car
Current Collector Main-
tains Efficient Contact
with Overhead Wires
when Operated as far as
16 ft. off Center.
This collector includes a series
of pivots, which allow motion in
every direction necessary to
efficient operation as the car
moves around other vehicles in
the roadway.
For "Rail-less" Transportation within
Electric Railway Field of Operation
Composite Body
Construction
The car body is constructed prin-
cipally of wood with sheet steel
sheathing outside the posts. Its
underframing consists of wooden
sills] and channel crossings con-
structed according to the best car-
building practices.
The introduction of Brill "Rail-less" Cars as feeders to
existing electric railway lines can be better accomplished
because this electric vehicle comes within the field of
operation of the Electric Railways.
Extensions of service which have been prohibitive under
the high cost of installation can now be made with "rail-
less" cars which will furnish an economical and satisfactory
transportation service.
The Brill "Rail-less" Car seats 28 passengers and there is
provided standing space for 22 additional passengers. It is
21 ft. 2 in. long over bumper and 7 ft. 6 in. wide overall.
The J. G. Brill Company
American Car Cq
ST. t-OUIS N/IO.
PMILA-DEI-FaMIA., Pa..
C.C. KuHLMAN Car Co. — Wason Manfo Co.
Cl-CVEI-ANO, OHIO. SPRirMOFICI-O.MASS.
Canadian Brill Company, Ltd., Preston, Ont., Canada
Electric Railway Journal
■""11;'^' ■]""""""■"■' ' "■■ "I
THE success of any business
depends upon the united ef-
forts of the whole — not the
, brilHant performance of the few.
So the income from your car card
space should be supported by the
advertising field as a whole
— not dependent upon a few adver-
tisers.
The Collier Organization is as
broad as the whole field of car card
advertising. It is engaged in main-
taining the value of car card pub-
licity, not merely in yotir city but in
cities from coast to coast.
That is one reason why it is qualified
to assure the individual Electric
Railway an income that remains un-
affected by varying business condi-
tions throughout the country.
Candler Bldg.,
fe
iiiMim III ^\'''''|^''''i^u''''\^^''"'|]^f'''''JL^''''^l'''''lll''''7lV'''^l''''''llJ'''''^u'''''^U''''^^u'''"
:^'
Tiiiiiniuiiimiiiiiiiiiiiiiiiiiiii.iiiiiiiiimiii^TTnr|i txiSiy .JTtV
Wrr-ru ■ h:u Co., !n<r.'
November 12, 1921
Twenty Cents Per Cop;
^^^H
Knight Sleeve-Valve
Motor
ITS POWER actually
increases with use. It has
r>o valves to grind. It has
no springs to weaken. It
is simple in construction,
qu,'pt in operation, and
rashly needs repair. It has
no equal in operating
economy.
REPUBLIC
Knight- Motored Bus
Why permit unfair competition to de-
prive you of revenue that is rightfully
yours?
Develop your transportation field
yourself! Go after the business that
belongs to you!
The Republic Knight-Motored Bus
has been developed from the expe-
rience of successful motor bus opera-
tion in London, New York and other
leading centers in Europe and Amer-
ica, to provide supplementary and ,
service to existing railway
feeder
lines.
Republic Knight-Motored Bus com
bines, with the extr
ciency and econom]
Sleeve-Valve Mote
rience in bc^y dea
experience of ReJ
motor transportatiJ
Our Public Utilities'
ferring with many
Companies, without obligati?
'♦
the t^n^i^xpe- ^
W^«Wi3il«Hg3,^y
eauipment. '■"'w
;s con- _'
imtoisOS
bi REPUBLIC TRUCK SALES CORPORATION
ALMA, MICHIGAN
Electric Railway JouKNAt
November 12, 1921
Consistent Purchasing
Isdom, in the selection of renewal
parts and supplies, is as essen-
tial to the success and welfare of the oper-
ating company, and the service to patrons,
as is the choice of the original equipment.
hether or not armature coils,
bearings, and other supplies
are satisfactory is best determined by their
performance and not by their price. Poor
quality means frequent renewals, entailing
not only disrupted service but increased
labor expense for maintenance.
estinghouse Quality, given such
unquestioned recognition by all
operators when purchasing new, complete
equipments, is the sameinall Westinghouse
Renewal Parts, they are made with the
same materials; the same tools; and sub-
jected to the same rigid inspection.
Let Us Have More
Material Specifications
THE practice of purchasing railway materials and
supplies on accurate and practical specifications is
becoming more and more extensive. The standing com-
mittees of the American Electric Railway Engineering
Association presented at the recent convention a number
of such specifications which were approved. Every
encouragement should be given to the committees to
prepare and increase the number of such specifications
which can be adopted as standard.
One way that railways can reduce costs is by using
better materia! for making repairs. It costs no more
to apply good material than poor, and when the latter
fails in service additional material must be purchased,
and the labor cost of one application and removal is
lost. This adds to the maintenance cost and, in addi-
tion, the increased number of failures and delays in
service will cost the company much in the loss of good
will from its patrons.
Another advantage arising from the use of specifica-
tions is that railway companies are enabled to go into
the open market for material and thus profit by trade
competition and also have a greater variety from which
to select. Manufacturers in general prefer to furnish
material to intelligently drawn specifications, as they
know in advance exactly what requirements are expected
and can supply materials that will prove satisfactory.
During the war it was frequently necessary to use
inferior materials in order to keep equipment running,
but now this practice should be discontinued.
To obtain the minimum maintenance cost consistent
with safe, clean and reliable service requires close fol-
lowing of every detail that goes into the equipment.
Whether or not material is standing up in service and
producing the desired results can be best determined by
a periodical checking of the amount ordered, the amount
on hand and the amount used. It always pays in the
end to purchase durable material, owing to the reduced
maintenance and operating costs. No matter how cheap
the first cost may be, any material requiring frequent
repair, patching or renewal is expensive.
Editorial reproduced from the October 22d. 1921
Issue of Electric Railway Journal.
We Have The Knowledge, The Experience, The Material and The Equip-
ment to serve you.
Westinghouse Electric & Manufacturing Company
, East PitUburgh, Pa.
Westinghouse
iii^*
Vol. 58, No. 20
New York, November 12, 1921
Pages 849-888
Electric Railway
Journal
Henry W. Blake and Harold V. Bozell, Editors
Henry H. Nwaus, Managing-Editor
Contents
Dead Mileage Saving to Pay for New Storage Facilities
Flexible track layout and tipple for loading sand and coal at new car yard of
the Northern Ohio Traction & Light Company in Akron are of special interest.
Small carhouse provided for inspection and washing Page 852
Special Snow-Fighting Equipment
The Milwaukee Company makes a substantial reduction in the cost of removing
snow from streets. Heavy wing flow built for clearing highway in emergency
situation. Description of the methods employed to continue operation without
interruption after heavy snowfall Page 857
Trackless Trolleys at Work Abroad — First Article
What kind of service is now given by trackless trolley and at what cost?
First-hand data on several of the most important installations are presented
by Walter Jackson, together with comparisons against American estimates.
Bradford and Leeds are discussed in this article Page 859
Editorials 849
Influence of American Electrification
Practice 855
Automotive Industry Appraisal of Traction
Men 856
Automatic Control for Rail-less Car 863
100 PER Cent One-Man Operation Successful 864
Road Test on Long Bus Run 864
Electrical Transmission vs. Coal By Rail. . 864
Dixie Terminal Opened 865
Abe the Trolleys the Only Practical
System of Transportation 866
Motor Truck vs. Railroads 867
Toronto Railway Puts on Buses 867
Status of Employees on Strike 868
Equipment and Its Maintenance 869
Commissioners Recommend Private Owner-
ship 871
Amortization of Discount on New Securities 872
Handling Employees' Claims 873
The Genteel Faker 874
Effect of the One-Man Car on Traffic
Hazard 875
News op the Electric Railways 876
Financial and Corporate 880
Traffic and Transportation 882
Personal Mention 886
Manufactures and the Markets 887
McGRAW-HILL COMPANY, INC., Tenth Ave. at 36th St., NEW YORK
JAHRS H. HcORAW, President
ABTHUR J. BALDWIN. Viee-President
J MALCOLM MUIB. Vice-President
EDWARD D. CONKLIN. Vice-President
JAMES H. McORAW. JR.. Secy, and Treaanrer
Cable Address "MachiniBt, N. T."
Publishers also of
WASHINGTON, D. C, Colorado Building
CHICAGO. l.'iTO Old Colony Building
PHILADELPHIA. Real Estate Trust Building
CLEVELAND. Leader-News Building
ST. LOUIS. 713 star Building
SAN FRANCISCO. Rialto Building
LONDON, B. C . 6 Bouverio St.
BUENOS AIRES, Florida 587
Electrical World American Machinist
Engineering and Mining Journal
Electrical Merchandising
Journal of Electricity and Western Industry
Chemical and Metallurgical Engineering
Engineering News-Record
Ingenleria Internacional
Power
Member Audit Bureau of Circulations.
Member Associated Business Papers. Inc.
Coal Age
The annual subscription rate is $4. Bztr* lona
postage west of the Mlsstssippt. and in Alaska,
H.awaii. the Philippines. Porto Rioo. Canal Zone
Cuba, Mexico. Honduras, Nicaragua. Dominican
Republic. Salvador. Peru. Colombia, Bollrla and
Shanghai, China, 50 cents. Extra postage in
Canada. JI. 50 Extra foreign postage (3 (total
S7. or 2!) shillings). Single copy 30 cents.
Change of Address — When change of address is
'"dered the new and the old address must be given
- utice must be received at least ten days before'
the change takes place.
Copyright. 1921, by McGraw-Hill Company, Inc.
Published weekly. Entered as aecond-daaa mat-
ter, June 23, 1908. at the Post Office, at New
York, under the Act of Mareh 3. 1879.
Circulation of this issue, 6,000
Advertising Index — Alphabetical, 36; Classified, 32, 34; Searchlight Section, 31
Electric Railway Journal
November 12, 1921
iiiiiniliiiiiillilliiiiiiiiiiiiiiiiiiiiiiiiiiiMiniiininiiiiiiMiiMiiitiiiMifimiitiiiiiiiiiiitiiiiiiiiiiiimR:
REDUCE EXPENSES
What
Mr. Shonts
Said in 1911
In an interview with a reporter for
the New York Tribune, August
13, 1911, the late Mr. Shonts,
then president of the Interborough
Rapid Transit Company, said:
"When our first ten-car trains were
planned, we found that an auto-
matic coupler, which Mr. West-
inghouse had developed about ten
years before, was just what we
needed, and we adopted his
coupler, which not only saves time,
but increases the safety of the
traveling public. Of course, the
public seldom thinks of such things
as this, but we railroad men have
to think about them and use them."
WESTINGHOUSE "Tight Lock"
Automatic Car, Air and Electric
Couplers (furnished in designs suitable
for both light and heavy traction service),
contribute to lower operating costs by —
(a) Eliminating time ordinarily lost in manual
coupling of cars, air lines and electric connec-
tions when making up trains at terminals, or in
coupling and uncoupling cars while trains are
en route.
(b) Preventing friction between coupler faces,
thus minimizing wear from that source and
making for the utmost economy with respect
to maintenance.
(c) Rendering use of air hose unnecessary.
(d) Virtually eliminating cost of maintaining
electric jumpers, expense of carrying extra
jumpers, and time lost hunting jumpers to com-
plete preparations during train makeup.
SEND FOR A COPY OF OUR
NEW DESCRIPTIVE CATALOG
UNIT T.2029.
WESTINGHOUSE TRACTION BrAKE Co,
Qeneral Office and Works, Wilmerding, Pa.
ATLANTA
CHICAGO
BOSTON
DENVER. COL
COLUMBUS, O
MEXICO CITY
HOUSTON. TEX.
NEW YORK
PITTSBURGH
SAN FRANCISCO
ST. LOUIS, MO.
SEATTLE. WASH.
ST. PAUL. MINN.
LOS ANGELES
SAWT LAKE CITY
WASHINGTON
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November 12, 1921
Electric Railway Journal
One of the SO double-truck units recently converted into
Safety Cars by the Denver Tramway Company, Denver, Col.
<■ f
SAFETY DEVICES MAKE
A SAFETY CAR
THIS was again emphasized when the A.E.R.A. Committee on
Safety Car Operation wrote into its 1921 report:
"The committee suggests the uniform use of the term 'Safety
Car' to designate all types of car operated by one man and equipped
with adequate safety devices. Cars of older types rebuilt for one-man
operation but lacking adequate safety devices cannot properly be
described as Safety Cars."
Living Up to the Name
Many companies are now finding it expedient to convert their big
cars. These cars can measure up to the accepted Safety Car standard
and render the service for which they are intended only when
equipped with the apparatus which is recognized as an integral part
of' the genuine Safety Car — The Air Brake and Safety Car Control
equipment of the Safety Car Devices Company.
SafetyCar Devices Co.
OF St. Louis, Mo.
Postal and ^legraphic Address:
WllMERDING, Pa.
CHICAGO SAN FRANCISCO NEW YORK ^AVASHINGTON PITTSBURGH
Electric Railway Journal November 12, 1921
^ Jnsurance plus
A Worth While Saving
The service of Marsh & McLennan
eng^ineers results in a direct dollars
and cents saving in insurance cost.
A large eastern corporation, for ex-
ample, was able to reduce its insur-
ance cost from $17.50 per thousand to
$4.30 per thousand, by carrying out
the recommendations of our^engineer-
ing service.
We will be glad to outline this service
to business executives who are inter-
ested in reducing insurance costs.
MARSH & MCLENNAN
175 W.Jackson Blvd. Chicago, 111.
Minneapolis
Denver
San Francisco
Winnipeg
New York
Duluth
Seattle
Montreal
Detroit
Columbus
Cleveland
London
November 12, 1921
Electeic Railway Journal
k_JLv
Establish Your Own Standard
of Light
IMPERIAL
HEADLIGHTS
will meet it economically
You know best how much light your
cars should have. The headlight to sup-
ply that amount of light — economically
— is included in the Crouse-Hinds Im-
perial Line.
Volume of light settled, is first cost all-
important to you? There are good
Imperials that are cheap.
Is ultimate economy your goal?
Then Imperials are certainly your
choice.
All types of Luminous Arc, Carbon'
Arcs and Incandescent Headlights are
included in the Crouse-Hinds Imperial
Line.
Sold exclusively in the U. S. by
The Ohio Brass Company
The
Ohio
Mansfield
Brass c^
OhicUSA.
New York Philadelphia Pittsburgh Charleston. W.Va. Chicago Los Angeles San Francisco Paris, France
Producta: Trolley Maleriol. Rail Bonds. Electric Railway Car Equipment. High Tension Porcelain Insulators. Third Rail lnsul«ter«
8 ElectbicRailwayJournal Novmnher 12, 1921
innniinnminnnniiinnnininiinniniiiniiinriiHiniinnnminniiiiniiiitiuiiiiiiiinniiiniiiiiiiniinnniiniinniiiuranniiniiii nnnnniiiiiiiiiiiiii iiiiiiiiiniinniiinmtiiiiiiin iiiiidi iiiiiiiiiiiiiiiiimuiiiiinimiiiiiiiiinnniinina
To Get More Riders
It's not so much the way you build the track —
It's the way you maintain it I
These equipments have beeri chosen by 439 Companies
in every State and every country of the civilized World
to secure smooth-running track and reduce maintenance
costs.
"AJAX"
Electric Arc Welder
The most modern welder on the market,
designed for the reclamation of rails and
special work at lowest cost. Light, rugged
and simple, it is especially adapted for
the usual track crew organization.
"ATLAS"
Rail Grinder
A low cost economical rotary grinder for
removing surplus metal after building up
joints or special work with "AJAX"
welder. Extremely simple to operate and
maintain.
"UNIVERSAL"
Rotary Track Grinder
An improved rotary grinder with valu-
able features such as a tilting grinding
wheel, large rubber-tired derail wheels,
and three point suspension of grinding
wheel arbor bearing for maximum
stability.
"RECIPROCATING"
Track Grinder
For absolutely removing all traces of cor-
rugation, and for smoothing out joints at
the first signs of "Cupping," there is no
apparatus or method which can supplant
the RECIPROCATING GRINDER.
One or more of these machines should be
in constant service on every road to insure
smooth track at all times.
Order Necessary Equipments Now!
RAILWAY TRACK- WORK COMPANY
3132-48 E. Thompson St., Philadelphia, Pa.
HMiuiiiiiniiiuuiMniiiiiuiuninuiiuiiiMnniuiiiniinimiiuiuiiiiuiiiniuiiiiuiiiiuuuuiiuHuuiiiiiiiniiiiuiniuuinuuuuununnnimniniiiuuiniuiiiiuu
November 12, 1921
Electric Railway Journal
Type RM-96 Golden Glow
Headlight for dash mounting
Type T Golden Glow Headlight, Q-in.
Reflector for city and suburban service.
Type T Golden Glow Headlight, 14-in.
Reflec-or for high speed interurban service.
Made also with 12 in. Reflector
There is a Golden Glow for every
car and every character of service
KEYSTONE
Car Specialties
Check off your wants then write
for complete data sheets
□ Keystone Air Sanders
Z] Keystone Air Valves
n Golden Glow Headlights
□ Illuminated Destination
Signs
□ Keystone Steel Gear
Cases
n Safety Car Lighting
Fixtures
n Keystone Motormen's
Seats
D Faraday Car Signals
[3 Keystone Trolley
Catchers
D Shelby Trolley Poles
□ Samson Cordage
n International Fare Reg-
isters
n Fare Register Fittings
□ Keystone Cord Connec-
tors
n Keystone Rotary Gpngs
n Standard Trolley Harps
n Standard Trolley Wheels
D Automatic Door Signals
n Keystone Trailer Con-
nectors
Type R Golden Glow
Headlights are fitted
with this Type L Focus-
ing Device. Easily
operated with a screw
driver.
^H
When you buy headlights — regardless of type of car and service —
buy the reflectors. For no headlight is a real headlight unless it
has a real reflector.
Golden Glow Reflectors are permanent reflectors. They never
tarnish, and they project a more penetrating and non-blinding beam
of light.
Write for data sheets
Electric Service Supplies Ca
Manufacturer of Railway Material and Electrical Supplie*
PHILADELPHIA NEW YORK CHICAGO
17th and Cambria Street* 50 Church Street Monadnock Bldg.
Branch Offices: Boston, Scranton, Pittsburgh
Canadian Distributors:
L3rman Tube & Supply Co., Ltd., Montreal, Toronto, Winnipeg, Vancouver
10
Electeic Railway Journal
November 12, 1921
Standard Helical Gears
IP
Rounded Teeth
form a ready means
ofj identification
and eliminate sharp
comers.
All ^pVet ting houae Electric S
Mfg. Co. District Offices tire
Sales Representatives in the
United States for the Nuttall
Electric Railufay and Mine
Haulage Products.
November 12, 1921 ElectricRailwayJournal 11
Pneumatize! ««^fl^PS Modernize!
Use the National Pneumatic Line to
make Train Operation Fully
Down to Date
Says G. M. Woods in the Sept. 10, 1921 Electric Railway
Journal:
"The tendency in street railway practice is toward train opera-
tion for heavy traffic."
" . . . .operators who heretofore have consistently favored single-
car operation now feel train operation is the only solution
of their traffic problems."
"Undoubtedly a reduction in the number of units reduces the
congestion."
" . . . .a two-car train will cross a street intersection just as quickly
as a single unit."
Mr. Woods capably develops the argument that multiple unit
train operation is the best kind and that it "rarely will be found
to exceed that of train operation."
Train operation can do so much to increase track capacity that
it pays to use each and every improvement that will put off the
far greater costs of re-routing, street widening and tunneling;
and that will give at once substantial savings in platform and
accident expense with improved collection of fare.
That's why the equipment of suxface car trains with better
*"* motors and control has been and is being accompanied in so
many cities by that group of time-cutters known as the
National Pneumatic Line
Door and Step Control Door and Step Operating Mechanisms
Motorraan's Signal Lights Safety Interlocking Door Control
Multiple Unit Door Control
You need one or more of these specialties whether you are operating cars singly or in
naultiple. Let us co-operate with >ou now to avoid costly changes later.
Manufaeturad in Canada by
Dominion Wheel & Foundriei, Ltd.
Toronto, Ont.
National Pneumatic Company, Inc.
50 Church St., New York Edison Bldg., Chicas*
Works: Rahway, N. J.
12 ElectricRailwayJournal November 12, 1921
A Special Invitation to Subscribers to
Electric Railway Journal
Beginning January, 1922, the McGraw-Hill
Company will publish
BUS
TRANSPORTATION
a monthly section of
Electric Railway Journal
In launching this new publication the McGraw-
Hill Company is actuated by the belief that the
trackless vehicle is destined to play a part of
increasing importance in passenger transpor-
tation ; that men in the electric railway field must
know all there is to know about bus accomplish-
ments and potentialities ; that this subject is such
a broad and vital one that it deserves to be cover-
ed in a journal devoted solely to this one phase of
transportation activities.
Electric Railway Journal readers are assured
that this publication will be a typical McGraw-
Hill Journal — authoritative, comprehensive,
backed in fullest measure by the experiences
and resources of an organization with forty
years of constructive service in the field of pas-
senger transportation.
The mission of this paper is to stabilize and
develop bus transportation wherever and when-
ever it contributes to the welfare of the com-
munity; and to aid in the co-ordination of all
passenger transportation agencies. The passen-
November 12, 1921 ElectricRailwayJournal 18
ger transportation industry can achieve its
maximum strength and usefulness only by seek-
ing and advancing the mutual welfare of all
responsible transportation agencies. It is obvi-
ous, we believe, that the best interests of electric
railways, bus transportation organizations and
the public are identical.
The subscription rate is to be $2 a year, or, in
combination with Electric Railway Journal,
$5, with an additional charge to cover zone post-
age west of the Mississippi, amounting to $.25.
For a limited time only, however, we will include
the Bus Transportation Section as part of
existing Electric Railway Journal subscrip-
tions for the period of their present subscription
term provided the accompanying coupon is
mailed.
Only those subscribers who say that they wish the
new Bus Transportation Section will receive
this monthly supplement as part of their
Electric Railway Journal subscription. This
reservation is necessary to avoid waste and to
make sure that every copy is a useful copy,
rendering a real service to every one who
receives it.
To make sure that your name is on the list to
receive the first issue of this paper, fill in and
mail the coupon — TODAY.
•Fill in and mail this coupon today-
Electric Railway Journal
Tenth Ave. at 36th St., New York
I accept your offer to send me from January 1, 1922, to the end of my present subscription to Electric Railway
Journal your monthly Bus Transportation Section. It is understood that my present Electric Railway Journal subscrip-
tion pays also for this additional service.
Name
Address..
City and State
14
Electric Railway Journal
m
ARMATURE BA
November 12, 1921
BABBITT
Selecting the Right Babbitt
Is Easy When You Know
the Requirements
If you don't know, let us solve the problem. Our labo-
ratory and research department will gladly cooperate
in determining the correct specification.
For electric railway armature bearings no better babbitt
than More-Jones Armature can be devised. This
brand stands supreme — the result of countless tests,
service records and the like, it has proven the acme of
perfection.
V Adopted as standard by a majority of electric railways
because it goes farthest, lasts longest and can be used
over and over again.
TROLLEY WHEELS:
V-K Oitless. M.J Lubricated
HARPS: V-K N on- Arcing
BEARINGS: "Tiger"
Bronze
Axle and Armature
ARMATURE BABBITT
and Similar Products
IMORE-JONES BRASS & METAL GO.
St. Louis Missouri
HOEE-JONES
November 12, 1921
Electric Railway Journal
16
SAVED-
$180,000 in
three months on
Fare Collection
We have yet to learn of the first instance where registering fare boxes
used in connection with the Johnson Fare Box Company's Metal
Tickets under conditions permitting of anything like a fair test,
have failed to result in a distinct increase in the efficiency of fare
collection and a definite saving to the operating company.
As a case in point the clipping from Electric Railway Journal shown
above calls- attention to a representative instance of the success of
registering fare boxes.
An important factor in the success of the Toledo installation was the
use of Johnson Metal Tokens. Why not take the lesson from the
Toledo and dozens of other installations of registering fare boxes and
Johnson Metal Tickets?
Any losses in fare collection due to slack methods or lack of proper
facilities are chargeable directly to management. The full amount
ca.T be collected within a small fraction of one per cent by the instal-
lation of Johnson Fare Boxes and Johnson Metal Tickets.
Johnson Fare Boxes pay regular dividends in the form of substantial
savings. For complete information, write.
If they can do it in Toledo, you can do it
JOHNSON FARE BOX COMPANY
Ravenswood, Chicago, 111.
16
Electric Railway Journal November 12, 1921
—from Electric Railway Journal — Sept. 10, 1921.
Baltimore's New Type Safety Cars
Wider Door Opening, Special Seating Arrangement and
Wider Aisle Than Standard Safety Cars Are Some
Features That Give Very Satisfactory Results
By L. H. Palmer
Assistant to President, United Railways & Electric Company.
Baltimore, Md.
"ORIEF mention
These and other changes in standard safety
car equipment were made by the Baltimore
Company after over a year of testing and
experimenting — BUT we note from the photo-
graph that they still have on the job, good
reliable
H-B LIFE GUARDS
Just as Baltimore sticks to the proven satisfactory safety results
of the H-B Life Guard, so also you will find other manage-
ments carrying them on every type of city car in nearly every
city you visit, both in this country and in foreign lands.
Their performance record is what makes them so popular, and
their remarkably low maintenance cost is what renders them
the most economical life guard on the market.
PROVIDENCE FENDERS
The Providence Fender is still, as always,
the most suitable equipment for ensuring
safety of operation of high speed interurban
cars. Carried high enough to clear all
obstructions — it can be dropped by the
motormen in the smallest fraction of a
second, to pick up any pedestrian who stum-
les in the path of the on-rushing car.
The Consolidated Car Fender Co., Providence, R. I.
General Sales Agent
Wendell & MacDuff ie Co.
61 Broadway, New York
November 12, 1921
Electric Railway Journal
Galena Turbine Oil
The purest of mineral oil, non-emulsifying and absolutely free from acid or
adulterations of any nature.
In turbine lubrication, oil quality is of utmost importance. As the only loss
after installation is due to leakage, slight evaporation and wear, the consideration
of lower prices is a serious mistake. The ultimate cost of cheap turbine oil is
double the cost of Galena.
The test of a good turbine oil ? There is only one — actual service in the turbine.
It is by this practical and convincing test that Galena Turbine Oil has been
specified on the representative properties throughout the entire country — another
proof of Galena Quality.
The exceptional advantages of Galena Service show here at their best. In-
stallation under the supervision of our mechanical experts means that henceforth
et£ciency and economy will mark the operation of this expensive equipment, with
bearing parts protected and preserved by the lasting and ever reliable Galena Oil
film — never yet equalled in satisfactory service.
Galena Service does not promise — but guarantees,
lubricating efficiency!
=
Galena-Signal Oil Gbmpanyi
New York - Franklin. Pa. Chicago
=> and offices in principal cities -
|[|j|ji!]|ijii||i|l[!i[li|i|ii!i|il|
18
Electric Railway Journal
November 12, 1921
Maintenance of "overhead'^ is too important a matter to
permit a weak link at that point in a railway's chain
of service
0" Splicing Ear,
"J" Splicing Ear.
0" Splicing Sleeve.
G-E R-3 Sleeves
are good for hardest service
JOINTS and suspension points in a trolley line
are stronger than the wire itself if the G-E R-3
Sleeve or Ear is used. Tests have proved that
wire at breaking strain invariably parts outside
this device, not in it.
Using standard wedges, this sleeve will firmly
grip and hold a wire worn to half size. Simple in
construction, easily installed, it is ideal for emer-
gency use where "fast but firm" is the slogan.
It fits snugly over the wire, giving the trolley
wheel so smooth a path that the chance of vibra-
tion breaks is slight.
The G-E complete line of ears and sleeves has
withstood the hard knocks of actual service for
years.
General^Electric
General Office
Schenectady. NY.
Company
Sales Offices in
all laige cities
Electric Railway Journal
Consolidation of Street Railway Journal and Electric Railway Review , . . . i
HENRY W.BLAKE and HAKOLD V.BOZELL.Editors HENRY H.NORKIS, Managing Editor i tt- ti.'lA ."..i: :.;'..,
lIAHIiV L.BROWN. Western Editor X.A. BOWERS. Pacific Coast Editor H.S.KNOWLTON.New England Editor C.W.SQDIER.AsstKiate Editor C.W.STOCKS.Assoclate Editor
(:..l,.MAf>IlKRAY.Nf«s Editor . DONALD F.HINE, Editorial Representative I"AIL WOOTON.Washington Representative
Volume 58
New York, Saturday, November 12, 1921
Number 20
Advertise —
And Keep It Up
WITH a product which is on sale twenty-four hours
a day, with public relations never completely
solved, why should not railways adopt and carry out a
continuous advertising program? Is it any wonder, with
the rather sporadic newspaper advertising of most rail-
ways, that the public, when the railway does advertise,
wants to know "what the railway wants to put over
now?"
The psychology of advertising is to keep continually
at it. The public ought to be educated to expect to find
the railway's "ad" in the same place every day, and it
ought to be one of the best parts of the paper, too —
there is "copy" galore. The newspaper reader should
be led to remark, as he does occasionally of the adver-
tising in other lines, "I am watching your advertising."
Advertising for particular purposes, for "direct re-
sults," is sometimes partially successful, but seldom if
ever wholly so. This is particularly true of public
utilities, which seldom desire direct results except when
some controversy is present, when part of the public
already has an opinion and when many, knowing the
railway has a particular object in view, ascribe some
ulterior motive.
It is better to have a public with which the railway
is in constant communication by advertising. By nature
the public is not particularly interested in any railway
company; it is only mildly interested in transportation
— until a failure or an inconvenience occurs. The way
to gain that interest, to divert the thoughts of the pub-
lic to the railway, is to advertise. And the advertising
must be continuous to be effective. As the Electric
Railway Journal has often urged in the past, spend at
least as much in advertising as is received from adver-
tising. ■ ;
Mayor Hylan's Re-election
and New York's Traction
MAYOR HYLAN'S re-election in New York was only
what was expected, after he had made the 5-cent
fare the chief issue in his campaign. It meant nothing
to the average voter that the question of fare cannot
be determined by the Mayor or that Mr. Hylan during
the past four years has made no effort to present a con-
structive plan to settle this question. Throughout, he
has acted merely as an obstructionist. Nevertheless, peo-
ple cannot be expected to become enthusiastic over any
plan which means a higher charge to them for a utility
service, and it is an old dodge of politicians to drag fare
questions into an election campaign. Tom Johnson won
four times on this issue in Cleveland, and then finally
lost because he was obliged to put into practice the ideas
he had been advocating. Detroit and Chicago have
afforded other examples of the same kind of issues. It
is to be regretted that in the New York campaign this
year Mr. Curran, the opposition candidate, did not
declare positively for a just fare, no matter what it
might be, but the results would probably have been
no different. Possibly the New York Times' explana-
tion is pertinent when it says that New York is just
naturally Democratic, and that for this reason a Repub-
lican as a Fusion candidate has little chance . Of elec-
tion unless he is of outstanding ability and high^eivic
reputation. .-,,., „.,.;,
Fortunately the traction situation in New York will
not be settled by the election last Tuesday. The matter
is in the hands of a State commission, and its chairman
has announced that it is going forward with its plan for
hearings, which will begin on Nov. 15. Mayor Hylan
can bluster during the next four years, but there is
every reason to believe that long before this time has
passed the traction situation will be settled in a sane
way.
Of the following, however, there can be no doubt:
The election has shown — with a majority of more than
400,000 — that the companies have a tremendous prob-
lem in public relations ahead of them, even though the
Transit Commission can formulate a definite construc-
tive plan. There is need of the industry's greatest
ability in the line of winning enlightened public interest
and therefrom confidence.
Mayor Wilson's Defeat
and Bridgeport's Traction
IN RATHER sharp and almost paradoxical contrast
to the result of the New York election is that of
Bridgeport, Conn., the scene of the interesting jitney
bus-railway controversy of last year. For ten years
Clifford B. Wilson has been Mayor of Bridgeport.
Transportation has been one of his hobbies. Pis sole
platform plank this year was "more jitneys and. the
return of the 5-cent fare," and on this he was defeated.
This is beyond understanding when compared to New
York, or else the traction issue is less important than
sometimes supposed. Mr. Wilson's opponent. Mayor-
elect Atwater, refused to commit himself to any program
or policy as to fares or jitneys, saying that he could
form no policy until he acquired office and studied the
facts. Yet he was elected. And this from the city
which patronized jitneys till the Connecticut Company
had to suspend service and which has been the principal
petitioner before the State commission requesting a fare
adjustment from the present 10-cent fare! Verily, it
is paradox.
Politics —
and Railways
A COMPLETE exafnination of the relation of trans-
portation issues to mayoralty and other elections on
Tuesday last would show many more interesting and
some enigmatical results.
In Youngstown, Ohio, for example, the mayor-elect
ran on an eccentric platform favoring, among other
things, the abolition of street cars and the adoption of
-unrestricted jitney service. In Detroit, the principal
850
Electbic Railway Joubnal
Vol. 58, No. 20
issue was the traction question, with both candidates
in the non-partisan election favoring municipal owner-
ship but with Mayor Couzens re-elected on his particu-
lar municipal ownership plan. Also in Detroit, other
traction issues, both passed, were the ousting of the
Detroit United and the authorization to purchase track-
less trolleys ! Were it not so serious, the submission of
such questions as the latter to popular vote should pro-
voke the gods to laughter! In Norwalk, Conn., the
defeated candidates ran on a platform of more jitneys
and reduced fares.
When one considers such results as these with those of
New York and Bridgeport, conclusions are hard to draw,
except possibly what has already been mentioned in
these columns. This is that intelligent judgment on
such matters is hard to expect from the public
and that so long as business matters like trans-
portation policies are allowed to be footballs of
politics, the public in the end is the loser through the
resulting impediment to proper development of public
service. There is still a long way for the industry to
go in the education of the public to appreciation of the
Federal Electric Railway Commission's statement that
"The electric railway problem admits of a satisfactory
solution, once the elements that compose it are made
known and the principles of ordinary economic and
business common sense are applied."
"Don't Ride Your Auto to Work"
a National Publicity Program
ONE of the most common comments today is that the
private automobile is the greatest competitor the
railway has. Why not tell these auto users how much
it is costing them, and do it in a national way?
A case comes to mind of a railway engineer who, in
a social evening, asked two of his neighbors to make
estimates of the cost of going to and from work in
their private automobiles. One answered $1.70 and the
other $1.45. His own figures indicated $1.30 (they all
had cars of the same make) . It took no more than the
comparison of these estimates with the knowTi 15 cents
on the street car to make street car riders of these
neighbors.
There are millions — surely many, many thousands —
of such cases, scattered nation wide. A nation-wide
educational campaign should be started to deal with it.
,-Why is this not a fitting duty for the advertising section
tof the association ?
Chicago's Subway
Again Up for Discussion
FOR the wth time, Chicago is taking up a discussion
of subway construction. How serious a discussion
is to be entered into this time remains to be seen, but
the periodic babble has started and most every one in
official circles is getting on the band wagon, whether
or not he is sincerely interested in seeing a subway
built. In fact, there is good reason to believe that a
considerable part of the "city hall" is sincerely inter-
ested in seeing to it that no truly earnest plan is under-
taken, for there are such tremendous political possi-
bilities in bringing some kind of a traction plan includ-
ing subways into the next mayoralty election in 1923 as
the campaign issue.
The present discussion differs from the preceding
ones mainly in the increased size of the traction fund.
This has now accumulated to more than $30,000,000.
This sum is adequate in itself to make a very substan-
tial start on a subway system. And it could be spent
to the very great improvement of the present traction
systems and consequent benefit of the public if spent
for providing facilities for the use of the present ele-
vated and surface line companies, following out the
initial construction program of the plan formulated by
the Chicago Traction and Subway Commission in 1916.
This plan was very comprehensive and one which would
have given Chicago perhaps the best transportation
facilities of any city in the world. It was prepared by
experienced and highly competent engineers at a cost
of $250,000, but received only a superficial consideration
and was then dropped. This plan is available and is still
good; all that is needed is the honest disposition to take
the proposition out of politics and determine to go ahead.
Here Is a Chance to Find Out
What the Trolley Bus Can Do
ASSUMING that the municipal authorities of New
/xYork City will keep accurate records of investment
and operation, including receipts and expenditures, and
will permit them to be made, public, there will soon be
available some valuable and authoritative data on the
actual operating results of trolley bus operation. Such
data will be very welcome material for checking up the
comparative costs of this kind of transportation with
that of the gasoline-driven motor bus and the safety
car. Heretofore, we have been obliged to rely almost
entirely upon more or less hypothetical estimates of
trolley bus costs. There will then be a real opportunity
to judge of the advisability of using the trolley bus in
new territory with infrequent service.
As detailed In the Oct. 15 issue, trackless trolley
service was inaugurated by the municipal authorities
on Oct. 13 on two routes on Staten Island, a borough
of the city of New York. Eight new trolley buses have
been purchased, several of which have just been de-
livered, and a trial trip on Oct. 8 was made the occasion
of a public celebration by the Staten Islanders.
Two routes are operated, one 2.6 miles in length, the
other 4.4 miles. Both routes radiate from the same
junction point with an existing street railway line.
This new service is designed to furnish sorely needed
transportation to communities not hitherto served,
except by sporadic independent automobiles and taxi-
cabs at extortionate rates.
Owing to certain legal restrictions preventing at the
present time the ownership and operation of motorbuses
as a municipal undertaking in New York City, the
officials were practically limited to the use of the trol-
ley bus as an alternative to the construction of a
regular railway line. In other respects, there is
much to point to the motor bus for use in service
of this general nature, if recent estimates of cost
are at all sound. The routes are through sparsely
settled territory, with regular schedules on a rela-
tively infrequent service of twenty minutes, which
provides ample facilities for all the traffic. One of
the principal arguments for the trolley bus seems
absent here. In considering the maintenance of rolling
stock, it is usually assumed that the vehicles will be
cared for in the shops of an existing electric railway,
but in the present instance these cars can only be
brought to the shops of the municipal line by being
towed several miles; consequently, an independent
maintenance organization will have to be established.
November 12, 1921
Electric Railway Journal
851
It is safe to predict that the development and progress
of this new departure in transportation by the city of
New York will be watched with great Interest, not only
by railway operators throughout the country who are
following closely the expansion of rail-less transporta-
tion, but also by the manufacturers of electric railway
rolling stock and the automobile builders.
Bradford and Leeds
Furnish Useful Data
IN CONNECTION with this question of trackless
trolley costs, the figures from Leeds and Bradford,
presented on another page in this issue, are of timely
interest. The figures from the British experiences
should assist in studies being made in this country as
to the possible field, at least from a cost standpoint, for
trackless trolleys in the United States.
This much, however, must be recognized — that cost
of service is only one element in determining the adop-
tion of trackless trolley, motor bus or safety cat*." It' is
not necessary to try to list all other elements, "but it is
worth while always to keep in mind that In comparing
costs on past or present performance, this is oply-one,
factor in the future of any particular problem. "" ' j
Bankers See Better
Times Ahead
AN ENCOURAGING note as regards electric railways
l\. is sounded in the report of the committee on public
service securities, presented at the annual meeting of the
Investment Bankers' Association of America, just con-
cluded in New Orleans. Railway men haye felt for
some time, and have so expressed themselves, that
except for certain isolated cases the industry had
rounded the corner of depression. It is a satisfaction
to hear the same feeling expressed at a meeting of
investment bankers. The report of the committee, it is
true, did not declare that thp^ convalescence period of the
electric railway, industry was over. Many problems
remain yet to be solved. Nevertheless, the report did
point out a number of encouraging facts, such as a
gradual reduction in the cost of materials and labor,
more enlightened public opinion upon the injurious
effect on public service of jitney competition, the merits
of service-at-cost franchises and a better understanding
of utility problems by regulatory bodies.
The report, which was published in last week's issue
of this paper, included also certain warnings by the
committee to utilities. One of these was a plea for con-
servatism in connection with the sale of utility stock
directly to customers. While such sale is highly com-
mended from many points of view, the report declares
that any such stock should be issued under the same con-
servative restrictions which would be demanded if the
issue was to be made through investment bankers. It
should represent actual investment in the property, and
the price should be in line with the current quotations
for securities of a similar class.
It is to be hoped that these injunctions will be heeded.
As yet, comparatively little along this line, certainly
with electric railway securities, has been done. The
plan has many advantages, but any abuse of the prac-
tice is sure to react on the company itself and to some
extent on the industry as a whole. Of course no security,
even of a utility, is immune from business vicissitudes.
Every buyer of securities takes a chance. Nevertheless,
the issuing company should make sure that he has such
a business chance and that the security is worth the
price asked for it before it is put on sale.
The Tax-Exempt Security
an Enemy to Proper Progress
AGAIN the taxation progress in Congress seems to be
l\. in the opposite direction from the overwhelming
public political sentiment, at least as regards the effect
on public service corporations. While the social and
political policy is toward the integrity of private prop-
erty and against public ownership, the fiscal policy
, seems to force public ownership of utilities on the coun-
try. By this is meant that the present tax program
makes it harder and harder for public utilities to get
new capital, thus tending to force the public to provide
the money through municipal and state governments.
This means public ownership, which the public as a
;bQ}iy does not want.
'', With a limitation on earnings, with a graduated in-
come tax still high in surtax rates, with untold millions
of'tax-exempt securities available, there seems slim
'-chance to look to ^ny but the very limited income class
^ to provide new capital, and the savings of this class
have -been shown -to be woefully inadequate for public
utility needs to meet the demands for increased service.
Add to this situation the increased corporation tax, and
even the possible profits which may be put back in the
business are reduced.
Why cannot Congress take some immediate action
with reference to the McFadden-Smoot amendments
which would prevent the issuance of any future tax-
exempt securities? Any move in that direction, even
though time would be required for it to become effective,
would prove to be very beneficial. The government itself
has a good deal of refunding next year and later, and if
Congress would, in refunding, refuse to issue tax-ex-
empt securities, it would be a wonderful benefit to the
country in more ways than one.
This question of tax-exempt securities has more seri-
ous aspects than merely the effect on public utility
growth, though that is serious enough to be startling.
There is almost an orgy of spending by public oflScials
on more or less useless civic buildings, on municipal
and state improvements which are nice but unneces-
sary, on federal "pork bill" improvements, etc.
This is no argument against needed public improve-
ments which can well be financed on the public's credit
without the use of the tax-exempt feature. But the
point is that the tax-exempt security has distorted the
spending of the nation by the reduction of possible con-
structive expenditures by corporations and individuals
and by the increase of expenditures by public bodies.
So long as this country has the graduated income tax,
this security is a menace to the proper investment of
the country's savings.
The present is an opportune time to register disap-
proval of an untoward fiscal policy, even though it may
be impossible to change the present revenue bill. The
utilities, so far as their particular interests are con-
cerned, have been ably represented at Washington by
P. H. Gadsden for the joint committee. But this is not
enough. There must be continuous agitation for the
best revenue policy in order that there be progress and
that ultimately the tax-exempt security may be elimi-
nated.
852
Electric Railway Journal
Vol. 58, No. 20
Dead Mileage Saving to Pay for New Car Storage Facilities
Flexible Track Layout and Tipple for Loading Sand and Coal at New Car Yard of the Northern Ohio
Traction & Light Company in Akron Are of Special Interest — Small Carhouse
Provided for Inspection and Washing
A"
>m4:^"i
}-^:ti
MONG the plans
formulated early in
1920 by the North-
ern Ohio Traction & Light
Company for expanding its
facilities to handle better
the then rapidly increas-
ing traffic of the Akron,
Ohio, city lines, was one
which contemplated the
enlargement of the main
shops by making use of
part of the carhouse adjacent for shop purposes. To do
this would deplete the car storage facilities then avail-
able. Also, the supply of service to the heavy traffic
center of plants 1 and 2 of the Goodyear Tire & Rubber
Company, located well out on the East Market Street
line, involved a rather large amount of dead mileage
each day. Furthermore, there was need for additional
storage and inspection facilities. To meet these several
requirements, therefore, the company decided to build a
new open storage yard and small carhouse at the end of
the East Market Street line in East Akron. The new
facilities are called the Britain car yard and carhouse.
The yard is 857 ft. deep with 309 ft. frontage on Engle-
wood Avenue, over which the East Market Street city
fi
Top Views — Front op New Brittain Car Storage and Carhouse
Showing Overhead Construction, Storage Tracks and
Approach to Tipple. Bottom View, Rear End of Car-
house Showing Tipple and Coal Storage at Left
AND Oil House at Extreme Right
line and the interurban
cars to Canton and Massil-
lon operate. The yard was
laid out to provide open
storage for 160 cars, with
carhouse facilities for in-
specting four cars and
washing four cars simul-
taneously.
Owing to the very de-
cided and sudden slump in
business in Akron, the
storage facilities for only eighty cars were completed
and the rearrangements at the main shops were post-
poned indefinitely. With things so materially changed,
and the traffic and daily car mileage very much reduced,
the expected savings from the new carhouse and storage
will be realized only in part for the present. Under nor-
mal business conditions, however, it was estimated that
the new facilities would reduce the dead mileage some
55,600 car-miles a year, which, if valued at 30 cents a
car-mile, would produce an annual saving for the com-
pany of $16,680.
The cost of the yard and carhouse as estimated in
January, 1920, was approximately $212,000, so that the
saving in dead mileage effected, had the traffic of that
'f-6"Benf emf
-9'-f- -X - ■ Cross Section at B-8
Top Views — Front op New Brittain Car Storage and Carhousections op Sand and Coal Tipple
November 12, 1921
Electric Railway Journal
853
Fulmer Ave.
— -sa.is'
fi9 :ia '.n
-SO'--r-
V
General I.atoitt of New Car Storage Yard in East Akron, Ohio
time continued, would have more than carried the new
investment which also provides additional facilities.
General Layout of the Yard
Of particular interest among the many features of
the yard is the layout of track and general plan. In
the first place all movements of cars in the yard are
entirely separated from the main-line operation, thus
avoiding to a maximum degree any interference with
the regular operation of cars in service, or any de'ay
due to yard derailments. While the new storage yard
is located at the end of one of the city lines, the loop
for this line, which occupies a portion of the front end
of the tract of ground, is built entirely separate from
the storage yard trackage. Aside from the special work
connections with the main line , all of the track and
special work in the yard is of tht open type and hence
easily maintained. Furthermore, the special work and
curves entering the tipple track are so constructed that
standard steam railroad cars with M.C.B. equipment
can be operated over it.
The layout of the tracks provides great flexibility
in the handing of cars in and out of the yard and in
shifting them about the yard for inspection and wash-
ing purposes. The track for the whole yard is laid
out in two parts, only one of which has been built for
the time being. Each part is to be served by a direct
connection to the main line, whence a ladder track
makes possible the placing of a car on any one of the
tracks of the group. All these tracks again converge
into a ladder track and a loop at the rear end of the
property, so that there is almost no movement of cars
that cannot be quickly and expeditiously accomplished.
The special work in every case has been kept of the
simplest form by so placing the switches as to avoid
any overlapping of special work. The overhead work
is of the substantial backbone construction type and
well strung to avoid trolley-off trouble.
Of the nine tracks installed in the yard at the
present time, the first track serves the tipple described
later on, four tracks extend through the carhouse and
the four remaining tracks are available for storage
only.
Ultimately, a second loop at the front end of the
property will be made available by a connection from
the present ladder track to the lead-in track of the
second group of storage tracks. This will be provided
for emergency use in case a car in regular service
should become derailed on the shorter loop. Meantime,
it is possible to loop the cars in an emergency by oper-
ating them through the present storage yard and
around the loop at the rear end of the property, by
Interior of Carhouse Neari.ng Completion Showing Rail
Fastening on Inspection Tracks
Open Pit Co.n'structio.n' and Lateral Bolts for Holding
Rail on Wash Tracks
854
Electric Railway Journal
Vol. 58, No. 20
Floor Plan op the New Brittain Cabhouse
leaving track No. 9 and any other tracks in the yard
open.
The track in the yard is constructed with 80-lb.
A.S.C.E. rail with continuous joints and electrically-
welded bonds, oak ties and cinder ballast. The special
work is all of the iron-bound type with double-tongue
switches having two adjustable connecting rods and
spring ground throws. The first four switches leading
into track No. 1 are designed for standard M.C.B.
flanges to permit the receiving of sand and coal in
carload lots on the tipple. These switches are 13 ft.
6 in. long and have a 150-ft. inside radius, while all
other switches have a 100-ft. inside radius.
Construction of Carhouse
From the accompanying drawing showing the layout
of the new storage yard, it will be noted that the new
carhouse occupies a central position from front to rear
in the yard and that four of the storage tracks pass
through the carhouse. This provides storage space in
front of the carhouse for cars to be inspected or washed
and in the rear of the carhouse for cars that have been
inspected or washed and are again ready for service.
The assignment of cars to tracks upon entering the
yard is directed from the small brick office just inside
the yard, where a car upon entering stops to deposit the
fare box. The carhouse is 130 ft.
long by 75 ft. 9 in. wide with a
second story for offices and train-
men's quarters built over the front
46 ft. Two of the tracks in the car-
house are especially equipped for
inspection work while the other two
tracks have been laid out primarily
for washing. Eight cars can be
simultaneously taken care of inside,
with ample room. An open-type pit
extends practically the full length
of the carhouse in each track. The
concrete floor is laid flush with the
top of the rail for the two wash
tracks, while it is 15 in. below the
top of the rail beside the inspection
tracks. The pits are constructed
with brick piers and concrete beams
underneath the rails. The manner
of fastening the rails to these beams
is of particular interest, and as this is clearly shown
in an accompanying drawing, no description is deemed
necessary.
The building is constructed of red rough-faced
pressed brick, fireproof partitions and wood trestle
supporting the roof. On the main floor a series of
rooms along the east side of the building provide an
office for the carhouse foremen, two storerooms for
supplies, and locker and toilet facilities for men and
women employees engaged in inspecting and washing
cars. An oil room is provided in a small brick building
located just behind the carhouse. The west side of the
building is formed almost entirely of windows. Fenestra
steel sash being used. Four Kinear rolling steel doors
close off each end of the building.
The second story is partitioned off and the walls
sand-finished, providing offices for the train dispatcher,
division superintendent and assistants. There is also
a locker room to accommodate 250 trainmen, shower
bath and toilet facilities, and a large bright club room
for the trainmen. The interior finish throughout the
building is good, but very plain, as is also the exterior
finish. Heating of the building is accomplished with
a Keewanis smokeless boiler and a Warren & Webster
steam heating system. Radiators are installed both
overhead and at the floor level along the west wall
J £ ffl
^^- Brick Cfi/mney
_J1 .
-nhn/nr^j/r/wmi
6rade-
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r^f! » >WW»>>>>lh' Easf Elevation of Cool 8i Sand Tipple
Ctment Floor'
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HARD COAL ST0RA6E
SOFT COAL »
STORME f.
HARD COAL STORAGE
H [«
Ground Floor Plan
WET SANO STORASE " DRY SAND ST0RA6E
jt w Cement F/xrm jj
'jij S ^
•i^ i All piers l-eir-S-foollngi
2;IO'i:S'-0"xlO"High,
9S'-IO"foll'Rhe
T
Optn,
■Corcrel, '(Samk,el Longitudinal 5«tion through Center
floor '.jai Ivi/er
\nKrn floor in
\inain injihlinq
;Op^p
] xBtam -■■^pen-.,^
Top Plan
Construction Details op the Tipple Showing Pier Design, Method of Fastening Rails to Concrete Beams, Cross-section u«-
yr- ^ <Tippl£ and Reinforcing in Concrete Bumper
November 12, 1921
Electric Railway Journal
855
Concrete Bumper and Coal Storage Bins at Rear End of Tipple. Appearance of the Top of the Tipple. The Boiler Room Is
Located in the Small Building Between Tipple and Carhouse. Note Also Large Windows in the Carhouse
beneath the windows, and also one radiator at either
side of each rolling steel door at both ends of the build-
ing. This location of radiators is expected to give par-
ticularly satisfactory heating.
As a steam road connection is available, special facil-
ities have been provided for receiving and handling
sand and coal. These consist of a tipple, extending
alongside the carhouse and adjacent to the boiler
room, and ample storage bins. This tipple is built
with brick walls with concrete piers to support the
track, the details of which are given in an accompany-
ing drawing. The approach to the tipple is over a 9 per
cent grade. The rails on the tipple rest on heavy angle
irons inset in the corner of concrete beams, so that the
top of the rail is practically flush with the top of the
beam.
Storage Bins Beneath Tipple Track
Storage bins for hard coal, soft coal, wet sand and
dry sand are provided in the space underneath this
tipple track and the space between rails on the tipple is
open except over the dry sand storage bin. Material
received in carload lots is, therefore, hauled onto the
tipple and dumped from bottom dump cars directly into
the proper bin. The bin immediately adjacent to the
boiler room and communicating with it has capacity
for iive carloads of soft coal. There is also storage
space for ten cars of hard coal for use in the cars and
five carloads of wet sand. A small room between the
wet sand and dry sand storage bins is to be used as
a sand dryer, a smokestack having been built to serve
the dryer. A top plan view, side elevation, lateral
cross-section and vertical cross-section of this tipple
are shown in an accompanying drawing.
Fire protection for the car yard is afforded by numer-
ous fire hydrants placed at various places about the
property. No sprinkler system was installed in the
carhouse. E. D. Eckroad, engineer maintenance of
way, was responsible for the construction of the new
layout in East Akron.
Influence of American Electrification
Practice
IN THE past whenever the question of electrification
has been taken up the matter of increasing the
capacity of a section of steam railway has probably
been the greater factor, rather than reduction in operat-
ing expenses. Now the high price of coal throughout
the world has brought the latter factor into the greater
prominence.
An item published in Commerce Reports recently says
that in many of the larger countries abroad the heavy
trunk-line electrification projects in the United States
have been very carefully studied and are very fre-
quently referred to by foreign consulting engineers in
their reports, and that in several instances standard
American plans have been adopted practically complete
by engineers advising foreign governments on steam
railway electrification. It is believed that the experience
of American manufacturers in developing reliable heavy
railroad equipment in this country will be of consider-
able help in furthering heavy traction electrification
abroad.
K- ^-g" J
Floor Plan of Offices and Trainmen's
Quarters on Second Floor
Section at B-B
Cross-Section Throu(3h Carhouse with Details of Methods
Used in Fastening Rails
856
Electric Hailway Journal
Vol. 58, No. 20
Automotive Industry Appraisal of
Traction Men
Generally Speaking, the Conservation Traction Interests Are
Held to Regard the Bus as a Competitor Rather than
Ally in Solving Their Transportation Problems
AN ARTICLE recently published in Automotive In-
l\ dustries (Oct. 13, 1921) commented on the attitude
of the traction interests toward the motor bus and the
lack of any comprehensive solution of the problem of
motor bus competition. This was written by Sinclair
Gluck, managing editor of the Commercial Vehicle, and
reflected his views of the recent Atlantic City electric
railway convention, when he stated many of the allu-
sions in speeches to bus competition showed clearly that
members considered it a danger rather than a possible
ally, with no attempt to face the issue directly. Tak-
ing the convention as a whole, Mr. Gluck declared that
the motor bus may be said to have been almost entirely
disregarded as a possible factor in passenger trans-
portation.
in his analysis of the points brought out Mr. Gluck
showed that there were two factions present. On one
side were the conservatives who seemed to regard the
bus as a menace, and nothing more, to their business.
They were greatly in the majority. The other and
more progressive side consisted of but a few men, some
of whom already had actually installed buses to co-
operate with their trolleys. These regarded the bus
not only as a possible but as an actual ally. These
men, however, made no headway against the weight of
opinion ranked against them.
Little Effort to Solve Problem
In the passenger transportation business there is an
organized influential group of men. These include
electric railway interests as well as the manufacturers
of buses and of truck chassis that are more or less
convertible into buses. It is necessary for both of these
important groups to work in a fundamental construc-
tive way to solve many of the transportation problems,
but there was little effort along this line at the con-
vention. Men in the transportation business — men of
vision who look to a better, broader and more satis-
factory market — may have held hopes for such a devel-
opment in this convention, but such hopes were justified
to a very limited extent.
Shcrt-haul passenger transportation work is in a
chaotic state, the article goes on to say, and points
out that here and there, in cities such as New York and
Washington, well organized, efficiently operated motor
bus lines work in conjunction with street car lines to
a greater profit to both and more general satisfaction
to the public. In other cities there are more or less
well-organized bus lines competing with the street cars
at a profit to themselves and at a heavy loss to the
electric lines. In other places jitneys operate on a
shoestring and are cutting down the number of street
car patrons at little profit to themselves. Elsewhere
buses have tried to compete and have failed. The
difference in the outcome has depended upon local
conditions and the efficiency with which each type of
transportation was organized and operated.
There can be no doubt in the mind of the intelligent
transportation observer, however, that there is a field
for short-haul bus operation. And there should be no
doubt in his mind that the bus is to be reckoned with
in that field.
On the whole the conservative traction interests
seemed to concede the best thing to do was to legislate
the bus backward and through publicity «xtoIl the bene-
fits of street car lines both to municipalities and the
general public and to decry buses as undependable,
incapable of handling traffic and unwilling or unable
to stand their share of municipal duties and taxes.
But far more important was the mistaken attitude of
the convention toward the entire problem. After all,
the most economical form of transportation is the one
which should and will survive, The question funda-
mentally is not one of profit for traction companies now
in business and in no hurry to go out of business, but
one of solving the problem of the most economical and
efficient form of transportation in each locality and
under each set of conditions.
Either the street car lines are of real and permanent
value to the communities in which they operate or
they are not. If they are not of permanent value in
their particular communities, the directors and stock-
holders should read the writing on the wall and either
get out of a bad business altogether or adopt the type
of transportation which will solve the problem in their
communities — for if they are not of real and piermanent
value, they will not survive.
The article then goes on to quote extracts from the
remarks of H. B. Flowers, chairman of the association's
committee on trackless transportation, that the track-
less trolley and the motor bus must be conceded a place
in the sun and that more time should be granted the
committee to inquire further into this important sub-
ject. Attention was also directed to the comments of
F. E. Frothingham, J. K. Newman, Edwin Gruhl and
J. P. Barnes on motor bus competition.
Summing up these comments, the writer held that
unorganized jitney buses have done much in many com-
munities to damage the prestige and decrease the profits
of street car lines. If this is the case, properly organ-
ized and efl!iciently operated bus lines will surely do more
damage. And these bus lines are coming. Therefore,
where bus lines are practicable it would seem obvious
that there are only two courses of procedure open for
the street car line in certain cases — either to organize
and operate the inevitable bus lines themselves or go
out of business.
The article closes with arguments for a proper chassis
and body design, the full details of which have not yet
been worked out. It is pointed out that to construct a
chassis which will be idea! for city bus work will mean
much research and designing effort and possibly the
installation of additional machinery to manufacture the
final design. It is but natural that the manufacturers
are reluctant to undertake this work without any knowl-
edge of the extent of the market on which they can
depend for the sale of the ideal vehicle when completed.
For this reason there is a strong inclination on their
part to recommend the use of present standard truck
chassis equipment for buses. But the bus is coming
and with it will come the ideal chassis.
No fewer than 4,000,000 passengers are carried daily
by the Underground Railway Companies in London. An
acceleration of train service has recently been made so
that now during the rush hours 816 cars per hour pass
through Earl's Court, one of the busiest stations. At
the Charing Cross station, which is a stop on three
separate lines, a total of 1,215 cars per hour pass
through during the peak.
November 12, 1921
Electric Railway Journal
857
^ .
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Small Caterpillar Tractor Proves Vert Effective in Cleaning Snow from Downtown Special Trackwork
Special Snow-Fighting Equipment
The Milwaukee Company Makes a Substantial Reduction in the Cost of Removing Snow from Streets —
Heavy Wing Plow Built for Clearing Highway in Emergency Situation — Description of the
Methods Employed to Continue Operation Without Interruption
SUBSTANTIAL savings in the cost of clearing snow
off intersections and off company property have
been made by the Milwaukee Electric Railway &
Light Company by the substitution of small motorized
plows for the laborer with a shovel. Gasoline engine
tractors of two types are proving very effective in this
work. One of the accompanying pictures shows a cater-
pillar tractor made by the Cleveland Tractor Company
clearing away the very heavy snow which surprised
Milwaukee in the storm on April 15, 1921. This cater-
pillar tractor is equipped with a 20-hp. engine and is
used primarily for removing the snow from the special
trackwork at street intersections aLd to clean off the
loading spaces where passengers must stand to board
the street cars. It will remove the snow from a 50-ft.
X 60-ft. intersection and push it over to the side of the
street in ten or fifteen minutes. One man and this
machine will do an amount of work in clearing away
snow equal to that done by at least ten men. Besides
thus economizing on labor costs in clearing a certain
location, it has the advantage of being able to move
quickly from one location to another requiring snow
removal. This machine has been found to be so effective
in this work that the company plans to purchase an-
other one this year. Furthermore, a study is being
started to work out some machine for picking up the
snow after it has been moved over to the curb line by
this tractor and loading it into a truck for hauling it
off the street. If this is accomplished, the familiar
sight of large gangs of men shoveling snow for the car
company after a heavy storm will be seen no more in
Milwaukee.
The plow and raising and lowering device are readily
detached from the tractor, which is employed in various
other ways in the summer. It is used to haul a slusher
for small excavating jobs, for spreading ballast, snak-
ing rails and ties, pulling sections of construction track,
backfilling, etc. It is one of the busiest and handiest
pieces of equipment used by the department of way and
structures of the Milwaukee company.
Another type of motor equipment used for the re-
moval of snow is a Clark truck tractor, also shown in
Three-Wheel Tractor Used for Removin'g Sxow
from Sidewalk
Wing 1*low for Clearing Away Snow on
THE INTERURBAN LINES
858
Electric Railway Journal
Vol. 58, No. 20
an accompanying illustration. This is a three-wheel
truck steered from the rear, enabling the machine to be
turned on a radius of 8 ft. and maneuvered into comers
and cramped places where it is impossible to get any
other machine. This tractor is equipped with a 6-ft.
blade or plow which is raised and lowered by means of
a hand winch. The plow can be set either at right
angles to the direction of travel or at an angle of
60 deg. by simply changing the position of the bolt in
the strut seen at the left of the picture.
In winter this machine is used particularly for clean-
ing snow from the sidewalks along company property,
in front of carhouses, from special trackwork layouts
in the outskirts of the city and such miscellaneous snow
removal jobs. It is equipped with a 25-hp. engine and
will travel 12 m.p.h. in moving between jobs. It is
estimated that it will do work equal to at least eight
men in removing snow from sidewalks.
In summer the plow is removed and a regular hand-
operated dumping body is put on for use in hauling
materials, tools, or anything in connection with con-
struction and maintenance work. In this capacity it
again after the obstruction is passed. This is done by
simply admitting and releasing air in the horizontal
cylinder controlling the position of the wing. This wing
will clear snow from a space 8 ft. outside the track.
To meet a very special condition which was confronted
on account of the very heavy drifting of snow in Janu-
ary, 1920, along the Milwaukee-Racine-Kenosha inter-
urban line and in the main highway to Chicago, which it
parallels, the Milwaukee company developed a very
unique side-wing plow to be used in conjunction with
the car just described. Heavy snow storms and wind
had resulted in very heavy drifting which made the
highway and the interurban line impassable. After the
company had cleared the track, motcn- trucks and vari-
ous other vehicles began driving in the track, as it was
the only place they could go, and became stalled and so
interfered with the operation of the cars that the rev-
enue from the line was almost completely lost. Appeal
to the county and highway authorities to clear the high-
ways in order to remove the necessity for driving on
the tracks resulted in the employment of a number of
men with shovels to attack the problem, but because of
AT Left, Clearing the Highway to Keep Traffic Off the Interurban Tracks, Showing Folding Wing Plow in Operating
Position, Followed by Heavy Special Plow Projecting Out Into thb Highway. At Right, Folding Side
Wing Snow Plow Controlled by Three .\ir Cylinders
will do the work of two or three teams, and forms an
outfit that the track department has found almost indis-
pensable. The company has two of these Clark tractors.
An accompanying picture shows a special wing plow
constructed by the Milwaukee Electric Railway & Light
Company, for removing snow on the interurban lines.
In addition to the nose plow, this car is equipped with
a unique wing plow for moving the snow back away
from the track. The two sections of this wing plow
are hinged together at one end, with the opposite ends
supported in vertical steel slides and connected to the
piston of an air cylinder mounted on top of each sup-
port. By admitting or releasing air from these two
cylinders, the blades of the plow are raised or lowered.
One of these vertical slides is attached to a carriage
which is free to slide longitudinally on the floor of the
car, its position being controlled by a third air cylinder.
When this carriage is pulled toward the middle of the
car, the two vertical slides are brought closer together
and the two sections of the plow fold out from the side
of the car forming the triangular wing plow. When this
snow plow is in use, as an obstruction is approached, the
wing is simply pulled back straightening into a position
parallel with the side of the car and then forced out
the enormous accumulation of snow, the headway made
was insignificant.
In order to get cars operating, therefore, the Mil-
waukee Electric Railway & Light Company jumped in
and built almost over night a very heavy plow wjiich
was attached to the side of a flat car by means of heavy
steel framework. This flat car was then coupled behind
two motor cars and a steel cable connected from the plow
to the forward motor car to take up part of the enor-
mous thrust to which the plow subjected the car to which
it was attached. With the help of the folding wing
plow described above, which went ahead, followed by
this special plow, of which an illustration is shown, it
was possible to clear the packed, heavy snow out of the
road for a distance of 16 ft. out from the track. With
the road thus opened up, motor trucks were not forced
to travel on the track.
Since this experience, Milwaukee and Racine Coun-
ties have co-operated with the traction company to in-
stall a large number of snow fences at open points, to
prevent the snow from drifting into the road. Hence
there will probably not be much need in the future for
this unusual plow, which will be appreciated by the
company, as it was very hard on track and equipment.
November 12, 1921
Electric Railway Journal
859
Trackless Trolleys at Work Abroad
What Kind of Service Is Now Given by Trackless Trolleys and at What Cost? — First-Hand Data on
Several of the Most Important Installations Are Presented, Together with Comparisons
Against American Estimates — Bradford and Leeds Discussed in This Article
By Waltek Jackson
Consultant, Mount Vernon, N. Y.
DURING the sprinj? and summer of 1921 consider-
able time was spent in Europe making detailed
studies of trackless trolley operation, as American
manufacturers were preparing to take up this form of
transportation in a serious way. Indeed, since then an
experimental installation has been made at Richmond,
Va.,* and the first installation for regular service
has been made on Staten Island, in New York.t while
several more, like Detroit, are in the offing. The sub-
ject, therefore, is timely; and as most of the foreign
installations are not radically different in engineering
■details, the experience gained in their operation may be
"helpful to American operators.
As a matter of courtesy to the managers who have
■so frankly stated their experiences, this article will
refrain from extended comments and will deal only
■with the individual situations as found, except for
■occasional comparisons of actual British with esti-
mated American costs.
Variety op Installations Chosen
From a technical standpoint, it was desirable to con-
fine the study of trackless trolleys to that type which
has some form of under-running current collector and
standard trolley construction. The only over-running
or carriage collector type system examined was the
Mercedes-Stoll system at Vienna, where the nearness of
the manufacturer made it fair to assume that the in-
stallation was being operated under itore favorable con-
ditions than the older, like-style (Cedes) installations
in Great Britain.
Visits were made to Leeds and Bradford in England
as representing places of considerable experience in
the co-ordination of rails and rubber tires; to Tees-
side, as representing the largest all-trackless under-
taking, and to York, as representing the latest avail-
able installation.
Bradford and Leeds the Pioneers — Recent Costs
The Bradford Corporation Tramways, which serves a
population of 370,000, started its first trackless trolley
•on June 24, 1911. This installation was over a 1.25-mile
connection between two track routes in a thickly-popu-
lated district. The present routes total 9.5 miles and
are made up of the extension of a track route, of a
half loop tying six track routes together and of a purely
independent route from the center of the city along
Canal Road to Frizinghall; in short, each route meets
a different situation. Topographically, the situation is
not favorable. The older parts of Bradford lie in
a trough, so that grades of 6 per cent and even more
have to be negotiated. Canal Road is the most favored,
being both level and smooth-paved. The paving is
usually a granite block, kept in better condition than
similar paving in many American cities, but never-
- Tramways of the Bradford Corporatigft.
-P/oposed Tramway Extensions.
-Tramways of other Authorities.
-Boundary of the City of Bradford.
— — Raiiless Trolley Routes.
-Proposed Raiiless Trolley Routes.
The Co-ordinated Transport Routes of Bradford, England
RaU-leKH Routes
Canal Road, from Forster Square to Frizing-
hall, including loop around Galsby Lane, etc. 2 miles 1232 yards
Cleckheaton Road, from Odsal Top to Oaken-
shaw 1 mile 1122 yards
Killing^hall Road, from Leeds Road to Bolton
Road , 2 miles 242 yards
Rooley Lane, from Bankfoot to Wakefield
Road 1 mile 1231 yards
Sticker Lane, from Wakefield Road to Leeds
Road 1 mile 552 yards
•June 25. 1921, Electric Railway Journal.
tOct. 15, 1921, Electric Railway Journal.
Total 9 miles 859 yards
Note: Ministry of Transport in 1921 refused permission to run
double-deck trackless buses in excess of 5 long tons on Eccleshill,
Idle and Thackley (present track) sections.
theless not the sort of paving conducive to minimum
energy use. There are sections, however, where tar
macadam or other smooth paving has been introduced.
The rolling stock comprised seventeen single-deck,
twenty-eight-seat two-man buses and one double-deck
fifty-one-seat two-man bus. Owing to the excessive
platform costs, R. H. Wilkinson, general manager, who
designed the double-decker, has also made plans for a
thirty-seat one-man single-decker to be 21 ft. 9 in.
over all with a wheelbase of 156 in., and for a six-wheel
double-decker, the latter now being under way. Before
discussing the new double-decker it may be well to give
some costs which are based almost entirely upon the
operation of the seventeen twenty-eight-seat single-
deckers, whose loaded weight must not exceed 11,200 lb.
(5 long tons) and whose propelling equipment consists
of two 20-hp. motors.
860
Electric Railway Journal
Vol. 58, No. 20
In converting the financial figures into American
money values, exactness is impossible because of the
fluctuating rate of exchange. However, the matter is
simplified by assuming the penny (d.) to be worth 2
cents. On this basis it will be observed that the oper-
ating cost was 41.2 cents against an income of 26.4
cents per bus-mile. It would not be fair, however, to
cast discredit upon the trolley bus because of this low
earning power for the reason that it is now only
used in the poorer traffic territory where a trackway
would have even heavier losses. This is indicated by the
TABLE I— BRADFORD TROLLEY BUS REVENUE.S AND COSTS,
YEAR ENDED MARCH 31. 1921
Traffic revenue £21,384
Traffic revenue per bu»-mile 1 3 , 2d
Bus-miles operated 387, 543
Average bus-miles per day per bus 118
Average schedule speed, miles per hour 7.7
Total kilowatt-hours for operation 470,427
Kilowatt-hours per bus-mfle 1.213
Passengers carried 3,437.803
Average traffic revenue per bus-hour ..*...,... Ss. 5. 75d
Power cost per bus-mile i 1 . 82d
Total operating expenses per buft-mile 20. 6d
fact that the average earnings per trolley car-mile in
the same year were 54.2 cents. The operating expenses
per car-mile approximated 49.3 cents, but were less per
seat-mile, since the usual Bradford trolley car is a
double-decker.
The schedule speed of 7.7 m.p.h. with a twenty-eight-
seat bus is based upon an average of six stops per mile.
Energy for propulsion and lighting alone (no heat-
ing) averaged 1.213 kw.-hr. per bus-mile and as the
cost was 3.64 cents, the cost per kilowatt-hour was
3 cents (1.5d) at the bus. The platform cost was
14.2 cents per bus-mile. Reduction of total operating
expense in this direction, through one-man operation,
with vehicles of improved design, is placed by Mr. Wil-
kinson at 8 to 12 cents. As the operating expense for
the 1921 fiscal year was 41.2 cents, the later type, if it
saved say 11.2 cents, would bring the estimated cost of
operation of a thirty-seat vehicle down to 30 cents per
bus-mile. This cost is in itself an estimate but is
based upon ten years' experience as compared with the
advance cost estimate of 19 cents per bus-mile operat-
ing expense for a thirty-seat American 10,000-lb. light
bus made by J. C. Thirlwall in his study : "The Urban
Transportation Field Analyzed," Electric Railway
Journal, Oct. 1, 1921. Table II shows the detail costs
for the year ended March 31, 1921. It also shows the
standard form of accounts used at Bradford and else-
where to arrive at the cost of service rendered by the
trackless trolley.
The foregoing statement does not cover investment
charges. As of March 31, 1921, the capital account
shows £13,866 for electrical equipment of routes and
£16,987 for trolley buses. This is equivalent to £1,460
per mile of four-wire construction and to £999 per bus.
Mr. Wilkinson is allowing for a useful life of fifteen
years on future buses built to street car standards.
The present buses purchased in 1911-1912, he says, have
outlived their usefulness. In connection with the indi-
vidual items in the operating account presented, it
should be stated that the trackless buses are charged
their prorata for such general items as superintend-
ence, general officers, administration, etc. The insur-
ance charges are actually lower. Mr. Thirlwall's Table
III covers only four headings in all, so that comparisons
cannot well be made except that his 0.7 cent for "main-
tenance of way and structure" is less than the 1.258
cents shown in Table II, under the headings of "con-
tributions to maintenance of roads" ' and "electrical
equipment" (referring to overhead line). Up to this
year (preceding the roads bill with tax based on seat-
ing capacity) the buses were charged 0.75 cent per
mile run for road maintenance. Mr. Thirlwall's "power"
charge of 2.3 cents is based upon an energy consump-
tion of but 1 kw.-hr. per bus-mile and a delivered cost
of 1.5 cents per kilowatt-hour, whereas the Bradford
power cost of the fiscal year ended March 31, 1921, was
3.64 cents based upon an energy consumption of 1.2
kw.-hr. per bus-mile without heating and a co.st of 3
cents per kilowatt-hour. It will be seen later, however,
that the newest bus does better in ratio to weight.
The greatest divergence lies in maintenance of equip-
ment, to which Mr. Thirlwall has assigned 4 cents per
bus-mile whereas Bradford's 1921 figure shows 13.4
cents per bus-mile without allowance for minor charges
like "buildings and fixtures" and "workshop tools and
sundry plant." Part but not all of this difference is
due to age.
One strong reason for a lower operating expense as
regards labor would appear to be the higher output in
bus-miles per hour figured by Mr. Thirlwall, namely,
10 m.p.h. as against Bradford's 7.7 m.p.h. However, the
experience of operators on the thin-traffic routes for
which either gasoline or trolley buses are used is that
one has a toss-up between higher running speeds or
longer layovers. In either case, bus-hours have to be
paid for whether the vehicles are running or not.
Double-Decker Cuts Trackless Costs
Mr. Wilkinson is so enthusiastic for rail-less electric
operation, as against the trackway, that he has figured
it would actually pay to use the trolley bus for service
in any density of traffic whatsoever, assuming that the
June, 1921, estimates of £22,000 a mile for single and
£46,000 a mile for double track in paving still hold.
To give fair scope to the trackless bus for heavier serv-
TABLE II— detail of OPERATING COSTS OF BRADFORD
CORPORATION TRACKLESS TROLLEYS FOR YEAR ENDED
MARCH 31, 1921
Traffic Expenses
In Fence per
Bus-Mile
Superintendence 0. 043
Wages motormen and conductors 7 . 1 06
Wages of other traffic employees 0.311
Cleaning and oiling buses 0. 849
Fuel, light and water for depots 0 . 1 99
Ticket check (tickets, inspection, etc.) 0. 441
Uniforms and badges (furnished free) 0. 298
Miscellaneous 0. 171
Licenses 0. 200
9.618
General Expenses.
Salaries of general officers and staiT 0. 454
Administration and establishment expense 0. 028
Store expenses 0. 076
Rates and taxes "' ISn
Printing and stationery 0. 090
Fuel, light and water for offices. . ._ 0. 026
Accident insurance and compensations 0.125
Fire and other insurance 0 . 009
Miscellaneous 0 . 1 28
1.345
General Repairs and Maintenance
Contribution to maintenance of roads 0. 280
Electrical equipment (overhead line) 0. 349
Buildings and fixtures 0 . 238
Workshop tools and sundry plant 0. 202
Trackless cars 6.718
Power Expense
Cost of current at 1.5d per kilowatt-hour 1 .821 1 .821
Total working expense 20. 571
ice it is, of course, necessary to raise its capacity. This
he has already achieved in part through the construc-
tion of a fifty-one-seat double-decker, and there is also
under way a six-wheel double-decker seating fifty-seven
people. "The six-wheel construction is required to meet
government regulations as to permissible weight per
November 12, 1921
Electric Railway Journal
861
axle. The standard surface trolley car seats sixty pas-
sengers.
The fifty-one-seat double-deck trolley bus was placed
in service on Nov. 6, 1920, and up to March 31, 1921, it
had run 15,453 miles at an average energy consumption
of 1.685 kw.-hr. per mile. The weight of this bus was
given as 16,576 lb. (7 tons, 8 cwt.). The bus is run
over a variety of paving including granite block and tar
macadam. It is equipped with solid tires renewed on
a contract basis of 1.5 cents per mile. The original
tires were changed after running 21,000 miles.
The bus is equipped with a single 40-hp. motor which
has a double-reduction chain drive to the rear axle
equipped with the usual differential burlev
gear. For routes having grades, the
management would use a 60-hp. motor.
This method of drive sets up th^
body so high that it is not possible
to stand upright on the upper deck within
Bradford's clearance limitations. In the six-
wheel bus, however, the floor is 7J in. lower.
This gives three risers from ground, viz.,
11 in., 11 in. and 10 in. The springs are underslung
instead of being supported over the axle boxes. The
objection offered to the gear and pinion drive is that the
roads are not smooth enough. The chain drive used is
not incased and therefore is subject to grit and dirt, but
this has not proved a serious matter. The buses also
have a sliding shoe for making rail contact when the bus
is operated over a single-positive trolley wire route. This
shoe, which is located in front of the bus, also acts as a
fog guide.
So far as general construction is concerned, this is
really a Bradford car on rubber instead of on steel
tires, and much is hoped from it in the way of lower
upkeep costs. A ride is not very different from one on
the solidly-built cars of this system.
General Notes on BRAnpoRD
"The trolley, which may be said to be the critical
feature, works admirably. It has been tested at very
high speeds . . . and it gave no trouble whatever,"
are phrases from a description of the first Bradford
installation in 1911. Apparently, Mr. Wilkinson does
not agree, for he has since replaced the swiveling type
trolley wheel by a cast-iron shoe of his own invention.
This shoe, shown in an accompanying illustration, is
provided with a lubricating groove to decrease wear on
the wires. In case this sliding shoe strikes an obstruc-
tion it will fall back to avoid fouling. A pull on a cord
attached to the collector suffices to restore the shoe to
the wire. Stops on the shoe likewise prevent it from
swiveling beyond a predetermined point. Besides hold-
ing to the wire better, the Wilkinson shoe is lighter and
costs less to operate than the usual 5-in. wheels.
The danger of collision in fog has been minimized by
the use of an indicator which shows the bus operator
in feet how far he is off center. This device, which
indicates as much as 14 ft., is also one of the general
manager's inventions.
It is noteworthy that whereas the twenty-eight-seat
buses cost £999 each to March 31, 1921, the pro-
posed one-man thirty-seat bus was figui-ed at from
£1,700 to £1,800. On an exchange basis of $4 to the
pound, this gives either $6,800 or $7,200, showing how
close British and American costs run at this time. As
a matter of fact, if the British bus were upholstered
as expensively as the American vehicles, the cost would
run up to £2,000. The original investment cost of
£1,460 per mile of route has advanced to £4,500 for
overhead system plus £6,000 for feeder cables or a total
of £10,500 per mile. This presents an interesting
contrast to Mr. Wilkinson's estimates for the overhead
and feeders per mile in case of rail installations for
the same locations. In the case of double-track rail
lines the overhead with but single trolley would cost
£4,000, while the availability of a rail return would
bring the cost of feeder cables down to £3,800. On the
assumption that double track would cost £53,800 in all
(£46,000 for rail and paving, £4,000 for overhead and
£3,800 for feeders) against £10,500 for trackless trolley,
In Leeds the Motor Brs, the Trolley Bus and the Trolley
Car All Have a Place in Passenger Transportation Service
Mr. Wilkinson figures out that even a two-minute head-
way would be handled more cheaply with trolley buses
than with cars.
At a conference of British executives, some excep-
tion was taken to the range of the track figures, but
Mr. Wilkinson stood firmly on the ground of his own
experience in building and operating high-class paved
track. At any rate, it is obvious that Bradford must
be fairly well satisfied with the reliability of the trolley
bus since it is willing to extend its use to heavy routes
whether for new lines or the changeover of existing
lines where the rails have been worn out.
Front Drive Introduced at Leeds
The Leeds Corporation Tramways, which serves a
population of 542,000, was co-pioneer with its neighbor
Bradford, inasmuch as it also opened its first route
(3.7 miles) on June 24, 1911. Today a total of 8.8
miles is in operation over thin-traffic routes. Some of
the original buses were equipped with a single 28-hp.
motor, but later specifications call for two 23-hp. motors.
Both types seat twenty-eight passengers. In the two
862
Electric Railway Journal
Vol. 58, No. 20
classes of motor buses, as installed, each motor drives
one rear wheel through a double-reduction worm and
chain gearing. Within the last year or so, J. B. Hamil-
ton, general manager, and J. S. Hamilton, assistant
chief engineer, have been trying a front drive in order
to reduce energy consumption, improve adhesion and
also obtain a lower rear entrance. One motor is mounted
forward and the other motor is mounted behind the
front axle. Each front wheel is driven by one motor
through an intermediate spur gearing. By July, 1921,
^
<
I.
■
1^
jj
Double-Deck Type of Trollet Bus Operated by Bradford
City Tramways
some eighteen months' experience had been obtained
through the trial of this drive on an old bus. It has
since then been put on a new bus carrying two 23-hp.
motors.
As at Bradford, the original Parliamentary restric-
tion against double-deck trolley buses has stood in the
way of their earlier use. It is now possible, however,
to go ahead in this direction. Leeds is doing so by
designing a fifty-five-seat vehicle. Up to the present
time, the trolley bus routes of Leeds have not served
any heavy trafiic, but with double-deckers it will be
feasible to replace the Whitehall Road trolley car route
now operated with thirty-seat single-deck cars. At
present, the trolley bus to Famley makes use of this
trackway for about 0.75 miles from the city center.
When the track in this densely-traveled section is re-
moved or covered over with 3 in. of tar macadam it
will be feasible to install a trolley bus turnback to take
care of the short-haul traffic now handled by the trolley
cars. The corporation also intends to build a trolley
bus route to serve the Morley football grounds, using
high capacity buses.
On that part of the line where operation is over the
trackway the negative trolley of the buses is put out
of action. The buses take power from the positive wire
and use a skate hinged at the rear of the bus to complete
the circuit. By means of the hinge the skate can be
raised or lowered to make the necessary rail contact.
The original Leeds bus bodies as purchased were of
the front entrance and exit type. The home-built bodies
introduced about 1914 have service doors at both front
and rear. The twenty-eight-seat body and chassis
weighs approximately 10,000 lb. The maximum speed
of these vehicles is 15 m.p.h. and a schedule speed of
8 m.p.h. is maintained. There is no regulated number
of stops per mile. This is impossible considering the
nature of much of the districts served. As headways
vary from twenty to thirty minutes, it is clear that a
higher schedule speed would simply mean longer lay-
overs.
Somewhat Lower Operating Costs at Leeds
It has been shown that the Bradford operating ex-
penses were 41.2 cents for the fiscal year ended March
31, 1921. The Leeds cost is on a similar basis for the
same year and is 28.5 cents. A comparison of the items
charged against trolley bus operation in each case is
presented in Table III.
The chief differences between the Bradford and
Leeds accounting lies in the fact that certain general
items at Leeds have not been prorated apparently
against the trolley bus, possibly because the Leeds
trolley bus mileage was but 195,401 against 9,981.473
car-miles, whereas Bradford ran 387,543 trolley bus-
miles against 5,959,861 car-miles. The sum of the
items termed "superintendence," "wages of other traf-
fic employees," "salaries of general officers and staff,"
"stores expenses," "printing and stationery" and "fuel,
light and water for offices" shown in the rail car column
amounts to 0.912d. or 1.8 cents. Adding this to the
total cost of 28.5 cents (14.25d.) would make the
Leeds operating cost come to 30.3 cents as against
41.2 cents shown for Bradford.
Examination of the Leeds figures in detail showa
there the principal factors for this difference of 10.9^
cents per bus-mile lie. Leeds "wages of motormen and
conductors" were but 9 cents (4.505d.) against Brad-
ford's 14.2 cents (7.106d.) charge. This is accounted
for in part by the fact that the Leeds buses are served
by a man and boy instead of by two men at full pay.
Table III also shows that platform expense on Leeds rail
cars was 11.8 cents (5.9d.) while that on the buses was
but 9 cents (4.505d.) .
Power expense in Bradford was 3.64 cents (1.82d.)
TABLE III— VARIATIONS IN RAIL AND TROLLEY BUS OPERATING
COSTS AT LEEDS IN PENCE PER VEHICLE-MILE— •
YEAR ENDING MARCH 31, 1921
Traffic Expenses „
Trolley Bus Rail Car
Superintendence None ? iSn
Wages motormen and conductors 4 . 505 5 . 900
Wages of other traffic employees None " ' a$1
Cleaning and oiling vehicles 0. 828 1 . 046
Cleaning, salting and sandingtrack None "■sxi
Fuel, light and water for depots 0. 197 ''•9;?
Ticket check 0.087 0.448
Uniforms and badges 0. 175 S' iit
Licenses (miscellaneous) 0. 147 0. 143
Total traffic eipenses 5.939 8.581
General Repairs and Maintenance
Road maintenance (permanent way, track, etc.) 0.161 1. 286
Electrical equipments of line 0.086 2 .!i
BuUdingB and fixtures 0.024 0.II7
Workshop tools and sundry plant "•55? ?' iii
Vehicles (including bus tires) 6. 227 2 . 839
Miscellaneous O.Ool
Total maintenance 6.621 4.628
General Expenses
Salaries of general officers and staff None J- H?
Store expenses , None ?!;?,
Rents None 0.012
Rates and taxes 0.303 1 .029
Printing and stationeiy None XX"
Fuel, light and water for offices _ None Si??
.Occident insurance and compensations, other insurance . . 0.556 ?-^iS
MisceUaneous 0.012 0.199
Total general expenses n'S^i f'T^a
Power expenses 0 . 822 * ■ ' ^9
Total working expense 14.253 17.046
as against only 1.64 cents (0.822d.) in Leeds due to
the lower cost per kilowatt-hour and less energy con-
sumption. Leeds figures show 0.77 kw.-hr. per bus-mile
as against Bradford's 1.2 kw.-hr. per bus-mile. A
pertinent reason for Bradford's higher energy con-
sumption is that while the Leeds buses in 1921 aver-
November 12, 1921
Electric Railway Journal
863
aged but five and one-half passengers per bus-mile, the
Bradford buses average nine passengers per bus-mile
with more than 95 per cent of the mileage made with
but twenty-eight-seat buses.
The 1921 Leeds cost for "general repairs and main-
tenance of buses" was 12.4 cents (6.227d.) per bus-mile.
This is almost the same as Bradford with 13.4 cents
(6.718d.), including guaranteed solid tire cost of 1.5
cents per mile. These figures do not include auxiliary
shop charges. They are of the highest significance in
view of the belief that American trolley buses of like
capacity and weight would cost only 4 cents per mile
(J. C. Thirlwall in article noted) or 5 cents (K. F. Sim-
mon, Electric Railway Journal, Sept. 10, 1921). Mr.
Stocks' average figure of 6.5 cents (Electric Railway
Journal, Sept. 24, 1921) is more in line with what may
be expected eventually. It may be added that in 1921
Leeds set aside 2.89 cents (1.44d.) for a redemption
fund based upon a bus life of ten years, compared with
Mr. Thirlwall's figure of 3.7 cents and Mr. Stocks'
weighted average figure of 2.118 cents. The best way
will be to take trolley bus upkeep and bus depreciation
together, because it is very hard to draw the line
between maintenance and replacement. We then have:
Cents
Leeds, 1 92 1 1 5 . 29
Stocks 9.70
Thirlwall 7.7
These figures would indicate that we cannot be cer-
tain that the American trolley bus will cost as little as
anticipated simply because it is a blend of known car
and known bus-chassis costs. British trolley bus opera-
tors are still experimenting with forms of collectors
and types of drive despite the experience and careful
study of a decade. Parenthetically, it may be remarked
that much of the same optimism as to costs also appears
in many gasoline bus estimates.
It is not without interest to say tVt while Leeds
buses which average twenty-eight seats, cost 12.4 cents
Long Type Shoe
Details of Wilkinson Skid Trolley Shob as Used bt
Bradford Thollet Buses
per mile for upkeep, the considerably older Leeds cars,
which average fifty-six seats, cost but 5.66 cents
(2.83d.) per mile for upkeep. On a basis of equivalent
seating capacity, i.e., two buses for one car, the aston-
ishing ratio of 24.8 cents against 5.66 cents, almost four
and a half times as much per seat, would be obtained.
Kind of Trolley Base Used Can Be
Seen in This View, Also Arrange-
ment of Control
Automatic Control for Rail-Iess Cars
Foot Control with Three Running Speeds Perfected by
the Cutler-Hammer Company — It Operates on the
Current-Limit Principle with a By-Pass Button
for Emergency Acceleration
IN THE article which appeared in the Electric Rail-
way Journal for Oct. 1, 1921, the rail-less car re-
cently developed by the J. G. Brill Company was de-
scribed, although very little was said about the control,
except that it consisted of the relay contact system.
This type of control,
which was designed
by the Cutler-Ham-
mer Company, is op-
erated by a foot
master controller lo-
cated on the floor in
front of. the driver's
seat and interlocjted
with a reversing
switch. In previops
designs of the j-ail-
less trolley made by
other manufactur-
ers, Jt was consM-
ered necessary to use
only the plain man-
ually operated drum
controller, which was
mounted on the car
floor and operated
by a system of rods and toggle joints. Actual experi-
ence, however, with this form of construction resulted
in the conclusion that due to the wear of the various
joints, it was impossible for the operator to correctly
"feel" the various positions of the control. It was de-
cided, therefore, to go to the complete automatic con-
trol for the Brill rail-less bus.
This control is of the selective series relay or current
limit acceleration type, which means that the motor
would always be accelerated with a constant current
regardless of the load. The control is designed so that
the operator has available three separate running speeds.
The equipment furnished consists of a foot-operated
inclosed master switch mounted on the floor to the left
of the steering wheel with a release operated by a spring
which returns the switch to the off position operated.
It is mechanically interlocked with the reversing switch,
which is mounted underneath the car and operated by a
projecting handle so designed that the handle cannot be
removed unless the reversing switch is in the neutral
or off position, thus providing complete safety. The
magnetic contactor panel shown in the accompanying"
illustration is inclosed in a waterproof case, mounted
underneath the car. A set of grid resistors mounted in
open frames underneath the car was also furnished by
the Cutler-Hammer Company.
As noted from the photograph reproduced, the con.-
tactor panel consists of an asbestos lumber board of
proper strength and moisture resisting quality which
supports a row of six magnetic contactors each pro-
vided with railway type of magnetic blowout. . Two of
the contactors handle the main-line current completely,
disconnecting it in the off position. The remaining four
contactors are used for current limit acceleration as
previously described. To prevent any possibility of the
contactors closing in any but the proper sequence due
864
Electric Railway Journal
Vol. 58, No. 20
to irregularity of the roads, neutralizing springs were
provided on each contactor, together with a progressive
electrical interlock. The contactors consist of a pressed
steel frame and of an impregnated shunt coil of the
continuous duty type. Main contacts are easily renew-
able. The switch, which is designed with very light
weight, is speedy in operation.
In order to provide sufficient torque for insuring com-
plete acceleration of the motor, a bypass push button is
mounted on the car directly in front of the operator.
Its purpose is to bring in the initial acceleration switch
in case extra torque is required for climbing a steep
The Contactor Panel Is Mounted in an Accessible Position on
THE Underside of the Body
grade. The accelerating period is based on a rate of from
IJ to 2 m.p.h.p.s. on an average level pavement. To se-
cure this it is only necessary for the operator to press
the pedal all the way down whenever he wishes to start
the vehicle, while it is possible quickly to avoid danger
of collision in any traffic jam by resorting to the bypass
button, which makes available the emergency torque of
the motor. Its use, of course, is not required for aver-
age running conditions on an ordinary grade.
The automatic control just described was installed on
the Brill trolley bus in connection with the G.E.-258-D
commutating pole, railway-type of motor, rated at 25 hp,
at 600 volts for continuous operation with a 65-deg. C.
rise. The ultimate control selected for this type of
work must be' as simple as possible and require the least
amount of space in the cab about the operator. It must
be consistently light in weight and mounted where con-
venient for regular inspection of the master contactor
panel to take place.
100 per Cent One^Man Operation Successful
SINCE Sept. 27, 1920, all cars of the Cedar Rapids
and Marion City Railway used in city service in
Cedar Rapids, Iowa, have been operated with one man.
This includes thirteen safety cars which are standard
except for separate entrance and exit doors and ten
double-truck cars. The latter are equipped with 24-in.
wheels and four baby motors and air-operated doors,
but no safety devices. They seat forty-four passengers
and weigh 22,000 lb. A check of the service secretly
made by the city after one-man operation of all cars
was introduced and comparing the service then with
what- it had been under two-man operation of the
double-truck cars showed that during the period of the
check 99 per cent of all cars were operated 'on time,
which was 12 per cent better than the record made the
year before with two-man operation.
E. C. Allen, general manager, states also that the
number of accidents shows a reduction of 57 per cent
as compared to two-man operation, there having been
no platform boarding and alighting accidents since one-
man operation was begun. While the change to one-
man operation, accompanied by a reduction in wages
from 60 cents to 50 cents an hour maximum, started
off with a three-day strike, the trainmen now like the
one-man operation better than the old plan, according
to statements made by them, including the president
of the local union.
The population of Cedar Rapids is 47,000 and the
rate of fare is 7 cents cash with four tickets for 25
cents. A headway of fifteen minutes is maintained on
all lines throughout the eighteen hours. In the central
part of the city the operation of various lines over the
same tracks makes headways of seven, five and 3.5
minutes. The daily average number of passengers car-
ried is 20,000 and the average system speed is 8.5 m.p.h.
Road Test on Long Bus Run
THE statistics given below are from a run made last
month from New York to Aberdeen, Maryland, by
an International-Mack motor bus E-25 AB type, equipped
with LM shock insulators. The distance covered
in the round trip was 352 miles, as measured by hubo-
Item Unit
Mileage run Miles
Average distance between Btope Miles
Elapsed time for round trip Days
Actual time on road Hours-minutes
Running time Hours-minutes
Standing time en route Hours-minutes
Average schedule speed M.p.h.
Average running speed M.p.h.
Maximum average speed between stops. . . M.p.h.
Maximum speed under power M.p.h.
Maximum speed coasting M.p.h.
Miles per gallon of gasoline Miles
dometers, and the bus carried twenty-three passengers
on the outgoing trip and ten passengers on the return
trip. The figures are of interest to show performance
for a run of this kind.
Total
Per Day
352
117
32
3
21:25
7:08
18:33
6:11
2:52
0:57
16,4
19.0
28.0
33.0
42.0
6.4
Electrical Transmission Vs. Coal By Rail
HW. SMITH in the September issue of the Electric
• Journal has written an interesting article on the
relative economics of transmitting electrical energy on
high-tension lines versus the shipment of coal by rail.
As an example, a double-circuit tower line 90 miles
long with 500,000 circ.mil conductors was used for
voltages of 110,000, 132,000, 154,000 and 220,000. The
cost of all lines, substations and buildings was figured
on present-day costs and a spare line and transformer
were included. The cost was worked out on a basis of
50 per cent and 100 per cent "use" factor. Use factor
means that for any given demand the losses are taken
for the percentage of the total time this demand is on
the system. Fixed charges on the lines were taken at
12 per cent and at 14 per cent on power plants and sub-
stations. At 50 per cent use factor for demands per line
varying from 80,000 to 300,000 kw. the cost of trans-
mission will vary from but 0.22 to 0.18 cent per kilo-
watt-hour and for 100 per cent use factor from 0.14 to
0.12 cent per kilowatt-hour With a modern plant burn-
ing 1.5 lb. of coal per kilowatt-hour and with a $2 per
ton freight rate the cost of rail shipment is 0.15 cent.
November 12, 1921
Electric Railway Journal
ft6t>
Dixie Terminal Opened
The New Terminal in Cincinnati, Ohio, Provides Facilities
for 165 Cars per Hour, Which Enter the Building
on Two Levels
THE Dixie Terminal Building, Cincinnati, Ohio, was
opened for service on Oct. 22. Its use provides
terminal facilities for all cars of the South Covington
& Cincinnati Street Railway entering and leaving Cin-
cinnati. The handsome building is the last word in
terminal construction. When fully completed the ter-
minal, which cost approximately $4,000,000, will remove
cars, but instead of proceeding over the Suspension
Bridge they travel east on Third Street to Broadway
and across the Central Bridge to Newport, Ky. Seven
of the double-truck cars or nine of the old style cars
can enter and leave the terminal at one time. There
are two large entrances at the terminal proper. The
interior is arranged in such a manner that congestion
is almost impossible. Turnstiles are installed at the
extreme northern end of the terminal and passengers
pay their fares at the turnstiles before reaching the
loop where they board the cars. The turnstiles are
capable of passing 12,000 passengers an hour. When
all Green Line cars from surface lines in the heart of
the city and will expedite trans-river transportation
greatly. A total of 165 cars an hour will discharge and
take on passengers at the terminal during the rush
periods.
The terminal is divided into two concourses, one for
the Kenton County cars of the South Covington &
Cincinnati Street Railway and the other for the Camp-
bell County trolleys. The Kenton County cars go into
the terminal one story above the street level, on
approaches built from the Suspension Bridge which con-
nects Cincinnati with Covington. Campbell County cars
run into the building from the street level. The incom-
ing cars run in as far as the loop, discharge their
passengers, pull around the circle, take on passengers
and continue on their routes.
This same method is used by the Campbell County
No. 2. The suspension bridge is linlced up
with the new building.
No. 3. Sectional perspective view of Dixie
Terminal Buildings.
the rush is the greatest extra turn-
stiles will be installed.
The plan provides that all passengers
alight in the south part of the termi-
nal building, follow a pathway into
the main building and choose their
exit either through the Walnut Street
door or through the concourse, south
stairway and arcade. Car patrons
southbound use the main entrance
and descend the north stairway.
The building was designed by Garber & Woodward,
architects, while the construction work was supervised
by the Ohio Building & Construction Company. All
interior trimmings are of metal. The general illumina-
tion of the arcade which leads from the main build-
ing to the entrance of the terminal is by indirect
lighting, the fixtures being invisible.
The floors and wainscoting of the main building are
finished in Botteine marble. The ceiling in the arcade
is painted and when the lights are on it has a typical
Italian effect. A restaurant, newstand and cigar shop
are located in the entrance leading to the concourses.
Mere than 5,000 persons, including the prominent men
of the city and the mayors of all of the surround-
ing municipalities whose citizens will have occasion to
use the terminal, took part in the ceremonies of- dedi-
cation.
866
Electric Railway Journal
Vol. 58, No. 20
Are the Trolleys the Only Practical
System of Transportation?
The Motor Bus, with Its Lower Annual Investment Charges
of $2,000 per Mile of Route, Is Shown to Have Many
Advantages Over the Trolley Car
By Gardner W. Pearson
Practising Attorney and Patent Lawyer and Former Adjutant-
General of the Commonwealth of Massachusetts,
1911-1914 and 1916-1917,
Lowell, Mass.
Editors' Note: The following is an abstract of remarks
made at the hearing of the Massachusetts Department of
Public Utilities on comparative costs of transportation by
motor bus and trolley car, Sept. 22, 1921, and reduced to
writing by Mr. Pearson for the sake of accuracy. It is
presented here for the purpose of indicating to railway men
a kind of thinking and opinion which is held by many edu-
cated and intelligent persons who are a part of what is
vaguely called "the public." The editors of this paper,
as well as others who are closer students of the trans-
portation problem than Mr. Pearson apparently is, will see
errors and weaknesses in some of the statements and argu-
ments. The article does show, however, that there are
intelligent people devoting thought and study to local trans-
portation problems, and that there is a sentiment for a
denondable unified or at least co-ordinated transportation
system.
AT THE recent hearing before the Public Utilities
l\ Department of Massachusetts on the cost of service
rendered by motor buses and by electric trolley street
cars there seemed to be a desire on the part of certain
electric railway advocates to cloud the issue and to shout
"jitney" whenever the subject of motor buses was men-
tioned.
That class of irresponsible jitneys operated by inde-
pendent unbonded drivers was not the subject of the
hearing, but it was a discussion of the safety, comfort
and cost of operation of motor buses and trolley cars
where both were operated by a responsible company.
The trackless trolley had no part in the discussion.
When we talk of transportation we should consider
that it has developed from pack mules, ox teams, stage
coaches, canalboats and horse cars through street cars
run by cable, by storage batteries and finally from
trolleys.
Canals were an effective means of transportation
until the faster steam railroads came, and the horse
car on rails was more effective than the stage coach
drawn over the poor roads of the '60s and '70s. There
was a time when the trolley car was in general the best
and cheapest method of transportation obtainable, but
it now is a serious question whether or not it is the best
for all classes of urban transportation on the public
streets.
When we talk about a "natural monopoly" for trans-
portation, we clearly do not mean for all kinds of modes
of transportation, for there are in Massachusetts alone
200,000 privately owned automobiles that carry probably
one million people daily.
Motor Bus Vs. Trolley Car Advantages
There are some comparisons between the motor bus
and the trolley car running on rails which it may be of
interest to consider. For comfort, the bus with pneu-
matic tires running on any kind of a decent street is
much to be preferred to the trolley car with flat wheels
running on worn out and poorly aligned tracks. On
some lines it is almost impossible to read a newspaper
because the cars shake so badly. Moreover, the buses
are much quieter.
For safety, it must be remembered that the bus can
not only stop but can turn out to avoid a collision, where
the car cannot. A bus equipped with proper brakes and
rubber-tired wheels can stop quicker than a car run-
ning on a slippery steel rail. The bus can take on and
let off passengers at the sidewalk, whereby their safety
is conserved. Then, too, there are no highly charged
trolley wires connected with the operation of a bus that
are likely to fail and kill passengers.
In regard to dependability of service, the develop-
ment of the automobile engine to its present high state
of reliability has cut down to a minimum delays that
were once of common occurrence. We also hear a lot
about snow, but as a matter of fact the motor bus has
demonstrated that it can be operated through a consider-
able amount of snow without the need of a plow. And
besides, when travel is otherwise impossible it would
be very easy to utilize caterpillar tractors of the tank
type to pack down the snow. As a matter of fact, there
have been many cases where snow has stopped the trol-
ley cars and the motor buses have kept on running.
It is also apparent that a single trolley car can block-
ade a dozen, and that their operation is not as elastic as
the motor bus, which can move around any blockade.
What Legislation Has Done to the Trolleys
In the past the Public Service Commission and the
legislators allowed the enactment of the eight-hour-
work-in-ten law to go into effect for electric cars. The
commission also insisted that the roads run big heavy
two-man cars all through the day, whether there were
any passengers or not. There are today many such cars
in operation which were purchased at the time when the
expert of the Massachusetts commission insisted that
the one-man car was too dangerous to be allowed to be
used on any road.
With motor bus service, operation can be shifted from
small one-man buses like the London cabs during the
dull hours to larger buses, perhaps with trailers, dur-
ing the peak hours.
In regard to speed, it is apparent that wherever buses
have replaced trolleys, the speed has about doubled.
The reason is not difficult to see. A bus can worm
through traffic and apparently travel faster than the
average trolley car. On that account it can be made
smaller, with the result that passenger interchange can
be accomplished more quickly.
On the matter of expense, the state regulation did not
permit sound financing or did not insist upon it. Very
few business concerns can survive unless they are per-
mitted to have a surplus, and this was not permitted by
our state regulation. We now have the day of reckoning
and it looks as if the old rule that a business must run
at a profit or be junked would apply to the trolleys.
- As a matter of fact there seems to be no reason why
the owners of trolley securities should be considered
sacred. When any other business fails to meet expenses,
it quietly goes out of existence and those who have in-
vested their money in it are the losers. There seems to
be no reason why investors should not lose their money
if street railways cannot be operated at a profit.
We cannot escape the fact that the motor bus operated
on streets and roads built and maintained either by
municipalities or the state saves a first cost per mile of
5530,000 at least for tracks. With interest at 5 per
cent and depreciation figured at 2 per cent, this means
that the trolley companies have an expense of $2,000
per mile of track per year. The motor bus therefore
has the advantage of at least $2,000 per mile of route
November 12, 1921
Electric Railway Journal
867
per year, or about $5 per day. This handicap is too
great, in my judgment, for the trolleys in many cases to
overcome. It may be a fair proposition to require auto-
mobiles and auto buses to pay a larger tax in order to
maintain the roads, but that is looking into the future
and is not the existing condition.
The present Massachusetts street railway law is based
on the theory that fares should depend on "cost of serv-
ice." This means that, no matter how recklessly the
roads are run, the public must pay the piper, and there
is no incentive except the fear of utter bankruptcy to
hold down the trustees and the directors of street
railways.
Coupled with the cost of service regulation is a pro-
vision that permits the trolley roads to operate motor
auses, but they have not done so to any extent because,
in spite of the apparent saving of $5 per mile of route
per day, they claim that such motor buses cannot be
run at a profit.
It -is my belief, and it appeared to be the belief of
the last Legislature, that the Public Service Commis-
sion should cease to act solely as judges sitting in state
to hear the super-specialist representing only the side
of the trolley car, but should go out and investigate
actual transportation conditions in all its phases so as
to present unbiased facts to the Legislature.
I do not contend that electric interurbans, subways
and elevated roads or improved one-man cars should be
abolished, and I submit that the trolley car still has its
uses, particularly on private rights-of-way, but I insist
the motor bus should be given a fair show.
I also believe that the trolley car experts have been
blind in not taking up any and all auxiliary methods
of transportation, thereby discouraging competition.
They, as well as the Public Service Commission and the
Legislature, have really been attempting to sweep back
the tide of scientific progress instead of ^Sooking to find
a better and cheaper means of transportation for dif-
ferent traffic conditions.
We can get nowhere by refusing to face the facts.
To my mind the Ford car and good roads have been the
real street railway competitor. The public now demands
better and faster service and intelligent time-tables.
What is needed, it seems to me, is a Commissioner of
Transportation, who, with broad views and powers, will
consider not only one method of transportation but all.
His functions should be constructive, not obstructive
or destructive.
Even the head of the Massachusetts Highway Com-
mission insists that the steam railroads cannot com-
pete with auto trucks in handling freight on less than
fifty-mile hauls as the truck saves rehandling and does
not require freight terminals. I believe he is right.
Perhaps it is not yet too late for the urban trolleys
to come back, if guided by the actual transportation
situation as could be developed through a State Com-
missioner of Transportation who would consider not
only finances, but fares and wages, as applied to the
latest scientific developments in motors and types of
coaches.
With some such central authority to assign certain
territory to each transportation system or corporation
ruinous competition would be eliminated. We would
then have a co-ordinated system of transport which
would not permit motor bus and trolley car competition
between the same terminals, but which would allow
the trolley to tap one territory and the motor bus
to tap another.
Toronto Railway Puts on Buses
Four Types of Vehicles to Be Used — At Present Four*
American-Built Double Deckers Are in Service —
The Others Are on the Way
THE Toronto Transportation Commission has es-
tablished a motor bus route along Humberside
Avenue from Dundas Street west to Quebec Avenue,
then along Annette Street to Runnymede Road, in
West Toronto, a distance of 1.36 miles. This route
provides a means of transport to a thickly populated sec-
tion, north of Bloor Street, hitherto without any system
of transit, connecting with existing trolley lines. The
fare for a ride is 7 cents, with free transfers to and from
connecting cars, and to date the service has met with
general popular approval. The average number of pas-
sengers carried now approximates 6,000 per day, of
which about 550 are local riders, who do not transfer
to the trolleys. Standees are not permitted.
The service maintained calls for a five-minute head-
way during the morning rush hours, a ten-minute head-
way from 9 a.m. to 4 : 30 p.m. and a five-minute headway
again during the evening rush hour, tapering off to a
Four Fifty-one-Seat Double-Deckers. Bitii.t by the ■•'ikth
Avenue Coach Company, Are Already in Service
ten-minute headway later in the evening. On Saturday,
the five-minute headway commences at 1 p.m.
Already real estate values in the territory served have
increased 10 per cent and the storekeepers at the junc-
tion with the trolley cars report an increase in daily
receipts of 15 per cent or more. Two even go so far as
to say they have had a 20 per cent gain.
The scheduled time for a one-way trip is ten minutes.
This permits a one-minute layover at the end of each
half trip and allows nine minutes to make the run of
1.36 miles. The average schedule speed works out 8.16
m.p.h. The runs are based on eight hours per day and
the men are paid the same sliding scale of hourly rates
as the platform men on the trolley cars. Time and a
quarter is paid for overtime on weekdays and time and
a half for work on Sundays and holidays.
It took but four days to break in the drivers because
one of the requirements of employment was experience
in driving trucks. Three experienced repairmen who
passed the drivers' test and for whom there was no
place were given jobs as shop men. One is always on
duty, each working eight hours. They make repairs,
868
Electric Railway Journal
Vol. 58, No. 20
answer road calls, make general inspection and keep the
buses clean. This also put an experienced driver in the
garage at all times in case some one "missed" or had
an incapacitating accident. All conductors were taken
from the regular force of men used on the cars.
The buses are housed in the Dundas carhouse on
Ritchie Street, between Dundas and Roncelalles Street.
Here tentative facilities are maintained for taking care
of the buses. A new garage which is being built along-
side this carhouse is now almost completed.
The vehicles are painted sagamore red for three
reasons. This color, it is claimed, has a higher visi-
bility ; it also gives both employees and riders an incen-
tive to keep the paint on the vehicle in better condition
and also causes a decrease in the number of accidents
due to greater care being exercised by others.
Four different types of buses will ultimately be used
by the Toronto Commission. Four Type L double-
deck fifty-one-passenger buses have been received from
the Fifth Avenue Coach Company, New York, and these
are now in service. One bus has also been contracted
for from each of the following builders, the Leland Com-
pany and the Associated Equipment Company, two Eng-
lish concerns, as well as one from the Eastern Canada
Motor Company, Hull, Que. The buses will all be double
deckers, although the general design is likely to vary
to the extent that each individual manufacturer has his
own specifications.
The four type L buses ordered from the Fifth Avenue
Coach Company have the following general dimensions:
Height over all (unloaded) 10 ft. 5 In.
I^engrth over all 24 ft. 3 in.
Width over all 7 ft. 6 in.
Wheel base (175 in. ) 14 ft. 7 in.
Wheel treads, front (663 in.) 5 ft. 63 in.
Wheel treads, rear (72 in.) 6 ft. 0 In.
Seating capacity, inside passengers 22
Seating capacity, outside (passengers) 29
Size of solid tires 36x5
Status of Employees on Strike
The Question Involved Is Whether or Not the Relation of
Employer and Employee Is Fully Terminated by a
Strike or Lockout
THE question of the status of employees who have
left service collectively for the purpose of securing
better conditions of employment is one on which varying
opinions have been expressed. Strictly speaking, strikers
have severed their employment relation, whether it was
under contract for a fixed period or terminable at will.
However, in a number of cases the courts have recog-
nized a middle status effective within certain limits,
giving striking employees a position differing from both
those in employment and the public at large.
The subject is discussed at length in the September
issue of the bulletin published by the Bureau of Labor
Statistics in Washington. In this bulletin the status
mentioned is described as follows: "The relationship is
an anomalous one, yet distinctive, and of such nature as
to secure to the parties certain correlative rights under
which acts may be performed that would assume a dif-
ferent aspect if done by absolute strangers or in differ-
ent circumstances." Thus organizers from the outside
may be enjoined from interfering with labor conditions,
being in no wise agents of "employees," as was held in
a case before the Supreme Court of the United States.
But former employees in association with others have
been held to retain such an interest in the affairs of
their former employer as to make it lawful for them to
picket and persuade in a peaceable manner, though
incidentally interfering with the employer's free and
unrestrained control of his business. This is on the
ground that though strikers are not on the payroll of
the employer, and so are not actual employees, the rela-
tion of employer and employee is not fully terminated by
either a strike or a lockout. However, where a strike
has failed and the employer refuses to recognize former
employees, their places having been filled and normal
production continuing, the temporary anomalous condi-
tion is held to have terminated, and striking employees
can not be regarded as any further interested, and what-
ever rights to be recognized they may have had at one
time are extinguished.
This principle is applied in a recent case (In re Divi-
sion 132 of Amalgamated Association of Street and Elec-
tric Railway Employees of America, 188 N. Y. Supp.,
353) which was decided by the Appellate Division of the
New York Supreme Court, May 17, 1921. It involved
the construction of a contract between the labor union
named and the United Traction Company, Troy, N. Y.
The contract contained provisions to the effect that the
company would "through its properly accredited officers
treat with the properly accredited officers and commit-
tees of the association on all grievances that may arise."
The agreement was to continue in force for one year
ending June 30, 1921. A supplemental agreement pro-
vided for an increase in wages to continue during this
year on condition that the company be granted per-
mission to charge increased fares on or before Nov. 1,
1920. This permission was not granted, and the in-
crease was withdrawn in accordance with the terms of
the contract. However, the members of the employees'
union protested this action, which was announced on
Jan. 22, 1921, and on the twenty-eighth of that month,
when the change was to be made, the employee members
of the association walked out, "leaving the traction com-
pany incapable of immediate performance of its obliga-
tions to the public."
There was an agreement to arbitrate controversies
arising as to the rate of wages within thirty days prior
to the expiration of the agreement. Obviously this was
a limited agreement as to arbitration, but the employees
demanded that their protests against the reduction of
wages be referred to arbitrators. The court held that
in leaving employment as they had on Jan. 28 "they com-
mitted a breach of contract, and if there had been a valid
agreement for the arbitration of all controversies they
would have relieved the traction company of the obliga-
tion to perform." The court pointed out further that in
view of the limitation upon the subject matter of the
agreement there was no obligation on the part of the
employer to submit the question arising in January to
arbitrators supposed to function only on questions aris-
ing in June following. "The election on the part of the
employees to abandon their employment in disregard of
the contract made in their behalf by the petitioners (the
labor union) could not impose an obligation which was
not provided in the contract. . . . The former em-
ployees have no ground for complaint, because they
are no longer employees, and because the time fixed by
the contract for its operation in any event has not yet
arrived."
In view of these conclusions the order issued by the
Supreme Court in special term directing the company to
.submit to a trial before a jury on the issues presented
was reversed, and the petition of the labor organization
dismissed on the ground that the petitioners had no
standing under their violated agreement.
Equipment and Its Maintenance
Short Descriptions and Details of New Apparatus of Interest
to the Industry. Mechanical and Electrical
Practices of All Departments
Effective Shaving Exhaust System
Shavings and Sawdust Accumulating from Woodworking
Machinery Carried by an Exhaust System from Wood
Mill to Power House of Electric Railway
THE Pacific Electric Railway of Los Angeles, Cal,
has just completed and placed in operation at its
new Torrance shops a most efficient shaving exhaust
system. The shavings and sawdust which accumulate
from the woodworking machinery in the wood mill are
collected and disposed of in the power house. The
Arrakgeme.nt of Ve.mtilatixg Tubes and Collector Links
collector lines run to a separator which is located on
the roof of the power house. From the separator the
material passes by gravity down a system of pipes and
gates and is turned into the fuel storage bin or into
either of the 250-hp. Stirling boilers in the power
house for immediate fuel consumption by operating
the gates in the pipe line from the floor of the boiler
room.
The exhaust system consists of a twin 72-in. fan
driven by a 125-hp. motor. The main lead pipe from
Motor Driven Fan- Instai.lkd u.s riiE Kooi- or tiie iliu,
the fan to the separator is 40 in. in diameter and the
two main collector lines leading into the fan are 32 in.
in diameter. These latter are reduced in accordance
with the requirements of the machines which they
serve. The length of the discharge pipe from the
separator to the fan is 176 ft.
The motor and fan are located on the roof of the mill,
which is a two-story structure. This was made neces-
sary due to lack of space in the wood mill and also to
keep the disagreeable noise of operation away from the
workmen. Its location on the roof also places the motor
in a position where the average suction line and dis-
charge line are of approximately equal length.
Accelerating the Setting of
Cement Mixtures
The Rapid Setting of Concrete Repair and Replacement
Work is Essential, as Serious Problems Arise from
Interrupting and Diverting Traffic for Any
Extended Length of Time
THE Capital Traction Company, Washington, D. C,
has been using a material commercially known as
Cal in concrete mixtures for about six months, and
finds that its use materially aids the initial setting of
concrete. From the construction so far undertaken the
introduction of this material in concrete mixtures gives
a very hard concrete in about thirty-six hours. The
Capital Traction Company has found this material of
particular advantage in building its conduit track under
traffic. The difficulty experienced when not using Cal
has been that the cement requires too long a time to
get the initial set and therefore poor results are obtained
due to the vibration of the rail and yokes from attempt-
ing to operate cars before the concrete is thoroughly set.
Need for a Fractical Material for Hardening
Cement Is of Great Consequence
A demand for a practical and efficient material for
accelerating the hardening of portland cement mixtures
has received considerable attention in recent years. The
need for such a material becomes of more consequence
with the introduction of more rapid methods in con-
struction and replacement work. Serious problems arise
when it becomes necessary to interrupt or divert traffic
for the duration of time required for concrete to harden
sufficiently. The increased cost of lumber for forms has
necessitated a more judicious use of such material, and
its removal for further use as soon as the strength of
the concrete will allow. This applies even more to the
use of steel forms, which are rapidly replacing wooden
forms in a great many types of concrete construction.
Considerable work toward the development of an ac-
celerator for concrete has been done by the U. S.
Bureau of Standards, which found that calcium chloride
was the most effective of the various substances tested.
Inasmuch as the use of commercial calcium chloride in
concrete is attended by difficulties caused by its highly
hygroscopic property and by the handling of the solu-
tion, the idea was conceived of introducing the salt by-
means of Cal, a material by which the above difficulties
might be eliminated.
Cal is a material obtained by pulverizing the dried or
undried product resulting from a mixture of either
370
Electric Railway Journal
Vol. 58, No. 20
quicklime or hydrated lime, calcium chloride and water.
It is a dry white powder which may be handled in much
the same way as hydrated lime, and with the same
general keeping qualities. It is much more convenient
to handle and use in making concrete than calcium chlo-
ride, either fused or in concentrated solution. Upon
exposure to the air Cal gradually takes up carbon diox-
ide and becomes somewhat damp. However, tests indi-
cate that long exposure does not affect its action as an
accelerator of the hardening of portland cement mix-
tures.
Time Saved and Less Delay
TO Traffic
The setting of normal portland cement mixtures may
be hastened by Cal to an extent which is very desirable
in concrete construction requiring a finished surface.
The finishing operation may proceed with much less delay
after the concrete has been placed, which should result
in cutting down overtime labor. This hastening of the
set is not objectionable in any type of construction pro-
viding the concrete is placed soon after it is gaged with
water. It is believed that Cal increases the workability
of Portland cement mixtures. However, no attempt was
made to measure the extent of this effect, because up
to this time no satisfactory test has been developed for
measuring the workability of various portland cement
mixtures.
Unsound cements may be greatly benefited or made
sound by an addition of Cal. This effect was produced
in neat pats subjected to the steam test and in mortar
test pieces stored in air. Limited tests indicate that
quicksetting cements, either fresh or having become
quicksetting on aging, may be made normal by the addi-
tion of Cal as used in cement mixtures. There was no
indication that the amount of efflorescence appearing
on the surface of cement mixtures exposed to the
weather is increased by the use of Cal.
The series of tests on the effect of Cal on steel rein-
forcing bars which were imbedded in a thin layer of
Cal cement mortar and exposed to the weather for eight
months without showing any sign of corrosion, while
favorable, is too limited to give assurance that corro-
sion will not occur under these conditions. Caution
should, therefore, be exercised in the use of Cal in con-
crete containing steel reinforcement when the concrete
is to be freely exposed to the weather or excessive damp-
ness. It is believed that no bad effect will be produced
in ordinary building construction.
Undried Cal mixed with portland cement causes
greater deterioration in the quality of the cement dur-
ing storage than that which ordinarily takes place.
Therefore, Cal should be added to the concrete materials
during the mixing operation, preferably before the
water is added.
All Portland cement mixtures treated with Cal
attained greater strength at the two-day and seven-day
periods than the corresponding untreated mixtures. The
percentage increase in the strength of mortar at the
two-day period obtained by an addition of 5 per cent
Cal to cement ranged from 40 to 140. The strength of
the treated mortar at two days was equal to the strength
of the untreated mortar at three and one-half to eight
days. These calculations are made from the results
of tests in which the test pieces were stored in water,
damp_sand or a damp closet.
Treated mortars stored in the laboratory air attained
at two days strength greater than that of the untreated
mortar at twenty-eight days. This was due to the
rapid drying out of the small test pieces and the com-
paratively slow rate of gain in strength after the two-
day period. However, this indicates that Cal is espe-
cially advantageous in cemenc mixtures which are neces-
sarily subjected to any drying-out action.
The increase in strength produced by 5 per cent Cal
in concrete mixtures at the two-day period ranged from
52 to 135 per cent, and the strength of the treated con-
crete at the two-day period was equal to that of the
untreated at from three to four and one-half days. On
an average this represents a saving of approximately
one-half the time in operations which are dependent
upon the strength of the concrete at early periods. The
effect of the air storage in the concrete tests was les-
sened in degree, owing to the high relative humidity
which existed throughout the storage period.
It should be remembered that the increase in strength
resulting from an addition of 5 per cent Cal does not
represent the maximum which may be obtained except
in very rich mixes. As much as 15 per cent Cal was
used in mortar tests, giving an increase of 220 per cent
at the two-day period.
The general effect of Cal on portland cement mixtures
is the same as might be expected from the use of
equivalent amounts of hydrated lime and calcium chlo-
ride. The three-year tests by the Bureau of Standards
on concrete gaged with a solution of calcium chloride
are sufficient grounds for believing that the addition of
Cal will not injuriously affect the ultimate strength
and integrity of portland cement concrete.
Tunnel Crossing for Electric Railway
Passengers
A SAFETY tunnel recently constructed under the
steam line railroad near Sycamore Grove in Los
Angeles provides a safe means of exit from a regular
stop on the street car line at that point. Steam trains
pass this location at a high rate of speed and when
groups of electric railway passengers alight there is
danger of serious accidents if they cross the steam
tracks at grade.
To eliminate this grade crossing a tunnel with in-
clined approach has been constructed, as shown in the
Tunnel Crossing Under Steam Road Tracks
accompanying illustration. As the level of the ground
beyond the steam railroad tracks is considerably lower
than on the side where the electric railway tracks are
located, the exit from the tunnel is practically on ground
level, which makes it necessary to have but one incline.
The safety tunnel was built by the city of Los Angeles.
November 12, 1921
Electric Railway Journal
871
Commissioners Recommend Private Ownership
At Recent Convention of Utility Commissioners, Committee on Public Ownership
and Operation Makes Clean-Cut Report Urging Private Ownership
and Maintenance of Higher Rates
THE following report of the Com-
mittee on Public Ownership and
Operation is given in full as it em-
bodies some principles which the Na-
tional Association of Railway and
Utility Commissioners has adopted as
fundamental in the interests of most
intelligent and successful provision of
public utility service. The report is
not a "snap judgment." It is the re-
sult of several years of study by the
utility commissioners who have to reg:u-
late utilities and who have a more
nearly complete view of the situation
than is privileged to any other group.
To the National Association of Railway
and Utilities Commissioners:
In 1917 there was created by the
National Association of Railway and
Utilities Commissioners a special
standing committee known as the
"Committee on Public Ownership and
Operation." The report of the first
committee made at the thirtieth annual
convention of this association, Novem-
ber, 1918, outlined an elaborate pro-
gram of study of the subject, and the
two reports of subsequent committees
have dealt with various aspects of the
question. The limited space available
in this present report precludes the
setting out in full of the results of any
detailed study of the question and cir-
cumscribes this report to a condensed
expression on the most salient and im-
portant factors involved.
There are, as we see it, only two
elemental aspects of the question of
public utilities, viz.:
1. Publicly owned, either with pub-
lic or private operation; and
2. Privately owned and privately
operated, either with or without pub-
lic regulation.
This committee takes the negative
view as to the first and the affirmative
as to the second, i.e., with public regu-
lation; and sets out its reasons therefor
in the following:
Government is instituted among en-
lightened, civilized peoples in order to
insure to the majority of the governed
the greatest degree of freedom, liberty
and happiness. There is no other sound
reason or excuse for the existence of
government, if we grant the truth of
the principle that all government de-
rives its just powers from the consent
of the governed.
This granted, it is then no less true
that a sound theory of government
would dictate that there should be as
little governmental interference with
legitimate business activity as is con-
sistent with the protection of the rights
and property of the citizens and their
enjoyment of life, liberty and the pur-
suit of happiness.
_ We take it that these general prin-
ciples are now but axiomatic. If these
be the great basic truths that they
are generally and universally conceded
to be in this country, then it naturally
and logically and inevitably follows as
a necessary conclusion, that the less
governmental encroachment there is
upon the domain of private business
initiative and incentive, consistent with
the fair and equitable protection of the
rights of the majority of citizens, the
more nearly does such government
approach the real functions of sound
government, as is laid down by our
forefathers in the basic principles of
the creation of our republic. It neces-
sarily and logically further follows
that government is then not instituted,
as one of the ends of its creation, for
the purpose of the ownership and oper-
ation of what are essentially and
basically private business. Public
utilities are essentially such, provided
the public is given fair and adequate
service at a reasonable cost. Public,
governmental, regulatory bodies are
created for this latter purpose only,
and can have no other reason for their
existence at the expense of the public.
However, the safeguarding of these
essential rights of the people do make
the existence of such bodies a real
necessity.
Again, a closer examination of the
application of these general principles,
we submit, but bears out the conclusion
reached. In the ownership and oper-
ation of such utilities by government,
it is practically impossible to exclude
the influence of politics. As long as
human nature and self-interest is as
it is, and before the coming of the
dreamed-of Utopia or millennium, the
subtle influence of politics would al-
most inevitably creep in, however
ingenious the safeguards that might
be thrown around it. Again, with
every change of political administra-
tion would come a change of business
administration of such utilities, with
its consequent change of business
policy. This would be fatal to their
op^ation under sound principles of
ectnomy and business efficiency.
As illustrative of this fact, we may
be pardoned for calling attention to
two late outstanding examples in this
country, viz. : the government operation
of railways and the creation, manage-
ment and operation of the United
States Emergency Fleet Corporation.
The first of these is now almost past
history, except the readjustments to
private ownership and operation and
the liquidation of the staggering oper-
ation-loss debt of $1,800,000,000 re-
sulting from the twenty-six months of
government operation.
The United States Shipping Board
and its subsidiary, the Emergency
Fleet Corporation, were created in
1917, as a war measure to provide
adequate transportation of troops over-
seas. Since the signing of the armis-
tice, November, 1918, it has been oper-
ated as a business corporation. It has
over $3,000,000,000 worth of prop-
erty. For the first two years after
the armistice there was an extraor-
dinary boom in shipping. Yet the
statement of its business operations
from its inception to June 30, 1920,
shows the following astonishing finan-
cial results from operations, viz.:
Revenues received.... $817,271, 542.00
Expenses 1,002,396,579.00
Operating loss $185,125,037.00
Yet privately managed British mer-
chant fleets reported, during the same
period, net profits on their investment
ranging from 20 to 40 per cent. The
latter were privately owned and man-
aged, under certain reasona"ble govern-
ment regulations; the former was gov-
ernment owned and operated. The
difference in the respective systems of
management is responsible for the dif-
ference in the results. This we believe
sufficiently speaks for itself.
However, it may not be amiss to call
attention to a few other cases where
government ownership and operation
has been in recent years tried. The
argest example, carried to its ultimate
logical conclusion, is found in the
communistic regime in Russia. The
plans upon which their theory is
based apparently are wholly logical and
should work out successfully, if only
they had a new and different kind of
human being to deal with; but human
nature being what it is, such plans will
not and do not work out in actual prac-
tice. The result of the attempt to put
these into actual practice is known to
the whole world.^*Mrther example is
the tramways tff dlasgow; they are
said to be a moeM of municipal ovimer-
-' -- — w^.... „* **iuiii\„iptti owner-
Ship and th^ are, yet the tax rate
of Glasgow bas steadily risen. The
iiinglish tfliephones are owned by the
government; they are not self-sup-
PO'"t>?g- Jhe people of this country
would not for a moment submit to such
service as they give. Our telephone
service at its worst is better than theirs
at Its best, and yet our tolls are lower.
Instances of public ownership and
operation might further be multiplied.
Ihe results are practically all the
same. Also, private ownership and
operation under municipal or com-
munity regulation has also been tried
m this country in many instances. In-
stances of these are found, among
others, in the states of Washington.
Arkansas, North Dakota, etc. How-
ever, wherever tried, it has proved a
practical failure, with either a result-
ant increase in rates beyond the rea-
sonable value of the service rendered,
or the breaking down of the utility in
question with a large proportion of its
operation costs borne by taxation.
Business is essentially management;
not a plant, nor blue prints, nor rules;
but IS men. Business is the functioning
of a highly skilled managing personnel,
a buying and selling organization,
trade connections, and the intangible
but valuable good will, in addition to
plant and equipment, and even finances.
The latter constitute but the instru-
ment, the former the business. The
criterion of successful business is the
periodical balance-sheet. Government
is essentially a political concern; it
necessarily thinks and acts politics.
Politics are not concerned with the
profit or loss showings of balance-
sheets; but are vitally concerned with
political campaign showings. "Passing
the buck" in critical situations is neces-
sarily one of politics' favorite pastimes.
Basic conditions of politics make it so.
Making quick decisions and assuming
responsibility is an essential part of
the life-blood of business. The two are
uncongenial bedfellows. Again, as
above mentioned, changes in political
administration necessarily bring about
changes in administrative policy.
Changes in administrative policy are
costly and bring about unsettled busi-
ness conditions. Continuity in adher-
ence to a sound, tried business policy
is an essential to continued successful
business operations, and the main-
tenance of the concurrently necessary
business good will. This is at least
difficult, if not impossible, in the pub-
licly owned and operated public utility.
The ultimate conclusion in the last
analysis is self-evident to all thinking
4
872
Electric Railway Journal
Vol. 58, No. 20
men, and forces us to discard the pub-
lic owned and operated public utility.
There then remains only the
privately owned and operated public
utility, either with or without public
regulation. All experience has shown,
as is generally conceded, that such,
without a regulation by a represent-
ative body of those who are dependent
for service upon such utility, is both
unwise, unsound and unfair to the pub-
lic served. By the process of elimina-
tion, there then remains only the public
utility regulated by an authoritative
governmental body in close touch with
and sensitive to the needs of the pub-
lie served.
Such regulatory governmental bodies,
however, at the- same time must be
sufficiently wise and fair and farseeing
to stand between the utility in question
and unthinking, hasty public clamor,
not based upon full knowledge and
careful thought. Public utilities are
subject to the same financial laws of
operation as are private enterprises.
They must operate successfully in
order successfully and adequately to
fulfill their duty of service to the pub-
lic, not only in the present, but in the
near future. This is peculiarly true at
the present time; apd for the reason
that for the last five years their
revenue rates did not proportionately
increase with their rapidly increased
costs of operations. It therefore fol-
lows that, in order to maintain a just,
equitable balance and to even keep such
utilities out of bankruptcy, it is neces-
sary to maintain their higher rates
longer than would to the layman seem
necessary, judging by the surrounding
decline in commodity prices. To follow
any other policy would be to put such
utility out of business, and to discon-
tinue that service to which the public
is so justly entitled, and which is now
more necessary to the return of the
vast bulk of private business to the
desired goal of normalcy.
The foregoing considerations force
the committee to the conclusion that
the present system of private owner-
ship and operation under public regula-
tion is the logical, just, equitable and
best system of conducting the business
of public utilities that has or can be
devised to meet the needs and require-
ments of both the utilities in question
and the public by them served.
The report was prepared by a com-
mittee composed of A. G. Patterson,
chairman; William C. Bliss, James
Causler, H. H. Williams and Frank
R. Spinning. The report was pre-
sented on Thursday morning, Oct. 13.
Amortization of Discount on New Securities*
Commissions Should Assume Responsibility of Permitting This — Analysis Made
of Typical Case to Show Amounts Required
By Cyrus Peirce
Banker, San Francisco
THE question of doing a large por-
tion of the financing of public utili-
ties through the medium of junior
securities is becoming of more and more
importance all the time, but before it
can be done in any large way two vital
points must be safeguarded.
First, the income of the company
must be sufficient and so stabilized
that the dividends on these junior
securities will be paid with the same
punctuality as the interest on the
funded debt, and, second, the security
upon which the issues are based must
be ample to safeguard the principal. In
order to accomplish these two things,
it seems to me to be necessary for the
Investment Bankers' Association to use
the weight of its influence with the
various public utility commissions to
the end that the rates may be adequate
not only to pay the dividends but to
build up the physical property to the ex-
tent where there shall be at least one
dollar of physical property for each
dollar of the junior securities outstand-
ing that may have been sold to the
public.
This brings us right to a question
which seems to me to be the heart of
the whnle matter, and that is the proper
amortizations of discounts. It has been
current practice to amortize the dis-
count on an issue of bonds throughout
the life of that issue. In theory that is
probably correct and is not materially
harmful. But what about the discounts
on preferred stocks and common
stocks? What is the proper period in
which the difference between the par
value of these stock issues and the
amount derived from their sale should
be made up, and how?
•Abstract of address presented at annual
meeting of the Investment Bankers' Asso-
ciation of America, New Orleans, La., Oct.
30-Nov. 2, 1921.
It has been current practice recently
vyhen public utility bonds are issued to
limit the issue at par and the face
amount of the issue to 75 per cent of
the cost of the improvements to be
made. Therefore, the other 25 per
cent, and in addition thereto such dis-
count from the sale of the bonds as
the company is compelled to stand in
order to market them, must be made up.
Somewhere, somehow, the utilities have
been called upon to find this money. It
is now the fashion to provide this from
the sale of stock. In most cases it is
preferred stock. It is customary to
say to an intending investor that every
dollar he puts into the preferred stock
is represented by a dollar of fixed as-
sets, and this is true in most instances.
It also is true that recently most utili-
ties had to sell their preferred stocks on
an 8 per cent basis, which, if the stock
is a 6 per cent stock, means the sale of
it at about 75. Ordinarily 8 per cent is
all a company is permitted by the com-
missions to earn on the investment.
Therefore, there is no profit to the com-
pany. The earnings do not provide a
means by which these discounts may be
quickly amortized or a surplus built up
to protect the investor further. The re-
sult is that there is little chance of
there being an increase in the intrinsic
value of the securities of the corpora-
tion, which are junior to the preferred
stock and which should be the vehicle
for providing additional equity, and as
their market can't improve, their price
cannot go up. Consequently, the price
at which the company must continue to
sell its preferred stock remains low,
discounts continue excessive, and the
vicious circle goes on.
This attitude on the part of regulat-
ing bodies too closely restricting earn-
ings cannot help but eventually result
in two things. First, that the sale of
junior securities will become increas-
ingly difficult at increasingly relatively
higher costs of money, and, finally,
that it will become impossible to raise
money from that source at all because
the company cannot afford to pay the
price which investors will demand
where there is regulation of security
but no assurance that the issuing cor-
poration will have such earnings as
will enable it to administer its financial
affairs along those lines which experi-
ence has shown to be necessary. Those
lines are that there should be sufficient
earnings to enable the corporation to
lay up in lean years a reserve which
may be applied to dividends as an as-
surance against the time, which always
recurs in every corporation's experi-
ence, when earnings will not be suffi-
cient to pay such dividends. This re-
serve, of course, also constitutes an as-
surance of the continuity of the prom-
ised dividends upon the preferred stock,
and over and above this, there should
be sufficient earnings to make it pos-
sible for the company within a com-
paratively short space of time to build
up in actual property against which no
securities can be issued an equity equal
in par value to the amount of discount
upon its outstanding securities.
If a company were static, this would
be easy, but in a growing company
where the annual construction require-
ments run into the millions, this has
become a grave problem and the cord is
being drawn tighter each year around
the neck of the unfortunate corporation.
Assume, for example, that a company
spends $10,000,000 cash in one year for
a new development and issues against
it $7,500,000 of bonds and $2,500,000 in
preferred stock which are sold at 90,
i.e. the company has installed property
which cost $10,000,000, but against
which it has received but $9,000,000.
Then $1,000,000 must be provided from
some source and that amount is imme-
diately reflected in floating debt. This
may temporarily be carried as an open
account and then as notes in favor of
the vendor, and finally, when the vendor
must be paid, these notes or their suc-
cessors find their way into the hands of
the banks with which the company does
business. The result is that the company
has made permanent capital expendi-
tures of $1,000,000 and obtained the
money therefor by using bank credit
which is a highly improper proceeding
as credit must never be confused with
capital.
What is the remedy?
The $1,000,000 of deficiency to be pro-
vided should be made up by the sale of
common stock. It is apparent, however,
that after the common stock is sold
there is no property value behind it.
It, therefore, must either bear such a
dividend as to make it a good specula-
tion, or it must be safeguarded, and the
only way that it can be safeguarded is
to build up the property value behind
it. Assume that the $1^000,000 is pro-
vided by the sale of common stock at
75. This would mean that there must
be sold common stock to the par value
of $1,333,333, against which, as stated
before, there is no property value.
Under present conditions this stock is
not salable, but the public service com-
missions must be brought to a point of
view to regard the discount of $1,333,-
333 as a construction charge to be added
to the property value, which is more or
less fallacious, or it must allow the
company to make sufficient earnings to
pay not only the interest on the bonds
November 12, 1921
Electric Railway Journal
1
873
and the dividends on the $2,500,000 pre-
ferred and $1,333,333 common stocli and
to provide proper depreciation, but, over
and above all this, earnings sufficient to
build up within a reasonable time, say
five years, a property value of $1,333,-
000. In other words, it must allow that
company to earn, in addition to the
above items, $266,666 each year in addi-
tional property, against which no se-
curities, either bonds or stock, may be
issued. When something of this kind,
and only when something of this kind,
is done, can a reasonable amount of the
financing of our public utility companies
be properly done through the sale of
junior securities. It seems to me that
it is the duty of this association to go
on record in such a way that we who
are financing public utility companies,
and the companies themselves, may use
the findings of this association as the
leverage upon the various utility com-
missions to the end that they will take
this stand and permit such earnings.
Meeting on Tie Standardization
RULES covering standardization of
grades and sizes and inspection of
wood, cross and switch ties are to be
drawn up as a result of a tie standard-
ization conference held in Washington
Oct. 25. The conference was called by
the American Engineering Standards
committee at the request of the Ameri-
can Railway Engineering Association
and the United States Forest Service.
All present strongly favored the es-
tablishment of standardized rules.
There was some objection to the group-
ing of woods for preservative treat-
ment and it was decided not to include
the question of preservatives. It was
decided that the rules should be suffi-
ciently comprehensive to include all
classes of wood ties. This was done so
as to include the ties used in mines
and light railways generally as well as
on steam and electric railways.
The organization of a bureau of in-
spection will be necessary, but it was
decided to leave that step to the pro-
ducers and the consumers.
The conference recommended to the
American Engineering Standards com-
mittee that the Forest Service and the
American Railway Engineering Asso-
ciation be appointed as sponsors to or-
ganize a sectional committee. Pro-
ducers and consumers are to bi repre-
sented on the committee which is to
be directly responsible for the prepara-
tion of the standards. The standardized
rules are to be presented to the Ameri-
can Engineering Standards committee
with the recommendation that they be
adopted as the American standards.
A. A. Stevenson, chairman of the
American Enginesring Standards com-
mittee, presided and P. G. Agnew, sec-
retary of that organization, acted as
secretary of the conference. Others in
attendance were: John Foley, American
Railway Engineering Association; C.
S. Kimball, American Electric Railway
Association; H. P. Haas, A. L. Kuehn
and C. L. Warwick, American Society
for Testing Materials; Dudley Holtman,
National Lumber Manufacturers' As-
sociation; L. P. Keith, West Coast Prod-
ucts Bureau; E. R. Shepard, Bureau of
Standards; W. C. Nixon, National As-
sociation of Railroad Tie Producers;
Charles N. Perrin and Frank R. Buck,
National Hardwood Lumber Associa-
tion; Earle H. Clapp and H. S. Betts,
U. S. Forest Service; David G. White,
Forest Products Laboratory, Madison,
Wis.
Handling Employees' Claims*
Methods of Collecting from Owners of Foreign Vehicles Who Have Injured
Employees While They Were at Work — Policies Pursued by Member Com-
panies in Handling Claims of Employees While Not at Work
By S. a. Bishop
General Claim Agent Pacific Electric Railway, Los Angeles, Cal.
EVERY employer has a natural
human interest in the welfare of
his employees. "When one of those
employees is injured through the neg-
ligence of a third person, I, for my
employer, come immediately to his
assistance with an offer to investigate
the facts of the accident and to effect,
if possible, a satisfactory settlement.
The claim agent's training and experi-
ence have fitted him to care for such
a claim as effectively as it can well
be done, and the employee, realizing
this, is rested from a mental burden
which, perhaps, he can ill afford to
carry during the period of his con-
valescence. This service is gratuitous,
and is a part of my company's welfare
work.
But the workmen's compensation, in-
surance and safety act of the State of
California has created for employers
a particular interest in the claims of
their employees against third persons
whose negligence has been responsible
for personal injury while the employee
was engaged in his line of duty. While
imposing a liability for the payment of
compensation by the employer at the
usual rate to the injured employee, the
act also fixes upon the third person the
same 'liability toward the employer, in
the Wount of compensation paid, or
for which the employer may become
obligated, as such third person may
have toward the injured employee him-
self for his losses, as established by
the facts of the accident. This mutual
interest in pressing the claim against
the third person culminates in the
claim agent's conducting the negotia-
tions leading up to a settlement, and,
if necessary, the prosecution of a law
suit by the railway company's law de-
partment. The employee is thus re-
lieved from a burden which he is
reluctant to assume, and the employer
in donating his services retains the close
co-operation of the employee in recov-
ering the compensation paid.
In those cases, where the amount
of damage is substantial, the first in-
formation to be determined is the third
person's ability to meet a judgment if
it can be obtained. If he is the owner
of things of value, here or elsewhere,
then, at least, there is the assurance
that when all attempts at an amicable
adjustment have failed, there is left
the privilege of having the issues de-
termined by a court of law, with the
positive assurance that if a satisfactory
showing can be made to the jury,
damages can be recovered for the em-
ployee. However, the proposition of
collecting damages from the owner of
a foreign vehicle, where such vehicle
•Paper presented at the annual me*tln»
of the Pacific Claim Agents' Assoclatlen,
Butte. Mont., Aug. 25-27, 1»21.
hag been the instrument in producinjr
the employee's injury, presupposes that
such owner in being a non-resident is
also judgment proof in the home state
of the employer.
Where an employee has been so un-
fortunate as to have been struck by
a vehicle of foreign ownership, when
there are so many vehicles in Cali-
fornia owned locally, I consider hi»
chances for recovery of damages slim.
This is true because of the difficulty of
reaching assets outside of the State.
And the chances are even slimmer if
the vehicle owner is judgment proof
in his home state, and perhaps not
even the owner of his own automobile.
In such cases there is nothing left but
to make demand upon this third per-
son and rely, for satisfaction, upon the
kindness of his heart. For information
as to the stranger's financial standing
in his own community, I have called
upon claim agents of railways in ad-
jacent neighborhoods for searches
through county records and have re-
ciprocated like demands in my own
city.
When the search reveals this negli-
gent third party to be the owner of
property and able to meet the just
demands upon him, and has not al-
ready motored beyond the State's
borders; and where the damages are
substantial and demands for payment
have not been met, suit should be im-
mediately instituted so that service can
be had while the defendant is yet
within the State court jurisdiction.
Once service is had we care not where
goeth our stranger. The employee re-
covers; his action for damages is
joined with that of his employer for
the amount of compensation paid, and
upon trial the plaintiff takes judgment
upon the facts, or the defendant de-
faults by his failure to appear. In
either case the judgment may be sued
upon in the home state of the defend-
ant, a second judgment had, and,
finally, levy of execution against his
assets.
Now, we have to consider the event
wherein our third party, the defendant,
has left California, hurrying home be-
cause of the press of business. He has
evaded service issuing from the State
court and leaves behind the remedy of
action in the United States District
Court, with jurisdiction over claims
arising from torts between parties of
diverse citizenship.
A suit in the District Court has the
advantage of requiring but one action
before levy of execution in the foreign
state, as against the two actions re-
quired by procedure through the State
court. Opposed to this is the disad-
vantage, fatal to the action of small
demand, arising from the $3,000 mini-
874
Electric Railway Journal
Vol. 58, No. 20
mum-value rule applicable to District
Court actions. In addition to this is
the difficulty of securing a unanimous
verdict.
The disadvantages attendant upon
suing out a judgment upon the facts
in the foreign state may be of less
moment than those incident to the other
two methods suggested. This may
be so if the claim agent can call upon
attorneys of his acquaintance in the
foreign state who have his confidence
that the case will be tried well, and
that the fee will be compatible with the
service rendered. And yet, because of
the unavailability of witnesses for use
in the foreign state and the great dis-
tance over which the negotiations would
have to be conducted, probably this
method of collection is seldom, if ever,
used. I have, however, made adjust-
ments in this manner to advantage.
The method by far the best, however,
is to convince the foreign automobile
owner that he owes the claim and ac-
cept his payment of it.
I have pleasure in reporting that the
policy of the Pacific Electric Railway
in the matter of claims of employees
growing out of injuries received by the
act of third persons while the employee
is not at work for his employer is to
take over without expense to him the
negotiations and effect a settlement of
his claim, if possible, out of court. We
have quite an extensive program for
welfare work. Our employees' club
harbors many kinds of amusements and
is the meeting place for secondary or-
ganizations which interest the em-
ployees in outdoor sports, athletic
events and the like. During the sum-
mer months the employees have the
benefit of an extraordinary summer
camp in the San Bernadino Mountains.
An annual picnic at the seashore at-
tracts everyone who is free. The
gratuitous handling of claims for em-
ployees by our claim department is
merely a part of this admirable scheme.
While only a very small percentage of
our employees are unfortunate enough
to require that kind of service, yet the
benefit to those few individuals is great
enough and the appreciation of em-
ployees sincere enough to make the
service an item of respect in the gen-
eral plan.
afternoon session. The subjects of
these addresses are: "Public Safety,"
by George H. McClain, manager Louis-
ville (Ky.) Safety Council; "Financial
Outlook," by Richard M. Bean, presi-
dent Louisville National Bank; and
"Functions of a Public Utility Asso-
ciation." by A. Bliss McCrum, secre-
tary Public Utilities Association of
West Virginia, Charleston, W. Va.
Kentucky Utility Association
Resumes Meetings
THE annual meeting of the Ken-
tucky Association of Public Utili-
ties will be held at the Seelbach Hotel,
Louisville, Ky., on Nov. 22. This will
be the first regular meeting since the
discontinuance during the war.
At the morning session following the
report of the secretary and treasurer
an address will be given by James P.
Barnes, president Louisville (Ky.) Rail-
way, entitled "Outlook for the Electric
Railway Industry." Martin Insull,
past-president of the National Electric
Light Association and vice-president
of the Middle West Utilities Company,
Chicago, 111., will be the guest of honor
at the luncheon.
Three addresses will be given at the
The Genteel Faker*
Filching Money from Public Service Corporations Is Considered a Mark of Rare
Busines.s Ability by One Class of Claimants Which
Must Be Dealt With
By F. J. LONERGAN
Claims Attorney Portland Railway, Ligrht & Power Company.
Portland, Ore.
"/GENTEEL" is defined as the state
v_Jof being well bred or refined;
stylish or fashionable. "Faker" is
one who fakes. In the vernacular,
"fake" means to cover up or alter de-
fects or imperfections in, especially
with intent to deceive; to fabricate in
order to deceive; one who originates
a fake or humbug. Notwithstanding
the contradiction in terms between
"genteel" and "faker," it would seem
that, from the beginning of man down
through the ages to the present time,
there is much evidence of the presence
and activities of what may be termed
th "genteel faker."
The claim agent of every railway
company has met the "genteel faker,"
for the claims department is a veri-
table clearing house for the practice
of their wiles. It is one of the real
serious matters that confront the claim
agent, because it is often very difficult
to penetrate their mask of respectabil-
ity, and more difficult still to obtain
a jury that will see through their dis-
guise.
It is strange, but nevertheless true,
that there are many people in every
community who have no qualms of con-
science when dealing with a public
service corporation, particularly a rail-
way company. In the ordinary affairs
of life they are scrupulously honest
and their integrity is never suspicioned
or doubted. They will not defraud the
grocer, the butcher or the baker. They
deal open-handedly in all ordinary
business affairs. But when an injury
has been sustained at the hands of a
railway company, to them even-handed
justice no longer prevails.
Instances are not at all uncommon
where a person of prominence having
met with an accident involving personal
injury presents a claim based upon
fraud, deceit and exaggeration. If the
claim agent attempts to make a thor-
ough investigation as to the nature of
the alleged injuries he is met with
rebuff, and ofttimes open insult. The
claim agent is charged with doubting
the honesty and veracity of the in-
jured party and is denied an interview,
and many times the company's doctor
is not permitted to make an examina-
tion. In the event the claim agent
fails to make settlement, which settle-
ment does not mean compromise but
surrender, then the controversy is
•Abstract of paper presented at the an-
nual meeting of the Pacific Claim AgenU'
Association, Butte, Mont., Aug. 25-27. 1921.
tak:n into the courts. Such a claimant
experiences no difficulty in producing
numerous witnesses to his alleged pains
and sufferings. In most instances, the
pains and sufferings consist of facial
contortions, bodily gymnastics and
moans and groans during the presence
of friends and neighbors who are de-
pended upon to later convey what they
have seen and heard from the witness
stand.
Policy settlements, so called, is an-
other phase presented by the genteel
faker. It not infrequently happens that
those who have considerable business
dealings with the company threaten the
claim agent that unless the matter is
settled in accordance with their de-
mand the business relations with the
company will be broken and service
will be obtained elsewhere. The claim
agent is thus confronted with a very
delicate situation, and all his skill and
tact is not sufficient to offset the hold-
up. The highwayman with mask and
gun who demands your money takes
a chance, but the genteel faker, to
use the vernacular, has that game
backed off the boards.
How can the claim agent obtain the
best results in dealing with the so-
called genteel faker? In some in-
stances to be firm and outspoken may
meet with success, although many
times when the claim agent so acts he
is publicly denounced as a crook, a
scoundrel and a blackguard.
Where a claimant is obsessed with
a notion that no wrong can be done
in dealing with a public service cor-
poration, and that to filch money from
such a company is an indication of
rare business ability, education and
publicity would seem to be the only
remedy. If the community were edu-
cated to know and to feel it has an
interest in the welfare of the public
service corporation, in that the money
that the company makes and saves will
be reflected in the betterment of ser-
vice and lowering of rates, some good
might be accomplished. If publicity
were indulged in freely concerning
false, fraudulent and exaggerated
claims it would undoubtedly awaken
the sleeping conscience of even the
genteel faker. For after all, education
and publicity are the only great and
true weapons of defense on behalf of
public service corporations.
Knowing that the companies are de-
sirous at all times of doing the fair
and square thing in the matter of set-
November 12, 1921
Electric Railway Journal
875
tlement of claims, there is no reason
why the company through the claim
department should not feel entirely
justiiied in bringing to its aid a
properly and well-informed public. The
only fear of- the genteel faker is ex-
posure and knowledge of the truth on
the part of others. And this being so,
the path of duty of the claim affent
lies before him.
Solomon in all his glory had not such
clever genteel fakers appearing before
him as the claim agent of today has
to deal with. If Solomon were here
now, he 'could learn much by one day's
visit to the office of the claim agent.
Effect of the One-Man Car on Traffic Hazard*
Qne-Man Cars in Spokane Have Bettered the Two-Man Car Accident Record,
Although There Has Been a 50 Per Cent Increase in the Number of
Automobiles Since Their Introduction Three Years Ago
By Thomas G. A. Ashton
Claim Agent Washington Water Power Company, Spokane, Waak.
•••"L^XPERIENCE is the best
-I—-' teacher," and judging from the
experience of the Washington Water
Power Company the effect of the one-
man car on the traffic hazard has been
most favorable. The Washington Water
Power Company, one of the pioneers
in the one-man car operation, had its
system fully equipped with one-man
cars on July 1, 1918, and since that
time has operated none other than one-
man cars on its city lines. We operate
sixty-six cars eighteen hours a day and
thirty-three trippers Ave hours a day.
During the time the sixty-six cars are
running we have a headway of twelve
minutes. While the trippers are on we
have a headway of five minutes. This
same headway has been maintained
since 1915, there being no change made
when the one-man cars were put on.
The traffic hazard has in our city, as
in most cities, greatly increased since
we started to operate the single-end
cars. On July 1, 1916, there were 6,493
automobiles in Spokane County. On
July 1, 1918, the day our company
started to use the one-man cars exclu-
sively, there were 12,294 automobiles,
while on July 1, 1921, there were 19,-
325, an increase of 7,021 since we made
the change from two to one-man cars.
Regardless of this increase in the
worst traffic hazard we have shown a
reduction in traffic accidents. In the
three years previous to the placing in
operation the new type of carrier we
had 1,324 traffic accidents, divided as
follows: Automobiles, 1,023; horse-
drawn vehicles, 147; bicycles, 44; motor-
cycles, 31; pedestrians, 79. During the
three years of the one-man car we have
had 1,292 traffic accidents, divided as
follows: Automobiles, 1,151; horse-
drawn vehicles, 36; bicycles, 16; motor-
cycles, 13; pedestrians, 76; showing a
decrease of 22 traffic accidents, regard-
less of the large increase of automo-
biles. During the three years previous
to July 1, 1918, we ran 10,375,648 car-
miles and had 1.28 accidents to every
10.000 car-miles. We operated 1.205,-
535 car-hours and had 10.9 accidents
every 10,000 car-hours. During the
three years since July 1, 1918, or the
one-man car period, we ran 10,400.881
car miles and had 1.27 accidents to
every 10,000 car-miles. We operated
•Paper presented at the tuinual meetinc
of the Pacific Claim Agents* Association.
Butte, Mont., Aug. 25-27, 1921.
1,292,241 car-hours and had 10 acci-
dents every 10,000 car-hours.
Upon inquiry I learned that the
Municipal Street Railway, Calgary,
Canada, another pioneer in this type
of operation, has had the same expe-
rience. This railway was exclusively
equipped with one-man cars in the fall
of 1917. I have been advised by the
management of the Terre Haute,
Indiana & Eastern Street Railway that
its experience with the one-man cars
has likewise been profitable. Its report
shows one accident for every 13,227
car-miles with the one-man car and one
accident for every 8,476 car-miles with
the two-man car. The traction com-
pany of Spokane has had a decrease of
6S per cent in traffic accidents during
the first six months it has operated the
one-man cars.
In ^pokane we have to contend with
every, kind of traffic condition. We
operate over grades as high as 12i per
cent. We have sharp curves on grades.
The climate is such as to give us snow,
sleet and fog. We are also bothered on
some of our lines with le.ives on the
track, which is one of the most danger-
ous things any street railway has to b«
bothered with. All our cars are routed
through the congested district, passing
through one central point
We do not operate the small safety
cars, but a standard type, practically
the same as our old double-end cars.
They are double-truck, four-motor
equipment, weighing 26i tons, 44 ft. 9
in. long and seating forty-two pas-
sengers.
An advocate of safety has said,
"There is a reason for everything but
a woman getting off a street car back-
ward." So there must be a reason for
the one-man car reducing the number
of traffic accidents. In the first place
you have placed the entire responsi-
bility for the safe operation in the
hands of one man. There is no chance
for a misunderstanding of signals. In
backing up the operator is required to
go to the rear of his car.
If an automobile suddenly cuts in
front of him he does not have to rely
upon a signal to tell him to stop. The
near-side stop is compulsory with the
one-man car. This to my mind is the
cause of the elimination of most traffic
accidents. Passengers being picked up
at the near side of the intersection
cause the car to cross the intersection
more slowly, thus enabling the motor-
man to stop his car more quickly. The
construction of our type of car is such
that the over-hang is in front, thus pre-
venting pedestrians and vehicles which
are standing close to the car from be-
ing struck by the over-hang as the car
rounds the curve.
In point of importance it will there-
fore be seen the work of the investiga-
tor ranks high. It affords the basis
and foundation of all settlements and
the de:{ense of all litigated claims.
Without a high-class investigating
bureau the success of a claim depart-
ment is bound to be limited. While
the work of the investigator is at times
vexatious and his difficulties many,
still the satisfaction of a task well
done goes far to mitigate the discour-
agements with which his path is
strewn. And just in passing, let this
impression be recorded, that the person
in charge of the investigators should
not forget that a word of praise where
deserving is a staunch stimulant to the
morale. Certain it is that the intelli-
gent young man of today in the field
of investigations will attain success if
he but put forth an honest, conscien-
tious effort and the way will open for
bigger and better things.
"The Soul of Service"
AT THE meeting of the American
- Gas Association held in Chicago,
Nov. 9-11, among the papers presented
was one called "The Soul of Service,"
by W. H. Rogers, Public Service Gas
Company, Paterson. N. J. This paper
is one discussing what Mr. Rogers says
is "old stuff" but always with us, the
service of public utility corporations.
In speaking of the street railway
company, Mr. Rogers says: "The soul
of the street railway company is the
will and the desire of owners, managers
and employees so to handle transporta-
tion of human beings, so to operate
trolley cars, that every man, woman
and child in the community will want to
ride in these trolleys and will be satis-
fied and willing to pay to the company
adequate and reasonable fares."
Starting with the three great charac-
teristics of man, known as spirit, soul
and body, Mr. Rogers defines these as:
(a) Spirit is what really exists.
Spirit is reality. In man, it is that
part of man which knows — it is his
mind.
(b) Soul is the consciousness of ex-
istence. Soul is the seat of the active
■will and of the affections, desires and
emotions.
(c) Body is the outcome, the result,
of the activity of spirit, guided and
controlled by soul, by the will, by our
desires.
He then goes on to say: "The spirit
of the street railway company is the
idea of satisfactory transportation for
men, women and children, for every-
body, for the whole public."
As to the body, Mr. Rogers asks
"Does not the body of each of our com-
panies consist in the opinion which has
grovm up in the minds of our customers
and the public regarding these com-
panies?"
News of the Eledric Railways
FINANCIAL AND CORPORATE :: TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
Saginaw Votes for Return
of Street Cars
Mayor's Proposal for Return of Cars
Is Now Before Committee Repre-
senting Security Holders
A plan for the resumption of electric
railway service in Saginaw, Mich., under
the direction of a board of trustees ap-
pointed by the Council who have had
no former connection with the operation
of the Saginaw-Bay City Railway was
proposed by Mayor B. N. Mercer on
Nov. 8 and adopted by the Council at
a special meeting. A summary of the
proposal was transmitted to New York
by wire, where Otto Schupp, trustee of
the local property, appointed by the
Federal Court, is meeting with the pro-
tective committee representing the
bondholders.
Special Message from Mayor
The matter was brought to the at-
tention of the Council in a message
from the Mayor, who made the follow-
ing recommendations: Appointment of
the five trustees to operate the property
under a trust agreement from the bond-
holders' committee, the rate of fare to
be four tickets for 25 cents with uni-
versal transfers, five school tickets for
25 cents, and a cash fare of 8 cents.
Elimination of jitney competition on
streets traversed by street cars. Price
for current to be fixed by Public Util-
ity Commission.
It is generally believed the Council's
action is the result of two outstanding
features which have occurred during the
last week to ten days. The Council
had before it for consideration a pro-
posal of the Wolverine Transit Com-
pany, Detroit, to install a motor bus
system in Saginaw provided some
agency would dispose of $125,000 worth
of advanced transportation. The fin-
ancing question was submitted to the
board of commerce, but the board de-
clined to act favorably on the subject.
The local newspaper started a refer-
endum and by a tremendous majority
the people voted for the retui-n of street
cars at an increased rate of fare, and
the elimination of jitney buses. A
straw vote which was to have been
taken in each of the city's voting pre-
cincts as proposed by one member of the
Council it is believed now will be
dropped as the action of the Council
Tuesday makes this unnecessary.
Receiver in New York
It is generally believed in Saginaw
that if Mr. Schupp is unable to have the
protective committee representing the
bondholders accept the proposal of the
Council, it will at least result in a
counter proposal being made and if it is
honest and fair, it will be accepted by
the city and street cars will again run.
Under the Mayor's plan the trustees
are to act without compensation and
none of the former officers of the trac-
tion company is to be employed. The
only salaried ofl^cial is to be a capable
suoerintendent.
In his message to the Council Mayor
Mercer points out that beyond any doubt
the sentiment is for street cars and
against municipal ownership of either
buses or street cars and the only solu-
tion left for the city is the resumption
of street car service without jitney com-
petition.
A definite answer is not expected be-
fore Nov. 12.
Recently the Council by a four to
one vote accepted the proposal of the
Wolverine Transit Company which
calls for an advanced sale of $125,000
worth of transportation, which funds
will be used to help pay for the buses
as they are delivered.
The plan was referred to the board
of commerce by the Council and after
tv^o meetings the transportation com-
mittee of the commerce board ap-
pointed a sub-committee to investigate
the financial condition of the company
as to its ability to go through with its
part of the program and two disinter-
ested engineers to investigate the con-
struction of the bus and report on the
cost and their adaptability for use in
a northern climate.
City Must Pay Cost When
Utilities Move for Mu-
nicipal Railway
A decision handed down by the United
States Supreme Court on Oct. 24 in
the case of the Postal Telegraph Com-
pany vs. San Francisco, establishes an
important precedent in the municipal
railway field. The decision holds that
in the operation of a municipal rail-
way the city is acting not in a "gov-
ernmental capacity" but in a "propri-
etary capacity," and that the city must
pay the costs of removals or changes
in location of other utilities occasioned
by the construction or extension of a
municipal railway.
The San Francisco case has been in
litigation since the third and fourth
tracks were laid on Market Street from
Geary Street to Van Ness Avenue.
These tracks were laid on portions of
the street that had never before been
used for railway lines and under which
were the conduits of the Postal Tele-
graph Company. When the tracks were
built these manholes had to be changed
or the conduits moved. The city
acknowledged the company's rights to
maintain its conduits, but held that
those rights did not carry with them
the right to use the street to the ex-
clusion of the municipal railway line.
The company objected to paying the
costs but did the work with the under-
standing that it would be reimbursed
if the courts ruled that the city should
pay. The case was carried to the
United States Supreme Court where
the decision of the lower courts was
sustained and the city was ordered to
pay the cost of the manhole changes.
Deficit in Davenport in September
Electric railway operation in Daven-
port during the month of September,
1921, showed a deficit of $36,106, ac-
cording to a report of the Tri-City
Railway. The report showed total re-
ceints of $56,178, while the company
had oDerating expenses of $55,331, with
$5,452 in taxes and $4,084 in interest.
Mayor Couzens' Policies
Indorsed
Result of Detroit Election Taken to
Mean City Is Satisfied with .Munic-
ipal Program
Unofficial returns of the Nov. 8 elec-
tion in Detroit, Mich., indicate that
James Couzens was re-elected Mayor.
He received a vote of nearly two to one
over Daniel W. Smith. Mr. Couzens'
majority was about 33,000 out of total
vote of less than 115,000.
The ouster ordinance compelling the
Detroit United Railway to remove its
tracks and equipment from Fort Street
and Woodward Avenue, put on ballot
by initiative petition after it had been
passed by the Council, carried by major-
ity of 35,000. According to statement
attributed to A. F. Edwards, vice-presi-
dent of the Detroit United Railway the
company will bow to the will of' the
people as expressed at election and will
discontinue service on Fort Street and
Woodward Avenue on or about Nov.
^5. It IS estimated that about 50,000
riders per day use the two lines.
The charter amendment fostered by
Mayor Couzens and the Street Railway
Commission empowering the commis-
sion to engage in trackless transporta-
tion using trackless trolleys and buses
was carried by majority of 26,000.
This amendment was defeated in the
October primaries.
The re-election of Mayor Couzens is
accepted as an expression of people of
Detroit for municipal ownership and
for the continuance of the program
started during the Mayor's last term.
Eight of the nine councilmen were
re-elected, only one new member being
elected to fill vacancy.
Company Stated Its Case
A special edition of Electric Railway
Service, the official publication of the
Detroit (Mich.) United Railway, which
was suspended with the June 17 issue,
was put out on Nov. 5. In it the com-
pany took occasion to explain the ouster
ordinance which was placed on the
ballot for the Nov. 8 election. This
measure was concerned with car serv-
ice on Fort Street and Woodward
Avenue. In referring to the ouster
ordinance the company's publicity de-
partment stated that it was felt that
the matter of service on the Fort Street
and Woodward Avenue lines was so
important as to call for the revival of
the paper in a special edition.
It was cited that the Detroit United
Railway had taken no part in the
political fight drawing to a close with
the election, nor was the company mak-
ing any campaign to influence the elec-
torate in their vote on the ouster
ordinance. Attention was called to
certain facts because, in the company's
opinion, the efl'ect of the ouster ordi-
nance upon the people of Detroit had
not been as fully and completely dis-
cussed in the public press as so vital a
measure deserved.
In reviewing the conditions it was
stated that the Detroit United Railway
had refused to accept $388,000 as the
price for the Woodward Avenue line
November 12, 1921
Electric Railway Journal
877
from the Grand Belt Line on Mil-
waukee Avenue to the Detroit River,
and the Fort Street and West Jefferson
lines from Artillery Avenue to the
eastern terminals of these lines, in-
cluding Cadillac Square turning facili-
ties. The price mentioned, it was
pointed out, covered not only the tracks
but the overhead system of poles and
wires as well. The company said:
Should the ordinance be approved by a
majority of the voters and the civic author-
ities insist upon it lieing made effective.
then within ten days after the vote has
been declared official, which will probably
be Nov. 15, the company must stop service
and within ninety days the property will
have to be removed.
Service May Be Cut Off
The company sees not less than three
months of confusion depending upon
weather conditions, and still further
delay and confusion while the Street
Railway Commission is constructing
new tracks to replace the ones torn
up. During that time, it is cited, street
railway service to and from the north
end of Woodward Avenue would be
cut off.
With the completion of the city
tracks, car riders above the Grand
Belt line would have to pay two fares
to reach the heart of the city and
congestion would be greater because
of the cars of the Hamilton, Twelfth
and Linwood lines of the municipal
railway being routed over Woodward
Avenue instead of the present routes.
The Fort Street and Woodward Avenue
lines are referred to as large transfer
lines used by people from all parts of
the city. The final warning was given
that the company would not accept the
city's offer, pointing out that in the
1919 appraisal of the properties by
the Public Utilities Commission these
tracks were valued at $2,500,000.
In denying the report that the com-
pany would accept the city's offer
rather than spend a large sum in
obeying the ordinance if it were ap-
proved, the fact was pointed out that
there is an underlying mortgage of
$1,200,000 on the Fort Street line
maturing in 1924. The bonds secured by
this mortgage were in the hands of
the public before the line was purchased
by the Detroit United Railway, and if
the company accepted $388,000 for the
parts of Woodward and Fort lines
mentioned it would practically mean
more than half the amount or $194,000
for the Fort line. There would be a
deficiency of more than $1,000,000 so
that if the company is to lose $1,000,000
it might as well lose the entire $1,200,-
000, it is cited.
Holder of Mortgage Brings Suit
The Woodward line above Pallister
Avenue cannot be secured by the city
except by agreement for years to come
because of existing franchises, some of
which have been granted to the com-
pany on perpetual terms. The question
was raised, would it not, therefore, be
better for the people of Detroit to have
the price to be paid for the Fort and
Woodward lines arrived at by arbitra-
tion, all things to be taken into con-
sideration, including the fact that the
franchises on parts of the lines con-
sidered have expired?
Suit has been filed in the Circuit
Court for the city against the Detroit
United Railway and the Guaranty Trust
Company, New York, to clear title to
the 29 miles of so called day-to-day
lines which are to be taken over by the
city according to recent arbitration.
The Trust Company holds the mortgage
on the Detroit United Railway system
and refuses to release mortgages on the
track and equipment upon which the
arbitration board fixed a price. The
suit filed by the Corporation Counsel
will determine whether the Trust Com-
pany or the Detroit United Railway is
to receive the money for the day-to-day
lines, to be paid according to the terms
of the arbitration.
Transit Plan Hearing Nov. 15
Inquiry Before Commission in New
York Will Continue Three Days
a Week
The Transit Commission of New
York City has fixed Tuesday, Nov. 15,
as the date for the beginning of its
public examination of the street rail-
way and omnibus companies, and has
served notice upon the representatives
of each of the companies coming
within its jurisdiction to appear at its
offices, at 11 o'clock in the forenoon of
that day.
The commission about three weeks
ago announced that it would make no
effort to proceed with these examina-
tions during the progress of the city
election campaign. It declared at that
time that, while the publication of the
plan in outline had brought forward
some suggestions bound to prove con-
structive and of a helpful tendency,
there had, on the other hand, been a
pronounced disposition in some quar-
ters to make the matter a football of
politics through the employment of
prejudiced misrepresentation and abuse
in place of dispassionate inquiry.
PouTics Eliminated
Th^ commission is of the opinion that
the subsequent course of the campaign
has fully justified this view. It has
been convinced that any attempt to
develop the plan through the medium
of the proposed examinations before
the end of the campaign would have
been futile. As the commission has
previously pointed out, its program has
nothing to do with current politics, and
its action will not be affected either one
way or the other by the issue of the
election. Its functions are clearly de-
fined by law, and it will proceed, im-
mediately following the election, as the
law directs, to complete its general plan
of reorganization along the lines it has
already indicated.
The examination of the companies
is likely to occupy several weeks. The
commission plans to sit on Tuesday,
Wednesday and Thursday of each week
until this stage of its work is com-
plete. It will then be prepared to
put the draft of its plan in final form
for submission to the city authorities
and to the several companies for the
formal action of each.
Under the law, public hearings will
be held upon this final draft, and at
various other stages as the considera-
tion of the plan proceeds. It is the
purpose of the commission to make
these hearings as broad as may be de-
sired and to afford the fullest oppor-
tunity for public discussion not only
of the plan itself, but of the valuations
to be placed upon such railway proper-
ties as may be taken for incorporation
in a unified system and the processes
through which these valuations are
reached.
The commission, as it has already an-
nounced, will require as a primary con-
dition that the new system, when put
under operation, shall retain the city-
wide 5-cent fare. It is, moreover, con-
fident that if its plan is adopted and
the cost eliminations and economies it
has in view are made possible, the five-
cent fare will be retained without
future disturbance.
The order of the commission direct-
ing the attendance of the representa-
tives of the railroad and omnibus com-
panies was served upon nearly eighty
companies and individuals representing
those companies, covering every street
railroad in the city, with the exception
of the Hudson & Manhattan Railroad.
Receivers, where there are such, were
also served.
Maximum Pay at Louisville
Forty-three Cents
The wage scale for platform em-
ployees in effect on the lines of the
Louisville (Ky.) Railway was incor-
rectly stated in the Electric Railway
Journal, issue of Nov. 5. The sched-
ule for city operation (in cents per
hour) is as follows:
First year 33
Second year 35
Third year 37
P'ourth year 39
Fifth year , 41
After the fifth year 43
For interurban operation the scale is
1 cent per hour over the above rates.
Election Results of Nov. 8
The traction issue was injected
into the political campaigns in New
York, Bridgeport and Youngstown to a
greater extent perhaps than in any of
the other cities except Detroit, to which
reference is made elsewhere in this
issue.
In New York Mayor Hylan, the pro-
nounced advocate of the 5-cent fare,
was re-elected with an overwhelming
plurality. He defeated for office Henry
H. Curran, who in a last hour an-
nouncement threatened to undo some of
the work of the Legislature of last year
in passing a bill creating the New York
Transit Commission, under which Gov-
ernor Miller hopes to bring about a set-
tlement of the traction situation in New
York.
In Bridgeport, where the battle be-
tween the trolleys and the jitneys has
been waged for several years. Mayor
Wilson went before the people on the
avowed platform of jitneys and the
5-cent fare. His opponent, Mr. At-
water, was reticent about the traction
situation, but indicated that any moves
made by him in connection with this
matter would be taken only after a full
study had been made of all the details
entering into the situation. The people
of Bridgeport evidently want the trac-
tion situation settled in a business-like
manner, for they have voted Mr. At-
water into office.
At Youngstown George L. Oles has
been elected Mayor. Mr. Oles is re-
garded as something of an eccentric.
He would turn the streets over to the
jitneys and jail citizens who pay taxes
under the recent revaluation. He con-
ducted a whirlwind campaign extending
over a period of several weeks, in which
he called to his aid every device of the
publicity promoter. Mr. Oles is a local
merchant of Youngstown and although
he has lived for many years outside the
city limits he removed to that city in
time to take up his residence and qual-
ify for election to office.
878
Electric Railway Journal
Vol. 58, No. 20
Uniform System Proposed
California State Railroad Commission
Recommends Uniform Accounting
for All Motor Utilities
Frequently the State Railroad Com-
mission of California meets with
attendant delay in trying cases of
motor freight, passenger, express and
mail-carrying lines that operate on the
public highways in the state, as the
majority of motor utilities do not keep
their books in sufficient shape to permit
the commission's accountants properly
to analyze the claims of the utilities for
an increase in rates. The Railroad Com-
mission has full jurisdiction of these
motor transportation lines as to regu-
lation of rates, operating schedules and
other fixed rules. Therefore, the com-
mission took it upon itself to prepare
a uniform system of classification of
accounts and recommend that it be put
in force and be complied with. On Aug.
19, 1921, the commission forwarded its
tentative form of a system of accounts
to every auto freight and passenger-
carrying line within the State, asking
that the carrier comment upon and
criticise the proposed schedule of ac-
counts.
The proposed plan as worked up by
the commission was for the purpose of
aiding this type of carrier as much as
possible, so that he could keep his books
in such shape to tell how he stood as
to making or losing money in his
business. After the commission con-
sidered that the tentative schedule of
accounts had been in the carriers'
possession a sufficient length of time
two meetings were scheduled to hear
the carriers' views as to accepting the
proposed classification; however, the
commission made it known that the
system of accounts was not to be forced
upon the carriers.
It was known that several of the
larger motor utilities were keeping
their books under some sort of system
of uniform accounting, but the com-
mission desired to adopt a system uni-
form to all. The first hearing was held
at San Francisco on Oct. 24 for the car-
riers in the northern part of the state
and a second hearing was held in Los
Angeles on Nov. 1 for the southern
section. At the northern hearing little
opposition was met, as practically all
the carriers entertained the commis-
sion's plans; however, one carrier op-
posed showing in any one month his
returns under income accounts for
revenue returns from sale of round-
trip tickets. He desired to show in
his monthly income account report to
the commission the revenue from actual
haul and to carry the revenue unac-
counted as yet from the return portion
of the round-trip ticket in a suspense
account until services had been ren-
dered for the other portion of this
class of ticket. This privilege met with
the favor of the commission and other
carriers so affected.
"The commission's tentative schedule
is in some manner similar to the Inter-
state Commerce Commission's uniform
system of classification of accounts as
prescribed for electric lines. The com-
mission divided it into two classes —
Class A and Class B. Class A is for
companies whose revenues are in excess
of $20,000 per annum, while Class B
is for companies whose revenues are
for only $20,000 or less.
The commission only outlined a sys-
tem of accounts for Class A companies,
stating that it was so generally pre-
pared that it could be applied to both
classes; however, the commission
stated that it was optional with the
Class A companies to set up a subdi-
vision of the accounts as outlined by
the commission, as the commission
realized that the larger carriers had
more complex problems of accounting
than the smaller companies.
In the hearing at Los Angeles one
of the largest motor utilities operating
out of Los Angeles desired that the
commission elaborate upon its tentative
schedule of accounts. The commission's
schedule includes asset and liability ac-
counts, income accounts, revenue and
expense accounts. This carrier con-
tended for privilege to keep its ac-
counts by lines, so in cases of applica-
tion for rate changes the true cost of
operation and income of particular lines
could be determined.
The carrier also contended, that the
commission's depreciation account
should be broadened to include obsoles-
cence of motor equipment, as there
was a constant improvement in types
of motor buses and trucks, and that
frequent changes in motors were re-
quired to get more mileage at less cost.
Likewise, the prediction of any pos-
sibility of changing from gas-driven
motor cars to other types due to fuel
situation and other modern improve-
ments in motor cars. Also, it was asked
that some provisions be made for an
account to cover motive power, as dif-
ference types of motors were used on
various equipment. Such motors are
changed from time to time for im-
proved types, and the cost of these
changes and maintenance should be ac-
counted for.
Objection was also made to the com-
mission's miscellaneous account carry-
ing insurance of all classes. It was
asked that an account known as "Loss
and Damage" should be added to cover
insurance carried on damage or in-
jury to others' property or person. The
general insurance account would then
cover insurance, buildings and car-
houses.
The tax accounts were reviewed.
There was little opposition as to the
commission's plans to have the state
and local taxes deducted from the
operating expenses, while the account-
ing schedule provided that the federal
taxes be deducted from the income ac-
count. In this respect the commission
followed to some extent its classifica-
tion of accounts that has been effective
for some years for gas, electric light
and water corporations.
At the close of the hearings the
commission stated that it was its in-
tention to draft a classification of ac-
counts and to make it effective as soon
as possible. The commissions ac-
countants are to call on all the motor
utilities to instruct and aid them in
installing this new uniform system of
accounts.
Public Ownership Recommended
The public utilities committee of the
Board of City Development of Amarillo,
Tex., through its chairman J. N. Riggs,
has filed its report recommending public
ownership of all public utilities, includ-
ing street car lines, in that city. There
has been considerable dissatisfaction in
Amarillo over the street car service
and the line has been placed in receiver-
ship and service discontinued for a
time. The people of the city finally
took the lines over and are now operat-
ing them.
"No Smoking Allowed"
The Chicago Journal recently pub-
lished the following dialogue which
contains a significant moral presented
in an effective way and perhaps of
special interest from the standpoint of
merchandising transportation.
(Scene: The front platform of a street
car. Typical hard-boiled motorman is
gossiping with passenger. Second passen-
ger enters from car smoking a cigarette.
Motorman glares at cigarette and then at
sign "No Smoking Allowed on Platform."
Second passenger continues to smoke with
studied indifference.)
Motorman (continuing conversation with
first passenger) : When the union tells me
to walk out, I walk.
First Passenger : Ha, ha ! So does every-
body else.
Motorman (glaring at second passenger) :
T'can't smoke out here, buddy.
Second Passenger: Why?
Motorman (savagely) : It's against the
rule. No smoking, see? Can't you read
that sign?
Second Passenger (calmly) : Sure enough,
you have a sign. How droll. But tell me,
my good man, you don't care for the rules,
do you?
Motorman (triumphantly) : Oh, don't I,
though. I'll say I do.
Second Passenger (nonchalantly) : Well,
well. That's quaint. I'd never suspected
it. As a matter of fact, since I have been
standing here you've violated five of the
company's rules.
Motorman (sputtering) : 1 — I — wad d'ye
mean, huh?
Second Passenger (taking a deep puff
and exhaling slowly) : Well, in the first
place you were talking to that passenger.
Motormen are forbidden to talk to pas-
sengers while on duty. As you would say,
"Can't you read that sign?"
Motorman (flushes) : I — I —
Second Passenger: Exactly. Also, as I
stood here you spit on the floor. That is
not only against the company's rule, but
it is a violation of the city ordinance as
well, punishable by a fine of tS to $25.
Motorman (gasping) : Why — why —
Second Passenger (lighting another ciga-
rette) : Also, you started your car back
there about six blocks before you got the
bell. Also, you started your car on the
last corner before a passenger had alighted
and your door was closed. Would you
like to hear the other one?
Motorman: Say. who are you, anyway?
Second Passenger (exhaling reflectively) :
You needn't be alarmed. I'm not a spot-
ter. But I would suggest that in the future
you observe a few rules yourself before
vou impose them on the public and, what's
inore important still, that you learn to
speak courteously instead of hollering like
a Comanche at a passenger who may be,
as I was, unaware that smoking on the
front platform was no longer allowed. Next
corner, please.
Motorman (as he lets second passen-
ger oft): Well. I'll be—
Predicts Electric and Steam Lines
Will Handle Freight Traffic
J. L. O'Toole of the Public Service
Railway, Newark, N. J., in speaking
recently before the New Jersey Indus-
trial Traffic League, said that day
would undoubtedly arrive when electric
lines will be used in a co-operative
plan with the steam railroads and
with motor lines for the movement of
freight.
Mr. O'Toole told of a law passed
years ago giving street railways the
right to carry freight in municipalities
where sanction was given by the gov-
erning body. It was later amended so
that the permission of municipalities
of less than 12,000 population was not
necessary, and again at a later date
permission was given electric rail-
ways to carry freight from 11 o'clock
at night to 6 o'clock in the morning
without approval of municipalities.
Mr. O'Toole stressed the fact that
the investment of as much money as
this plan would require was not war-
ranted at this time.
November 12, 1921
Electric Railway Journal
879
Indiana Commission to Decide
Paving Question
The Indiana Public Service Commis-
sion will be asked to decide whether the
Indianapolis Street Railway will be re-
quired to pay paving costs between
tracks in the future. This is in accord-
ance with an agreement reached re-
cently at a conference between repre-
sentatives of the company and members
of the board of public works. Mark H.
Miller, chairman of the board of works,
said that orders are being entered for
the railway to pave between tracks on
four streets now being paved for the
first time. Dr. Henry Jameson, chair-
man of the board of directors of the
company, who was accompanied at the
conference by Robert I. Todd, president
and general manager, said that the mat-
ter will be referred to the Public Serv-
ice Commission as soon as notice is re-
ceived by the company for paving.
Samuel Ashby, city corporation coun-
sel, agreed that the points in dispute
should be settled by the commission at
once. The company was required to pay
paving costs in the old franchise which
was surrendered on June 4, when the
company relinquished its franchise in
order to operate under state control.
Provisions of an ordinance just passed
by the City Council continues in effect
all terms of the old franchise except
those inconsistent with powers of the
State.
Under the public utilities law of 1913
the company takes the stand that orders
for paving between tracks are unreas-
onable. A number of service questions
were up for discussion at the confer-
ence for the first time since the fran-
chise was surrendered early last sum-
mer. Among them was extension of
the College Avenue line from Forty-
sixth Street to the city limits, just south
of Fifty-second Street. The board is-
sued an order for the extension.
The Real Gist of It
At the hearing in Hartford before
the Public Service Commission to which
reference was made in the Electric
Railway Journal for Oct. 29, page
798, the experience of the Connecticut
Company in running autos was com-
mented on. In alluding to the facts
then brought out the New Haven
Register said:
It is the testimony of the Connecticut Com-
pany that motor omnibus linos cost more
than trolley lines. Most of these lines it
is running at a loss, it testifies. This is
easily believable, nor is it surprising. The
company can afford to run some of them
at a loss, if necessary, as feeders for its
electric lines. Some of these short lines
are transfer lines only, taking in little or no
cash. The company has established them
in response to a demand and to save the
expense of laying new lines of track.
But the testimony of the Connecticut
Company on its experience in running bus
lines should furnish something for the two
ardent jitney enthusiasts, who talk about
substituting jitneys for trolleys altogether,
to think about. It may be questioned
whether the Connecticut Company has uni-
formly made a success of the transporta-
tion business, but at least it has had ex-
perience. It It cannot make short lines
where the jitney has everything to itself
pay. can others?
The Connecticut Company does not talk
of discontinuing these non-paying lines. It
can afford to keep on losing money on them,
providing it can get the business on its
rail lines. But supposing it were an inde-
pendent company or an individual con-
cerned. Would not it be likely to discon-
tinue forthwith lines that were losing
money? That to do that would deprive per-
sons in a certain locality of transportation
altogether and without warning would not
be a consideration. The brusque answer
would be that the jitney owners were not
running lines to amuse the public but to
make money. The trolley company has
certain charter responsibilities which do
not circumscribe the jitney operator. This
essential difference is something tor the
serious consideration of those who think
we should all be assured of unlimited
happiness in the event of killing off the
trolley with the Jitney.
"Legion Number of The
Railwayan"
Having some 1,500 ex-service men in
its employ, the Kansas City (Mo.) Rail-
ways has published a special issue of
the Railwayan devoted to them and in
honor of the occasion of the third an-
nual convention • of the American
Legion held in Kansas City last week.
The issue contains eighty-six pages of
pictures of the employees who served
in the great war, various scenes taken
during the struggle, numerous stories
covering the incidents of service of
various employees and stories of some
of the outstanding engagements. The
magazine forms a souvenir which will
be of immense interest to the ex-
soldiers now engaged in the street rail-
CovER OF Contribution of Railway to
Legion Convention Publicity
way service, and it is a great credit to
those who are responsible for its com-
pilation and publication.
Approximately 100,000 visitors were
expected to be in Kansas City during
the convention, which, added to the
regular business handled by the street
railways, meant a considerable under-
taking to provide adequate transporta-
tion. In addition, at the end of the
Sunset Hill car line, there was one of
the greatest flying machine contests
ever held, which again multiplied the
task of the company. More than
seventy airplanes of different makes
were entered and a crowd of sixty to
seventy-five thousand people attended.
Curtailment Policy Under Way —
Railway Still Reports Deficits
General business depression and a 25
per cent reduction in traffic have been
the reasons for the monthly deficits re-
ported by the Wilmington & Philadel-
phia Traction Company, Wilmington,
Del. This opinion was recently ex-
pressed by T. W. Wilson, vice-president
and general manager of the property,
who appeared before the Board of Pub-
lic Utility Commissioners in response
to the board's request to explain the
deficits.
Mr. Wilson said the company was
doing everything it could to reduce
the deficit, that every department was
showing some curtailment; the month
of September was a far better month
than August and that he was hopeful
for the future.
The commissioners with Mr. Wilson
and company officials discussed the
earnings of the various lines, type of
equipment and the burdensome subur-
ban routes. When the conference was
terminated the commission thanked the
traction officials for their co-operation.
New Wage Scale Proposed. — Discus-
sion of a new wage scale to go into
effect Nov. 15 has been started be-
tween the Cincinnati (Ohio) Traction
Company and the Electrical Workers'
Union. The traction company proposes
a 30 per cent wage reduction. Foremen
now receive 97i cents an hour and
linemen 87J cents. The union asks for
a 10 per cent increase.
Oil Production Drops. — According to
the United States Geological Survey oil
production in September fell off con-
siderably in comparison with output of
August and September a year ago. The
average daily barrels in September,
1921, was 1,215,633, against 1,321,484
just the month previous. The total pro-
duction in September was 36,469,000,
against 37,889,000 in September, 1920,
and 40,966,000 in August, 1921.
Emergency Service Supplied. — ^When
pressed for cars during the Harvard-
Princeton football game at Princeton
on Nov. 5 the New Jersey & Pensyl-
vania Traction Company placed a mon-
ster freight car in service for the trans-
portation of passengers. It was the
first time that the company has had to
resort to using a freight car for pas-
sengers and it worked very satisfac-
torily.
One-Man Cars to Be Operated. — The
British Columbia Electric Railway, Van-
couver, B. C, will soon put in opera-
tion about thirty new one-man cars,
which have cost more than $150,000.
Resort to this operation is the result
of decreased revenue. The first cars of
this type will be run in North Van-
couver, Victoria, Westminster and out-
lying districts of Vancouver where
traffic is not heavy.
Franchise Extensions Granted. — The
City Commission of Dallas, Tex., has
again granted extension of time on
the franchises granted the Dallas
Southwestern Traction Company and
the Dallas Northwestern Traction Com-
pany. Original grant of these fran-
chises, which contemplated the build-
ing of two interurban lines out of
Dallas, one toward the southwest and
the other toward the northwest, was
made in 1906, and extensions of time
have been granted yearly since the first
expiration. E. P. Turner of Dallas is
named as president of the two com-
panies. Mr. Turner assigns tightness
of the money market and the high cost
of materials and labor as the reasons
for the company not building the lines
Immediately.
880
Electric Railway Journal
Vol. 58, No. 20
Readjustment Planned
Present Financial Structure of the
Eastern Massachusetts Precludes
Success, Say Trustees
The public trustees of the Eastern
Massachusetts Street Railway in a
statement issued to bondholders and
stockholders said that they are con-
vinced the company cannot become a
financial success with its present capital
structure. They have formulated a plan
which has been approved by the largest
holders of each class of securities.
Briefly the readjustment is made nec-
essary by the fact that during the two
years and more which it has taken the
trustees to put the property in good
physical condition, and in a position to
earn the "cost of service," charges have
been accumulating in the form of de-
ferred bond interest and cumulative div-
idends. The trustees are strongly of
the opinion that the credit of the com-
pany can be restored and maintained
only by refunding the deferred interest
on bonds, removing the accumulations
from the various classes of stocks and
placing the company in a situation
where surplus earnings each year over
the bond interest requirements may be
used for payment of dividends.
The new plan provides that the $976,-
590 of extended coupons of refunding
mortgage bonds, Series A, B, C and D,
are to be canceled and the penalty
waived in exchange for $732,442 in one
to seven-year 6 per cent serial bonds
with a State guarantee, payable Feb-
ruary, 1923, through 1929. The $739,-
000 Series D; $500,000 Series E refund-
ing bonds of 1925 and $972,000 Series
D refunding bonds of 1927 are to be
extended to 1948. The sinking fund
stock is to be exchanged for first pre-
ferred stock eliminating sinking fund
and to receive $518,240 in common
stock for dividends to Feb. 1, 1922.
The first preferred stock is to receive
$138,884 in common stock for dividends
accrued to Feb. 15, 1922. In the case of
the preferred B stock the dividends ac-
cumulated to Feb. 1, 1922, are to be
canceled. The adjustment stock is to
be made non-cumulative and dividends
accumulated to Feb. 1, 1922 canceled.
The plan provides for $657,123 of com-
mon stock either by a surrender of
stock or reduction in par value. This
would reduce shares held by common
stock holders by about 10 per cent.
Under the trustee plan now in effect
the company can have a net round in-
come applicable to fixed charges and
stock dividends of only $2,400,000. Any
increased revenue must be applied to-
ward a reduction of fares. Notwith-
standing the fact that the company is
now earning its cost of service it has
not been able to pay interest on series
A, B, C and D of its refunding mort-
gage bonds during 1920. This deferred
interest amounts to $976,590 and ma-
tures Dec. 31, 1925.
On Jan. 1 of each year from 1922 to
1929 inclusive $300,000 of the serial
refunding bonds, the principal of which
is guaranteed by the state, becomes
due. The first two maturities of $50,-
000 each due Jan. 1, 1920 and 1921, al-
though paid by the State, must be re-
paid out of the first income otherwise
applicable to dividends.
Including the $300,000 of serial bonds
and the $100,000 already refunded by
the State the company has obligations
of $12,112,908 which will mature before
1930. The trustee plan does not pro-
vide for the refunding of the major por-
tion of these obligations nor does the
act permit it except in accordance with
the general laws of the State, which do
not allow bond issues in excess of the
paid-in capital.
In the light of actual experience the
1919 reorganization plan was too hope-
ful of immediate results. The trustees
believe that if the company is to be put
in a position to meet or refund its
obligations as they become due steps
must be taken immediately to establish
sound credit. In order to do this the
preferred stocks must be put on a divi-
dend-paying basis in the near future.
So that as it becomes necessary to
sell additional stock prior issues will
have had a creditable dividend record.
Under existing conditions there is not
the slightest prospect of any dividend
being paid upon any class of stock for
an indefinite period, and no payments
can be made to the sinking fund for the
redemption of sinking fund stock until
all dividends on the first preferred and
sinking fund stocks have been paid.
Government Denies Claim
The United States Government
through the War Department has re-
fused the claim of the Georgia Rail-
way & Power Company, Atlanta, Ga.,
to recover the sum of $123,363, which
has been the net loss to the company
for building the Camp Gordon line.
In his claim, which was submitted
last August President Arkwright of
the power company said that the gov-
ernment was anxious to have electric
railway service to the camp and it
was supposed that the camp would be
maintained a sufficient length of time
to justify the expenditure. A portion
of the line to Oglethorpe University
will be retained. The application made
by the railway for the reimbursement
was along the same lines offered by
the city of Atlanta in seeking a re-
covery of investment in the water mains
to the camp.
October Operation Successful
in Toledo
The operations of the Community
Traction Company, Toledo, Ohio, for
the month of October will show a sur-
plus of nearly $20,000, which will take
care of all deficits in various funds set
up with the exception of the stabilizing
fund. It is expected that a gain will be
made in that fund during November.
The sinking fund, which represents
cash ownership of the lines by the city,
is now at $159,375.
The stabilizing fund is $53,333. It
started in February at $400,000. There
is not much chance of the car fares
going higher since Commissioner W. E.
Cann's preliminary figures for October
operation have more than held good.
A raise in fare was contingent upon the
operation for that month.
Opposition on Abandonment
Voiced
Opposition has developed in a number
of quarters to the proposal of the
Indiana, Columbus & Eastern Traction
Company of Cincinnati, Ohio, to aban-
don three branch lines of its system.
Application filed with the State Public
Utilities Commission has elicited pro-
test from Prosecuting Attorney John
R. King of Franklin county, who prom-
ises to fight the application before the
commission.
Contests are also predicted on the
part of several concerns which are
served with power by the company,
who will be deprived of such service
if the lines in question are abandoned.
The application was filed by J. H.
McClure, receiver for the company.
The commission has assigned the matter
for hearing on Dec. 14.
The protest of Prosecutor King is
directed toward abandonment of the
line from Columbus to Orient, a
distance of 12.1 miles. This single
track line was built in 1900-1901 and
obtained a franchise from the Colum-
bus city council in July, 1909, expiring
in 1934. The line was leased by the
Ohio Electric Interurban Company Aug.
31, 1917 and operated by that company
until Jan. 25, 1921, when it was taken
over by B. J. Jones, receiver for the
Ohio Electric and operated under his
management until July 15. After that
time Mr. McClure, appointed receiver
for the I., C. & E., took charge of the
branch line, the lease to the Ohio Elec-
tric having been cancelled by order of
the Federal court for the Southern
Ohio district Aug. 5. On Oct. 18 the
court ordered the line to be abandoned
and the application to the state com-
mission followed.
The other lines which the company
seeks to discontinue are; from Carlisle
Junction to New Carlisle, a 4.22-mile
single track, the franchise on which
expires in 1924, and the single line
from Lima to Defiance, covering a dis-
tance of 39.92 miles, originally char-
tered as a steam road, electrified and
reconstructed in 1907. Its franchise
expires in 1932. The matter was re-
ferred to in the Electric Railway
Journal, issue of Oct. 22.
Net Income Increases in
. September
An increase of more than $113,000
in net income is shown by the com-
parative statement of operations for
September, 1921, compared with Sep-
tember, 1920, filed recently by the Pub-
lic Service Railway, Newark, N. J.,
with the Board of Public Utility Com-
missioners. The net income for Septem-
ber of last year showed a deficit of
$104,495. A favorable balance of
$9,175 was reported for September,
1921, a gain of more than $113,000.
Revenue from transportation in
September of this year amounted to
$2,082,808, compared with $2,227,081
for September, 1920. The total oper-
ating revenue for September was $2,-
130,458, compared with $2,273,032 for
the corresponding month of last year.
Cost of conducting transportation
decreased from $820,112 for September
of last year to $625,598 last month.
The decrease was mainly due to a re-
duction in the amount paid for wages.
In September of last year the wages of
passenger conductors, motormen and
trainmen amounted to $621,834, com-
pared with $460,381 in September, 1921.
November 12, 1921
Electric Railway Journal
881
Large Loss Likely
§2,453,726 Deficit Probable in 1921 If
Seattle Operates Municipal Rail-
way at Five-Cent Fare
In a report to Mayor Hugh M. Cald-
well and the City Council D. W. Hen-
derson, Superintendent of Railways,
stated recently that a 5-cent fare on
the Seattle (Wash.) Municipal Rail-
way would result in a deficit in the year
1922 of $2,453,726. This figure 'was
based on an estimated increase of 3
per cent in the number of riders under
the reduced fare and taking into con-
sideration Councilman C. B. Fitzger-
ald's proposal of transfer privilege on
8i-cent tokens.
The estimated revenues, under the
Fitzgerald plan, according to Mr. Hen-
derson's figures, would be $4,452,033,
while the estimated cost of operating
the railway next year is $6,905,760.
The report prepared by Mr. Henderson
follows :
is a falling off of 4,807 pay passengers
compared with June, notwithstanding
that during the last half of September
no jitneys were being operated.
Mr. Henderson, who recently re-
turned from a trip through eastern
cities, submitted to the Council data
showing that the decrease in the num-
ber of car riders is not confined to
Seattle.
Some Startling Statistics
As a sidelight on the Seattle situa-
tion, Mr. Henderson compared the
private automobile traffic of August,
1915, with August, 1921, by a check of
the daily drawbridge traffic in the city.
It showed that the street railway pas-
sengers over the bridges totaled 60,278
in August this year and passengers in
private cars 8,642 in August, 1915. In
1921, the street railway passengiers
numbered 80,085, and passengers in
private cars, 59,153. The increase in
E.stimated revenue, based on 5-cent fare and H cents for transfers, and based on
passengers carried in September, 1921, plus 3 per cent increase:
10-cent cash fares 382,483 plus 3 per cent 393,957
8J-cent cash fares 5,484,630 plus 3 per cent 5,649,169
6,043,126 at 5 cents
3-cent cash fares, no increase, 4,221
25-cent cash fares, no increase, 177,303
S. & R, V. transfers. 67,549, plus 3 per cent. 69,575 at 5 cents
Transfers, 1,573,682, less 5 per cent, 1,494,998, at 3 J cents
Miscellaneous revenue
Total for one month .
$302,156
126
4,432
3,478
49.783
$359,977
11,025
$371,002
Twelve months $4,452,033
Operation —
Estimated expense for 1922 $3,246,394
Supplies and expense 1,499,616
Betterments 9.000
Interest 789,591
Bond redemption 843.000
Due general fund 318,157
Depreciation 200,000
Deficit jl
$2,453,726
$6,905,760 $6,905,760
In a letter to the City Council,
Mayor Caldwell called attention re-
cently to the report of the municipal
railway for September, showing that
under the 8S-cent fare and with the
$20,000 depreciation set aside by ordi-
nance, the revenues were $11,111 below
the amount necessary to meet all
charges. He asked that this be con-
sidered by the Council in passing on
transportation matters, particularly
the proposed 5-cent fare ordinance.
Mayor Caldwell Anxious
Mayor Caldwell has announced that
he will ask the Corporation Counsel
for an opinion as to whether the
adoption of the 5-cent fare on the
municipal lines would lead to any legal
difficulties with Stone & Webster in
case the revenues under the reduced
fare are insufficient to meet the lia-
bility in the contract. In the contract,
the city binds itself to "establish and
maintain rates for transportation upon
such municipal street railway system
which shall provide sufficient revenues
to permit such sums being paid into
such special fund which the city has
pledged to be set aside semi-annually
for interest and annually for principal,
to be anplied to the payment of princi-
pal and interest of the bonds author-
ized, until such bonds have been paid in
full, and in addition thereto all costs
of operation and maintenance."
Mayor Caldwell calls attention to
the fact that the September report
shows that 6.119.191 pay passengers
were carried during the month. This
street railway traffic shown by the
comparison is 32.86 per cent, and the
increase in private car traffic, 584 per
cent.
Passengers carried on jitneys are not
included in these figures.
Effort Made to Fix Value for
Properties at Kokomo
Representatives of the Indiana Pub-
lic Service Commission, of the city of
Kokomo, Ind., and of the Indiana Rail-
ways & Light Company met recently to
place a valuation upon the property of
the company. The company operates
an electric interurban railroad between
Frankfort and Kokomo, Ind., besides
electric distribution systems in the
Kokomo territory. The commission sub-
mitted figures of $3,529,965 on the
basis of its reproduction cost in 1916.
The properties were appraised at $4,-
299,533 on the basis of the average
reproduction costs in the last ten years,
which included war-period prices.
Cecil F. Elmes, a representative of
Sanderson & Porter, submitted a valua-
tion of $4,226,387 for the ten-year
period. Mr. Elmes also submitted a
$5,541,669 valuation as of last Feb-
ruary. The property of the company
was figured in the proposed forma-
tion of the Indiana Electric Corpora-
tion in August at $4,480,000 by W. E.
Vogelback. Mr. Garman, for the com-
mission at that time, figured the com-
pany's property at $3,584,037. Engi-
neers for the state board of tax com-
missioners appraised the property at
$2,844,370 for tax purposes. Commis-
sioner Glen Van Auken heard all in-
terested persons. With other members
of the commission he will work out
an order in which the valuation will
be fixed. Representatives of the In-
diana Electric Corporation have said
that the corporation again will peti-
tion the commission for authority for
the proposed consolidation. The com-
mission declined to authorize the con-
solidation on the basis proposed in
August.
Berlin Railway Operates
Successfully
Through a well-defined plan of re-
organization and increased fares Ber-
lin railway lines are now operating on
a paying basis. According to an
article in the Berlin Vorwaerts by Hugo
Peotzsch the city of Berlin has turned
the monthly deficit of 20,000,000 marks
which was incurred in the operation of
street railways when the consolidation
of various lines of Berlin was brought
about in October, 1920, into a surplna
during the last few months.
Of course, an increase in fares ma-
terially helped the situation. This ad-
vance from 10 pfennigs before the war
to 80 pfennigs (i cent at present ex-
change rates) soon cut the deficit to 12,-
000,000 marks. It is reported that the
fares will be advanced on Dec. 1 to 1
mark 30 pfennigs.
The work of reorganization included
a reduction in the number of directors'
offices, with a cut in the force, the hir-
ing of experts to repair the rolling
stock, extension of freight service and
better exploitation of the advertising
possibilities.
Financial
News Notes
I" ' " uiiiiiiiinmiiii
Mr. Borland Made a Director. — Bruce
Borland has been elected a director of
the Chicago (111.) Railways, succeeding
the late Seymour Morris. Other direc-
tors have been re-elected.
$400,000 Net Income Realized^ —
Market Street Railway Income State-
ment for six months ended Sept. 30,
1921, shows a railway operating
revenue of $4,679,962. After deduct-
ing operating expenses, the net revenue
from railway operations is $1,092,807.
Taxes amounted to $303,000 and non-
operating income $19,363. This gives a
gross income of $809,170, which after
deducting $397,890 per bond interest,
leaves a net income of $411,280 to cover
Federal Income Tax and allowances for
sinking funds or betterments.
Large Sums Spent in Relief. — H. H.
Vreeland, director of the Welfare De-
partment of the New York Railways,
has submitted the annual report of his
department for the year ended June
30, 1921. The various features of this
work and the amount of money needed
to carry on the activities involved are
noted in the disbursement account of
the New York Railways' Association.
From July 1, 1920, to June 30, 1921,
a total of $22,435 was spent. In this
sum are included sick benefits amount-
ing to $8,149: death claims, $7,500;
medical fees, $4,200, and other items,
including printing, stationery, etc.
882
Electric Railway Journal
Vol. 58, No. 20
Only Arguments Remain
Illinois Commission Will Take Chicago
Lower Fare Plea Under Considera-
tion on Nov. 14
Except for the presentation of argu-
ments, the fare case of the Chicago
Surface Lines is now in the hands of
the Illinois Commerce Commission for
decision. Adjournment was taken on
Nov. 4 until Nov. 14, at which time
the petition of the city for a restora-
tion of the 5-cent fare will be taken
under advisement.
The closing days of the hearing were
marked by a sensation due to the fact
that' one of the newspapers announced
that it was understood the commission
had already come to the conclusion that
the 5-cent fare would be restored on
midnight of Nov. 5 so as to prevent
the companies from seeking an injunc-
tion in the federal court. Shortly after
that story appeared one of the com-
missioners suggested that arguments
be presented immediately upon closing
of evidence.
Attorney James M. Sheean for the
Surface Lines stated before the com-
mission that this suggestion of im-
mediate closing gave color to the story
which appeared in the newspaper and
if the lawyers were not to be given
sufficient time he would close without
argument, taking it for granted that
arguments would be superfluous. The
commission took the matter under ad-
visement and then allowed a ten-days'
continuance.
Evidence presented by the companies
in the last few days showed the rates
of fare prevailing in 587 cities, includ-
ing only three cities of more than
100,000 population where the 5-cent
fare still prevailed. Some interesting
exhibits also were presented to show
that the Surface Lines were not ex-
travagant in setting aside 20 per cent
of their gross revenue for maintenance
and renewals. Attention was also
called to the costly working conditions
under which the companies were oper-
ating, most of them fixed by arbitra-
tion.
A. L. Drum, consulting engineer,
who previously had made a valution of
the companies' property, gave figures
to show that the cost to reproduce new
had increased 10 per cent since April
1919, largely due to higher labor costs
in the Chicago district. He also stated
that a better theory for allowance of
maintenance and renewals would be to
have this fixed as 2J per cent of the
capital investment rather than a per-
centage of gross earnings. E. H.
Morgan, superintendent of schedules,
showed that the companies were al-
ready giving a considerable amount of
turn back service which had been sug-
gested by engineers for the city.
John A. Beeler, consulting engineer,
who has been studying the Surface
Lines system for more than a year,
explained a plan of re-routing which
has been on file -with the commission
since last February. He said this
would allow for an 11 per cent in-
crease in track capacity in the down-
town district. His assistant A. M.
Buck, presented numerous exhibits to
show the impracticability of the rout-
ing plan suggested by Engineer G.
W. Jackson, who had appeared for the
city.
H. H. Adams, superintendent of roll-
ing stock, told what was being done
to provide additional equipment, par-
ticularly trailers and one-man cars.
President H. A. Blair, and his pre-
decessor L. A. Busby, explained the
steps which had been taken to provide
improved service as ordered by the
commission. Mr. Blair stated that the
companies' credit had been hampered
by the hostile attitude of the city.
On Nov. 5 the local transportation
committee of the City Council, began
public hearings with a view to starting
on a series of subways for Chicago.
Meetings are to be held every other
day and if a plan can be agreed on the
$30,000,000 in the city's traction fund
will be used to cover part of the cost
of construction. Several engineering
societies in Chicago have offered to
give their advice and assistance free to
the city.
Files Application for Seven-Cent
Fare in Federal Court
The St. Paul City Railway, St. Paul,
Minn., on Nov. 3 filed in the federal
court application for a flat fare of 7
cents per passenger and an injunction
restraining St. Paul city officials from
interfering with collection of this fare,
whereupon Judge W. F. Booth issued an
order to show cause returnable at 10 a.
m. Nov. 8, when it is understood three
federal judges will be present.
Hearing on a similar action is set for
Nov. 15 before Judge F. M. Catlin.
This action was brought in the Ramsey
County District Court on appeal of the
St. Paul City Railway from an order
by Judge J. C. Michael restraining the
company from collecting the 7-cent fare
granted as an emergency rate by the
Minnesota Railroad and Warehouse
Commisson. The city will here contend
that the federal court has no jurisdic-
tion as the case is pending in the state
court. The plea is also made that ap-
parently the state commission made no
effort to learn whether the costs and
expenses mentioned in the application
by the company were reasonable. The
rate of fare is now 6 cents.
The company's application differs in
that a flat rate of 7 cents is asked with-
out the provision of four tickets for a
quarter cited in former applications for
the emergency rate, and the company
says that a fare of 8 cents would bring
the company a return of only 7.48 on
the fair value of the property.
Vice-President T. Julian McGill of
the Twin City Lines said:
We do not dare to operate any longer at
the present rate of fare or we will break
our back. The revenues we now receive are
insufficient to meet our obligations, and are
$20,000 below the interest due on the com-
pany's bonded indebtedness. The 7-cent
fare will give us relief we need until a
permanent valuation and fair return on the
property are determined by the State Rail-
road and Warehouse Commission.
It is understood the action brought
in the federal court is based largely on
the allegation of confiscation of the
company's property and deprivation of
its use without compensation and due
process of law.
New Ticket Plan Suggested
Instead of selling six tickets for 45
cents under the seven and one-half cent
rate, the Cincinnati (Ohio) Traction
Company, has adopted a plan whereby
two tickets will be sold at 15 cents.
The new arrangement is the outcome
of a conference between William Jerome
Kuertz, Street Railway Commissioner
and officials of the traction company.
Mr. Kuertz was directed in a resolution
adopted recently by the City Council
to confer with the traction company
officials, relative to the issuance of two
tickets for 15 cents instead of compel-
ling the car riders to buy six tickets or
pay a cash fare of eight cents.
However, the traction company
adopted the two ticket plan volun-
tarily, because under its operating or-
dinance whenever the rate of fare in
force and effect shall produce a frac-
tion of one cent, the cash fare shall
be the next whole number of cents
above the rate of fare producing the
fraction. When the fare was eight
and one-half cents the traction company
sold two tickets for 17 cents, but after
a trial it was found that the two ticket
strips are in disfavor, because they
serve to cause congestion at the down-
town terminals.
W. Kesley Schoepf, president of the
traction company, said that he hoped
the company would have the co-opera-
tion of the public who should make up
their minds before boarding cars
whether they wish to purchase tickets
and if so whether in strips of two or
six and that they should also have the
exact money ready.
Walter A. Draper, vice-president of
the traction company, said that there
had been little complaint about the old
method of selling the tickets in strips
of six and that he believed the plan
whereby tickets are sold two for 15
cents will result in traffic tie-ups which
the company is trying to avoid.
The resolution adopted by the City
Council which brought about the two
ticket plan recites that the sale of six-
ticket-strips for 45 cents works a hard-
ship on a "number of citizens" who
can not afford to buy six tickets at one
time and who therefore are compelled
to pay 8 cents cash fare.
Commission Authorizes
Seven-Cent Zones
The Public Service Commission re-
cently held that all intrazone fares to
be charged by the Erie County Traction
Company, Buffalo, N. Y., shall be
7 cents for one year and thereafter
until the further order of the commis-
sion, excepting between Carlyle Avenue
and the Buffalo city line at Seneca
Street, in which territory a five-cent
fare is to be charged. The company is
to provide metal tickets or tokens to
be sold at the company's office and on
cars at four for 25 cents.
The railroad now operates five zones
with a 5-cent fare in some and a 7-
cent fare in others. The company
alleged that those rates were insuf-
ficient to yield reasonable compensation
and asked that it be permitted to
charge 7-cents in all zones.
The question of a franchise agree-
ment was raised by the West Seneca
township, but the commission has ruled
against the town's claims because of
the evidence which showed that the
company could not do business on the
present fare rates and revenues.
November 12, 1921
Electric Kailway Journal
888
Supreme Court Will Consider
Fare Stay
The application for a stay against
the 8-cent fare recently granted by the
special statutory court at Trenton to
the Public Service Railway has been
taken under advisement by the United
States Supreme Court. The motion
for the stay was advanced by Attorney
General McCran for the New Jersey
Public Utilities Commission.
In their argument Messrs. McCran
and Herrman, counsel of the Utilities
Board, said that the statutory court
through its temporary injunction pre-
venting interference with the 8-cent
rate by the Utilities Board assumed to
exercise legislative power. On this
point the state brief continues:
The establishment of a rate is the making
of a rule for the future and is therefore
an act legrislative not judicial in kind. It
assumed to prescribe rates for the future
differing from those prescribed by the order
of the board to authorize the exaction of the
rates so prescribed in the future and to re-
strain the board from Interfering with such
exaction.
In assuming so to exercise a legislative
function, the statutory court placed an un-
just and unreasonable burden upon a large
number of the riders using the facilities of
the railway company, and at the same time
permitted a large number of riders to ride
for less than the rate prescribed by the
board.
California's Motor Transport
Business
Regarding the report of the Cali-
fornia Railroad Commission for the
year ended June 30, 1920, 786 freight
and passenger tariffs were then on file
by motor transport companies, operat-
ing throughout the State. The number
on file on June 30, 1919, totaled 643.
Because many of its carriers file a com-
bination passenger and freight report, it
has not been possible to segregate them
into classes. It is, however, estimated
that of the total number of tariffs filed,
450 represent carriers serving exclu-
sively as freight lines.
Move Launched for Lower Fare
A move for a lower fare has been
made by Davenport businessmen
through the Presidents Club, a civic
organization composed of the heads of
some 50 leading clubs and societies.
The club asks the Tri-city Railway in
a petition to reduce its fare to five
cents or as near thereto as possible.
It is suggested that if a 5-cent fare
is impossible the ticket plan successful
in many cities be adopted.
• According to this plan the passenger
buys a ticket every month, paying 50
cents for the ticket and then t^ing
allowed to ride for 5 cents.
President B. J. Denman of the com-
pany has not answered the petitioners
but has stated that an arrangement
along this line is not impossible.
While this may be due in part to
the 8-cent fare the lack of employment
is a contributing cause. Merchants
believe that a lower fare will stimulate
car riding, bring back the old volume
of street car passengers, and act as a
stimulating force on business.
When it appeared that the company
and merchants were about to get to-
gether the socialist city administration,
which was elected to office on a 5-cent
plank, and which has bitterly opposed
the utility company in all of its moves,
came into court and demanded that the
company either return to a 5 cent fare
or surrender its franchise.
The city administration charges that
the dismantling of the Fourth Street
line has lowered the overhead expense
and the installation of one-man cars
has cut labor expense to a sufficient
degree that the fare may now be low-
ered and the revenues of the company
remain sufficient for all needs.
Five-Cent Fare or Buses
Additional Routes Will be Granted to
Jitneys Unless Relief Is Afforded
in Bridgeport
The Public Utilities Commission of
Connecticut will hold a hearing on
Nov. 10 on a petition of the city
of Bridgeport asking for a reduced fare
rate on the lines of the company in that
city. The Commission had previously
urged the Connecticut Company to try a
5-cent fare in Bridgeport. Some of the
salient features of the correspondence
between Chairman R. T. Higgins of the
Public Utilities Commission to W. C.
Noyes, chairman of the board of trus-
tees, on the matter of reduced fares
were outlined in the Electric Railway
Journal for Nov. 5, page 837.
Mr. Higgins stressed the fact that
New Britain, Bridgeport and Norwalk
were examples of cities charging a 10-
cent fare which resulted in loss of busi-
ness and revenues to the company and
failure of acceptable transportation
service to the public.
In asking for a trial of the 5-cent
fare in Bridgeport, Mr. Higgins said
that the time had arrived when certain
lines could be treated independently of
the whole system, and that fare adjust-
ments should be made on certain lines
without affecting the entire schedule of
rates. ('His letter reviewed the demand
of the general public and the city offi-
cials for a 5-cent rate in Bridgeport
and recommended such an experiment
without transfer on all city lines radi-
ating from the center of the city. On
this point the letter read:
Such an experiment would not put the
company In much worse condition than now
exists, and in the absence of some prompt
action or relief in Bridgeport the commis-
sion will feel obliged in the Interests of the
public to authorize additional Jitney routes
and grant ■ additional certificates.
In Norwalk a 5-cent service was rec-
ommended on the short local line be-
tween Norwalk and South Norwalk. If
it was found that such a service would
not be sufficiently profitable to maintain
all the lines in the Norwalk division,
the commission suggested increasing
the rate or abandoning certain of the
non-paying lines.
For New Britain no concrete plan was
offered, but as a measure of relief for
other sections the retention of the 10-
cent fare with the sale of tokens or
tickets for city riders at a materially
reduced price was suggested.
In concluding its suggestions on the
transportation problem facing the cities
served by the Connecticut Company
Mr. Higgins says:
In President Storrs' recent memorandum
to you relative to financial conditions he
points to the large number of passengers
and sustaining revenues taken from the
company by the very limited number of
licensed jitneys operating in part of Con-
necticut Company territory. This state-
ment presents an economic condition worthy
of careful consideration. If an agency with
a few thousand Invested can transport the
public and successfully compete with an
agency having hundreds of thousands of
dollars invested it is a demonstration that
methods of transportation must conform to
economic conditions. Your company has
the ripht to operate both forms of trans-
portation.
Early Hearing of Fare Case
Urged
The city of Louisville, Ky., has made
a motion for an early hearing of the
fare case before the United States
Supreme Court, on the ground that
with an election on Nov. 8 the present
City Attorney and other legal lights
may be out of office on Dec. 15 and
that the case should be tried before
that date. Churchill Humphrey, attor-
ney for the company, earnestly insists
that the case be not tried until Febru-
ary or March, in order to give him
time to prepare his argument.
The railway has filed a bond of
$100,000 additional, making $300,000
that has been put up to cover receipts
issued for the 2-cent increase in fares.
In the event the United States Supreme
Court rules against the company's right
to an increase from 5 to 7 cents under
franchise agreements, passengers hold-
ing receipts will receive a cash sefund
for each receipt held. It is estimated
that excess fare receipts totaling about
$250,000 are outstanding.
Monthly Ticket Plan Installed
The monthly commutaton fare plan
which went into effect in Muscatine,
Iowa, on Nov. 1 has met with general
public approval. The Clinton, Daven-
port & Muscatine Railway, the local
property, in giving the monthly ticket
plan a trial announced that "The more
you ride, the less you pay."
By this plan the passanger pays 50
cents a month for a ticket and the ticket
allows him to ride as many times as he
wishes for 5 cents a ride. The system
was explained in the Electric Railway
Journal, issue of Oct. 22, page 758.
Only Specially Designed Cars
An ordinance was recently approved
by the City Council of Richmond, Va.,
which specifies that all streets cars in
the city must be operated by two per-
sons unless they are especially con-
structed and designed for one-man oper-
ation. Violation of this ordinance is
punishable by a fine of not more than
$1,000 and not less than $250. Para-
graph 2 of the ordinance states:
Nothing in this ordinance shall be
construed as intended to affect or di-
minish in any wav the rights of the city
of Richmond under any existing fran-
chise to forbid or regulate the opera-
tion on the streets of the city of the
one-man cars. The operating company
in Richmond is the Virginia Railway
& Power Company.
Bus Line in Operation. — Service on
the Flushing-Jamaica, N. Y., bus line
was started on Nov. 3, when the first
four buses which will be operated on
the line left the bus terminal at the
Flushing Bridge. The line has been
opened under the supervision of the
Department of Plant and Structures.
For the present four buses will be in
operation, running on a fifteen-minute
headway. The trip from Flushing to
the Jamaica terminus at the Long
Island Railroad depot consumes about
twenty minutes, which is fifteen min-
utes less than the same trip by trolley
car. The fare is 5 cents and the
route from Flushing is along Broadway
to Main Street, to Jamaica Avenue,
across Hillside Avenue to Fulton Street
and west on Fulton Street to the Long
Island Railroad depot.
884
Electric Eailway Journal
Vol. 58, No. 20
Railway Will Run Buses
City Council Decides on the Organized
Operation of Autos as Against
Independent Service
The Rockford & Interurban Railway,
Rockford, 111., has entered the bus
transportation field. Purchase of six
motor buses for use on the streets
of Rockford will be made shortly. The
buses will be operated on four routes as
"feeder" lines which will connect out-
lying sections of the city now lacking
transportation facilities with existing
electric railway lines. As yet no an-
nouncement has been made as to how
fares on the buses will be fixed.
Dispute of Long Standing
Through the authorization of the
City Council as a result of the con-
troversy between the traction company
and the Fay Motor Bus Company the
new buses are being obtained. On Oct.
3 the City Council finally disposed of
and tabled the Fay ordinance which pro-
vided for bus operation in the outlying
districts not paralleling the traction
lines.
The dispute between the Rockford &
Interurban Railway and the Fay Motor
Bus Company for supremacy in the city
dates back several weeks when the
United States Government in a re-
trenchment drive ordered six army can-
tonments to be closed on Oct. 1. Among
them was included Camp Grant at Rock-
ford.
Up to that time the Fay Motor Bus
Company operated exclusively between
Rockford and Camp Grant. The run is
5 miles and the fare was 20 cents. On
Aug. 18 Mr. Fay announced a city-wide
transportation plan in direct competi-
tion with the railway lines operating
over the same street, running on the
same headway, and charging 5 cents
with a 2-cent transfer charge. The rail-
way charges 8 cents with two tickets
for 15 cents.
On Aug. 19 the railway company
secured an injunction restraining the
bus company from operating as pro-
posed. On Aug. 22 through one of the
Aldermen a resolution was presented
to the City Council asking approval of
the plan. The resolution was referred
to a Joint Committee and this commit-
tee met on Aug. 26, voting favorably
on the plan and authorizing Mr. Fay
to operate.
Chamber of Commerce Intervenes
Meanwhile the Chamber of Commerce
announced a public forum for the dis-
cussion of this situation. The motor
bus company had a hearing on Sept. 1
and on Sept. 6 the attorney for the
railway presented the case. On this
day the Rockford City Traction pre-
sented an ordinance to the City Council
for consideration authorizing it to op-
erate buses as "feeders" in districts
not now served by railway until such
time as a new franchise is granted and
the railway can be extended. The or-
dinance of Fay Motor Bus Company
authorizing it to operate on the streets
paralleling those upon which the street
railway cars operate was referred to
the railway committee of the City
Council.
The railway committee met on Sept. 9
and the majority reported in favor of
the street railway franchise against the
ordinance authorizing the operation of
the Fay Motor Bus Company on streets
paralleling the railway streets. The
report was read to the Council on Sept.
12, and on Sept. 19 the Fay ordinance
was tabled.
36,283,839 Bus Passengers in
Newark in Nine Months
Jitneys carried within 5,000,000 as
many passengers in Newark, N. J. dur-
ing the first nine months of this year
as they did the whole of 1920. Figures
to this effect are contained in a re-
port made recently to Director Breiden-
bach of the Department of Revenue
and Finance by Joseph Kroehl of the
City Treasurer's office. The number
of passengers carried last year was
41,501,854. The total for this year
up to Sept. 30 was 36,283,839.
The bus business during September
was shown as follows in the report:
Passengers carried, 4,345,934; gross
receipts, $217,296; tax paid to the city,
$8,625. The report for September,
1920, was: Passengers carried, 3,357,-
718; gross receipts, $167,885; tax paid,
$6,398.
With the exception of March of this
year the record for September showed
the heaviest travel on buses for any
one month. Last March the number
of passengers was 4,390,000. Mr.
Kroehl pointed out that March has one
more day than September, so that the
average daily travel lasi month would
indicate that the March record would
have been broken with another day of
such travel as was recorded during
September.
The report also shows that there
were 404 buses in operation last month.
In September, 1920, there were 385.
Forty-nine Bus Applications
According to the fourteenth annual
report of the Public Service Commis-
sion, Second District, New York, for
the year 1920, the use of motor buses
in all parts of the State has shown
recently a great tendency to increase.
The result has been that the commis-
sion is constantly engaged in passing
upon the propriety of the issuance of
new certificates for public convenience
and necessity. In such cases it is
found, however, that the statute law
governing such operations is confusing,
and the commission recommends that
its powers and functions with reference
to this class of utility be more clearly
stated and defined.
The number of motor bus applica-
tions for certificates of convenience and
necessity received during the year was
forty-nine. These were disposed of as
follows: Thirty-six were granted, seven
denied, three are pending and three
petitions were withdrawn.
During the year the commission,
under section 55 of the public service
Insist City Should Regulate
"Interurban" Buses
Officers of the interurban electric
railways whicK center at Grand Rapids,
Mich., are insisting that the Council
shall regulate the operation of "inter-
urban" buses within the city in order
that the railways may be preserved to
the communities through which they
operate. At a recent special meeting
of the City Commission Richard Schad-
delee, vice-president of the Grand
Rapids, Grand Haven & Muskegon
Railway; F. K. George, statistician of
the company, and Leonard A. Verdier,
attorney appeared before the com-
mission to petition for passage of regu-
latory ordinances controlling the in-
terurban bus lines after they enter
the city limits.
Mr. Schaddelee is reported to have
said:
The situation is not so exaggerated as
yet. but it is growing constantly worse. If
competition continues the electric roads
will be killed off by a vastly inferior type
of service. No one notices if a bus doesn't
operate on a rainy day. but it would be
a great inconvenience if the interurbans
failed to operate.
Mr. Verder is quoted as follows:
You can't have both types of service.
One or the other must go or else both
must be placed under the same restric-
tions. At present you have buses oper-
ating on highways which they did not pay
a cent to build or maintain. Their only
expense has been that of an automobile
license, while the electric roads are under
strict regulation by the state.
Mr. George asked that in considering
the proposition the City Commission
remember that the interurban company
contributes about $31,000 annually
toward the net earnings of the Grand
Rapids Railway in charges which are
made for use of that company's tracks
in the city.
He stated that during the first nine
months of the current year the Muske-
gon interurban carried 38,322 fewer
passengers than during the same
period last year. In spite of this he
stated increased fares have boosted the
company's earnings during the same
period $18,166 over 1920.
Municipal Bus System Behind
The West Orange Municipal Bus
Service had a deficit of $43,018 from the
time it was started in July, 1919, to
Oct. 1, 1921, according to a report sub-
mitted to the Town Council. The re-
port shows $56,192 had been expended
and $29,208 returned through receipts,
leaving $26,983 deficit, not including
$16,035 paid for the buses, which brings
the total to $43,018. The company lost
$6,000 the first three months of opera-
tion because the machines used were
hired. The fate of the municipal line
will be voted on at the November elec-
BTJS COMPANIES AUTHORIZED BY NEW YORK COMMISSION
TO ISSUE SECURITIES
Nature of
Name of Corporation Security
Woodlawn Improvement Auto Transportation Corporation Bonds
Ammendatory
■ Bonds
Alexandria Bay-Redwood TraiLsportation Company Stock
Total, two companies Bonds (2 issues)
Stock ( 1 issue)
.\mouut
.allowed
J2 1,000
$9,000
$15,000
$100,000
$13,000
Date of
Order
1920
April 22
AprU 27
July 20
June 29
commissions law, granted permission
to the autobus corporations listed in
the accompanying table to issue stocks,
bonds or other evidences of indebted-
ness.
tion. Residents of West Orange want
the line continued for another year
under changed conditions. Adherents
of the bus contend that the fares on the
autos have been too low.
November 12, 1921
Electric Railway Journal
885
Bus Company Starts Operation
The Columbia Auto Bus Company
which was recently organized, an-
nounces the commencement of service
between Franklin and Columbia, Tenn.,
a distance of about 25 miles, starting
on Oct. 31. The schedule calls for
three trips each day between the two
towns and connects with the Nashville-
Franklin Interurban. A new state and
federal aid highway has been completed
recently for 12 miles of the distance
between towns, which affords a good
roadway for travel.
The new line will afford a better and
more frequent service between that ter-
ritory and Nashville than that now
given by the railroad.
The buses are of the latest type for
such service, seating twenty-one per-
sons, are equipped with electric lights
and heated by engine exhaust.
The corporation has a capital stock
of $50,000. The incorporators are J. H.
Carpenter, Jr., R. G. Sparrow, R. C.
Sparrow, Jr., J. E. Napiers and Meade
Frierson. The last mentioned incor-
porator is identified with the Nashville
Interurban Railway, thought it is stated
that the companies will in no way be
financially connected.
Head of City Utility Department
Favors Non-Competitive Buses
Major Carl H. Reeves, superintendent
of the Utilities Department at Seattle,
Wash., has recommended the issuance
of fifteen permits to operate jitney
buses into the Cowen Park district
from downtown, to F. M. Peterson,
representing the Auto Drivers' Union*
The recommendation was made on the
basis of an offer by Mr. Peterson to
pay the city 3 per cent of the gross
earnings of each car as a fee.
While passing favorably on the issu-
ance of permits. Major Reeves says
the percentage payment would not be
satisfactory, and proposed a flat rate
of $10 a month a car for the first six
months, at the end of which time a
check would be made to determine
whether that rate is sufficient. The
jitney service proposed would be lim-
ited to serve the Cowen Park district,
without loading or unloading passengers
along the Municipal Railway, or in
sections served thereby.
The ordinance to appropriate $50,-
000 for the purchase of buses for the
Cowen Park service, to be operated by
the city, which was recently vetoed by
Mayor Hugh M. Caldwell, failed to pass
over his veto.
5-cent fare in Bridgeport, the commis-
sion will be asked to revoke the licenses
under which about seventy-five jitneys
operate in the city. He claims that
this is taken from a statement made
by Judge Walter C. Noyes, chairman
of the Federal Board of Trustees of
the Connecticut Company. In answer to
the commission Mr. Kilpatrick said:
I believe that the Connecticut Company
will not grant a 5-cent fare for Bridgeport.
The Connecticut Company has pointed out
that if it is gojng to give a faro at that
price, it would rather be in Hartford and
New Haven where the people have not been
bucking the company.
Norwalk had the privilege of a 5-cent
fare beginning Nov. 6. According to
the ruling of the Public Utilities Com-
mission, it ordered the 5-cent rate for a
ninety-day test period, weekly reports
to be made by the company to the
commission. These will be available
later.
Governor Favors Try-Out of
Lower Fare
Governor Everett J. Lake of Con-
necticut was called upon to answer a
number of questions pertaining to the
Bridgeport jitney situation at a meet-
ing in that city during the week ended
Nov. 5. In speaking of the railway
situation the Governor said:
The Public Utilities Commission has told
me on broad lines that the fares must
come down and that they were going to
get them down at the earliest possible
moment. I believe the 5-cent fare worth a
tryout, and I think the Public Utilities
Commission has shown the same attitude
in Its recent ruling.
At the same meeting, President W.
F. D. Kilpatrick of the Bridgeport
Business Men's Association, said if the
Public Utilities Commission grants a
Bus Company Formed
The Toledo Bus Transportation
Company, Toledo, Ohio, was recently
incorporated with a capital stock of
$100,000. The incorporators, among
them F. J. Westhoven and H. W. Tas-
sell, are owners of buses now operating
in "Toledo
In outlining his plans Mr. West-
hoven said that the company did not
contemplate a war with the Community
Traction Company, but that it wanted
to co-operate with it in providing
transportation service to residents of
Toledo.
Governpr Suggests Rate Review
Formal review of all railroad and
public utility rates by the Wisconsin
Railroad Commission, with a view to
material reductions on coa' rates and
on all necessities of life, was ordered
on Oct. 28, 1921, by Gov. John H. Blaine
of Wisconsin.
The Governor stated Ve believed the
time had come when all rates should
be re-examined and that the Railroid
Commission must protect the people in
cases where poor service and excessive
charges were found. The Governor's
formal demand on the commission fol-
lows in part:
During and following the war, railroad
and public utility rates were largely in-
creased. Since these increases there has
been a constantly falling market, includ-
ing reduction in wages. Not only were
rates increased, but in some cases — as, for
instance, in gas — the standard of quality
was materially lowered, and in other cases
the service was cheapened, as in the case
of street car companies installing one-man
cars.
I believe the time has come when the
railroad commission should, on its own in-
itiative, re-examine the rates and services
of public utilities and railroad companies,
with a view of making reductions in rates
and of making improvements in service
wTierever possible.
Of course, you will approach this sub-
ject free from any bias or prejudice, and
with the single purpose of doing equity to
all parties concerned. However, the pinch
of hard times is upon us, and the utilities
must expect in some measure to share in
the hardship of the people generally, in
order to equalize the burdens and to bring
about general prosperity.
Notwithstanding this situation, I feel that
the state should continue to assert its right
to fix tliese rates, and I therefore suggest
that your commission will undertake the
work promptly. If you will advise me that
you will initiate proceedings on your own
motion, I will immediately thereupon com-
municate with the mayors of the several
cities and ask them to co-operate with you
In connection with utility matters, and will
give you every assistance available with
respect to both utility and railroad rates
and services.
Wants Half Fare for Pupils.— The
city of Knoxville will appeal to the
Public Utilities Commission in an ef-
fort to secure reduced fares for school
children. When the 6-cent fare was
authorized recently the company refused
to sell the half-rate tickets on the
ground that it was operating at a loss.
May Operate Buses.— H. W. Patten,
general manager of the Wichita Rail-
road & Light Company, Wichita, Kan.,
recently announced that his company
contemplated the use of motor buses
as feeders for the railway lines. They
will be used on off streets with a uni-
versal or transfer system to the railway.
Wants Bus Permit Deferred. — The
Trenton & Mercer County Traction Cor-
poration, Trenton, N. J., has asked the
Hamilton Township committee to defer
action on the granting of a license
line to be operated between Trenton
and Hightstown, a distance of sixteen
miles. The company says that the
proposed bus line would affect the re-
ceipts on the Mercerville division.
Rural Districts to Have Trackless
Trolleys — In commenting recently on
the trackless trolley system which is
in prospect for Baltimore, H. B.
Flowers, vice-president and general
manager of the United Railways, said
that the rural districts are the best
places for the new trolleys and that the
United management will install them
there. He said further that though no
routes could be definitely slated now,
two lines have been decided on for
operation early next year.
Ticket Charge Extended. — As a re-
sult of a complaint filed with the city
and a petition submitted to the Public
Utilities Commission 6-cent tickets
will be accepted to South Danville and
Vermilion Heights, 111. Heretofore,
the Danville Street Railway & Light
Company charged 7 cents to these sec-
tions, the 6-cent ticket charge being
good on city lines. The announce-
ment to this effect was made recently
by the corporation counsel for the city.
City Opposes Ten-Cent Fare. — The
Peekskill Lighting & Railroad Com-
pany, Peekskill, N. Y., which has ob-
tained increases in fare from 5 to 6
cents and then to 7 cents with the
consent of the village now wants to
charge a 10-cent fare and the village
objects. Former Public Service Com-
missioner Decker, who represented the
railroad company, contended that the
commission was the only legally con-
stituted body which had jurisdiction
over fares and that the village could
not participate in the proceedings. In
an opinion sustaining the right of the
village to oppose the application, Mr.
Semple said in part: "My theory is
that if the facts show that your service
cannot be adequate or safe for the
public interest under a 7-cent fare the
commission has the power to suspend
the provisions of the contract rate until
that condition changes, but the contract
is not abrogated and may be restored."
The contract rate of fare is 5 cents
and under the ruling this rate may be
restored if the service, at a higher rate,
is not adequate.
886
Electric Railway Journal
Vol. 58, No. 20
C. E. Morgan Advanced
Elected General Manager of Brooklyn
City Railroad, Which Operates
All Surface Lines
The election of Clinton E. Morgan as
general manager of the Brooklyn
(N. Y.) City Railroad has been an-
nounced by the board of directors. H.
Hobart Porter, who has been both vice-
president and general manager, remains
as vice-president in charge of operation.
Henry F. Noyes has resigned as vice-
president of the Brooklyn City, but con-
tinues as a director. Mr. Porter is now
the only vice-president of the lines. The
personnel of the board is unchanged.
As general manager Mr. Morgan will
be in direct control of the operation of
all the surface lines of Brooklyn, now
being operated as a unified system
through arrangement between the
Brooklyn City management and Re-
ceiver Lindley M. Garrison of the
Brooklyn Rapid Transit Company. The
Brooklyn Rapid Transit surface lines,
C. B. Morgan
which Mr. Morgan operates in connec-
tion with the Brooklyn City system,
are the Nassau Electric Railroad, the
Queens County & Suburban Railroad
and the Coney Island & Brooklyn Rail-
road. Under Mr. Morgan's immediate
charge, is one of a group of street rail-
way experts chosen by Mr. Porter to
work out a solution of Brooklyn's sur-
face line problems. Associated with
Mr. Morgan in this group are Edwin H.
Reed, who came from the American
Public Utilities Company, Grand Rapids,
Mich., to be auditor of the Brooklyn
City; L. J. Davis, who left the West-
inghouse Electric & Manufacturing
Company, Detroit, to become engineer-
ing assistant to Mr. Morgan; George
W. Jones of Sanderson & Porter, New
York, who was made treasurer, and A.
LeRoy Hodges, formerly with the Mich-
igan Railway, who has been appointed
assistant secretary and treasurer.
Before coming to Brooklyn Mr. Mor-
gan had been prominently identified
with traction properties in the Middle
West, where most of his career has been
spent. Mr. Morgan entered electric
railway work in 1899, progressing
through the construction and the oper-
ating departments of the Indianapolis
and Greenfield Rapid Transit Com-
panies, centralizing in Indianapolis. In
1902 he became purchasing agent and
later was appointed auditor. Then he
became assistant general manager of
the Indianapolis & Eastern Traction
Company, and in 1905 he was named
superintendent of the Indianapolis &
Martinsville Rapid Transit Company,
the Indianapolis Coal Traction Com-
pany and the Indianapolis & Western
Traction Company. Subsequently he
was chosen superintendent of the Terre
Haute, Indianapolis & Eastern Traction
Company.
Mr. Morgan resigned from the Terre
Haute, Indianapolis & Eastern on Feb.
1, 1909, to accept the position of general
manager of the Indianapolis, Crawfords-
ville & Danville Electric Railway, Craw-
fordsville, Ind. He continued in this
capacity until April 1, 1912, when he
resigned to assume the general superin-
tendency of the Michigan United Trac-
tion Company, the Michigan Railway
and Michigan Railroad. These com-
panies were subsidiaries of the Com-
monwealth Power, Railway & Light
Company, operating extensive city and
interurban properties in the Central
States. Mr. Morgan was in full charge
of the company's mechanical, electrical.
routes, with the result that new riding
habits were formed by the public. These
changed conditions led to a thorough
traffic survey of all the surface lines.
The fundamentals of the methods fol-
lowed in this survey were described by
Mr. Morgan in an article in the issue of
this paper for Sept. 24, 1921. The
policy there outlined will be continued
under the general management of Mr.
Morgan, whose promotion, it was ex-
plamed by the Brooklyn City Railroad,
was the natural result of the success
that has attended his effort in opera-
tion and administration.
Mr. Wilson with B. R. T.
Former Connecticut Company Road-
master Appointed Superintendent
of Surface Roadway
P. Ney Wilson recently assumed his
duties as superintendent of surface
roadways of the Brooklyn (N. Y.)
Rapid Transit Company. He succeeds
to the position vacated by E. L. Mat-
thews, who resigned in April of this
year to accept a similar position with
the Third Avenue Railway, New York.
Mr. Wilson was formerly roadmaster
of the New Haven division of the Con-
necticut Company.
For the company Mr. Wilson's ap-
P. Xet Wilson
pointment is a particularly valuable
accession. Since his initial electric
railway connection with the Camden
Railway in 1899 Mr. Wilson has de-
voted his attention and energy not only
with the actual construction and main-
operating direction will be 525 miles of engineering, traffic and transportation tenance of way methods of the various
track owned and operated by seven
companies. Of these companies, all ex-
cept the Brooklyn City Railroad are
controlled by the Brooklyn Rapid Tran-
sit Company's system. The Brooklyn
City has been operated as an independ- general manager,
ent since Oct. 19, 1919, when the prop- -- --
erty, which had been leased by the
Brooklyn Heights Railroad Company,
reverted to its owners following the
failure of the Brooklyn Heights Com-
pany to meet the obligations imposed
by the terms of the lease to which
these companies became parties in 1893.
Under independent control, the Brook
departments. On Oct. 1, 1919, he termi-
nated his connection with these Michi-
gan enterprises to join, at the invitation
of Mr. Porter, the organization of the
Brooklyn City Railroad as assistant
Mr. Morgan has been active in asso-
ciation work. He is a charter member
of the Central Electric Railway Asso-
ciation and is active in the American
Electric Railway Association. He has
been a member of the standardization
committee on equipment in both the
Central Electric and American Electric
Railway Associations. Also he has been
properties with which he has been
identified, but also in the study of
foreign track construction methods. It
was in 1906 after he had been made
supervisor of track and roadway of
the Camden Railway following several
years of field work that Mr. Wilson
made an extended trip to England and
South America to acquaint himself with
track construction practice there.
Returning in 1907 Mr. Wilson was
appointed roadmaster of the Rochester
Street Railway. He remained there
two years when he received the appoint-
ment as roadmaster of the New Haven
lyn City lines have been directed by a a member, and later chairman, of both Division of the Connecticut Comoany,
separate executive organization built
up by H. Hobart Porter, who assumed
the management when separation from
the Brooklyn Rapid Transit system was
decreed by the United States District
Court.
Mr. Morgan, who has been assistant
general manager since Mr. Porter took
the schedules and timetables and the
rules committees of the American
Electric Railway Transportation &
Traffic Association. He also served on
the block signal committee.
When the Brooklyn City Railroad
resumed independent operation it be-
came necessary to break up several
In terminating his connection with the
Connecticut Company to enter larger
fields Mr. Wilson ends a twelve year
period of enviable service as road-
master. During that time he was able
because of his combined knowledge of
foreign and domestic track work prac-
tice to institute many valuable and
November 12, 1921
Electric Railway Journal
887
practical money saving schemes along
these lines.
Mr. Wilson was educated in Phila-
delphia and Camden, N. J., at both of
which places he studied civil engineer-
ing following his graduation from High
School. Mr. Wilson is a member of the
Connecticut Society of Civil Engineers.
Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER, SALESMAN AND PURCHASING AGENT
R(XLING STOCK PURCHASES BUSINESS ANNOUNCEMENTS
Mr. Cadby Executive Manager
of Wisconsin Association
John N. Cadby, consulting engineer of
Madison, Wis., was selected to be execu-
tive manager of the Wisconsin Elec-
trical Association at a recent meeting
of the executive board. This office is a
newly created one, the duties of which
he will assume next March.
"The establishment of this new de-
partment means that our association in-
tends to be of greater service to the
public making it more useful to our
members," said J. P. Pulliam, presi-
dent of the Association. "Mr. Cadby
will be able to bring his wide experience
to bear on public utility problems any-
where in the state."
Mr. Cadby is a graduate of the elec-
trical engineering course of the Uni-
versity of Wisconsin, class of 1903. For
a time he was with the Milwaukee
Electric Railway & Light Company. In
1908 he became a member of the engi-
neering staff of the Wisconsin Railroad
Commission.
A. Telford Smith has become associ-
ated with the Sao Paulo (Brazil) Elec-
tric Company, Ltd. Mr. Smith was for-
merly with the Winnipeg (Man.) Elec-
tric Railway.
Floyd W. Parsons, formerly editor
of Coal Age, one of the McGraw-Hill
publications, and for the past two
years in charge of the department en-
titled "Everybody's Business" in the
Saturday Evening Post, has become
editorial director of the Gas Age-Record.
Matthew C. Brush, formerly presi-
dent of the Boston (Mass.) Elevated
Railway and who is now the senior
vice-president of the American Inter-
national Corporation, New York City,
was elected president of G. Amsinck &
Company. Mr. Brush, who is in gen-
eral charge of the American Interna-
tional Corporation's commercial inter-
ests, says that the Amsinck organiza-
tion, which is engaged in the import
and export business, expects to enlarge
its functions between the United States
and Central and South America.
■ M. H. Gerry, formerly engineer and
power superintendent of the Metro-
politan West Side Elevated Railway,
Chicago, has been made secretary,
agent and engineer for the St. Anthony
Falls Water Power Company and the
Minneapolis Mill Company. He suc-
ceeds William de la Barre, who was
elected president. Mr. Gerry, while
with the Metropolitan West Side Ele-
vated, superintended the electrification
of the company's elevated tracks. Mr.
Gerry graduated in 1890 from the
College of Mechanical Engineering of
the University of Minnesota and was
employed several years by the Gen-
eral Electric Company. For twenty-
two years he has been in Montana.
He built the first dam in the Missouri
River for commercial development of
power and built the original transmis-
sion lines to Butte, Anaconda and
Helena. During the war he was fuel
administrator for Montana.
European Business Poor
Gear Manufacturer Comments on Situa-
tion Abroad — Observed Many Buses
Used as Feeders
According to E. S. Sawtelle, assistant
general manager Tool Steel Gear &
Pinion Company, Cincinnati, Ohio, the
prospects for the immediate present of
American manufacturers doing a con-
siderable business in Europe, except
those who have a specialty, is slight.
Even in specialities a very strong effort
is being made by European manufac-
turers to reproduce or imitate devices
that have hitherto been bought in
America. Mr. Sawtelle has recently
returned from a six weeks' trip through
England, France, Holland and Switzer-
land. In commenting on the business
situation in Europe, he said in part:
"Before and during the war our com-
pany was selling tool steel gears to
about eighty companies in England,
eighteen in France and practically all
of the large roads in Holland and Spain.
Some of these represented trial orders,
but with most of the larger companies
the business was thoroughly established
and competing very successfully with
European manufacturers. This situa-
tion, I believe, was duplicated by a
large numbe'" of American manufac-
turers who had been able very success-
fully to introduce their products in
Europe, due either to unusual quality
or to low costs through quantity pro-
duction. Business of this sort was
necessarily expensive to start, as it in-
volved many changes in standard prac-
tice to take care of European desires,
great difficulty in selling due to lan-
guage barriers, and, of course, the con-
tinual problems of long deliveries and
high transportation costs due to our
geographical location.
"The reasons for the extensive dis-
continuance of purchases in America
does not seem to be a matter of quality
or of service, but purely a question of
policy. I was told by the head of one
of the largest British tramway lines
that he now was unable to buy out of
Britain any quantity larger than $100
without submitting the bid to his board.
European manufacturers are driving
desperately to duplicate American prod-
ucts and the tramway lines, largely
municipal, find great pressure brought
to bear upon them to buy home products
if the makers can even approximately
match the American goods, or even
claim that they can duplicate.
"The exchange situation is a fur-
ther almost insurmountable barrier for
American goods in such countries as
Italy and France, and even in England
the high exchange rate, coupled with
ocean freight and similar charges,
makes our competition exceedingly dif-
ficult. Swiss exchange is as high as
ours, and it seems as though every
topic you discuss with the Swiss busi-
ness man, sooner or later, mostly
sooner, leads to exchange. They claim
that their business has been practically
killed by this situation.
"German competition is the most
serious factor that confronts the Amer-
ican exporter. The skilled mechanic in
Germany is being paid from 70 cents
to $1 a day, and net living costs are
such that he is probably better fixed
on this pay than he was before the
war. This is due to the fact that rents
have increased but slightly. This situa-
tion, however, enables Germany to sell
for export at prices that are absolutely
unthinkable in any other land. Before
the war we were laying down tool steel
gears in Holland at a price about twice
the cost of the soft gear made in Eu-
rope. Today, in some cases, our price
will be as much as five times as high.
The prospective purchaser does not
dispute the question that the gear may
be worth more than five times as much
in terms of life, but the primary ques-
tion is the ability to pay.
"Many of these conditions will even-
tually right themselves, but it seems
to me that America must for several
years to come import in excess of its
exports before conditions will work
around to give us a fair chance for
export business."
Speaking of general impressions
gathered during his trip, Mr. Sawtelle
said:
"In London and Paris (and in many
other of the English cities, one sees a
very large number of motor buses, and
these seem to be operating under very
satisfactory conditions despite a heavy
horsepower tax that they pay and a
gasoline cost that is several times the
American price. I found several cases
where the trackless trolley was also
being seriously considered or plans
were being made to try it out, primarily
to avoid excessive paving charges and
to help act as a feeder for their main
system. Nevertheless, all the tramway
people with whom I talked feel that
the bus is but a feeder or a substitute
necessary in special conditions only,
such as with crooked streets, etc. They
seem universally of the opinion that
the street railway company must con-
tinue to exist in practically its present
shape as the solution for the trans-
portation problem.
"Practically all of the European city
street cars are very light as compared
with American standards, though not
light as compared with the safety car.
It would look to me as though Europe
has avoided the cars of excessive
weight with very heavy equipment, and
by going very extensively to light
double-deck cars has been gaining the
economies that we are now finding in
lighter equipment. Wherever the ssrfety
car was discussed I was invariably told
that their equipment was now so light
that they did not need to take this
step for additional saving. On most
of these light cars, they are using old
standard light motors, such as GE-67,
GE-54, etc."
Electric Locomotive Exports
In the preliminary figures given by
the United States Department of Com-
merce showing the exports of electri-
cal goods for September indicate that
the export trade of this class of manu-
factured products is still declining.
888
Electric Railway Journal
Vol. 58, No. 20
Particularly was this true of electric
locomotives, of which $242,362 worth
were exported during August while the
value of those shipped out of the coun-
try during September was only $59,-
817.
The nine-month total for 1921, how-
<ever, shows that the amount paid by
foreign purchasers for electric loco-
motives ordered in this country was
$1,506,877, which is nearly double the
amount for the corresponding period
of 1920. This large increase is un-
doubtedly the resiolt of the electrifica-
tion that is at present in progress in
Brazil for which practically all of the
equipment was manufactured in the
United States.
General Electric Employees' Pay
Cut 10 per Cent
Another reduction of 10 per cent in
Vages and salaries affecting all em-
ployees has been announced by the
General Electric Company, which took
«ffect on Oct. 31. The announcement by
E. W. Rice, Jr., president of the com-
pany, follows:
"In accordance with an order of the
board of directors, a reduction of 10
per cent will be made as of Oct. 31,
1921, in the salaries of all officers and
employees of the company. Heads of
-departments are requested to notify all
'those affected."
The General Electric Company has
made several reductions since last Jan-
uary. The first reduction became effec-
tive Feb. 1, when the wages of day
workers at the Schenectady plant were
reduced 10 per cent and the pay of
piece workers 10 per cent. The bonus
•system was also dropped.
In July another reduction of 10 to 30
per cent was announced. The working
forces have been reduced in line with
the company's plan of gradual re-
trenchment.
<Jerman Interest in Spanish Elec-
trical Company
At a recent meeting of the Compania
Hispano - Americana de Electridad,
Madrid, Spain, says the Electrical Re-
view, London, they have elected to the
"board of directors four Germans who
are prominent in banking and electrical
manufacturing companies. This action
is interesting in view of the fact that
last summer the South American oper-
ation of the German Transmarine Elec-
tricity Company, Berlin, was trans-
ferred to the Compania Hispano-Amer-
Icana de Electricidad. It would seem
from this that a continuation of Ger-
man influence in central station and
traction operations in South America
was being effected.
Some Improvement in Porcelain
Insulator Market
A survey of the market for porcelain
insulators shows that some improve-
ment has been experienced since last
summer, but that something in the
-nature of a dead level may be expected
until around the first of the year. De-
mand for the small distribution sizes
of porcelain insulators is fairly good
in the East and South, and indications
are that a number of jobbers have let
their stocks run low. Rush orders have
"been received by manufacturers from
jobbers in Boston and in various parts
of Pennsylvania, though none of these
orders has been particularly large. A
number of fair orders have been re-
ceived from the Southeast and the
South. Jobbers in other parts of the
country seem fairly well stocked.
Reports from the Middle West say
that jobbers are well stocked and can
make immediate shipments for all ordi-
nary demands. There are numerous
inquiries and a fair number of orders,
most of them for small lots. Utilities
there are not buying as heavily as was
the case several months ago. This con-
dition may be accounted for by the fact
that the number of small extensions
under construction has dropped off
considerably.
Prices remain unchanged since the
drop which was made around the begin-
ning of September. Manufacturers say
that labor costs are still high and that
there is not apt to be another decrease
for some time.
Petition for Foreclosure on Car
Company Sought
A petition for foreclosure of the
$2,000,000 mortgage which it holds on
the plant of the Barney & Smith Car
Company, Dayton, Ohio, was instituted
in Cincinnati by the Guaranty Trust
Company of New York. Thus the sale
of the assets and property of the com-
pany is assured within a short time.
The company was established in 1849
and has a paid in capital of $4,500,000.
It is being operated at present by Val-
entine Winters, president of the Win-
ters National Bank and receiver for
the car company. In a recent report
Mr. Winters indicated that the sale of
the plant would be necessary for the
conservation of the interests of all. A
number of people living in Cincinnati
are stockholders and officers of the
company. Attorneys for the trust com-
pany filed a motion for the consolida-
tion of the foreclosure case with the
receivership suit instituted by Irwin
Ballman & Company, Cincinnati, Ohio.
Judge Edward T. Snediker indicated
that he would grant the request, and
he stated that the plant probably would
be sold at public auction within a few
weeks and an entry to that effect is ex-
pected soon.
Rolling Stock
Morris County Traction Conipuny, Mor-
rlstown, N. J., contemplates purchasing
within the next four weeks power record-
ing meters and headlights with which to
equip twelve cars.
Boston <Ma§8.) Elevated Railway, which
recently bougrht sixty-five elevated steel
cars from the Pressed Steel Car Company
at a cost of about $1,250,000. is beginning
to receive the equipment. Half a dozen of
the cars have already been delivered and
three or four will be delivered every
week until the contract is completed next
March. The new cars are to replace wooden
cars that are about twenty-two years old.
'"^
Track and Roadway
Pekln (China) Tramways have submitted
plans to the municipality for the construc-
tion of a modern tramway system.
New York State Railways. Syracuse, N.
Y.. has been ordered by the court to relay
its tracks In Willow Street to conform to
the repaired street grade. The cost is set
at $5,000.
Pacific Electric Ratlwa.v. Los Angreles,
Cal.p will lay two additional tracks on
-American Avenue. Long Beach. This will
expedite traffic as local cars will operate
on one set of tracks and interurban cars
on another set.
PittsbarKh (Pa.) Rallwa.ys. through Its
receivers, is seeking permission of the court
to construct a single track on Brownsville
Avenue from Carson Street to Warrington
Avenue. It is estimated that the track and
paving costs would amount to $10,000.
Xew York State Railways, Rochester.
N. Y., has progressed in its Clinton Avenue
extension to the extent that about 1,000
feet of track have already been laid in
Clinton Avenue, north of Norton Street.
The Clinton Avenue line is being extended
from Norton Street to Ridge Road, at a
cost of $100,000. The distance is approxi-
mately 2,500 feet. Charles R. Barnes, com-
missioner of railways, said that the work
will be continued as long as the weather
permits. Double tracks are being con-
structed and they are being placed in the
center of the roadway.
iiiillLuiMnimiiiriiiiiiiiiiiiiiiiiiiiiiiiniiiimiiimiimiiiirmiliimmiiiiiiiiiiiiimiiMill
Power Houses, Shops
and Buildings
Pekin (III.) Municipal Railway will erect
a new carhouse which will cost $5,000.
Morris County Traction Company, Mor-
rlstown, X. J., expects to build within the
next month a dispatcher's office. The con-
tract for this building has been let.
Los Anireles (Cal.) Railway Corporation
expects to build one substation in which
will be installed two 1,000-kw. automatic
substation equipments.
Mcsaba Railway, VirKlnia. Minn., has let
the contract for the erection of the waiting
station, carhouse and substation at Hib-
blng. Minn., to A. Guthrie & Company of
St. Paul.
United Traction Company. Albany, N. Y.,
had its service seriously interrupted re-
cently as the result of a fire which damaged
its Watervliet substation. The extent of
the fire was such that men were required
to work continuously for several days to get
the substation back in service.
^iffmmll^^
Trade Notes
C. V. .\IIen has been appointei Mexican
manager of the Westinghouse Electric In-
ternational Company, with headquarters at
Mexico City.
C. I. Earll. York, Pa., recently received an
order from the Toronto (Ont.) Transporta-
tion Commission for 140 sets of No. 10
trolley catchers.
International General Electric Comnanv
has made a contract with C. I. Earll, York,
Pa., to handle all foreign business per-
taining to trolley retrievers and trolley
catchers.
Johnson Fare Box Company, Chicago, by
a vote of its stockholders, has increased
the capital stock o' the company from 2,000
shares, par value $100, to 4,000 shares of
the same pa.r value.
Harry W. Eastwood, who for the last
four years has had charge of the steel
mill pnd crane division of the Cutler-Ham-
mer Manufacturing Company, has been ap-
pointed manager of the Cleveland branch
office, taking the place of Lynn B. Timmer-
man. former assistant manager of the cen-
tral district, who leaves to enter the auto-
mobile business in Lima. Ohio, after hav-
ing been associated with the Cutler-Ham-
mer Company at Cleveland since 1914.
Mr. Eastwood has had considerable experi-
ence in the electrical industry, particularly
in the controller field.
as
<"t
New Advertising Literature
Atlas Valve Compan.r, Newark, N. J., has
recently published Junior Catalogue No. 21,
describing its line of reducing valves, pump
governors, pressure regulators, etc.
Wrsting^honse Electric * Manufacturinr
Company announces that it is distributing
a publication, the title of which is "Lead-
Base Babbitt Metal." It announces the
placing on the market of lead base babbitt
metal, which Is the result of many years'
use of this material by Westinghouse. Ap-
proximately l.OOO.OOO lb. of Westinghouse
lead-base babbitt metal was made and used
during 1920. The subjects discussed in this
publication are overheating, bearing design
preliminary machining of shells, cleaning
of shells, care of tinning alloy, tinning of
bronze shells, tinning of pipe and malleable
iron bearing shells, anchor holes in case
iron bearing shells, care of the babbitted
metal, cleaning solutions and ' materials
This is known as Folder 4.474.
November 12, 1921
Electric Railway Journal
1»
Peacock was Right!
Long ago we proclaimed the safety car to be some-
thing new in the way of ,i braking problem. But for
many year^ designers failed to make sufficient
allowance for the exceptionally high ratio of live
passenger load to car weight.
High Braking Power is Needed for Safety Cars
Now the air brake experts have reached the point where
they design for a braking force equal to 140% of the car's
own weight, instead of the old 90% standard. The auxiliary
hand brake should be equal to the air brake in power, in
order that in time of need it may prove equal to the emer-
gency.
THE PEACOCK STAFFLESS BRAKE
has the braking power
It is and always has been, a high-power hand brake designed
especially to fill the bill as an emergency brake on the safety
car. It is always ready, quick in action, light in weight and
occupies minimum platform space — less than any other
hand brake made. It is familiar equipment to the expe-
rienced motorman, and quickly understood by the beginner.
National Brake Company,
890 Ellicott Square, Buffalo, N. Y.
20
Elect Eic Railway Journal
November 12, 1921
m
ixeLHveer'«
115 BROADWAY, NEW YORK
Detailed Examinations by Experts
BEPOKTS FOB FOTANCINO COVBBING
y>tli»tion TnnioTcr
OMta BaMTTM Bale*
UTILITIES INDUSTRIALS SHIPPING
STONE & WEBSTER
Incoroorated
EXAMINATIONS
VALUATIONS
REPORTS
ON
INDUSTRIAL AND PUBLIC SERVICE PROPERTIES
NEW YORK
BOSTON
CHICAGO
SANDERSON & PORTER
ENGINEERS
REPORTS, DESIGNS, CONSTRUCTION, MANAGEMENT
HYDRO-ELECTRIC DEVELOPMENTS
RAILWAY, LIGHT and POWER PROPERTIES
CHICAGO NEW YORK SAN FRANCISCO
The Arnold Company
ENGINEERS— CONSTRUCTORS
ELECTRICAL— CIVIL— MECHANICAL
105 South La Sail* StrMt
CHICAGO
ALBERT S. RICHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER. MASSACHUSETTS
WALTER JACKSON
Corutdtant
FARES, BUSES, MOTOR TRUCKS
More revenue from more riders
143 Crary Ave., Mt. Vernon, N. Y.
C. E. SMITH & CO.
CtutstJting Enginm*Tt
2065-75 Reilwaj Exchange Bldg., SL LouU, Mo.
CklMtKO Kansas City
luTaMication*, Appraisals, Expert Testimony, Bridge
and Structural Work, Electrification, Grade Crossing
Elimination, Foundations, Power Plants
HEMPHILL & WELLS
CONSULTING ENGINEERS
Gardoer F. Wells John F. Layng Albert W. Hemphill
APPRAISALS
INVESTIGATIONS COVERING
Rsorttaization Management Operation Construction
43 Cedar Street, New York City
THE J. G. WHITE
ENGINEERING CORPORATION
Engineers — Constructors
Industrial Plants, Buildings, Steam Power Plants, Water
Powers. Gas Plants, Steam and Electric Railroads.
Transmission Systems
43 Exchange Place, New York
John a. Beeler
OPERATING. TRAFFIC AND RATE INVESTIGATIONS
SCHEDULES— CONSTRUCTION— VALUATIONS
OPEIIATION- MANAGEMENT
52 VANDERBILT AVE.. NEW YORK
ENGELHARDT W. HOLST
ConMulting Engineer
Appraisals, Reports, Rates, Service Investigation,
Studies on Financial and Physical Rehabilitation
Reorganization, Operation, Management
683 Atlantic Ave., Boston, Mass.
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Traffic and Reorganization
Investigations
Fort Wayne, Indiana
E.W. CLARK & CO. MANAGEMENT CORPORATION
Engineers * * n '
Unit Power Plants insure low power coits
Huntington Bank Bldg., Columbus, Ohio
Parsons, Klapp, Brinckerhoff & Douglas
WK. BAACL.AT PAB80NS H. M. BRINCKBBHOIT
■DSBNK KLAPP W. J. DOUOLAS
Engineers — Constructors — Managers
Hydro-electric Railway Light and Industrial Plants
Appraisals and Reports
CLXYKLANS NKW TOBK
743 Baam BUs. 84 Fine St.
L.E.GOUI^D
Consultant ancL Specialist,
E^nergy Measurement
For Electric Rail'ways
trwestigsftions -Tests • Rjecommendations
Old, Colony Bldg. Chicago
The Most Successful Men in the Electric Railway In-
dustry read the
ELECTRIC RAILWAY JOURNAL
Every Week
November 12, 1921
Electric Railway Journal
21
Bates One- Piece Steel Poles
with Ornamental Lighting
This installation illustrates one of the possibilities of com-
bining Artistic Bates Poles with ornamental lighting units.
The excessive number of poles required where trolley con-
ductors and lighting units are installed on separate poles
is not only decidedly inartistic, but is also a needless waste
of good material. Of course, it is necessary that an
artistic steel pole be used for such a combination of pur-
poses.
The series lighting conductor is run from pole top to pole top
eliminating the use of expensive, troublesome under^;round
cable.
The uie of Bates Permanent Steel Poles with
ornamental lights represents maximum econ-
omy and the utmost in art.
xpanded
•I _ 208 Soath La Salle Street
llrUSS^ CHICAGO, ILLEiOIS
B, A Hegeaan, Jc., Pregident
CharlM C. Caitle, Flrit Tin I'mldtot W. C. UnoilB, Mir. Stlgf * AisUiMrliis
Hirold A. Hesemln, Vice Ptm. and Tnu. Fred C. J. DtuTsacrMirT
National Railway Appliance Co.
50 East 42nd St., New York City
HMceman-Castle Corporatlan National Bailwar ADpliane* C-o.
343 So. Dearborn St.. Chicaro, HI. MtmBey Bldff.. Washington. D. C.
Nation^ Railway Appliance Co.
Little Bldcr.. Boston, Mass.
RAILWAY SUPPLIES
Tool Steel Gears and Pinions
Anderson Slack Adjusters
<Tenesco Paint Oils
Danham Hopper Door Devlee
Feasible Drop Brake Staffs
Flaxllnum Insulation
Anirlo-Amei-ican Varnishes,
Paints. Enamels, Surfaeers,
Shop Cleaner
Johnson Fare Boxes
Drew Line Material and Railway
Specialties
Perry Side Bearings
Hartman Centering Center Plates
Econom.v Power Saving Meter
H & W Electric Heaters
Garland Ventilators
Pitt Sanders
National Safety Car KQulpmenl
Co's One-Man Safety Cars
Reversible SUding Trolley Shoes
—a manufacturer
in Newark, N. J.
—saved $200
buying from an Indiana dealer in
— second-hand machinery
through his advertising in the
— searchlight section
It pays
to rtad the Searchlight.
It pays
to advertise in the Searchlight.
005S
DAY&ZIMMERMANN.Inc.
SHGINEERS
Design, Construction
'RfboHs, valuations, "Management
NEW YORK PHILADELPHIA Chicago
JAMES E. ALLISON & GO.
Consulting Engineers
Specializing in Utility Rate Cases and
Reports to Bankers and Investors
1017 Olive St., St. Louis, Mo.
ENGEL & HEVENOR
Incorporated
TRACK
Enginetra— Constructors — Maintenance
Appreaaals — Valuation — Rehabilitation
Steam and Electric Railroads
Estimates
220 BROADWAY, NEW YORK
THE P. EDWARD WISH SERVICE
so Church St. DETECTIVES >31 State St.
NEW YORK street Railway Inspection BOSTON
When writin( the advertiser for information or
prices, a mention of the Electric Railway
Journal would be appreciated.
22
Elbctric Railway Jovbnal
November 12, 1921
tfil
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r^f^l^f^!^f^f^f^f^felfe!^l^f^[^f^f^^f^f^[^^^f^^fO]^^1^
Si
O
t
t
Factors Which Govern the Proper
Selection of Rail Joints in Paved Streets
A Typical Thermit Insert Weld — ^Won't Cut in Service I
4 — Conditions Governing the Serviceability of Rail Joints
In paved street railway track,
unlike the ordinary so-called elastic
foundation of any unpaved track,
rails have to be laid on a rigid foun-
dation in order to prevent loosening
of the pavement.
In the case of any rigid foundation,
it has been shown conclusively that
pounding and cupping will occur
within a comparatively short time if
the rails are merely held together by
means of fish plates.
This is why practically all the
street railways are now welding their
joints by one or more of the welding
methods which have come into such
common use.
Of all the types of welded joints,
however, the
THERMIT INSERT RAIL WELD
is the only practical method which
absolutely eliminates the joint and
thus prevents any possibility of cup-
ping. The other systems only par-
tially solve the problem as in most
cases they simply weld fish plates or
splice bars to the rails.
^
^
Let us know the section number of the rail which yoii
wish to weld so that we can ship welding material suit-
able for the purpose. On receipt of an order for material
and apparatus, we will send an expert demonstrator
to instruct your men so that you can carry on this work
yourselves.
Send for our latest Rail Welding Pamphlet 3932.
Metal & Thermit
120 Broadway
Corporation
New York
M
-d-
^
IS!
t
t
Pittsburgh
Chicago
Boston
S. San Francisco
Toronto
November 12, 1921
Electric Railway Journal
2S
T5mi^ Jlssured
^ole /lie
%
*p
Ve^WGuava nxeed
Peneiraiion Vrocess
You can absolutely depend upon the
"P & H" Guaranteed Penetration
Process for longest pole life.
It guarantees a uniform half inch
penetration of the preservative
throughout the ground line area of
the pole.
Furthermore, we agree by written
guarantee to refund the Butt'Treat-
ing price on any pole that does not
show the guaranteed half inch pene-
tration.
TAKE NO CHANCES
Specify the "P & H" Guaranteed
Penetration Process.
We can furnish, promptly, treated and
untreated Northern White and West'
ern Red Cedar Poles — any form of
Butt'Treatment — and we are giving to
polc'Users the first Guaranteed Pene-
tration Process ever offered in the pole
industry— the "P & H"
Send for a copy of our interesting booklet.
"Butt-Treating Cedar Poles at the Page 6 Hill Plant'
PA.GE ani> HIIvL. CO .
VlIJSriV]^^^.F>OLrlB , KdlNNT.
Times Bldg., New York, N.Y.
1 1 11 Carter Bldg., Houston. Tex.
7 1 7 Bryant Bldg., Kansas City, Mo.
31 1 Sumpter Bldg., Dallas, Tex.
19S. LaSalle.Chicagcra.
1416 Starks Bldg., Louisville, fCy.
24 Electric Railway Journal November 12, 1921
iiiiiimiimiiiiiiiiiiiiHiiitiiiiiiiiii iimimiiiiiiuiiiiiiiiiiiiiiiiiiiiiiimimimii iiiiu iiiiiiimmiimiiii iiiiiiiiiiiiiiiinniiiiiiiiiiiiiim iiiniiiiiiiiiiiiiiiiimiiiim iiiiiiiiimiimiimiiiiiiiiiiiii niiim imiimimiiiiniiiiiiiiiinmiiK
"STANDARD" I
Steel Tires
Steel Tired Wheels
Solid Rolled Steel Wheels
O. H. Steel and Malleable Iron Castings
Solid Forged Gear Blanks
Steel Forgings Iron Forgings
Forged and Rolled Steel
Pipe Flanges
Ring Dies
Rings
Roll Shells Steel Springs
^ O y "The 'Standcard' Brand on your material ^ ^ ^
^4>^*<*^ is an assurance of eventual economy." M<^Ov^
BiMND *^ BRAND
STANDARD STEEL WORKS CO.
GENERAL OFFICES
500 NORTH BROAD ST., PHILADELPHIA, PA.
CHICAGO RICHMOND MONTEREY, MEX.
ST. LOUIS SAN FRANCISCO MEXICO CITY
HAVANA, CUBA NEW YORK LONDON, ENGLAND
^ST. PAUL HOUSTON PARIS, FRANCE
kiiimiiiinHiimimiwiiHiiimimimiiiiiiuiimiimiiniiiniiiiiiiumiiiuimiiiiiiniim«uiuiiiimiiiiimiiiiiiiiiiiiniiiiiiniraiiiiniiiiniiiniii<"ii""ii"i"i"'"ii"ii>"iiniii" niiiniiniiiiiiiiiiiiiniiiiiimiiii'
iinimiimiiiiiiiriiiimimnimiiiiiiiiiiiiiiiamiiii
November 12, 1921 Electric Railway Jourtjax 2S
CONVINCING GEAR TESTS
DEMONSTRATING THE ADVANTAGES OF USING
GEARS MADE FROM BLANKS PRODUCED
BY THE COMBINED ROLLING AND
HYDRAULIC FORGING PROCESS
THE use of gears made from blanks produced by our combined
rolling and hydraulic forging process is an advantage from many
stand points. Longer life and greater economy in operating costs
are assured and, what is more important, the danger of breakage is
greatly reduced. The mere loss of a gear is a trifling expense com-
pared to the loss in operating revenue and good-will when a break-
down occurs during the period of peak load.
Two sets of tests made by us show the great advantages resulting
from the use of gears made from our blanks.
The first set consisted of two drop tests, one on a cast iron gear,
the other on a steel gear made from a blank produced by us. The
gears were exact duplicates except as to material. A 200 lb. weight
dropped on the hub k'om a height of six feet broke the cast iron gear
in four pieces at the first blow. Twenty blows on the steel gear from
the same height under identically the same conditions resulted in a
negligible amount of deformation with absolutely no signs of breaking.
A companion set of tests was made to determine the relative
strength of the teeth, the results given below being obtained. The
gears were duplicates except as regards material.
BREAKING STRENGTH OF TEETH
Gear Tested 1st Test 2ncl Test Remarks
Cast Iron 7,515 lbs. 10,720 lbs. Teeth broke without bending
Rolled Steel, not treated 32,395 lbs. 34,310 lbs. Teeth bent at these loads but did not break
Rolled Steel, heat treated 40,750 lbs. 42,600 lbs. Teeth broke
Figures such as the above are convincing arguments for the
use of gears made from blanks produced by our combined rolling and
hydraulic forging process.
Let us discuss your gear problems.
MiDVALE Steel and Ordnance Company
^tr Cambrl\ Steel Company i^s:"
Chicago -, . -^ _ San Francisco
Cincinnati ^^ i i i i i • r« ^' l^e City
aeveland Widener Building Philadelpnia, Pa. Seattle
Detroit St. Louis
Npw Yfifir 1 SOLE EXPORTER OF r^nMCTPPn CONSOLIDATED STCEL coRPOMTiON I Washington D C
i^eW 1 OrK louR COMMERCIAL PWOOUCTS t^Ull J I E-W*.* a» ■BOA&WV. Ng^ VOWW.U.l.*. | *V rtiilU IglUIl, t.^. V^,
26
Electric Railway Journal
November 12, 1921
LEAN, /COMFORTABLE
c^c
USHIONS
You can always have them if you uphol-
ster now with
QUALITY RATTAN
We use only selected imported stock. Weaving and
finishing done with that same care characteristic of
Quality Shop output. Consequently this photograph
of an average sample, — not a selected one — is abso-
lutely representative of the product. Order now
for immediate delivery at attractive prices.
St. Louis Car Company
St. Louis, Mo.
^
s
-!S em.
A
November 12, 1921
Electric Railway Journal
27
nniiiiiiiniiiiiinimimiiimiiiniiiiiiiraiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiimiiitiiimimuiiiiiiiiiiiiiiimiiiiiiiimiuiiiiiiiiiiiiiiiiiiimii^ aiinniiiiiiiiiiuiiiiiiiiimiiiiiiiiiiiuiiiiiii
IIIHIIIIimifllllilUlb
X
Hollowspun
Concrete Trolley
Poles Insulated
at East Grand
Blvd., Detroit,
Michigan.
Massey Concrete
Products Corp.
Chicagro Pittsburgh New York
Atlanta Dallas St. Louis
Salt Lake City
Uanhole Junction Box for Underground
Feeder Circuit.
I ^HE installation, operation and
-'- maintenance of underground cable
systems are greatly simplified by the use
of Standard junction boxes. The illus-
tration shows a specially designed box
for trolley feeder service which makes
possible the disconnecting and sectional-
izing of the different parts of the circuit
while alive by simply opening one or
more quick-break knife switches. This
box is easily and quickly connected with
the cable by wiped joints. It is per-
fectly waterproofed when installed.
Standard Underground Gable Go.
Boston
Washington
Chicago
SanPraneiBCO
New York
Atlanta
Salt Lake City
Seattle
Philadelpliia
Detroit
Minneapolis
Los Angelee
Pittsburgh
Kansas City
St. Louis
ipiiijiniuiiiiiniiiniMuuiniiiniMiiiiinuniiiM)iiiiuiMiiiniuiiiiniiiniiniMiiuiiiiMn[MniiniMUMiitiiutiiiiiiiiiiiiuiiiiiiiiiiiiuiiiii|^
ELRECO TUBULAR POLES I
i For Canada: Standard Underground Cable Co. of |
= Canada, Limited, Hamilton, Ont. f
^iitiiriiiiiiiiiiiiiriiiiiiiiriiiriiiiiiiiiiiiiiiuiiiiiiiiiiiiiriiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiKiinmmiiiiiiiiiiiiiiiHijiif
SiiiiiiiiiuiinMilliiuiiiiiiiiiiiiiiiiiiiiifiiiiiiiiiiiiiiniiiiiiiiiiiiiiMiiiii)itiiiiiti)iiiiiirtiiiiiiiiiriiiiiiiiiiiiiiiiniiiiii[iiiiiriiiiiiiiiiiiiiiiiii^
^AMELECTRIC PRODUCTS |
^BARE COPPER WIRE AND CABLE j
TROLLEY WIRE i
Tue *wiae lock
«/ /
WEATHERPROOF WIRE
AND CABLE
THE CHAHreRCO JOINT
I COMBINE I
I Lowest Cost Lightest Weight |
I Least Maintenance Greatest Adaptability I
I Catalosr complete with eneineerins data sent on request. ^-
I ELECTRIC RAILWAY EQUIPMENT CO. I
I CINCINNATI, OHIO |
I New York City. 30 Church Street |
Sinii;mmmiinmirmiriiiiiniitiiinriiiriiii)iiitriiiiiiiiiiiiitiiiiiii[[iiiriiiiiniriiitiiiiiiniiiiiiiiriiiiiiiniiiiiiiimiiiiimimiiiiri:miiiif
^'iiniiiiiiiiiitiiiiiii;ittiiii[iiiiiriiitt iiiiiiiiiiiiiiiiiiiiiriiitniiriiiiiiiiiMiiriiirtiiinirriiiiiiniiitiiiiiiiitiiiirllltllllrlliiiiiriiiitiiniinib
Chapman
I Automatic Signals
f Gharles N. Wood Go., Boston
^"■■■oiiDi MiimiifriH riiiuiitirMitmirriiiriiirrniiiiiimirmitiiii i lUiiHiiiirniriiiiiiiiMimimiiiriiiiMiifMiiiiiiiT
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I AETNA INSULATION LINE MATERIAL f
I Third Rail Insulators, Trolley Bases. Harps and Wheels, Bronze i
S and Malleable Iron Progs. Crossings. Section Insulators, Section S
= Switches. =
Albert & J. M. Anderson Mfg. Co. CSt |
•389-03 A Street, Boston, Mass, — /^^ I
Established 1877 jjfB\ =
_ Branches — New York, 135 B'way, Phila-^RiJBP^ 3
tdelphia. 429 Real Estate Trust Bldg, Chicago. 103 So. Dearborn St. |
London, 48 Milton Street §
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i B«. u. 8. Ftt. oae. PAPER INSULATED
i Calvanlxed Iran and Steel UNDERGROUND CABLE
i Wire and Strand
I Incandescent Lamp Cord
MAGNET WIRE
i-e-:
i AMERICAN ELECTRICAL WORKS |
I PHILLIPSDALE, R. I. |
I Bottm. ir« rtdtnl; OhlMC*. lit W. k4Mm»-, CladnnaU. TntlUn Blig.: £
I N«w York. SSI B'wht: 8ui rnnclBW. lit ■•mrd; 8<attl<. Itl lit An. 80. 1
s i
^iiiiiiiiriiiiinrtiiirMiiiiiiriiiniii»Miiiiiiiiiiii[iiiiiiiiiiiiiiiiiiiriiniiiiiiiiiiitriiiiiitiiiiiiiiiiiiiMiiiiri)<ttiiiiiiiiniiiiitiiiiiHiiiiiiintiiiii
siiituimiiiiiiiiiiiiiiiiiiiininiiiiiiiiiiiiiiMiifiiiniiiiiMHHMiniiiiuiiiiniiiniiHiiiiiHMiiiMimiiiniiiiiiiiiiiiiiiniimiiimiiiiiiniiiiiiri:
£ £
I Peirce Forged Steel Pins |
I with Drawn Separable Thimbles I
i Your best insurance against insulator breakage |
I Hubbard & Gompany i
I PITTSBURGH, PA. |
^iiimiimiiiiiiMiiiiMiiiiiiiiiiiiiiMiiiiiiiniiiiiMinMiniiMiriiiiiiiii<iriiiiiiiMiMiiiiiiiiiiiiiiiiiiiniiitriimiMHiimiiiiiHMiiiitiiimiiiii^
aftiiiiliiiiriiiii.(uill)riiiitMiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiii*'iiitiiiiiiiiiiiiiiiMiitiiiiiiiiiiiiiiiiiiticiiiiiitiiiti!iiiMiiiiiiiiilirnttil)j
I Nelsonville Filler and Stretcher Brick |
I for T Rails |
I Makes permanent, light, level pavement |
§ with a minimum of paving repairs. 1
I The Nelsonville Brick Co.
I Columbus, Ohio
fiimiiitiiilmuiHiiiiiinHmmiiiiMinMiiiiHiiimiiiiiiiiiiiiimiimiiiiniiniiiinmmmiiiiiiimtiHniiiiimiitiiiliiiiiiimilHliltit
2& ElectricRailwayJournal November 12, 1921
mimiiiniimiiiiHiiiitiiiiiimiiiiiimiimiiimimimiMmMiiitiiHiiiHiiinnmHiuiiiiiiiiiiiiiiiiiiiimiiiiim^ HiimMiiinrHiiiiiniinrHiiiiiiiimiinriiiiiiHiiiiiiiiiiiiiiimmiiiiiiiiiiiiiwiMimiiiiiiiiiHiHiimtmiiiiimmiiiiHimiii^
American
Rail Bonds
CROWN
UNITED STATES
TWIN TERMINAL
SOLDERED
TRIPLEX
Arc Weld and Flame Weld
Send for new
Rail Bond book
American Steel & Wire
Sewyork Company
iiimiirMiiriiiiintMitriiiMiiriirriiiiiiiniirMitiiiiriitiHtiiiiiMitMitriitttitiiirtiiiiMriuiiiiirMiiiiirriiriitiMiiiiiiiiiiiiiirriitiiniiiitrM
[iiiii»iiiiiHumiiniiiiiiniimiiuiniiiimiLinmiiiiiimiiiiiiiiiinitiiiiimiiiiiii»»»iiniiiminim||fiiiiiiniiiiiiiiiiiii
^iiinriuiiinnimiiininiiinriiiiimimiimiinimiiinmninmminiimiininiiiiniminiiinnmimiiniimmiiiiiiniiniiniimi^
ttininriiimmiinMiiniiiiiuiumuiiuMimiiinimirinmniniiiimiiiinmiiiiiiniiMiiiniiiiitiimiiMHMUimmiuiimuiinMmimiiiii^^
I High-Grade Track
Work
I SWITCHES— MATES— FROGS— CROSSINGS
I COMPLETE LAYOUTS
I IMPROVED ANTI-KICK BIG-HEEL SWITCHES
I HARD CENTER AND MANGANESE
I CONSTRUCnON
I New York Switch & Crossing Co.
I Hoboken, N. J. |
•^iiiiiiiilliiiiiiiiiiiiiiiitiiiiiiiiiiniliiiniitiiitiiiitiiitiiiniiniiitiiiuiiitiiiiiiiitiiiiiiiiuiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiniiitiuillliiHiie
SiiimiiiiiiniiiiiiiiiiiiiiiiiiiHiiiuiiitiiitiiiiiiiniiiiiiiiiiiMiiHiiiiiiiniiiiiiiHiimiiiiiiiiiiiiiiiiiiiimimiiiitiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiic
RICO I
CONOMICAL I
FFICIENT
RAIL BONDS
THE ELECTRIC RAILWAY IMPROVEMENT CO. |
I CLEVELAND, OHIO |
'.iiiiiiiiitiiiiiiitiiiiiiii<iiiiiiiiiMiiiii)ii(iiiiiiiittiriiiiiiiiitiiMiiiiiiiiHii)i<iiiiitiiiiiiiiMiiirtiiiiiiiriiiiiiiiiii[iiiriiitiiiiiiMiii)iiriiirriiw
[iimuiririiiiiuirftiiniiiiiririiiirriiiiiiiiriiiriiiiitiiirriiiiiriiiiiiiiii>r)iiiitiiiiitiiiriiitirtiiittiiiiitiittiiiitiitiitttiiiiiiiiiiiiiiimiiiiiiiiiiiu
U. S. Electric Contact Signals |
for
Single-ttack block-signal protection
Double-track spacing and desu-ance signals
Protection at intersections with wyes
Proceed signals in street reconstruction work
United States Electric Signal Co^
West Newton, Mass.
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'^ SuiniiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiniiuMtiiiiitnriiniititiiiiiiiiriiirmtimirriirriiirrnnittirifffitiiiiiiiitiitiiiriiiiiiiiiiDiiiniiriiiiiiiiiiHi^
FLOOD CITY IIOopperClad^eelComw^ny
^ ^^^ ^"^^ ^"^ •^ ^»^^ ^ ^ = i OFFICE AND WORKS. ■'5S!i'lwESrERN SALES REPRESENTATIVES;
I Rail Bonds and Trolley Line Specialties |
I Flood City Mfg. Co., Johnstown, Pa. |
^iiiiiuiillMililiiliiiiMiiliitMiniiniiniiiiiinMiniiniiniiiiiiniiiiiiiiiiiiiiiniiiitiiniiiiiiiniiiriiiiiiililiniilillllllHIIllillllllltillllimuc
aimiiiiiimiiiiiiiiiiiiiiitiiuiiiiiiiiiiniiniiiiiiiiiiiiriiniiiiiiiiiiiiiiiitiiniiiiiiiiiiiuiiiiMiniiuiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiH:
I Transmission Line and Special Crossing |
I Structures, Catenary Bridges |
RANKIN. PA. BRADDOCKPO. ^^FSTEELSALESC0RP0RAT10N.CHICA60.IU; |
I NEW YORK SALES OFFICE! 30 CHURCH STREET. NEW YORK CITY |
I COPPERWELD Wire— made by the Molten Welding Prtteit |
I Bare — Weatherproof — Strand — Twisted Pair — Nails |
i^luniltlliniinHiiriiiriliriiuiilllllniiiiriiiniiniililllHiliniiiiiiiiiiiirriiiiiiiiiinMiniiiiiriiiiriitiiiiititiiiiiiiiiililillllnliiniljiiiiiiin
ttiilliliiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiililiiiMluiiiiiiiiiiiiitiiuriiniiiitiiiiiiiiuiiitiiiiiiiiiiiiitinniiiiiiiriiinititiiniiiij^
WRITE FOR OUR NEW DESCRIPTIVE CATALOG
ARCHBOLD-BRADY CO.
ROEBLIND
i Engineers and Contractors SYRACUSE, N. 1
^llllilililiiiiiiiiiltHiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiriiiiiiiliimillllllillluiiiiiiniiiliiiiiiniiliiiiiiiiniiiiiiitiiiiriiiiiiiiiiiiiiiitiiilHitiif:
Wire Rope |
and Wire |
Electrical i
WIRES and \
CABLES I
I I JOHN A. ROEBLING'S SONS COMPANY, Trenton. N. J. |
filllilliniiilllllinilliiiuiiiiiiililliiiiiiiiiiiiMiniiiiiMiiiiiuiiiiiiiiiiiiiiiiiiMUMiiiiiiiiiiiiiMiiriiililiiiiiniHiiiitiiiuiiiiMliMlllliiniiiiriS
HUUliiiiillilttlHiliniiiliiniitiiiHliitiitiiiiniiijiliiiiluilitlutiiiuiiaiiniiniiimimiiliillltiiiiimmiiuuiuiiinHiiiililliiiHiiiiiiniur^ »iiiniiiiiiiiiiilllliniiilitiiliriiiiiiiiriiiiiiiniiniiilMHliiilliniilltliiniiiniiillllillliiitriiinniitriiininiiiiitlliiiiiiiillliillltiiiniiniilll^
NATIONAL I
TUBULAR STEEL POLES
The Recogp/xecl Stanc/ard
HirE/ecfr/c Rat/tvaij Purooses
Ath for "NATIONAL" Bulletin No. 14.
i NATIONAL TUBE COMPANY PITTSBURGH, PA.
■wC ni
I AUTOMATIC SIGNALS
I Highway Crossing Bells
I Headway Recorders
I NACHOD SIGNAL COMPANY, INC.
I LOUISVILLE, KY.
niiiuiuiimtiimiimmiumminttullimiil Himiiilllim iifiiiiiiimiHliiiiliiiiilimHlimiuimilil iiililiiittilllllllliiiuuin
November 12, 1921
Electeic Railway Journal
29
^tmiiumimiiimiiniiiiiiimnmiimniHiirinminmiiniiitiiimMmiimiiniiiniiimiiiuiiiiiiimimiiiiiiiiiiiiHmimiiiitiiiiin
iiimiiiiiiiiiiiiimimiiiiiiiiiiiiiiiHiiiiiimiiiiiiiiiiiiiiiiiiiiiimiiiiiiitiiiiiiiiiMiimiiHiiimiiMiiiiiiiiii: '
THE BABCOCK & WILCOX COMPANY
85 Liberty Street, New York
Builders since 1868 of
Water Tube Boilers
of continuing reliability
BRANCH OFFICES
Boston, 49 Federal Street
PHiLADKLPHlA, North American Building
Pittsburgh, Farmers Deposit Bnuk Building:
Cleveland, Guardian Building
Chicago, Marquette Building
Cincinnati, Traction Building
Atlanta. Candler Building
TrcsON. Ariz., 21 So. Stone Avenue
Fort Worth, Tex.. Flatiron Building
Honolulu, H. T., Castle & Cooke Building
WORKS
Bayonne, N. J.
Barberton, Ohio
Makers of Steam Superheaters
since 1898 and of Chain Grate
Stokers since 1893
BRANCH OFFICES
Detroit. Ford Building [
New Orleans. 521-5 Baronne Street
Houston, Texas, Southern Pacific Buildine
Denver, 435 Seventeenth Street
Salt I.ake City, 705 6 Keanis Building
San Francisco. Sheldon Building
Los Angeles. 404-6 Central Building
Seattle, L. C. Smith Building
Havana, Cuba, Calle de Aguiar 104
San Juan, Porto Rico, Royal Bank Building
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BARBOUR-STOCKWELL CO.
205 Broadway, Cambridgeport, Mass.
Established 1858
Manufacturers of
Special Work for Street Railways
Frogs, Crossings, Switches and Mates
Turnouts and Cross Connections
Kerwin Portable Crossovers
BalkwiU Articulated Cast Manganese Crossings
i Wm Wh ARTONjR.fiwCa, IncEasfoni^
(Sulj.;<J^ry of Taylor- Wliarton Iron & Steel Co.. Hi^K Briage. N. J.)
ORIGINATORS OF
JwfANGANESE STEEL IN TRACKWORK
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" I^.^^iJt^:.^I^^IF^O> 1 1 RWB DYNAMOTORS I
ESTIMATES PROMPTLY FURNISHED
S PECI AL TRACKWOIIK
Of the vuell-knoiun WHARTON Superior- Designs j
o'/?^/ Construction^
Steel Castings Forcings
CONVERTER AND DROP. HAMMER
ELECTRIC AND PRESS
GasCylinders
seamllss 'x.
STEEU ' -;
^
vT =
Automatic Safety and Automatic Return Switch Stands for Pass- =
in^ Sidingrs. Tee Rail Special Work for Interurban Lines and i
Private Rights of Way. Man^nese Coiutmction a Specialty. I
Plants at HUlbum.N.YandNia^raFalls.N.Y. New York Ortice, 3O Church Street
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I BAKEUTE-DILECTO |
i The fields of usefulness for Bakelite-Dilecto are many and rarled because of =
s its superior merit over materials iieretofore available in sheeta, tubes or rods. =
5 The exceptional qualities of Bakelite-Dilecto are satisfying electric railways §
1 all over the country. Investigate. =
I The Continental Fibre Co., Newark, Delaware |
§ Braoch Offices: i
S CHICAGO, 332 S. Michigan Ave. NEW TOBK. 233 BroadwiJ S
i Pltt^urgh Office, 301 Fifth Ave. San Francisco OCQce, iii Market St. =
g Los Angeles Office. 411 3. Main St. 5
i CANADIAN OFFICE; 8D Wellington St. W.. Toronto, Ont. =
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FOR =
CARBON ARC RAIL JOINT WELDING |
CARBON ARC RAIL BONDING g
CARBON and METALLIC ARC GENERAL WELDING |
I I Rail Welding and Bonding Co., Cleveland, O. |
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^'iiiuiiliiuiilillllMllllliiiiiiitutliiutinMiriinuiitMiluiiiriiiitniiriiuuniMiiniliniiiitiiliirniltliiiiliiliUMiriiiluiiiliilliliir tiiit^
uiiiimnmiiiiiimiiiniiiiiiiinwiiiiii
SPECIFY
miiiqi
WM.B.SCAIFE& SONS CD.PITT5BUREH.PA
' jitiiiniiiiniiiMiiiiiiniiniiiniiiiiiiiniiiniiiiiiiiiiiiitiiiimiiitiiiiiiiiiiiiiiiitiiiii(iiiitiiiiii)iiiimiiiiuiiiiiiiiiii)iiuiiiiiiiiiiiiiiiiimR
SmuiiimiiiiiiriiiiitiiiittiiiniiiiMiiiiiinMiiiiiiniiiiiMiiiiMiiiiiiiniiiitiiiiDiiim tiiimiiiiniiiiMiiiimiiiMiiiiMiiimiiiniimiiiiii^
THE TERRY
TEl
' ■ 7////A
; A vaua
For Driving Your Auxiliaries |
TERRY STEAM TURBINE CO. |
Hartford* Conn p
nnMnninmimnnmrnmimnimniiiiiiiiiiiiimiiiiniimiuiniiiiiimnimmnuinnnTmuiimtiniitmiannnniir.
€[S[Smi[S'
I Electrical Machinery, Steam Turbinei, Steam Engine*, |
I Condensers, Gas and Oil Engines, Air Compressors, |
I Air Brakes. |
liHiijiriil mill llllliiilll iMijiiliiiililllrilliuiiiliMlliriiimiillriiiiiruriirilllllllii uiiiiiujiiiiiii luiiiiiiuiiii^
iimiiiiiiiiiuiiiniiiu mil mimii mi imiimimiimimiimimmiiiimimiimiiiiiii ii imimiimiimimiiiiiimiiimimiimiimiiimmmmiiii iiimm mmiiimiirai mmiim iimiiimii miiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiii
FOSTER SUPERHEATERS
A necessity for turbinf orotection, engine cylinder economy and utilization of superheat for all its benenti
POWER SPECIALTY COMPANY, 111 BROADWAY, NEW YORK
Boston Philadelphia Pittaburgh Kansas City Pallas Chicago San Francisco London. Bn«.
■Huirn 1 11 1 miimimim i uiimiiiimm miimiimiimu i miiimii i n imm" '"i""" "'"""" ' imiimi"""'""""""""""""""' mi i iHiimiimiimmmiii.
30
Elegtbic Railway Journal
November 12, 1921
gmiiimiiiiinmiiiimiiimiiiniiiiiiiiitiiiiiiiiiniiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiimiimirmmiiiiiiiuiiiiiinHniniiiimiiiiiiuimiiimHig ^iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiriiii > iiiiiuiiiiijiiiiiniii iiiiiiiitiiiiiiiinii mii i ii hiiiijiimiiiMiiiiii'^
Ease of Operation
—makes the FORD TRI-
BLOC unique among
hand-hoists. Its every de-
tail works for convenience,
speed and safety — ^whether
in elevating, carrying or
lowering. Its patented
Loop-Hand-Chain Guide
prevents the chain from
gagging or over-riding ;
its planetary gears deliver
25 times the power ap-
plied, its all-steel construc-
tion insures freedom from
accident.
Write for particulars.
Ford Chain Block Co.
2n(l and Diamond Streets
Philadelphia, Pa.
Overseas Representative:
Allied Machinery Co. of
America
SI Chambers St., New York
Paris. Brussels.
Turin, Barcelona,
Bio de Janeiro.
— 2190-D
NILES-BEMENT-POND CO.
Ill BROADWAY, NEW YORK
MACHINE TOOLS
FOR ELECTRIC
RAILWAYS
Axle Lathes
Wheel Presses
Car Wheel Lathes
Boring Mills
Lathes
Hammers
Cranes
General Machine Tools
-iltliltlMltlllliiiiniiuiiiiiiiiiiiiiitniii;iii>iiiiiuiililiiiiiiiiiiiiiiiiiiiiiiliiiliiitiiiiiiililtt'.niuiiiiiilinlliiiiiiniiiiiiiiMiliiilliluuiiillU0
:iimiiiiMiiuiiMMiiiiiiimiiiiliiiiiiliiiimmliiiiili)iiiillijimilltuilllllluiiiillilllll<illuuiilltmiiililtitiiiljiHiiiiiiiirilUiiillilliliiillit^
I fpmTRIBIjOC I
SiiiimiiiiiiiiitiiiiiiitiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiitiiiiiiKiiiniiuiiii i iiinin iiiiiiiiiniijiiiitiKiiiiiiiiiiuiiiiiiiiitiiiiuiiiiiR
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Tnw a-io
International
Regristers
Made in various types and sizes
to meet the requiremfents of
service on street and city S)rstem.
Complete line of registers,
counters and car fittings.
Exclusive selling agents for
HEEREN ENAMEL BADGES.
»illlillliillilniiiiiiiiiiniiiiiliiiiiiiiiiiiiuMiiiriiiiiiiiniiiilliiiiiiriiiiiiiiiiiriiiiiiiuHiriiitiiiiiiiiiiuiiiiiiniHUiitiiiiiiiiiiiiiiilillillllll^ „,
I Car Seating, Broom and Snow Sweeper | |
I Rattan, Mouldings, etc. | |
I AMERICAN RATTAN & REED MFG. CO. I "
I Brooklyn, N. Y. I
I AMERICAN means QUALITY |
I RATTAN SUPPLIES OF EVERY DESCRIPTION |
5iiiiiinriluiuniiiiiittiiiiiiirMirriiiiiiiriiniiiiriiitiitrititiiiliiiiiitiiiiiiiiiiiiiiiiniliiiiiiitiiiiiiitii)iiiMiiiiiiiiuMiiiiii>iiuili>'iniilitiiiE
tfiiiiiiiillintiiiuiiiiiiiriiiiMiiliiliiilliiiiiniiiiiililliiniiniiiiiiiniiiiiiiiiiiiiiiiiiiiiiiuiiniiniiiiiiniininiiiiniiiitiiiiiiriiitiiniitiiiini^
I ELECTRIC HEATER EQUIPMENTS
I The International Register Co. |
i 15 South Throop Street, Chicago, Illinois |
■?iiiilliitiiiiiiiittiiiiitiii)ii)tiiiniiiiiiiitiiiiiiiiiiuiHir)iiiiiiuliiii)iiiiiiiiMiiiiiiiiniiiiiiiiniiiiiMuiiiiriiiiiiiiiiiiirimimiitiiiiiiiiiuuic
uitiiiiittiit iiiiiiiiiiiiiiiiiintii iHiitiiiiiiiiiiiiiiiitiiiiiMniiiiiHitiiiriiiriiiitiiiiiiiiiiiitiiiiti miimiiniiiiiiiniiiiiiiiin:
I I A Single Segment or a Complete Commutator |
18 turned out with equal care in our shops. The orders we =
fill difler only in magnitude: small orders oommand avx utmost =
care and skill Just as do large orders. CAKBBON quality i
= applies to erery coil or segment that we can make, as well as to =
i every commutator we build. That's why so many electric rail- i
§ way men rel> absolutely on our name. |
I Cameron Electrical Mfg. Co., Ansonia, Connectioit |
^iimiiiiiiiiiimniiiiiiiiiiiiiiiiiiii imiiii»mimhiiiiii:hiiiiiiii lummiiiiiiiiiiiiiiniiiniiuiiiiiiijuiiiiiimtiaiiii iiiui
niitiiiiriiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiniiiitiii
'iiinMinMUtiiiinMiiriiiiiii
iiiiiiiiiiiiiiiiiiiniiitiiinriiitiiillim
GOLD CAR HEATING &
LIGHTING CO. .
NEW YORK CITY
Address All =
Communications =
to S
BUSH I
TERMINAL |
(220 36th St.) I
Brooklyn, N. Y. |
Literature on 1
I THERMOSTAT CONTROL EQUIPMENTS Request f
HiiiuintiiitiiiiMniiiiiiiiiiiiriiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiirMnriiiiiiiiiiiriiiiiiiiiMiiiiiiiiiiiiinMiitiiiiiiiriniiiiiiiiiiiiiiiiiiiniiniiiuimn
^-itMiiiitiiNiiiiiiiiiiriiiiiiiiiiiiriiiirMiiMiiiiniiiiiiiiiiiiiiiniiiiiiiiiiiiipiiiriiniiiriiiiiiiiiiriiiiiitiiiiiiiniiiiiitiiiiiMiiiniiriutiiiiiiiiiijii:
ELECTRICAL CONDUITS
AND FITTINGS
WRITE FOR BULLETINS
National Metal Molding Q. „
PITTSBURGH. PA. "^ ^
geiaim
Peerless losalatlon
Paper has 25 to
50 per cent hlg^her
electrical resiat-
ance.
Hornflex Insula-
tion Paper has no
grain. Folds with-
out cracking.
NATIONAL FIBRE &c INSULATION CO.
Box 318, Vorklyn, Delaware.
^iiiiMiiiniiiNiiiniiiiiiiiMiiiiiiiniimiinMiiiiniiniiHiiiiiiiiiiiniiiiniHiiiiiiiniiiinniiniMUMiHimiiniimiimiiiiiiiiHiiiiiuuwiiiir
uiiiniiiiiiiuiuuiwiiiminiuiiiniiiiiMtMiiuiiiiiiiiiiiiiiiiiimiiiniiiiiiiiiimiiniimiiMitiiinimiiiiiiiiiiiniiiiiiiHiiiiiiifli^^^^
I. T. E. I
Circuit Breakers I
for heavy street railway work are |
the best obtainable. Write for Niw |
Complete Catalogue. i
^iiiiiuiiuituMMiiiiiniiiiiiiiiiiiiiiiMiMiiiiitiinriiiriiiuMniiniriiMiitiiitMiniiiiiiniiiniiimittimiliiiiiliililiiiimiliuiiiHitiililliip
fiiiiiiimiiiniiimiiiniiniimimiiiiiiniiiniiniimiiniiimiiiiiiiiiiiiniiiiiimiiiui iiiiiiriiinriiniiriiiiiiiiiiiiiHiiiiiiiiimiiiiiiin?
■JuiiiiiiiniliiiiiiiiiiiiiiiirMiiiiii iiilliiiiiii inllllimiiJilllJliliriiiiiiiiiiiiminiiiiiiiiiiiliLlililirijiiMjriiiililliilllllluiliui^
BUCKEYE JACKS |
i high-grade R. R. Track and Car Jacb.
I The Buckeye Jack Mfg. Co.
I Alliance, Ohio
^uiiir'tiiiiiiiiiiraiii iiiiiiiiiiniiiniiiiimiiiiHin imniiiiuiiiii imraiiimiiiiiiimiraiiiiiimiiimraiiiiiiiiiiiiiiiiiii
•1 in iMiiniiniiiil niiitriiiiiiii iiiiiiiiiiiiufiiiuiiiii iiimiiiriiiiiiiuniiiiuiiiiimiuiiMiiiiiuuiiiiiiii miiiii
tl
WILLIAMS' VULCAN DROP-FORGED
SAFETY LATHE DOGS
Literature on request.
J. H. WILLIAMS & CO.
"The Drop-Forging People"
BROOKLYN BDFF.\LO CmCAOO
143 Richards St. 143 Vulcan St. 1143W. IJISt. |
,111 umiimniinniiiiimim iiiiiiimuiiuiiuiuiiiiiMuiiHiiwniiiiiiiiiiiiiiimimiiimiiimimniraiiraiiraiHiiiiiiraiiuiE
November 12, 1921
Electric Railway Journal
81
iiiimMiiiiiiniiiiiiinniiiiiiiMiiiiiiiiitimiiiniiiiiiiiiiiiiiiiintiiiiiiiiiiiiiiiiiirniriiiiriiiiiiiiiiiiiriiiiiiiitiiiiiiimiiiiiuiiiiiiiiiiiiMiiir^
N-L
Indicating Signals |
Mechanical Sanders |
Ventilators, Smokestacks |
Pneumatic Sanders |
Selector Switches, Lanterns, etc. |
THE NICHOLS-LINTERN CO.
8404 Lorain Ave., Cleveland, Ohio |
^iiiimiiiiiiiimniiiiitiiinirMiiMiiiiiintMiitMiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiHiMiiriiiiiiiiiiiiiiiniiiiiiiiiiiiriinMiiiMiniintiiiiiiiniiinc
HniiiuMiiiMinMiiUHiniiiiiriiiinniM»riiiiiiiiiiMniiiiiiiiiiiMiiiuiniiiiiiiiitiiiMitiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiniiiiiiiiiiiiu:
i SAMSON SPOT WATERPROOFED TROLLEY CORD I
Trada Muk Bat. D. ■. Pu. Off. =
5 Made of eztrm quaUty stock flimly braided and mteotkly fl"1«hin1 1
= Carefully inspected and ruaranteed free from daws. =
= Sampiea and Informatioa Kladlj aeot. =
I SAMSON CORDAGE WORKS, BOSTON. MASS. |
^iiliiiiiiiiiiiliiiiiimiiriiiiiiiiirilliniillriiiitiiiifiiiirMitiiiitiiiiiliiiiiiiMiiiiiiiriiiitiiitniiiiiiMiiiiiiiiimiiiiiiiiimMiiiiiilillllimilHiiii
l^iiiiiiiHHii imiimiimiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiuiiiHiiiiiiiimiiMiiuiiiimiimiiiiiiiimiiiiiiimiimimiiiiiiiiimiiuiH
I "Reproduction
I of Ajax Car
I Brass that ran
I 336,000 mUes
I before wearing
I too thin for
i further luse."
I This Car Braaa too*
I tent to us by a large
I Electric Railway System
I We do not guarantee all our Car Brasses to wear as lonjr — but i
= this Time Record points to why. after thirty years' ex]?erlence, £
I Ajax Metals stand at the top. s
I Ajax Car Brasses, Check Plates and Babbitt Metals help to i
I increase your dividends by wearing longer. S
I THE AJAX METAL COMPANY |
I Established ISSO |
I Main Office and Works: Philadelphia, Pa. |
?litlllilnntiiiiiiiiiiMi>iinitMMtliiirltluiiiiiniiiiiiiiliiiiiniiiniiiniriiiiiiiiiiiiiiiiiitiiittiiiiitiiiiitiiiiiiiiniiiitiiiitiiiiiiiiiiiiiiiiiiiiiin
^uiiiiiiiiiiiiiiiiiiiiiiiiJiMiuiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiii iiiniiiiiiiJiiiiiiiiiiiiiiiiiiiiijiiiiiiiiiii II Ill iiiiiiiiuiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iimniiiiii uiiiiiiiiiiiiimiiiiiniiiiiiiuiiiiiiiiiimiimiiiiiiiiiiiMmiiiim
SEARCHLIGHT SECTION »
GiiiiiiiiiiiiiiimiiiiiiimmiiimiiiitiiiiinitiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiii'iiiiiiiiiiiiiiiitiiiiiiiiiiiitiiimiiHiiiiiiiiiiiiiiiiiiHiiimiiiiiiiiimiiimiiiiifiiiiiiiiiii
iiiiiiiiiniiiiiiiiiiniiii
POSITIONS WANTED
itiiMitiiiiiiiiiiiiiiHiMiiiintnii
AUDITOR; 17 years with large rai>vay
properties ; open for position ; city or in-
terurban lines. PW-357, Elec. Ry. Joum.,
Leader News BIdg., Cleveland, O.
SUPERINTENDENT of transportation,
with a proven record of seventeen years
on large city and interurban properties
desires a change. Capable and progres-
sive witli high grade references as to
character and ability. Capable of taliing
over details of transportation of any
property and getting results. PW-360,
Elec. Ry. Journal, Old Colony BIdg., Chi-
cago, 111.
GENERAL, superintendent of operation of
combined light, .power, traction and gas
property, desires change ; competent to
take charge of property either as man-
ager or assistant manager ; has made
good record in charge of utilities opera-
tion and water power development ; can
furnish best of references ; personal
reasons for desiring change. PW-350.
Elec. Ry. Journal, Old Colony BIdg.,
Chicago, 111.
AGENTS AND SALESMEN
An Vnusnal Money MakinK Opportunity
Is offered salesmen now calling on the elec-
trical trade or industrial plants; It will
cost you nothing to Investigate. Address
824 Monadnoclc Block, Chicago.
Buyers
Everywhere
know
"Searchlight"
Try an ad for what you
wish to sell.
i BOILER PLANT |
I We offer for sale all or part of a |
i boiler plant consisting of twelve 1000 i
I hp. Edge Moor Boilers built A.S.M.E. |
I code for 200 lbs. — Foster Superheaters |
I — Taylor Stokers — Diamond Soot |
= Blowers — extra heavy piping — three I
I 25(f ft. X 16 ft. Self 'Supporting Steel |
I Stacks — two 3000 hp. Cochrane Feed I
I Water Heaters — complete with coal |
I and ash handling machinery — used |
I three to six months — subject to your |
= inspection — a bargaia. 1
i ROY BRENHOLTS, Trustee 1
E 1015 Outlook Building^. Columbus. Ohio I
OIIMIIIIIIIMIIIttlMIIIIIIIIIIIU Illllllll mil ■■lUMMIinilllMlllllltllllllin
^■■IIIIHIIItdlllllllllllllllHtlltKllllltlllltllllllllMMIIIIIIIItllMIMtlllllMltllltlllllllltllllt*-
For 20 Yean
I we have been I
I Buying and Selling |
I Second-Hand Cars |
Trucks and Motors 1
I At Your Service I
ELECTRIC EQUIPMENT CO.
I Commoawealth Bids., Pblladelpbia. Pa |
■ ■■■lillKtilN llllllll.llllr
I Notice to I
I Advertisers
I Owing to the holiday — Thanksgiving I
I Day, Thursday, November 24th — the |
I "Searchlight" pages of the November |
I 26th issue of the Electric Railviay I
I Journal will close for press a day |
I earlier than usual. |
CHANGES OF COPY
I and new advertisements for the I
I November 26th issue should reach us |
i on or before i
10 A.M. TUESDAY
NOVEMBER 22nd
IIIIIIIIIIIIIIIMIMIIUIIIIIMS
FOR SALE
Two New HL Control
Equipments
TRANSIT EQUIPMENT COMPANY
501 Filth Ave., New York
Tlltlllltlliliiliii
I tiiiMiiiiiiii:
0232 i
IMMEDIATE DELIVERY
2 — 1000-Kw. Westinghouse Ssntichronous
Motor Generator Sets
Motor end — 1400 kva. 2300/4000 volts, 80% P.F., 3 phase, 60 cycle, with direct
connected exciter.
Generator end — 1000 kw. interpole design, 600 volt, 1666 amp., speed 514 r.p.jn.
2—300 kw. 25 cycle, 3 phase, ROTARY CONVERTERS 360 volts A.C. 600
volts, D.C., 500 r.p.m. with 15000/360 volt transformers. Will sell with
or without the transformers. Can sell at very low price.
OuMt* HWre built to operate contlnttootty vmdm- SS imfr— rite in t—fxparattire.
Send tor farther detaile end price*.
ARCHER & BALDWIN, INC., 114 LIBERTY ST., NEW YORK CITY
Telephones 4337-4338 Rector
32
Electric Railway Journal
November 12, 1921
WHAT AND WHERE TO BUY
Equipment, Apparatus and Supplies Used by the Electric Railway Industry with
Names of Manufacturers and Distributors Advertising in this Issue
Adrertisine, Street Oar
Collier. Inc.. Barron G.
Air Purifiers
Home Miff. Co.
Anchors, Ony
Klectric Serviee Suf. Co.
Ohio Brass Co.
Westinsliouse E. & M. Co.
Armature Shop Tools
Elee. Service Supplies Co.
Axles
Bemis Car Truck Co.
St. Louis Car Co.
Axles, Car Wheel
Bemis Car Truck Co.
Brill Co.. The J. G.
Carnegie Steel Co.
Standard Steel Works Co.
Weetinirhouse B. & M. Co.
Axle Straighteners
Columbia M. W. & M. L Co.
Babbitt Metal
Ajax Metal Co.
More-Jones Br. & Metal Co.
babbitting Devices
Columbia M. W. & M.I. Co.
£adges and Buttons
Electric Service Sup. Co.
Intemat'l Register Co.. The
Jiearings and Bearing Metals
Aiax Metal Co.
£emis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
More-Jones Br. & Metal Co.
St. Louis Car Co.
Westinghouse E. & M. Co.
Searings, Center and KoUer
Side
Stucki Co.. A.
Bells and Gongs
Brill Co.. The J. G.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
St. Louis Car Co.
Benders, Rail
NUes-Bement-Pond Co.
Railway Track-work Co.
Bending Apparatus
Railway Track-work Co.
Boilers
Babcock & Wilcox Co.
Boilers, Tubes
National Tube Co.
Bond Testers
American Steel & Wire Co.
Bail Welding & Bonding Co.
Bonding Apparatus
American Steel Ic Wire Co.
Electric Ry. Improv. Co.
Electric Service Sup. Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Bonds, Rail
American Steel & Wire Co.
■Copper Clad Steel Co.
Electric Ry. Improv. Co.
■Electric Service Sup. Co.
.General Electric Co.
Ohio Brass Co.
Railway Track-work Co.
Rail Welding & Bonding Co.
Westinghouse E. & M. Co.
Boring Tools, Oar Wheel
Niles-Bement-Fond Co.
Boxes— Junction and Otitlet
Kational Metal Molding Co.
Brackets and Cross Arms
(See also Poles, Ties,
Posts, etc.)
Bates Exp. Steel & Tr. Co.
Eflectric Ry. Eauip. Co.
Electric Service Sup. Co.
Hubbard * Co.
Ohio Brass Co.
Brake Adjusters
Hamilton & Hansen, Inc.
National Ry. Appliance Co.
Westinghouse Tr. Br. Co.
Prake Shoes
Amer. Br. Shoe & Fdry. Co.
Barbour-Stockwell Co.
Bemis Car Truck Co.
Brill Co.. The J. G.
Columbia M. W. & M.l. Co.
St. Louis Car Co.
prakee. Brake Systems and
Brake Parts
AlliS'Chalmers Mfg. Oo.
Bemis Car Truck Co.
BriU Co., The J. G.
.Columbia M. W. & M. I. Co.
General Electric Co.
Home Mlg. Co.
National Brake Co.
St. Louis Car Co.
Safety Car Devices Co.
Westmghouse Tr. Br. Oo.
Brooms, Track. Steel or Bat-
tan
Amer. Rattan & Reed Mfg.
Co.
Brushes, Carbon
General Electric Co.
Jeandron. ~W. J.
Le Carbone Co.
U. S. Graphite Co.
Westinghouse E. & M. Co.
Brush Holders
Anderson Mfg. Co., A. &
J. M.
Columbia M. W. & M. I. Co.
Buses, Motor
Brill Co.. The J. Q.
Republic Truck Sales Corp.
Trackless Transportation Co.
Bushings
Nat'l Fibre & Insulation Co.
Nat'i Metal Holding Co.
Bushings, Case Hardened and
Manganese
Bemis Car Truck Co.
Brill Co.. The J. G.
Cables (See Wires and
Cables)
Carbon Brushes (See Brushes.
Carbon)
Car Lighting Flxtnree
Elec. Service Supplies
Car Panel Safety Switches
Westinghouse E. & M. Oo.
Cars, Dump
Differential Car Co.
Cars, Passenger, Freight,
Express, etc.
American Car Co.
Brill Co., Tho J. Q.
Kuhlman Car Co.. G. C.
National Ry. Appliance Co.
St. Louis Car Co.
Wason Mfg. Co.
Cars, Second Hand
Electric Equipment Co.
Oars, Self-Propelled
General Electric Co.
Castings, Brass, Composition
or Cunper
Ajax Metal Co.
Andei-sou Mlg. Co., A. &
J. M.
Columbia M. W. & M. I. Co.
Eureka Co.
More-jones Br. & Metal Co.
Castings, Gray Iron and
Steel
American Steel Foundries
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Standard Steel Works Co.
St. Louis Car Co.
Castings, Malleable and
Brass
Amer. Brake Shoe & Fdry.
Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
St. Louis Car Co.
Catchers and Retrievers,
Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Wood Co.. Chas. N.
Catenary Construction
Archbold-Brady Co.
Ceiling Car
Panasote Co.
Change Carriers
Galef. J. L.
Circuit Breakers
Cutter Co.
(3eneral Electric Co.
Westinghouse E. & M Co.
Clamps and Connectors for
Wires and Cables
Anderson Mfg. Co., A. &
J. M.
Eflectric Ry. Equip. Co.
Electric Service Sup. Co.
(General Electric Co.
Hubbard & (3o.
Ohio Brass Co.
Westinghouse E. & M. Co.
Cleaners and Scraper i^^
Track (See also Snow-
Plows, Sweepers fuid
Brooms)
Brill Co.. The J. G.
Ohio Brass Co.
Cleats
Nat'l Metal Molding Co.
Clusters and Sockets
(General Electric Co.
Coal and Ash Handling (See
Conveying and Hoisting
Machinery)
Coil Banding and Winding
Machines
Columbia M. W. 4 M. I. Co.
Electric Service Sup. Co.
Coils, Armature and Field
Cleveland Armature Works
Columbia M. W. & M. I. Co.
General Electric Co
Westinghouse E. & M. Co.
-Coils, Choke and Kicking
General Electric Co.
Westinghouse E. & M. Co.
Coin-Counting Machines
Electric Service Sup. Co.
Internat'l Register Co., The
Johnson Fare Box Co.
Commutator Slotters
Electric Service Sup. Co.
General Electric Co.
Westinghouse E. & M. Co.
Commutator Truing Devices
General Electric Co.
Commutators or Part*
Cameron Elee'l. Mfg. Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse E. & M. Co.
Compressors, Air
Allls-Chalmers Mfg. Co.
(Seneral Electric Co.
Westinghouse Tr. Br. Co.
Concrete Products
Massey Concrete Prods.
Corp.
Condensers
AlUs-Chilmers Mfg. Co.
(Jeneral Electric Co.
Westinghouse E. & M. Co,
Conduits. Interior
Nat'l Metal Molding Co.
Connectors, Soiderless
Frankel Connector Co.
Westinghouse E. & M. Co.
Connectors, Trailer Car
Electric Service Sup. Co.
Controllers or Farts
Allis-Chalmers Mfg. Co.
Columbia M. W. &M.I. Co.
General Electric Co.
Westinghouse E. & M. Co.
Controller Regulators
Electric Service Sup. Co.
Controlling Systems
Genejal Electric Co.
Westinghouse E. & M. Co.
Converters. Rotary
Allis-Chalmers Mfg. Co.
General Electric Co.
Westinghouse E. & M. Co.
Conveying and Hoisting Ma-
chinery
Columbia M. W. &M.I. Co.
Copper Wire
Anaconda Copper Min. Co.
Dopper Clad Steel Co.
Cord Adjusters
Nat'l Fibre & Insulation Co.
Cord, Bell, TroUey. Register,
etc.
Brill Co.. The J. G.
Electric Service Sup. Co.
Internat'l Register Co.. The
Roebling's Sons Co., J. A.
Samson Cordage Works
Cord Connectors and Coup-
lers
Electric Service Sup. Co.
Samson Cordage Works
Wood Co.. Chas. N.
Couplers, Car
Amer. Steel Foundries
Brill Co.. The J. G.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Cranes
Allis-Chalmers Mfg. Co.
Niles-Bement-Pond Co.
Cross Arms (See Brackets)
Crossing Signals (See Sig-
nals, Crossing)
Crossings, Frog and Switch
Wharton. Jr.. & Co.. Wm.
Crossings, Track (See Track,
Special Work)
Crushers Rock
Allis-Chalmers Mfg. Co.
Culvert Pipe Concrete
Masaey Concrete Prods.
Corp.
Curtains and Curtain Fix-
Brill Co.. The J. G.
Electric Service Sup. Co.
Pantasote Co.
St. Louis Car Co.
Dealers' Machinery
Archer & Baldwin
Electric Equipment Co.
Derailing Devices (See also
Track Work)
Wharton. Jr.. & Co., Wm.
Destination Signs
(Columbia M. W. &M.I. Co.
Electric Service Sup. Co.
Detective Service
Wish Service, P. Edward
Dogs, Lathe
Williams & Co.. J. H.
Door Operating Devices
Con. Car Heating Co.
Nat'l Pneumatic Co. Inc.
Safety Car Devices Co.
Doors and Door Fixtures
Brill Co.. The J. G.
CSeneral Electric Co.
Doors. Folding Vestibule
Nat'l Pneumatic Co.. Inc.
Draft Rigging (See Couplers)
Drills. Track
American Steel & Wire Co.
Electric Service Sup. Co.
Niles-Bement-Pond Co.
Ohio Brass Ck>.
Dryers, Sand
Electric Service Sup. Co.
Electrical Wires and Cables
Amer. Electrical Works
American Steel & Wire Co.
Roebling's Sons Co.. J. A.
Engineers, Consulting, Con-
tracting and Operating
Allison & Co.. J. R.
Archbold-Brady Co.
Arnold Co.. The
Heeler. John
Clark & Co.. Mgr.. Corp.,
E. W.
Day & Zimmermann
Engel & Hevenor. Inc.
Peustel. Robert M.
Ford. Bacon & Davis
Gould, L. E.
Hemphill & Wells
Hoist. Englehardt W.
Jackson. Walter
Parsons. Klapp, Brinker-
hofl & Douglas
Richey. Albert S.
Sanderson & Porter
Smith & Co.. C. E.
Stone & Webster
White Engineering Corp.,
The J. G.
Engines, Gas, Oil or Steam
Allis-Chalmers Mfg. Co.
Westinghouse E. & M. Co.
Fare Boxes
Cleveland Fare Box Co.
Economy Elec. Devices Co.
Johnson Fare Box Co.
National Ry. Appliance Co.
Fences, Weven Wire and
Fence Posts
American Steel & Wire Co.
Fenders and Wheel Guards
Brill Co.. The J. G.
Cleveland Fare Box Co.
Con. Car Fender Co.
Electric Service Sup. Co.
Fibre and Fibre Tubing
Continental Fibre Co.
Nat'l Fibre & Insulatloq Co.
Westinghouse E. & M. Co.
Field CoUs (See CoUs)
Filters, Water
Scaife & Sons Co.. Wm. B.
Floodlights
Electric Service Sup. Co.
Flooring Composition
Amer. Mason Safety Tread
Co.
Floor Plates
Amer. Abrasive Metals Co.
Forgings
Carnegie Steel Co.
Uolumbia M. W. &M.LCO.
Standard Steel Works Co.
Williams & C!o.. J. H.
Frogs, Track
(See Track Work)
Funnel Castings
Wharton, Jr.. & Co.. Wm.
Fuses and Fuse Boxes
Columbia M. W, & M, I. Co.
General Electric Co.
Westinghouse E. & M. Co.
Williams & Co.. J. H.
Fnses, Reflilable
Columbia M. W. & M, I. Co.
General Electric Co.
Gages, Oil and Water
Ohio Brass Co.
Gaskets
Power Specialty Co.
Westinghouse Tr. Br. Co.
Gas-Electrio Cars
General Electric Co.
Gasolene Torches
Economy Elec. Devices Co.
Gas Producers
Westinghouse E. & M. Co.
Gates, Car
Brill Co.. The J. G.
Gear Blanks
Carnegie Steel Co.
Standard Steel Woriis Co.
Gear Cases
Columbia M. W. & M. L Co.
Electric Service Sup. Co.
Westinghouse E. & M. Co.
Gears and Pinions
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Gteneral Electric Co.
National Ry. Appliance Co.
Nuttall Co. R. D.
Tool Steel Gear & Pinion
Co.
Generating Sets, Gas-Eleetrle
General Electric Co.
Generators
AUis Chalmers Mfg. Co.
General Electric Co.
Westinghouse E. & M. Co.
Gongs (See Bells and Gongs)
Greases (See Lubricants)
Grinders and Grinding Sup-
plies
Metal & Thermit Corp.
Railway Track-work Co.
Grinding Blocks and Wheels
Railway Track-work Co.
Guards, Trolly
Electric Service Sup. Co.
Ohio Brass Co.
Harps, Trolley
Anderson Mfg. Co.. A. &
J. M.
Electric Service Sup. Co.
More Jones Br. &, Metal Co.
Nuttall Co., R. D.
Star Brass Works
Headlights
, Electric Service Sup. Co.
(joneral Electric Co.
Ohio Brass Co.
St. Louis Car Co.
Headlining
Pantasote Co.
Heaters, Car (Electric)
Con. Car Heating C!o.
Economy E!ec. Devices Co.
Gold Car Heating & Light-
ing Co.
National Ry. Appliance Co.
Smith Heater Co., Peter
Heaters, Car, Hot Air and
Water
Cooper Heater Co.
Smith Heater Co.. Peter
Heaters, Car (Stove)
Electric Service Sup. Co.
Smith Heater Co., Peter
Hoists and Lifts
Columbia M. W. & M.I, Co.
Ford-Chain Block Co.
Niles-Bement-Pond Co,
Hose, Bridges
Ohio Brass O.
Houses, Station, and Watch-
men's, Concrete
Massey Concrete Prods.
Corp.
Hydraulic Machinery
Allis-Chalmers Mfg. COj
Niles-Bement-Pond Co.
November 12, 1921
Electric Railway Journal
33
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HIGH SPEED MONEY CHANGERS
The new
1921 model
— without
riyets —
ready for
delivery
Supplied
In one
or foiu-
tube
combinations
I Essential wherever the rapid and accurate handling of |
I change is required. Now included in the standard equip- |
i ment of largest Traction Companies because conductors |
I demand them. Prices and literature sent on request. |
I J. L. GALEF, 75 Chambers St., New York City |
I Exclusive Manufacturers* Selling Agent |
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j The Kalamazoo Trolley Wheels
i have always been made of en- |
1 tirely new metal, which accounts
I for their long life WITHOUT
I INJURY TO THE WIRE. Do
I not be misled by statements of
I large mileage, because a wheel
I that will run too long will dam-
I age the wire. If our catalogue
i does not show the style you
I need, write us— the LARGEST
I EXCLUSIVE TROLLEY
I WHEEL MAKERS IN THE
I WORLD.
I THE STAR BRASS WORKS
I KALAMAZOO, MICH., U. S. A.
Gear Blank
If looking for
SAFETY
ECONOMY and
LONG LIFE
in gears, those cut from
Carnegie
Steel Gear Blanks
will satisfy your every requirement.
Insist on them when next ordering gears.
Leading gear cutters carry them in stock.
Carnegie Steel Company
General Offices: Carnegie Building,
Pittsburgh, Pa.
1482
Finished Gear
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Heating and Ventilating
Let us demonstrate to you how we can heat and
ventilate your cars at the lowest possible cost.
The Cooper Heater Company
Carliile, Pa.
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I HORNE MANUFACTURING CO. |
I Mercer and Colgate Street*, Jersey City, N. J. i
I Hand Brakes — Air Purifiers for Compressors — |
I Lighting Fixtures — Electric Vibrating Bells — |
I Thermostats — Switches, Receptacles and Plugs I
I — Junction Boxes, Portables and Reflectors. |
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A Style for f
Every Service |
Send for Catalog |
BONNEY-VEHSLAGE 1
TOOL CO. I
Newark, N. J. |
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I ELECTRIC ^^^ PNEUMATIC
I Car. Meater-s i {^^^mA Door. Operators For. I
I Thermostatic Control •gWflJIiJS Sliwnq & Folding Doors' i'
I Buzzers & Bells ^
I Signal Lights
p Albany New York CHicAfin =
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I Tickets and Cash Fares. i
I THE CLEVELAND |
I accommodates both |
I The Cleveland Fare Box Co. I
I CLEVELAND OHIO I
3 Czuiadian Cleveland Fare Box Co.. Ltd., §
i Preston Ontario i
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I Adjustment for slack is made on the appli- I
I cation of the brake, not on the release. |
I Send for full detailt. |
I Hamilton & Hansel!, Inc., 13 Park Row, New York, N. Y. |
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AlllliliUiiii
P5
lU^ Car Heating and Ventilation
is one of the winter problems that you must
settle without delay. We can show you how
to take care of both, with one equipment.
Now is the time to pet your ears ready for
next winter. Write for details.
For. All Types Of Cars i
Elevated&Subwy Trains I
I S^Q^^E The Peter Smith Heater Company |
I ^IfniHini\N 1725 Mt. Elliott Ave., Detroit, Mich. |
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I "Boyerized" Products Reduce Maintenance I
i Bemis Tmdu ManoaeM Brake Heatxi 1
i Osae Hardened Brake Pins Manranese Transom Plates i
S Case Hardened Bnshlnr* Manranese Body Bushinsa §
i Case Hardened Nuts and Bolts Bronze Axle Bearlnn f
£ Bemis Pins are absolutely smooth and true in diameter. We =
i carry 40 different sizes of case hardened pina in stock. Samples i
= furnished. Write for full data. 3
I Bemis Car Truck Co., Springfield, MaM. i
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S4
Electric Railway Journal
November 12, 1921
InstramenU, MeafturlnE*
Txtinr and Becordlnc
Bconomr Elec. OeTic«8 Co.
Electric Serrice Sni>pUea Co.
Ocneral Electric Co.
Westinrhouse E. & M. Co.
Inaolattnc Cloth. Paper and
Tape
General Electric Co.
Nat'l Fibre & Insulation Co.
Standard Underground Cable
Co.
Westingrhouse E. & M. Co.
bualation (See also Fainia)
Anderson Mfr.Co.,A.&J.M.
Eflectric Ey. Equip. Co.
Electric Service Sup. Co.
Oeneral Electric Co.
Westinjhouse B. & M. Co.
InanlatorB „ . . ,.
(See also Line Material)
Anderson Mtg. Co., A. & J. M.
Eflectric Ky. Equip. Co.
Electric Service Sup. Co.
Flood City Mle. Co.
Gieneral Electric Co.
Ohio Brass Co.
Westinehouee E. & M. Co.
Insulator Fins
Electric Service Sup. Co.
Hubbard & Co.
Insurance, Fire
Marsh & McLennan
Jacks (See also Crane*.
Hoists and Lifts)
Buckeye Jack Mlg. Co.
Columbia M. W. * M. I. Co.
Elec. Service Supplies Co.
JoinU, Rail
Carnegie Steel Co.
Journal Boxes
Bemis Car Trudt Co.
Brill Co.. Tbe J. G.
Junction Boxes „ ^,
Standard Underground Cable
Co.
Lamp Guards and Flxtoree
Anderson Mfg. (!o.. A. *
J. M.
Electric Service Sup. Co.
(3«ieral Electric Co.
Westinghoute E. & M. Co.
Lamps, Arc and Incandescent
(See also HeadllghU)
Anderson Mfg. Co.. A. ft J. M-
General Electric Co.
Westinghouse E. & M. Co.
Lamps, Signal and Marker
NicholsLintem Co.
Ohio Brass C!o.
Lanterns, Classlllcatlon
NicholsLintem Co.
Lathe Attachments
Williams & Co.. J. H.
Lathee, Oar Wheel
Niles-Bement-Pond Co.
Lightning Protection
Anderson Mfg. Co.. A. &J . M.
Electric Service Sup. Co.
General Electric Co.
Ohio Brass Co.
Westinghouse B. & M. Co.
Line Material (See also
Brackets, Insulators.
WIree, etc.) . . , „
Anderson Mfg. Co.. A. * J. M.
ArchboldBrady Co.
Columbia M. W. & M.I. Co.
Ellectric Ey. Equip. Co.
Electric Service Sup. Co.
(general Electric Co.
Hubbard & Co. „ . , „
More-Jones Br. & Metal (3o.
Ohio Brass Co. „ _
Westinghouse E. & M. Co.
Locking Spring Boxee
Wharton, Jr.. * Co.. Wm.
Locomotives, Electric
(General Electric Co.
Westinghouse E. & M. Co.
Lubricating Engineers
Galena-Signal Oil Co.
Lnbriranta, OU and Grease
Galena-Signal Oil Co.
Machine Tools . „ ., „
Columbia M. W. & M. I. Co.
Niles-Bement-Pond Co.
Machine Work .„.,._
Coliunbia M. W. & M. I. Co.
Manganese Steel Castings
Wharton, Jr.. & Co.. Wm.
Manganese Steel Special
Track Work _
Wharton. Jr., & Co.. Wm.
Meters (See Instraments)
Meters. Car, Watt-Honr
Economy Elec. Devices Co.
Molding Metal
Nat'l Metal Molding Ck).
Money Changera
Galef. J. L.
Motor Buses
(See Bnses, Motor)
Hotormen's Seats
Brill Co.. The J. G.
Electric Service Sup. Co.
Wood Co.. Chaa. N.
Motors, Electric
Allis-Cbalmers Mfg. Co.
Westinghouse E. & M. Co.
Motors and Generators, Sets
(general Electric (^.
Nuts and Bolts
Allis-Chalmers Mfg. Co.
Barbour-Stockwell Co,
Bemis Car Truck (k).
Columbia M. W. & M. I. Co.
Hubbard & Co.
Oils (See Lubricants)
Omniboses
(See Bnsee, Motor)
Packing
Elec. Service Supplies Co.
Westinghouse E. & M. Co.
Faints and Tarnishes for
Woodwork
National Ey. Appliance Co.
Paving Bricks, Filler and
Stretcher
Nelsonville Brick Co.
Paving Material
Amer. Br. Shoe & Fdry. Co.
Nelsonville Brick Co.
Pickups, TroUey Wire
Electric Service Sup. (Jo.
Ohio Brass Ck).
Pinion Pullers
Columbia M. W. 4 M.I. Co.
Electric Service Sup. <X>.
(Seneral Electric Co.
Wood Co., Chas. N.
Pinions (See Gears)
Pins, (Jase Hardened, Wood
and Iron
Bemis Car Truck (3o.
Electric Service Sup. Co.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
National Tube Co.
Pipe Fittings
Power Specialty (3o.
Standard Steel Works Co.
Westinghouse Tr. Br. Co.
Planers (See Machine Tools)
Pliers, Insulated
Electric Service Sup. Co.
Plugs
Nat'l Metal Molding Co.
Pole Reinforcing
Hubbard & Co.
Poles, Metal Street
Bates Exp. Steel Truss Co.
Electric Ey. Equip. Co.
Hubbard & Co.
Poles, Posta and Piling,,
Concrete
Massey Concrete Prods.
Corp.
Poles, Ties, Post, Piling and
Lumber
Page & Hill Co.
Poles, Trolley
Anderson Mfg. Co.. A. at
J. M.
Columbia M. W. & M.I. Co.
Electric Service Sup. Co.
National Tube Co.
Nuttall Co., E. D.
Poles, Tubular Steel
Electric Ey. Equip, (k).
Elec. Service Suppllea Co.
National Tube Co.
Poles and Ties Treated
Duncan Lumber Co.
Page & Hill Co.
Power Saving Devices
Economy Elec. Devieea <3o.
National Ry. Appliance <k>.
Pressure Regulators
(^neral Electric Co.
Ohio Brass Co.
Westinghouse E. & M. Co.
Pnmps
Allis-Chalmers Mfg. Co.
Schutte & Koerting Co.
Punches. Ticket
Bonney-Vehslage Tool Co.
Intemat'l Eeg. Co.. The
Wood Co., Chas. N.
Purifiers, Feed Water
Scaife & Sons Co., Wm. B.
Rail Grinders (See Grinders)
Ralls, Steel
Carnegie Steel Co.
Railway Safety Switches
Westinghouse E. & M. Co.
RaU Welding
Rail Welding & Bonding Co.
Ey Trackwork Co.
Rattan
Amer. Eat. & Eeed Mfg. Co.
Brill Co.. The J. G.
Electric Service Sup. Co.
St. Louis Car Co.
Receptecles and Flngs
Home Mfg. Co.
Registers and Fittings
Brill Co.. The J. G.
Electric Service Sup. Co.
Intemat'l Beg. Co.. The
Eooke Automatic Eeg. Co.
Reinforcement, Concrete
American Steel & Wire (3o.
Carnegie Steel Co.
Repair Shop Appliances (See
also Coil Banding and
Winding INIachines
Columbia M. W. & M.I. Co.
Electric Service Sup. Co.
Repair Work (See also Colls)
Cleveland Armature Works
Columbia M. W. & M.I. Co.
(ieneral Electric (Jo.
Westinghouse E. & M. <3o.
Replacers, Car
Columbia M. W. & M.I. Co.
Electric Service Sup. Co.
Resistance. Grid
Columbia M. W. & M. I. Co.
Resistance, Wire and Tube
General Electric (k>.
Westinghouse E. & M. Co.
Retrievers, Trolley (See
Catchers and Retrievers,
Trolley)
Rheostats
General Electric Co.
Westinghouse E. & M. Co.
BooOng Oar
Pantasote Co.
Rosettes
Nat'l Metal Molding Co.
Sanders, Track
Brill Co.. The J. G.
Columbia M. W. i M.I. Co.
Electric Service Sup. (Jo.
Nichols-Lintem Co.
Ohio Brass Co.
St. I/OUis Car Co.
Sash Fixtures, Car
Brill Co.. The J. G.
Scrapers Track (See Clean-
ers and Scrapers, Track)
Seating Materials
Brill Co.. The J. G.
Pantasote Co.
Seats. C^ (See also Rattikn)
Amer. Eattan & Eeed Mfg.
Co.
Brill Co., The J. G.
St. Louis Car Co.
Second-Hand Equipment
Archer & Baldwin
Electric Equipment Co.
Shades, Vestibule
Brill Co.. The J. G.
Shovels
Allis-Chalmers Mfg. Co.
Brill Co., The J, G.
Hubbard & Co.
Side Bearings (See Bearings,
Center and Side)
Signals, car Starting
Con. Car Heating Co.
Electric Service Sup. Co.
Nat'l Pneumatic Co., Inc.
Signals, Indicating
Nichols-Lintem Co.
Signal Systems, Block
Electric Service Sup. Co.
Nachod Signal Co., Inc.
U. S. Electric Signal Co.
Wood Co.. Chas. N.
Signal Systems, Highway
Crossing
Nachod Signal Co.. Inc.
U. S. Electric Signal Co.
Slack Adjusters
(See Brake Adjusters)
Slag
Carnegie Steel Co.
Sleet Wheels and Cntters
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. Ait. I. Co.
Electric Ry. Equip. Co.
Elec. Service Supplies Co.
Moi-e-Jones Br. & Metal Co.
Nuttall Co.. a. D.
Smokestacks, Car
Nichols-Lintem Co.
Snow-Plows, Sweepers and
Brooms
Amer. Rat. & Reed Mfg. Co.
Brill Co.. The J. G.
Columbia M. W. & M.I. Co.
Con. Car Fender Co.
Sockets and Receptacles
Nat'l Metal Molding Co.
Solderless Connectors
Frankel Connector Co.
Spikes
Amer. Steel & Wire Co.
Splicing Compounds
Westinghouse E. & M. Co.
Splicing Sleeves (See Clamps
and Connectors)
Springs, Oar and Truck
Amer. Steel Foundries
Amer. Steel & Wire Co.
Bemis Car Truck Co.
Brill Co.. The J. G.
Ft. Pitt Spring & Mfg. Co.
Standard Steel Works Co.
Sprinklers, Track and Road
Brill Co.. The J. G.
St. Louis Car Co.
Steel Oastings
Wharton. Jr.. & Co.. Wm.
Steels and Steel Products
Cambria Steel Co.
Midvale Steel tc Ord. Co.
Steps, Car
Amer. Abrasive Metals <Jo.
Amer. Mason Saf . Tread Co.
Strand
(Jopper Clad Steel Co.
Eoebling's Sons (Jo.. J. A.
Stokers. Mechanical
Babcoek & Wilcox Co.
Westinghouse B. & M. Co.
Storage Batteries
(See Batteries, Storage)
Superheaters
Babcoek & Wilcox Co.
Power Specialty Co.
Sweepers, Snow (See Snow
Plows, Sweepers and
Brooms)
Switch Stands
Eamapo Iron Works
Switches, Selector
Nichols-Lintem Co.
Switches, Track
(See Track Special Work)
Switchee and Switchboards
Allis-Chalmers Mfg. Co.
Anderson Mfg. Co.. A. Sc
J. M.
Electric Service Sup. Co.
General Electric Co.
Westinghouse E. & M. Co.
Tapes and Cloths (See In-
sulating Cloth, Paper and
Tape)
Telephones and Parts
Electric Service Sup Co.
Terminals, Cable
Standard Underground Cable
Co.
Testing, Commercial and
Electrical
Elec'l Testing Laboratories
Testing Instruments (See In-
struments, Electrical Meas-
uring, Testing, etc)
Thermostats
Con. Car Heating Co.
Gold Car Heating & Light-
ing Co.
Eailway Utility Co.
Smith Heater Co.. Peter
Ticket (Jhoppers and Destroy-
ers
Electric Service Sup. Co.
Ties and Tie Rods, Steel
Barbour-Stockwell Co.
Carnegie Steel Co.
Ties, Wood Cross (See Poles,
Ties, etc)
Tongue Switches
Wharton. Jr.. & Co.. Wm.
Tool Holders
Williams & Co.. J. H.
Tool Steel
Carnegie Steel Co.
Tools, Thread Cutting
Williams & Co., J. H.
Tools, Track and Mlscellane-
ons
Amer. Steel & Wire Co.
Columbia M. W. & M.I. Co.
Electric Service Sup. Co.
Hubbard & Co.
Railway Track-work Co.
Towers and Transmission
Structures
Bates Exp. Steel Truss <Jo.
Westinghouse E. & M. Co.
Track Expansion Joints
Wharton, Jr.. & <Jo., Wm,
Track, Special Work
Barbour-Stockwell Co.
N. Y. Switch & (Jrossing Co.
Eamapo Iron Works
Wharton. Jr.. & (Jo.. Wm..
Inc.
Transformers
Allis-Chalmers Mfg. Co.
(general Electric Co.
Westinghouse E. & M. Co.
Treads, Safety, Stair Car Step
Amer. Abrasive Metals Co.
Amer. Mason Saf. Tread Co.
Trolley Bases
Anderson Mfg. Co.. A. &
Electric Semoe Sup. Co.
General Electric Co.
NuttaU Co., E, D.
Ohio Brass Co.
Trolley Base*, Retrieving
Anderson Mfg. Co., A. ft J. M.
Electric Service Sup. Co.
General Electric Co.
Nuttal Co.. E. D.
Ohio Brass Co.
Trolley Buses
Brill Co The J. G.
General Electric Co.
Westinghouse B. ft X. Co.
Trolley Materials, Overhead'
Flood (Jity Mfg. Co.
Ohio Brass Co.
TroUey and Trolley Systems
Ford Chain Block Co.
Trolley Wheels (See Wheels,
Trolley Wheel Bushings)
Flood CSty Mfg. Co.
Trolley Wheel and Harps
Flood (Jity Mfg Co.
Trolley Wire
Amer. Electrical Work
Amer. Steel & Wire (Jo.
Anaconda Copper Mining (Jo.
Copper Clad Steel (Jo.
Eoebling's Sons Co., John.
A.
Trucks. Car
Bemis Car Truck Co.
Brill Co.. Tbe J. G.
St. Louis Car Co,
Tubing, Steel
National Tube Co,
Turbines, Steam
AlUs-CJhalmers Mfg, Co,
General Electric Co,
Terry Steam Turbine Co.
Westinghouse E. ft M. Co.
Turbine, Water
AlUs-Chalmers Mfg. Co.
Turnstiles , _
Blec. Service Supplies Co.
Ohio Brass Co.
Schutte & Koerting Co.
Upholstery Material
Amer. Eattan ft Reed Mfg.
Co.
Valves ^
Westinghouse Tr. Br. (Jo.
Vacuum Impregnation
Allis-Chalmers Mfg. Co.
Ventilators, Oar
Brill Co.. The J. Q.
National Ry. Appliance Co.
Nichols-Lintem o«.
Eailway Utility Co.
St. Louis Car Co.
Vises, Pipe „
Williams & Co.. J. H.
Water Softening & Purlfylnt
Systems „
Scaife & Sons Co.. Wm. B.
Welders, Portable Electrie
Electric Ey. Improv. Co.
Ohio Brass Co.
Eailwav Track-work Co.
Rail Welding ft Bonding Co.
Welding Processes and Ap-
paratus _
Electric Ey. Improv. Co.
General Electric Co.
Metal Sc Thermit Corp.
Ohio Brass Co.
Railway Track-work Co
Rail Welding ft Bonding Co.
Westinghouse E. ft M. Co.
Welders, Rail Joint
Ohio Brass Co.
Railway Track-work Co.
Bail Welding ft Bonding (Jo.
Wheel Gnards (See Fenders.
and Wheel Guards)
Wheel Presses (See Machine
Tools)
Wheels, Car. Oast Iron
Bemis Car Truck Co.
Wheels, Car, Steel and SteeL
Tire „ . .
American Steel Foundnes
Bemis Car Truck Co.
Carnegie Steel Co.
Standard Steel Works
Wheels, Trolley ,.,...
Anderson Mfg.Co.. A. ft J.M.
Columbia M. W. & M. I. Co.
Electrie Ey. Equip. (Jo.
Electric Service Sup. Co.
(ieneral Electric Co.
More-Jones B. ft M. Co.
Nuttall Co.. E. D.
Star Brass Works
Whlstlee, Air
(Seneral Electric Co.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Whre Rope
Amer. Steel ft Wire (Jo.
Copper Clad Steel Co.
Eoebling's Sons Co., John A..
Wires and Cables
Amer. Elec'l Works
Amer. Steel & Wire (Jo.
Anaconda Copper Mining Co.
Copper Clad Steel Co.
(general Electric Co.
Roebling's Sons (Jo.. John A..
Std. Underground Cable Co..
Westinghouse E. ft M. Co.
Woodworking Machines
Allis-Chalmers Mfg. (X>,
Wrenches
Willisms ft Co., J, H,
November 12. 1921
Electric Railway Journal
3S
THE IMPERIAL OMNIBUS
The first exclusive motorbus chassis of the
low center of gravity type ever produced and
obtainable by all transportation companies.
The low center of gravity prevents accidents
to life and property and reduces operating
costs.
If your transportation company is to have
modern and safe equipment stop using truck
chasses and use the Imperial Omnibus built on
an exclusive motorbus chassis.
Send for descriptive literature and full infor-
mation.
TRACKLESS TRANSPORTATION CORPORATION
Originators of the Low Center of Gravity Omnibat
300 Madison Avenue, New York City
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I Brake Shoes
f A. E, R. A. Standards
i Diamond "S" Steel Back is the Best Type |
Standard |
Patterns |
for I
SAFETY
CAR
"LE CARBONE"
CARBON BRUSHES
= D-67 for Narrow Treads
I D-87 for Wide Treads
They are uniform in quality
They talk for themselves
I American Brake Shoe and Foundry Co.
f 30 Church Street, New York
I 332 So. Michigan Ave., Chicago Chattanooga, Tenn.
W. J. Jeandron
227 Fulton Street
New York City
Pittsburgh Office:
636 Wabash Building
Canadian Distributors: =
Lyman Tube & Supply Co., Ltd. =
Montreal and Toronto 5
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86
Electric Railway Journal
November 12, 1921
ALPHABETICAL INDEX TO ADVERTISEMENTS
A
Pan
Ajax Heta] Co 31
Allis-Chalmers Htg. Co 29
Allison & Co., J. B 21
American Abrasive Metals Co.. . 36
Amer. Brake Shoe & Fdr7. Co. . 35
American Car Co 39
American Electrical Works.... 27
American Haaon S. T. Co 36
American Rattan & Reed Mfg.
Co 30
American Steel * Wire Co 28
American Steel Foundries 36
Anaconda Copper Mlnlnr Co. • • 28
Anderson Mfir. Co.. A. & J. If . . 27
ArehboIdBrady Co 28
Archer & Baldwin, Inc 31
Arnold Co., The 20
B
Babcock & Wilcox Oo 29
Barbour-Stockwell Co 29
Bates Blxpanded Steel Trass Co. 21
Beeler, John A 20
BemiB Car Truck Co 33
Bonney-Vehslace Tool Co 33
BiPiihoIts. Roy 31
Brtll Co.. J. G 39
Buckeye Jack Hit. Go 30
C
Cambria Steel Co 25
Cameron Electrical Utt. Co . . 30
Carnepie Steel Co 33
Clark & Co. Mgr. Corp., E. W. . 20
Cleveland Fare Box Co 33
ColJier. Inc., Barron G.. Back Cover
Columbia M. W. ft M. I. Co 38
Consolidated Car Fender Co. ... 16
Consolidated Car Heatlnc Co... 33
Continental Fibre Co.. The 29
Cooper Heater Co 33
Copper Clad Steel Co 28
Cutter Co 30
D
Pwa
Day ft Zinunermann, Inc 21
DiSerential Steel Car Co.. The. . 36
K
Electric Eatiipment Co 31
Electric By. Improvement Co . . 28
Electric Railway Equipment Co. 27
Electric Service Supplies Co ... . 9
Engel & Hevenor, Inc 21
F
Feustel. Bobt. M 20
Flood City Tilg. Co 28
Ford, Bacon & Davis 20
Ford Chain Block Co 30
"For Sale" Ada 31
Fort Pitt Spring ft iitg. Co, . . . 36
O
Galef. J. L 33
Salena-Simal OU Co 17
General Electric Co 18
Gold Car Heatlnr ft lAt. Co. . . . 30
Gould. L. E 20
B
Hamilton & Hansell. Inc 33
"Help Wanted" Ads 31
Hemphill ft Wells 20
Hoist. Enrtehardt W 20
Home Htg. Co 33
Hubbard ft Co 27
International Register Co.. The. 30
Jackson. Walter 20
Pace
Jeandron. W. J 35
Johnson Fare Box Co 15
Kuhlman Car Co.
39
Le Carbone Co 35
if
Marsh & McLennan 6
Massey Concrete Prods. Corp... 27
Metal & Thermit Corp 22
Midvale Steel & Ordnance Co. . . 25
More- Jones Brass & Metal Co. . . 14
Nachod Signal Co., Ine 28
National Brake Co 19
National Fibre ft Ins. Co 30
Natl. Metal Molding Co 30
National Pneumatic Co.. Inc.... 11
National Railway Appliance Co. 21
National Tube Co 28
Nelsonville Brick Co 27
New York Switch ft Crossing Co. 28
Nichols-Lintem Co 31
Niles-Bement-Pond Co 30
Nuttall Co.. B. D 10
Page
Railway Track- work Co 8
Railway Utility Co 36
Rail Welding & Bonding Co 29
Bamapo Iron Works 29
Republic Truck Sales Corp.
Front Cover
Richey. Albert S 20
Roebling's Sons Co.. John A... 28
Rooke Automatic Register Co. . 36
S
9t. Louis Car Co 26
Safety Car DeviccR Co 5
Samson Cordage Works 31
Sanderson & Porter 20
Scaite ft Sons Co., Wm. B 29
Scrfrcliiig-ht Section 31
Smith ft Co., C. E 20
Smith Heater Co., Peter 33
Standard Steel Works Co 24
St.-indard Undergrround Cable Co. 27
Star Brass Works 33
Stone ft Webster 20
Stucki Co., A 30
Terry Steam Turbine Co 29
Tool Steel Gear ft Pinion Co 35
Tra<kkss Ti-ansportation Co... 26
Transit Equipment Co 31
U. S. Electric Signal Co.
W
23
Ohio Brass Co 7 I "Want" Ads 31
Wason Mfg. Co 39
Westinghouse Elec. ft Mfg. Co . . 2
Wpstinghouse Traction Brake Co. 4
Wharton, Jr., & Co.. Wm 29
White Engineering Corp.,
The J. G 20
Williams ft Co.. J. H 30
Wish Service. The P. Bdw 21
Pare ft Hill Co 23
Pantasote Co 37
Parsons. Elapp. Brinckerbofl A
Douglas 20
Positions Wanted and Vacant.. 31
Power S^dalty Co 29
Wood Co.. Chas. N 27
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I MASON SAFETY TREADS
= SUndard for 25 yean for ear and station steps.
I STANWOOD STEPS
= Self-cleaning, non-slipping, light weight
I KARBOLITH FLOORING
= For steel cars-^-sanitary, fireproof, non<sIippery
I AMERICAN MASON SAFETY TREAD CO. |
i Lowell, Mass. p
= Branch offlces in New York and Philadelphia 1
i Joseph T. Ryerson A Son, Chicago. Western Dlstribntora §
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STUCKI 11
SIDE I f
BEARINGS I i
THE DIFFERENTIAL
STEEL CAR CO.
A. STUCKI CO. F I
Oliver BIdg. I i
Pittaburgh, Pa. = |
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H. Fort Flowers, Pres. and Gen. Mgr.
FINDLAY, OHIO
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I i
pAII>WAmfTIUT\{f>OMPAN\( \ | pa**
i 8oU Manufacfurer» |
I "HONEYCOMB" AND "UOCND JET" VENTILATORS I
i for Monitor and Arch Roof Cars, ami all classes of buildingv; =
I also ELECTRIC THERMOMETER CONTROL i
i of Car Temperatures. =
I 141-161 WEST ?2D 8T, WHte for 1328 Broadway I
E Cbleaco, 111. Vatalooue New Tork, N. T. =
r =
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^riiHiiiiiiiiiiiiiiiiiiiiiiiiiiuitiniuiiiiniiiMiniiiuiiitiMiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiHiiiiiiiMiiiiiiitiiiiiiiiiiiiHiiitiiiitiiHiiiiiiiitiiiiiii'^
Qjndurf^ ^ Direct I
Automatic |
Registration I
By the |
Passengers |
Rooke Automatic |
Register Co. |
Providence, R. I. §
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iMiiMiiiilitilliiiiiiiiiiiniili>riiiiiminiillltlllllliltliiiiiiiitiiii[iiiriiuMiirpiiiiiintillllll|r
IFERALUN
E Car Steps
= Floor Plates
Anti-Slid
Treads
1 1 pesoirif af^KiJ^J^iAmG^^ i
Station Stairs
i Door Saddles, etc.
I A.MERICAN ABRASIVE METALS CO.
I 50 Church St., New York City
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November 12, 1921
Electric Railway Journal
37
Three Signs
of good car design
AGASOTE ROOFING
TRADE- MARK
ilimilimniiiiHUiiiiiihiiiiinMiiiiiFymnKff
PANTASOTE CURTAINS
TRADE-MARK
and
PANTASOTE UPHOLSTERY
TRADE-MARK
THE PANTASOTE COMPANY
11 Broadway, New York Peoples Gas Bldg., Chicago, 111.
751 Monadnock Bldg., San Francisco, Cal.
Electric Railway Journal
November 12, 1921
COLUMBIA
For Power Plant Equipment Also
We've been placing before you every week our service and ability
to supply car repair parts, shop materials, and equipment. So much
so that nearly ninety per cent of our output goes directly or indirectly
into the maintenance of electric railway cars.
But we want to remind you that our facilities are not limited. We
can make many parts needed in the power plant or substation, such
as standard or special grate bars, stoker levers, shafting, bearings,
ash or coal chutes, or down-take pipes, in fact almost any equipment
you want. You have only to send us blueprints or specifications to
get a prompt quotation which will interest you.
Remember us when you need some metal part accurately made, and
made in a hurry.
Try us for any special castings, forgings, machine work
The Columbia Machine Works and Malleable Iron Co.
Atlantic Avenue and Chestnut St., Brooklyn, N. Y.
A. A. Green, Sales
M«r.
E. Allison Thomwell,
Brooklyn, N. Y.
1S13 Candler BIdg., Atlanta. Ga.
E. Keller,
W. McK. White,
Brooklyn, N. Y.
343 South Dearborn Street
F. C. Hedley,
Chicago, lU.
Brooklyn, N. Y.
F. F. Bodler,
J. L. Whitlaker,
903 Monadnock Bldg.,
141 Milk St., Boston,
Mass.
San Francisco, Cal.
November 12, 1921
Electric Railway Journal
Snow Fighting Equipment
Snow Plows
Snow Sweepers
Plow and Sweeper Parts
Brill Track Scraper
During light snows it saves bringing
out expensive sweeping equipment
and in heavy snows does effective
work after sweepers havd gone over
the lines. The scraper shoes which
alone are susceptible to wear are re-
movable and can be inexpensively
replaced.
The Brill Track Scraper c^n be bolted
to underside of platform knees of any
type car.
T/ie elastic spring steel arms of Brill
track scrapers permit operation over
crossings or similar obstructions.
Brill Sprocket Chains for snoiu siueepers.
Brill Sprocket Chains
Your snow sweepers are
ready for service only when
3'^ou are certain that there is
no danger of sprocket chain
failure. You should be pre-
pared to make replacements
when necessary.
Brill Sprocket Chains have
malleable rollers and drop
forged links. They are
strongly put together and will
give long and efficient service.
They can be shipped from
stock.
|i The J. G. Brill Company
American Car Co.
st. l.ouis mo.
G.C. KUHLMAN Car Co.
ci-eve:i_and.ohio.
Was ON Manf'c Co,
SF>R I NO Fl El_0, MASSk.
CANADIAN BRILL COMPANY, LTD., PRESTON, ONT., CANADA
Electric Railway Journal
U!'LLI"^ mTTmrnnT"' m-rrrrrm -TT.-injnij, I
lIlimTTTTII..-.-
THE success of any business
depends upon the united ef-
forts of the whole — not the
brilliant performance of the few.
So the income from your car card
space should be supported by the
advertising field as a whole
— not dependent upon a few adver-
tisers.
The Collier Organization is as
broad as the whole field of car card
advertising. It is engaged in main-
taining the value of car card pub-
licity, not merely in your city but in
cities from coast to coast.
That is one reason why it is qualified
to assure the individual Electric
Railway an income that remains un-
affected by varying business condi-
tions throughout the country.
^mi^s
Candler BIdg., New York
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Graw-Hill Co., Inc,
November 19, 1921
Twenty CenU Per Copy
\mr"'
11 ^P^j^bTS ^^^«^
-.The answer to Why , is WEAR!
^^SMm^
Electric Railway Journal
November 19, 1921
The Solution
of Mass
Transportation
THE remarkable strides made in the development of this coun-
try's transportation facilities are due primarily to American
progressiveness in the use of advanced operating methods and the
rapid adoption of superior devices.
Like the air brake — a Westinghouse contribution to humanity,
now a universal necessity — ^Westinghouse Electric HL Control
has gained enviable recognition by effectively solving the control
problem of mass transportation in many of our largest cities.
HL Control, by twelve years* successful service, and now used
on approximately 250 roads, shows conclusively that it offers
greater advantages than any other
form for multiple-unit operation of
cars to handle congested traffic.
Now is the time to prove to your
own satisfaction the merits of train
operation by installing HL Control
equipments.
Westinghouse Electric & Manufacturing Company
East Pittsburgh, Pa.
Type 480 Unit Switch
Westinghouse
vir
Vol. 58, No. 21
New York, November 19, 1921
Pages 888-930
Electric Railway
Journal
Henry W. Blake and Harold V. Bozell, Editors
Henry H. Norris, Managring-Editor
Contents
New Trailers and Rebuilt Motor Cars in Baltimore
By changing gear ratio, strengthening brake rigging and installing new
control equipment 'and couplers, motor cars already in service were provided
for hauling the new trailers. L. H. Palmer tells of this reconstruction
work Page 891
Providing a Repair Shop with Little Money
C. p. Westlake gives the details of how the Eighth Avenue Railroad of New
York City rearranged and reconstructed its carhouse to make a repair shop
and to give better facilities for carrying on the work Page 897
New Method Used for Selling the Ride at Youngstown
How the Youngstown Municipal Railway used the inauguration of a weekly
pass to cultivate the good will of the public through greater usefulness. An
account of the publicity campaigni is presented Page 899
Editorials 889
Give Careful Attention to Field Jumpers 893
Changing prom Left to Right Hand Opera-
tion 894
Unusual Method of Raising Track 895
New Station on Chicago Elevated 902
Equipment and Its Maintenance 903
Self-Corrosion of Cast Iron and Other
Metals in Alkaline Salts 910
Workmen's Compensation 912
American Committee on Electrolysis
Reports 913
Electric Railway Lubrication 914
Waste in Industry 915
American Association News 915
Recent Happenings in Great Britain 916
News of the Electric Railways 917
News Notes 920
Financial and Corporate 921
Financial News Notes 923
Traffic and Transportation 924
Transportation News Notes 927
Personal Mention 928
Manufactures and the Markets 929
McGRAW-HILL COMPANY, INC., Tenth Ave. at 36th St., NEW YORK
JAMKS H. McGBAW. PreBident
ABTHUR J. BALDWIN, Vice-President
J. MAIXDOLM MUIR. Vice-President
EDWARD D. CONKLLN. Vice-President
JAMES H. McGRAW. JR., Secy, and Treasurer
Cable Address "Machinist, N, Y."
Publishers also of
WASHINGTON, D. C, Colorado Building
CHICAGO, 1570 Old Colony Building:
PHILADELPHIA, Real Estate Trust Building
CLEVEIjAND, Leader-News Blinding
ST, LOOIS. 713 Star Building
SAN FRANCISCO, Rialto Building
IXJNDON, B. C„ 8 Bouverie St.
Electrical World American Machinist
Engineering and Mining Joamal
Electrical Merchandising
Jonrnal ot Electricity and W,estem Indnatry
Chemical and Metaliurj^ical Engineering
Engineering News-Record
Ingenieria Internacional
Power ..tmb»^» Coal Ago
Member Audit Bureau of Circulations.
Member Associated Business Papers, Inc.
The annual subscription rate is S4. Extra zone
postage west of the Mississippi, and in Alaska,
Hawaii, the Philippines, Porto Rico. Canal Zone,
Cuba, Mexico, Honduras. Nicaragua. X>oniinicaii
Republic, Salvador. Peru. Colombia. Bollria and
Shanghai, China, 50 cents, Bxtra postage in
Canada, (1,50. Extra foreign po.'-tage (3 (total
t7, or 29 shillings). Single copy 20 cents.
Change of Address — When change of address is
ordered the new and the old address must t>e given,
* otice must be received at least ten days before
the change takes place.
Copyright, 1921. by McQraw-Hlll Company, Inc.
Published weekly. Entered as second-class mat-
ter. June 23. 1908. at the Post OfBce. at New
York, under the Act of March 3. 1879.
Circulation of this issue, 6,200
Advertising Index — Alphabetical, 54; Classified, 50, 52; Searchlight Section, 49
Electric Railway Journal
November 19, 1921
MRnHnniiiiiiiiimiiimiiiiiimiiniiiiiiiHiiiiiiiiHiitiiiiiiiiiiiiiniitiiHiiMiiMiitiiiii
iiiiiiiHiiiiiiitniiiiiiiiiiimimiiiiiiiiiiiHiiiMiiiiiiimiiiiiii
iiiiiiiiiiiiiiiiiiMiinnmiiMiiiiiitiiiiii iininr
REDUCE EXPENSES
What
Mr. Shonts
Said in 1911
In an interview with a reporter for
the New York Tribune, August
13, 1911, the late Mr. Shonts,
then president of the Interborough
Rapid Transit Company, said:
"When our first ten-car trains were
planned, we found that an auto-
matic coupler, which Mr. West-
inghouse had developed about ten
years before, was just what we
needed, and we adopted his
coupler, which not only saves time,
but increases the safety of the
traveling public. Of course, the
public seldom thinks of such things
as this, but we railroad men have
to think about them and use them."
WESTINGHOUSE "Tight Lock"
Automatic Car, Air and Electric
Couplers (furnished in designs suitable
for both light and heavy traction service),
contribute to lower operating costs by —
(a) Eliminating time ordinarily lost in manual
coupling of cars, air lines and electric connec-
tions when making up trains at terminals, or in
coupling and uncoupling cars while trains are
en route.
(b) Preventing friction between coupler faces,
thus minimizing wear from that source and
making for the utmost economy with respect
to maintenance.
(c) Rendering use of air hose unnecessary.
(d) Virtually eliminating cost of maintaining
electric jumpers, expense of carrying extra
jumpers, and time lost hunting jumpers to com-
plete preparations during train makeup.
SEND FOR A COPY OF OUR
NEW DESCRIPTIVE CATALOG
UNIT T.2029.
WESTINGHOUSE TRACTION BrAKE Co,
Qeneral Office and Works, Wilmerding, Pa.
ATLANTA
CHICAGO
Wnt^^
PITTSBURGH
ST. PAUL. MINN.
BOSTON
DENVER. COL.
Iwl
SAN FRANCISCO
LOS ANGELES
COLUMBUS. O
MEXICO CITY
\^
ST. LOUIS, MO.
SALT LAKE CITY
HOUSTON, TEX.
NEW YORK
\T""=//
SEATTLE. WASH.
WASHINGTON
I
£
I
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November 19, 1921
Electric Railway Journal
NATIONAL TROLLEY GUARD
Accident Insurance that prevents instead of repaying
When National Trolley Guard has saved just one of your cars from a
smash, it has paid for itself — ^with enough left over to equip all your
crossings.
Everyone admits that the trolley jumps often at a grade crossing.
The combination of rough track and high wire throws the wheel time
after time. And yet, on a railroad track is the worst possible place
for a car to stall.
National Trolley Guard is a trough of open wire mesh inverted over
the trolley wire. When the trolley wheel jumps off the wire it runs
on the Guard which furnishes power to carry the car off the railroad
crossing and out of danger.
National Guard is light, durable. It is an inexpensive and highly
necessary form of accident insurance.
The
Ohio
Mansfield,
Brass
Co.
Ohio.U.SA.
*«*Kj
New York Philadelphia Pittsburgh Charleston, W.Va. Chicago Los Angeles San Francisco Paris, France
Products: Trolley Materiol, Rail Bonds, Electric Railway Car Equipment, High Tension Porcelain Insulators, Third Rail Insulatora
Electric Railway Journal November 19, 1921
^ Jnsurance plus
V
A Worth While Saving
\
The service of Marsh & McLennan
engineers results in a direct dollars
and cents saving in insurance cost.
A large eastern corporation, for ex-
ample, was able to reduce its insur-
ance cost from $17.50 per thousand to
$4.30 per thousand, by carrying out
the recommendations of our engineer-
ing service.
We will be glad to outline this service
to business executives who are inter-
ested in reducing insurance costs.
MARSH & MCLENNAN
175 W.Jackson Blvd. Chicago. 111.
Minneapolis
Denver
San Francisco
Winnipeg
New York
Duluth
Seattle
Montreal
Detroit
Columbus
Cleveland
London
November 19, 1921 ElecteicRailwayJoubnal 7
gninniHiMiiniiii friiiiiiiiiii.iiniiiiiiiiiiiiiiil iiiiiijiiiiiiiiniiiiriiiiiilll llilililJiMilllllilliiiiiliilillllliiiiiilllllilimililllimiiiuiimiiiuilluiiiiiuiiiiniiiijiiliillliiuiiiiiililuiluilluiiijuiiuiiiii iiiiiiiiii iiiiniiiiiimiiriiiiiiiiiiiiiililllllllllliiliiiiiis
(J^RADAX)
SIGNAL SYSTEM
NAT. CODE STANDARD
NO. 22181-600 VOLTS
.ECTRiC SERVICE SUPPLIES CO.
GIVE US
A RING!
No. 22181 Resistance Panel
No. 19587 Vibrating Bell
Faraday
High Voltage Car
Signal Systems
This system permits the use of
buzzers, vibrating or single stroke
bells or a combination of both on
the trolley circuit. Faraday Sig-
nal Systems are supplied in sev-
eral types all of wjiich employ the
same mechanism which reduces
arcing to a point where it is not
sufficient to damage the contacts in
any way. Approved by the
National Board of Fire Under-
writers.
Specify Faraday for subway, ele-
vated, interurban, safety cars and
trackless trolley busses.
For auto busses specify
Faraday Battery Signal Systems.
No. 19403 Buzzer
Type A
Push Button
Type B
Push Button
Write for Data Sheets
KEYSTONE
Car Specialties
check off your wants; then write
tor complete data sheets
n Keystone Air Sanders
n Keystone Air Valves
D Golden Glow Headlights
□ Illuminated Destination
Signs
D Keystone Steel Gear
Cases
n Safety Car Lighting
Fixtures
n Keystone Motormen's
Seats
□ Faraday Car Signals
G Keystone Trolley
Catchers
n Shelby Trolley Poles
3 Samson Cordage
n International Fare Reg-
isters
Zl Fare Register Fittings
D Keystone Cord Connec-
tors
D Keystone Rotary Gongs
n Standard Trolley Harps
~\ Standard Trolley Wheels
n Automatic Door Signals
n Keystone Trailer Con-
nectors
Ele^ctric S]e>rvice> Sxji>pi>rES Co.
Manufacturer of Railway Material and Electrical Supplies
NEW YORK . ^."'*-A?9. ..
50 Ch urch St. . Monadnock Building
Canadian Distributors: Lyman Tube & Supply Co., Ltd., Montreal. Toronto
PHILADELPHIA
17th and Cambria Streets
Branch Oilices: Boston, Scranton, Pittsburgh
.lUiuiiiiiiiitiiiiitiiiniiiiuiiiiuiiiuiiniiiiHiiiiiiiiiiiiiinMiniintMiniiniiiintiiiiniiitiiiiiniiuiiuiiiiuiiiiiiiiiiiiiiiiiiiiiitiiiinHtiiiiiiiiuiiiuriiniiiniiiuiiiiiiiiiitiMiiiiiiiiiii
liliiiiiiimillllllliiiii
Electric Railway Journal
November 19, 1921
AJAX ELECTRIC ARC WELDER
They do the work — without delay
"AJAX"
Electric Arc Welder
An equipment so light, small and handy that two
men can pick it up and walk off with it to any part
of the work without wasting a minute. They can
load it in the work car in a jiffy, or can carry it home
on the platform of a passenger car.
AJAX weighs 155 lbs., measures 18 x 2S x 36 inches,
and possesses such high capacity that it is the most
satisfactory instrument to use on the average system
where voltage is poor on lines remote from the power
house.
The initial cost of the machine is so low that you can-
not afford to be without one. A complete outfit —
trolley pole, leads, electrode holder and operator's
face shield come with it.
"ATLAS"
Rail Grinder
With this machine, track grinding can be done through
the day, even when traffic is heavy. The lower illus-
tration shows the ATLAS Rail Grinder wheeled aside
to permit a car to pass. It takes but an instant to get
it back in place and at work again.
It is a light fast-working machine, adapted to a re-
markablv wide range of work on railway track.
Especially useful for smoothing off excess metal after
building-up special work and cupped parts with the
AJAX welder. Will grind out grooves in girder rail.
Every company, no matter how small, should have one
or more sets consisting of an AJAX welder and an
ATLAS Grinder.
Present Prices are Attractive — Write Us!
RAILWAY TRACK-WORK CO.
3132-48 East Thompson St., Philadelphia, Pa.
ATLAS RAIL GRINDER
November 19, 1921
Electric Railway Journal
10
Electric Railway Journal
November 19, 1921
>
\
((
everything electrical everywhere"
The daily needs of Commerce, Industry, Transpor-
tation and Home Life demand the helps to economy,
safety, convenience and cleanliness offered by the
Electrical Industry.
Quick deliveries of the Power Apparatus, Supplies,
Lighting Equipment, Pole Line Material and Tele-
phone Equipment needed necessitate well stocked
distributing points in many centrally located cities.
To provide such Distributing Houses and to stock
them is the function of Western Electric National
Service. It has 48 Distributing Houses. It can
supply "everything electrical everywhere". These
words mean all that the thought implies.
As a result every kind of electrical goods is never
more than a few hours from any user of electricity
for light, power, transportation and communication
and in addition every need of the Home Electrical
can be satisfied.
But — it is the aim of this organization to go further.
It aims to render an assistance to the Electrical In-
dustry. It aims to help make Electricity the Power
used almost universally to lower the cost and lessen
the time consumed in the tasks of Commerce, In-
dustry, Transportation and Home IJfe throughout
these United States.
'estern Electric
Company
OFFICES IN ALL PRINCIPAL CITIES
/
November 19, 1921 ElectricRailwayJouenAL 11
Pneumatize! «S^fl^S Modernize!
Use the National Pneumatic Line to
make Train Operation Fully
Down to Date
Says G. M. Woods in the Sept. 10, 1921 Electric Railway
Journal:
"The tendency in street railway practice is toward train opera-
tion for heavy traffic."
" . . . .operators who heretofore have consistently favored single-
car operation now feel train operation is the only solution
of their traffic problems."
"Undoubtedly a reduction in the number of units reduces the
congestion."
" . . . .a two-car train will cross a street intersection just as quickly
as a single unit."
Mr. Woods capably develops the argument that multiple unit
train operation is the best kind and that it "rarely will be found
to exceed that of train operation."
Train operation can do so much to increase track capacity that
it pays to use each and every improvement that will put off the
far greater costs of re-routing, street widening and tunneling;
and that will give at once substantial savings in platform and
accident expense with improved collection of fare.
That's why the equipment of surface car trains with better
motors and control has been and is being accompanied in so
many cities by that group of time-cutters known as the
National Pneumatic Line
Door and Step Control Door and Step Operating Meohanismi
Motorman's Signal Lights Safety Interlocking Door Control
Multiple Unit Door Control
You need one or more of these specialties whether you are operating cars singly or in
multiple. Let us co-operate with \ou novj to avoid costly changes later.
ManafaetureJ in CanaJa by
Dominion Wheel Sl Foundriet, Ltd.
Toronto, Ont.
National Pneumatic Company, Inc.
50 Church St., New York Edison Bldt., Chicac»
Works: Rahway, N. J.
Electric Railway Journal
November 19, 1921
Consolidated ^"^
J\jR-OPER\TED Door Engines
XVESISTANCES - PuSH BUTTONS -BeLLS
.^MPAtf*
JrloT Blast Electric Heaters
Xl/LECTRic Heaters -Knife &Safety Switches
y\iR Push Buttons 8 Door-OperatingDevices
1 HERMOSTATS FOR ELECTRIC HeATERS
Interrupters & Buzzers
^ever-Eml Signal Lights
vJet Results ByUsing OuREauiPMENT
C^ouPLERs -Electric OneToFour Points
Operating Expenses Can Be Reduced
ALBANY
NEW YORK
CHICAGO
Lot US show you how
November 19, 1921
Electric Railway Journal
13
Holyoke
Street Railway
Orders
m iM-^
ECONOMY METERS
with Car Inspection Dials
For all its active cars in Holyoke and Northampton.
This is the third important property in Massachusetts
to standardize on ECONOMY METERS for Power
Saving and Car Inspection. Economy Meters are
now standard on more than 75 other properties.
Economy Meters Are Rugged
The Economy Meter will get the maximum power
saving with no hazard to passengers or equipment. It
shows how much energy is consumed per man or per
car. The records actually tell a motorman whether he
has saved power — and how much.
There is no mystery about Power Saving
with Economy Meters
The ECONOMY "Power-Saving" and "Car Inspec-
tion" Meter accurately and automatically shows when
a car is due for inspection. It shows at a glance how
much more work a car can do before inspection is
needed. All this is had without any clerical labor.
The records from Economy Meters are of high value
for managerial and engineering purposes.
Economy Power-Saving
Meters tell you —
without trouble
1. WHO are your careful, economical motor-
men.
2. WHICH motormen need instruction in
proper handling: of car equipment.
3. HOW much power is beinff saved by motor-
men collectively, and individually, by direct
reading: units of power.
4. HOW much power is being used on any
section of your lines.
5. HOW much power is beinff used in trailer
service.
6. HOW much power your freight and ex-
press service is using.
7. HOW much power is being used for switch-
ing and car movements in yards.
8. WHAT is the line loss on your D.C.
distribution.
9. WHEN your schedule speeds are too high
or too low.
10. WHAT is the most economical equipment
for any service.
11. WHAT are the proper gear ratios for
given service conditions.
12. WHEN each car should be inspected.
Meter the Energy — thafs what you want to save
Economy Electric Devices Company
L. E. GOULD, Pres., Old Colony Bldg., Chicago
National Railway Appliance Co., New York
L, A. Nott, San Francisco
Cable Address: Sangamo. Chicago
Alfred Collyer & Co., Montreal, Quebec
Burton R. Stare Co., Seattle
J. G. Monahan. Los Angeles
Ludwig Homrael & Co., Pittsburgh
Grayson Railway Supply Co., St. Louis
14
Electric Railway Journal
November 19, 1921
ASpecial Invitation to Subscribers to
Electric Railway Journal
Beginning January, 1922, the McGraw-Hill
Company will publish
BUS
TRANSPORTATION
a monthly section of
Electric Railway Journal
In launching this new pubh'cation the McGraw-Hill Company
is actuated by the belief that the trackless vehicle is destined to play
a part of increasing importance in passenger transportation ; that
men in the electric railway field must know all there is to know
about bus accomplishments and potentialities; that this subject is
such a broad and vital one that it deserves to be covered in a
journal devoted solely to this one phase of transportation activities.
Electric Railway Journal readers are assured that this publi-
cation will be a typical McGraw-Hill Journal — authoritative,
comprehensive, backed in fullest measure by the experiences and
resources of an organization with forty years of constructive service
^ in the field of passenger transportation.
The mission of this paper is to stabilize and develop bus transpor-
tation wherever and whenever it contributes to the welfare of the
community ; and to aid in the co-ordination of all passenger trans-
portation agencies.
The subscription rate is to be $2 a year, or, in combination with
Electric Railway Journal, $5, with an additional charge to
cover zone postage west of the Mississippi, amounting to $.25.
For a limited time only, however, we will include the Bus
Transportation Section as part of any existing Electric
Railway Journal subscription for the period of its present
subscription term provided the accompanying coupon is
mailed.
Those subscribers only who say that they wish the new -
Bus Transportation Section will receive this monthly sup-
plement as part of their Electric Railway Journal sub-
scriptions.
""-"■■■■"--F«7/ in and mail this coupon today-
Electric Railway Journal
Tenth Ave. at 36th St., New York
I accept your offer to eend me from January 1, 1932, to the
end ol my present subscription to Electric Railway Journal your
monthly Bus Transportation Section. It is understood that my
present Electric Railway Journal subscription pays also for this
additional service.
Name
Address
City and Stale.
To make sure that your
name is on the list to receive
the first issue of this paper
fill in and mail the coupon
TODAY.
November 19, 1921
Electric Railway Journal
15
Consider the
cost of labor
"Overall Specialisto"
The service men who work with
you on your lubricating- problems
are not "exijerts on theories." They
put on overalls and get right down
to brass tacks — -pack your cars —
show you how and why Tulc should
be used. They get results — real
money saving results — 99 times out
ot a hundred. The hundredth time
there is no chargre for the service.
1
HORGET for the moment that the use of
TULC as an electric railway lubricant
insures satisfactory and economical
operation of cars and consider only the cost of
labor in handling lubricants.
TULC is a lubricant, which is delivered to the
user, already saturated in waste. No labor is
requirecj in the preparation of TULC before
it is used and there is no loss in waste.
Cars lubricated with TULC run farther and
therefore do not require the same amount of
attention that cars using other lubricants re-
quire— which means another substantial saving
in labor.
One executive, prominent in the industry, elimi-
nated two oilers after adopting TULC ; another
stated that his labor costs for oiling with TULC,
were about one third what they had been with
other lubricants.
Universal Lubricating Service puts your lubri-
cation, not only on a scientific and efficient basis
but on an economical basis as well.
LUBRICANT
The Universal Lubricating Co.
Offices: Schofield Bldg. Works: Sweeney Ave.
Cleveland, Ohio
— scientifically and
accurately compounded to
reduce lubricating costs
16
Electric Railway Journal
November 19, 1921
False Economy in Electrical Insulating
Is Wasting Money in Many Railways
During the period of one year a large tran-
sit company, preparing to replace inferior
electrical insulation, requested prices on
enough mica commutator rings to repair
every motor in its service.
It undoubtedly meant that every car in
service would be laid up for a considerable
length of time for motor repairs, some time
during the year. It meant a great, a more
than necessary, outlay of money for rolling
stock — for every car laid up had to be re-
placed by another.
It meant capital tied up in the repair shop
— time and labor for taking out motors,
disassembling them, taking off old insula-
tion, putting on new insulation, assembling,
and installation. Thousands of dollars
represent the cost.
Yet, this is a situation common to many
railways. We suggest that it may possibly
be the result of saving a few cents on the
cost of a piece of insulation — an economy
that ofttimes means an eventual loss in
depreciation and maintenance, many times
greater than the first saving.
"Insulation is the Achilles heel, the almost
invariable point of failure of electrical ma-
chinery," says Electrical World in an edito-
rial of October twenty-ninth. Can you af-
ford to use any insulation but the best?
When you specify Micanite you specify an
insulation which represents a research and
development work of twenty-eight years —
by the largest and oldest manufacturer of
electrical insulation and the foremost in-
sulation engineers in the world. You specify
an insulation which is not usually, but
always uniform in quality — is always
exactly as sfjecified — which possesses the
electrical, thermal, chemical, and me-
chanical properties that a lasting insulation
must have and which a cheaper insulation
cannot have.
Let a Micanite engineer talk it over with
you from a technical and economy stand-
point.
New York Office
68 Church St.
MICA INSULATOR COMPANY
Sole Manufacturers of Micanite
Established 1893
Schenectady, N. Y.
Chicago Office
542 So. Dearborn St.
CANlTF
INSULATOR ^
■ REG U S. PAT OFF
ELECTRICAL
INSULATION
Micanite armature and commu-
tator insulation; commutator
segments and rings; plate; tubes;
bushings; washers; cloth; etc.
Empire oiled insulating mate-
rials: cotton; canvas; duck;
linen; paper; tape; tubes; etc.
Kablak black varnished cloths
and papers.
Varnishes; shellacs; compounds;
fibre; pressboard; twine; un-
treated papers, cloths, etc; glue;
stay binding; soldering paste;
etc.
November 19, 1921
Electric Railway Journal
17
'^\
^^pS^^P"
»!»%'»a>1ty>>%»»%%i>'%>'»y»y*>%%'«»»M
The Guarantee Contract
When a street railway company signs a contract for Galena Oils it is not simply a
question of buying oils, but lubrication and service. Oils of themselves are valueless —
it is their ability to eliminate friction and protect and preserve the bearing parts of
expensive equipment that gives them value to the purchaser. This value cannot be
gauged by oil bulk, but by lubricating service.
Galena Oils may be purchased on either the gallonage, or the mileage and kilowatt
hour basis. The contract is merely a guarantee of the ability of the gallons involved
to perform collectively the same degree of service as they are capable of giving indi-
vidually.
It is our implicit confidence in the ability of Galena Oils to render maximum service
that makes the guarantee contract possible. This confidence is begotton of the knowl-
edge of experience, and the absolute certainty that the uniform high quality of our
products are carried in every gallon.
The guarantee absolutely demands so many lubricating service units from each gallon
of oil. It offers complete protection to the consumer. It is proof positive of Galena
Quality, as no other oils have been successful in meeting its requirements.
The guarantee contract is a challenge to quality;
it determines the difference between
"con" and confidence.
Y
««•«•»•*•»•»♦■•«••■♦•««*«♦**!»»'»■«»*"•♦*»*■•»'
^Galena-Signal Oil CbrnpanyJ
New York - Franklin, Pa. Chicago
and oflRces in principal cities '
18
Electric Railway Journal
November 19, 1921
■Ja^ H-
Health, housing and happiness — these three factors in the
modern industrial life are dependent upon rapid transporta-
tion to counteract the evils of congestion.
The World's Greatest Suburban
Electrification
Pantograph Sliding Trolley.
As long ago as 1896 the General
Electric Company suggested the
electrification of the many-miled
steam rapid-transit systems of
"Melbourne the Magnificent."
'But it was March, 1913 before
the contracts were placed by the
State of Victoria, Australia.
With the experience of the worid
to draw from, Merz and
McLellan, the engineers, recom-
mended 1500 volts direct current
and the use of G-E motor and
control equipment for the 400
motor cars and 400 trailers to
operate over 335 miles of single
track. They found the high-
tension direct current was the
lowest in both first and con-
tinuing costs.
Electrification at Melbourne is
making possible a great increase
over the old steam schedule
range of 13 to 18 miles per hour,
thus helping to sustain the repu-
tation of this metrojxjlis as a
city without congestion.
Idne Breaker
Controller
General Office
Schenectady: NY
GeneralWElectric
2&M
Company
Sales Offices in
all large cities
Electric Railway Journal
Consolidation of Street Railway Journal and Electric Railway Review
HBNBY W.BLAKE and HABOU) V.B0ZEIJ-,Edltur8 HENRY H.NOBBIS.Managlnl Editor
HARRY L.BBOWN. Western Editor N.A.BOWEBS.Paclflc Coast Editor H.S.KNOWLTON.New England Editor C.W.SQUIEB.A880Clate Editor C.W.STOCKS.AsBOcltte Editor
G.J.MACMUBRAY.News Editor DON'ALD F.HINE.Edltorlal Representative PAUL WOOTON.Washlngton Representative
Volume 58
New York, Saturday, November 19, 1921
Number 21
Applying Dispatching Principles
in One's Work and Play
AMONG the ills from which the electric railways, like
./l. other industries, are suffering is the lack of
effectiveness on the part of individual employees in all
ranks and departments. Few make the most of their
opportunities, the majority failing to realize that what
benefits the service reacts to their own profit. If this
statement is accepted, it follows that the biggest job
on the manager's hands is an educational one. It con-
sists in arousing the employee's self-interest and as-
sisting him to apply it so as to produce results for
himself and his employer. The following homely phi-
losophy applies to the present situation.
In this democratic country the success of every indi-
vidual is largely up to himself. This success is due
in great measure to the way in which he employs his
time, both that which he sells to his employer and that
which he reserves for himself. The man who ap-
preciates this fact and acts upon his knowledge has an
enormous advantage over his fellows, because most of
them are prodigal in their wastage of this unreplace-
able resource. The thrifty one prospers not only because
he is wise but also because so many are fools. The
railway man ought to be more careful in this matter
than many, because he sees constantly illustrated the
importance of careful dispatching. He should find it
easy to apply the same principle in the use of his
own work and play time.
Arnold Bennett has put the thing in a nutshell in
his little book, "How to Live on Twenty-four Hours
a Day." The underlying idea therein is that the aver-
age man's time is not well utilized, that he needs a
program in order to make the most of his twenty-four
hours a day. The fact is that he needs a schedule. His
duties require dispatching. It's up to him, not his
employer, to do this dispatching. The chap who knows
how to employ his time well is the "boss's" joy. He'll
be boss himself some day.
Sitting recently in a railway office, waiting to see
the "big chief," the writer had opportunity to study
the clerks at close range for some time. He felt de-
pressed at the apparent lack of plan and purpose in
their work. "These fellows," he thought, "need a dis-
patcher." The opposite condition was illustrated in
the case of Frank A. Vanderlip, the famous contem-
porary banker. When engaged as a vice-president of
the National City Bank, he had no duties assigned to
him. He was in fact apparently left upon his own
resources. Somewhat nonplused at first, as soon as he
realized that it was incumbent upon him to make his
own work he lost little time in doing so. He was a good
self -dispatcher. His promotion in due course to the
presidency of the bank was a logical outcome. He just
couldn't help it.
The way in which some people can turn out work is
a marvel. Theodore Roosevelt was a conspicuous ex-
ample. His career almost makes one dizzy to contem-
plate. He was able, among innumerable duties, to write
more than 150,000 letters, many of them lengthy. He
could do all of this because he early acquired the prac-
tice of dispatching his work. And he knew how to
play, too. What he did on a large scale, all railway
men can do on some scale. But unfortunately, most
of them won't. If many did the railway millennium
would be here.
Efficient Lubrication Is a
Vital Maintenance Problem
ELECTRIC railway men responsible for the main-
tenance of car equipment have long recognized that
the period that a car can safely run between oilings
determines the maximum inspection period for the en-
tire equipment. Efforts of designers have therefore
been devoted largely to arrangements that will insure
proper lubrication over as long a period as possible.
Oil wells have been provided in the motor housings to
car»y an additiornal supply of oil over that contained in
the waste packing, and openings for inspection and
refilling have been made as accessible as possible to
insure proper attention.
Careful design is but one link in the chain of efficient
lubrication. Others of equal importance are the use of
proper materials for packing, lubrication and bearings
as well as the application and maintenance of these
materials when used.
Manufacturers now consider the furnishing of service
and advice relating to their product just as essential to
their success as the sale of their material. Oil com-
panies have experts who visit the various railway prop-
erties and advise those responsible for the application
of their product as to the most efficient use and the
proper grades of oil that will give the most satisfactory
service under the conditions of operation. Railways
follow the advice given with confidence as experience
has shown that these experts know their particular
branches thoroughly and suggest many helpful policies.
The choice of materials is thus taken care of in a satis-
factory manner.
The problem of lubrication and bearing maintenance
is a very vital and difficult one. The work of an oiler
is not particularly attractive, and it is hard to keep men
on this work for a sufficient length of time to train
them thoroughly. Trained men are very necessary,
however, if the best results are to be obtained. One
way of making the work attractive is by increasing the
rate of pay. It is not economical to use cheap men for
this work, as much depends on the thoroughness with
which the work is carried out. A careless inspection
may result in damage to an armature necessitating its
rewinding and thus cost more than a month's pay of a
good man. Definite limits of wear for bearings should
be adopted for each shop. They assist the workman,
and the best of lubricants and the most efllicient method
of applying them will not lubricate a bearing worn so
that improper alignment results.
An efficient oiler should also have a knowledge of the
890
Electric Railway Journal
Vol. 58, No. 21
different classes of babbitt and of waste packing. He
should know how to babbitt bearings and pack boxes as
well as have a knowledge of the grade of lubricants and
methods of applying them. The quality of the lubri-
cants used is very important, but the type of man who
applies them and inspects the bearings is more impor-
tant.
A Good Product Is Necessary
Before Advertising Is Valuable
ADVERTISING, as a proper and necessary activity
L on the part of railways, has been constantly urged
by the Electric Railway Journal and by other
agencies devoted to the best interests of the electric
railway industry. But it will not pay to advertise any-
thing, unless the advertiser is prepared to "deliver the
goods."
There has been a good deal of talk in railway circles
about selling transportation, but sight must not be lost
of the fact that the transportation should be "salable"
if it is to be sold. Once in a while a good salesman can
sell a poor product, even in the transportatioii business,
but in the long run it is risky business to advertise poor
wares.
The letter of J. A. Emery in the Nov. 5 issue of this
paper is typical of remarks both within and without
the industry. There is no lack of appreciation of the
financial difficulties attendant upon providing more sal-
able transportation, but what enterprising merchant
who had suffered reverses would attempt to build up
his business with a mediocre product expecting the pub-
lic to appreciate his plight and buy more of his mediocre
foods at higher prices to put him on his feet? The lack
of complete parallel is fully appreciated, but there is
enough in the comparison to think about.
Selling Raisins
and Selling Rides
WHO has not seen the breaking out like a rash
lately of little red cartons of raisins at 5 cents the
package? A few months ago the only way to buy
raisins was by the pound. While many people have
always loved to eat them "in the raw," they were not
willing to buy more than they could eat comfortably
en passant. What was it that prompted the raisin
growers to make so sensational a departure in their
selling methods ? The answer is : An overproduction of
raisins that could not be disposed of through the tra-
ditional channels of merchandising. Something non-
traditional had to be done, and done quickly and in a
big way. What happened was that the raisin interests
got together and agreed upon an advertising campaign
running into hundreds of thousands of dollars, for as
merchants they understood very well that good wine
does need a bush, notwithstanding the old proverb.
Within a few months, the slogan : "Have you had your
daily iron?" was known from coast to coast. It was
not long before it actually became difficult to supply the
demand. It is reported that in one case several carloads
of raisins on the way to a candy manufacturer were
practically torn from his hands at a price far beyond
his own outlay.
Is there no tip for electric railways in this wonderful
coup? Why cannot we devise selling schemes that will
give the street railway ride a new and more attractive
flavor? Must we forever continue to sell our product
at the same price regardless of quantity, of quality, of
time of day, or can we devise various means of giving
the public what it wants in the right size package at
the right price? The economic conditions, tastes and
transportation standards of pre-war and pre-auto times
have gone, never to return, and with them must go the
idea that people ride street cars only because they have
to and not because they want to save time and its equiva-
lent in money.
As a corollary or proof of the truthfulness of this
argument, the actual selling of rides in Youngstown,
Ohio, as described elsewhere in this issue, is offered in
evidence. The records from the first few weeks use
of the new pass surely indicate that rides which would
never have been taken otherwise have added materially
to the company's revenue.
Reduce Unnecessary
Handling of Equipment
THE two great things needed in our shops today
are the ability to do work cheaply and to do work
well. Both require proper shop equipment efficiently
arranged. This means that in laying out a new shop
or reconstructing an old one the equipment engineer
should proportion the amount of space in the various
departments to a large extent according to the equip-
ment used and its arrangement.
While, no doubt, there is an urgent need for new ma-
chine tools in most of the present railway shops, few
officials feel that such an expenditure can be undertaken
at present. The rearrangement of present equipment,
however, is an important problem that can be under-
taken and should be considered in any plans looking
toward increased production, better workmanship and
reduced cost for performing the work. The expense is
small for regrouping machines and relocating depart-
ments, but important results can be accomplished by
doing away with unnecessary movements of operation
and the handling of the parts to be repaired. The effi-
cient arrangement of buildings and machinery always
receives very careful consideration in manufacturing
plants, and while few railway shops do very much manu-
facturing, the principle can be applied to equipment
repairs with beneficial results. There are too many rail-
way shops where the most frequent and important jobs
require the transporting of equipment from one depart-
ment to another and back again before the repairs are
finished.
Electric welding equipment is now considered quite
essential for railway maintenance work. Where this
work is done as a separate department its location con-
venient to the truck and overhauling shops will save
much unnecessary labor. The Washington Railway &
Electric Company has provided permanent lines from
the welding room with plug-in sockets located in the
truck and carpenter shops so as to take care of repairs
to parts which cannot be easily transported to the weld-
ing shop. A convenient arrangement and location for
the wheel and axle work is most essential, and cranes
located so that wheels can be handled from the trucks
to the wheel lathe in one operation will increase the pro-
duction of the overhauling department.
The mere provision of machine tools for doing the
work is not enough. Careful consideration of the
handling problem is equally important. A study of con-
ditions as they exist in connection with routing dia-
grams will usually disclose many improvements that can
be put into effect without excessive cost.
November 19, 1921
• Electric Railway Journal
891
Baltimore's New Trail Cars
By Changing Gear Ratio, Strengthening Brake Rigging and Installing New Control Equipment and
Couplers, Motor Cars Already in Service Were Provided for
Hauling the New Trailers
By L. H. Palmer
Assistant to President, United Railways & Electric Company,
Baltimore, Maryland.
Center-Entrance Trailer in Operation
THE United Railways & Electric Company of Balti-
more has made it a practice to purchase a sub-
stantial number of new passenger cars almost
every year. For about fifteen years these purchases
have all been semi-convertible, four motor, prepayment
cars with four passenger longitudinal seats at each end,
and seven pairs of cross seats in the center of the car,
which provided a standard seating capacity of forty-
four. Later purchases of ears have had inclosed vesti-
bules with three additional platform seats, making a total
of forty-seven. The cars of the open-platform type are
being converted into closed platform cars, so that at the
present time out of a total of 560 open-platform, semi-
convertible cars, all but fifty-four have been changed
over to the inclosed platform prepayment design. Dur-
ing the war eighty cars of the same general type, seat-
ing fifty-five people, were purchased. Altogether the
company owns 884 cars of this pattern. The maximum
peak requirement for normal service had reached 1,175
before the present business depression.
In 1919 and the early part of 1920 careful investi-
gation was made to determine the type of new equip-
ment that should be purchased to replace worn-out cars
and also to provide additional passenger capacity, and
as a result of these studies 100 center-entrance trail
cars seating sixty passengers each were purchased.
These trail cars, complete, cost just about one-half as
much as a motor car, and their capacity was 14.4 per
cent greater than our latest standard four-motor, fifty-
five-seat cars, and 40.9 per cent greater than the stand-
ard forty-seven-seat cars, these percentages being
based on the average fifteen-minute maximum load al-
lowed under the rules of the Public Service Commis-
sion of Maryland.
A survey of the equipment in service indicated that
three of the series of cars already in use on the prop-
erty had suflScient motor capacity to haul these trail-
ers for two or three hours during the morning and
evening peak periods, without unduly burdening the
motors. Eighty of these cars were used on the Bay
Shore line and provided with high-speed equipment
operated over a suburban route to a park some 16 miles
from the center of the city.
By changing the gear ratio, installing Tomlinson
couplers, strengthening the brake rigging and installing
new control, we were able to provide a motor car that
could haul these trailers over any of the grades and
road conditions met with in Baltimore. These cars had
been in service since 1905, and were in good physical
shape, although the control equipment, which was of the
old AB type and had seen very severe service, had reached
such a point that Its maintenance cost was extremely
high and it had either to be entirely rebuilt or replaced.
Furthermore, the high gear ratio had given much
trouble, particularly when running at low speed through
the congested city streets. Here was an opportunity.
Floor Plan of Cbntee-Entrancb Trailers
892
Electric Railway Journal
Vol. 58, No. 21
therefore, to rehabilitate these cars as far as the con-
trol equipment was concerned, putting on new gears,
vestibules and new couplers, and thus get much more
efficient service out of them, and reduce motor trouble
and power consumption by installing a 14: 70 pinion and
gear combination instead of an 18 : 66. Into this pro-
gram the trail car fitted remarkably well.
In addition to the high-speed suburban cars referred
to, a number of four-motor cars from other lines were
1
- m
A Low Step to the Entrance Well
equipped with necessary couplers, air-brake and control
apparatus to operate trailers. These latter cars did not
have as large motor capacity as the ones previously
referred to, but had sufficient to handle the trailers over
some of the more level lines of the city.
Altogether 130 cars were equipped to handle 100
trailers, the additional thirty cars being intended to
provide for disabled cars, accidents, contingencies and
to give sufficient flexibility.
Weight per Seated Passenger Very Low
The cars purchased, as shown by the floor plan and
the pictures of the exterior and interior, were of steel.
The car complete weighs 29,000 lb. and with its seat-
ing capacity of sixty gives an average weight per seated
passenger of approximately 484 lb., which was prac-
tically one-half the average weight per seated passen-
ger of our latest four-motor equipment, and about one-
third that of our heaviest four-motor equipment.
It is obvious that the rush hour carrying capacity of
the cars pulling these trailers was more than doubled
with the use of one more platform employee. The con-
gestion on the streets was reduced somewhat, due to the
operation in two-car trains instead of as single cars.
This increase in capacity was estimated at from 15 per
cent to 25 per cent, depending upon the degree of con-
gestion and the amount of vehicular traffic. The use
of these trains has meant quicker loading of passengers,
together with faster operation over intersections.
It was also concluded that there would be some de-
crease in maintenance expenses of track, due to the
lighter weight of the cars, and of course there was
lessened consumption of current for the same reason.
A saving of approximately $50,000 annually was esti-
mated in maintenance of equipment, through the use of
trailers, a large part of this accruing because we" would
be enabled to retire approximately 100 old-type cars,
equipped with inefficient motors which were practically
worn out and whose maintenance was most expensive.
Mention has been made of the fact that these trail
cars cost about one-half of what motor cars would cost.
Due to the high cost of new money, the capital saving
effected by postponing the purchase of further motor
cars was material. It might be added that during our
studies serious consideration was given to the use of
the Peter Witt design of motor cars, and we are favor-
ably inclined toward the use of this car when it be-
comes necessary to purchase additional motor equip-
ment.
Some decrease in accidents was expected, due to the
center-entrance feature, the entirely inclosed car body
and the location of the conductor at the only entrance
and exit, and in complete control thereof. From the
public standpoint, a favorable impression was made by
furnishing new, large, commodious cars and by the
elimination of worn-out equipment of obsolete design,
whose break-downs caused delays to the service and
criticism.
The motor cars released by the operation of the trail-
ers, except the obsolete cars referred to, enabled us to
displace equipment of smaller capacity on other lines,
thus providing improved service and additional seats,
without the operation of additional car-miles.
It has been found feasible also, as was expected, to
use these trail cars on lines serving resorts and amuse-
ment parks on Saturdays, Sundays and evenings during
heavy riding in the summer season.
Some revision of terminal facilities became impera-
tive, particularly if trailers were to be operated. Loops
had to be provided at the ends of the lines, and special
work at some carhouses had to be rearranged. It has
been necessary to watch carefully the handling of these
cars at terminals, because we realize the time neces-
sary to couple them and put the cars into service would
affect the headways. Proper track layouts and the edu-
cation of crews have practically eliminated this diffi-
culty.
There is some lack of flexibility, because these cars
must always be handled as trailers and even in an
emergency cannot be used as a front end of any train,
as they are not provided with control equipment. How-
ever, this has not proved a serious disadvantage, nor
have the sizes of the operated units been a serious detri-
ment in moving through the crowded and narrow
streets.
During the past summer the performance of the
motors on the cars pulling trailers has been carefully
watched, and our judgment is that, generally speaking,
the motors have not been seriously overloaded, although
it has been found that the all-day duty could not be
obtained without a substantial increase in motor
capacity.
Aside from the financial question involved in the
purchase of trailers versus motor cars, the four con-
trolling factors from the operating standpoint were:
(1) Loops and carhouses, (2) grades and clearances,
(3) substation and distribution capacity, (4) motor-car
capacity. No changes in clearances or grades were
necessary, except at a few places, particularly corners
where the curbs had to be set back a little, because of
the center well of the trail cars. Some rearrangement
of distribution lines was necessary, a provision would
have been required anj'way, had service on the routes
in question been increased by the addition of motor
cars instead of trail cars.
The 100 cars were divided among six of the impor-
tant trunk lines of the system, releasing thirty motor
November 19, 1921
Electric Railway Journal
893
cars for other service, besides eliminating 100 obsolete
cars previously mentioned. An estimated saving of 11
cents per car-mile was calculated from the operation of
trailers, and in actual practice the figures to date indi-
cate that this saving has been made.
One of the operating difficulties encountered, and
which we are overcoming through careful instruction
and supervision, is occasioned by the use of semi-auto-
matic air brakes. If a motorman is not careful to re-
lease most of his air while the car is standing awaiting
the loading and unloading of passengers, he will lose
two or three seconds per stop after getting the proceed
signal. This delay can practically be eliminated if the
motorman is alert and handles his air brakes accord-
ing to instructions.
Additional Loops Were Necessary
In operating these cars on the six lines selected, it
was necessary to purchase property at two points and
to install loops or loop connections at five additional
points, making seven in all. An estimated saving of
18 per cent on the total expenditures for cars, track and
distribution was calculated, and while the cars have not
been in service for a long enough time to check this
on a yearly basis, results to date indicate that, from
the use of these cars, this saving will result. As in-
creasing traffic demands the operation of greater trail-
car mileage, the savings made will increase, because of
the lesser expense per mile for trail-car operation. The
trailers are equipped with standard HB lifeguards,
which was decided upon after consultation with the
Public Service Commission, in place of putting on a
wood housing around the trucks.
The cars are 48 ft. 2A in. long over anti-climbers,
8 ft. 41 in. wide over water table, side posts are on
2 ft. 5J in. centers, and the height from rail to top of
roof measures 10 ft. Hi in. The cars are equipped
with 26 in. steel wheels and arch-bar trucks with in-
side-hung brakes and Gould type slack adjusters. The
height of the first step into the well of the car is 15* in.
with a ramp of IS in. From this well the height of the
second step is 91 in., and from this step there is a ramp
rising 4 in. from that level which brings the passenger
to the general floor level of the car body. Two double
sliding doors are located on each side of the center of
the car and are operated manually pneumatic. The
door entrances are provided with interlocking safety
door control and motorman's signal light equipment, so
that the cars cannot start until the doors are closed.
These same connections were installed on the doors of
the motor cars that were altered to haul the trailers.
Hunter illuminated signs are installed over each center-
entrance door, each sign with space for twenty-five
destinations; signs are 48 in. wide.
Cars Have Monitor Decks
The cars are of the monitor-deck type with a white
enameled finish for the ceiling. No headlining is used
in the upper deck. Ten 36-watt Mazda lamps, spaced
down the center of the car with special white opalescent
globes, fui-nish night illumination, and with the white
ceilings present a very agreeable appearance during the
hours when artificial light is necessary. The push but-
tons and other signal lights are connected through the
drawbar and operated by an Edison Bl-H battery. This
battery also operates the push button used by the con-
ductor in signaling the motorman and the signal bell
located on the motor car for the conductor's use.
As shovra in the plan of the car, a four-sided stand
is located in the center of the well and carries the fare
box, with ample space for the conductor's signal bells
and for door-operating handles. Upright stanchions are
located in the middle of each of the door openings and
three additional stanchions are located at each of the
transverse sides of the well at the step leading into the
body of the car. The control of the movement of pas-
sengers around the conductor's stand and in and out of
Interior of Centkr-Entran'ce Trailer
the car is had by means of chains and ropes attached to
these stanchions, which can be adjusted as necessary to
handle the traffic. Two stanchions are also located at
each end of the car at the ends of the circular seats.
The hand straps on the cars are fitted with Bakelite hand
holds.
On each coupler is attached a box carrying five wires,
one for lights and electric heaters, two for the signal
system, one for the door interlock and one extra. An
automatic device for preventing the coupler on the rear
end of the trailer from becoming alive is provided, so
that there is no current on the rear end of the trailer
back of the entrance well.
The ratchet handbrake shaft is located in the well at
the conductor's stand, out of the way of the passengers,
but where it is of ready access in case of emergency.
This is fitted with an Ackley adjustable brake. In addi-
tion to Johnson fare boxes, each trailer is equipped with
an International R-7 register.
Give Careful Attention to Field Jumpers
ONE of the mo'st common types of motor failures is
caused by loose field jumpers. The cost of remov-
ing the armatures for repair of the jumpers is a big
item of expense in addition to the damage caused by the
loose field jumper itself. A very satisfactory method
of treating the ends of the jumpers is to tin the variou*
strands together and then to wrap them with a fine
wire, then thoi-oughly tin again. A better method is to
tin the strands together and then place a copper ferrule
over them which should be very carefully soldered to
the jumper. If this method is used the screw in the
field terminal, which essentially should have a tight
thread, will not come loose as readily as when the ferrule
is not used since the strands of wire are apt to break
apart and cause a lo«se lead and excessive heating, then
burning of the motor lead or terminal and sometimes
both, which results in a complete motor failure.
894
Electric Railway Journal
Vol. 58, No. 21
Changing from Left to Right Hand
Operation
The Chan^ge of the Rule of the Road in British Columbia
Introduced a Large Variety of Problems to the
British Columbia Electric Railway, Ltd.
By W. G. MURRIN
Assistant General Manager, British Columbia Electric
Railway, Vancouver, B. C.
IN ACCORDANCE with the highway amendment act of
1920 passed by the British Columbia Provincial Legis-
lature the rule of the road was changed from left to right
hand operation, the change becoming effective in the
western portion of the province on Dec. 31, 1921. The
eastern portion of the province was changed over on
July 1, 1920. This change involves the British Columbia
Electric Railway in a $1,000,000 expenditure in chang-
ing over its rolling stock, tracks and overhead to permit
of right-hand operation on its 368 miles of city, sub-
urban and interurban tracks.
In order that the magnitude of the work involved in
making this change-over may be understood I give
briefly particulars, under the three headings of track,
overhead and rolling stock, of what has to be performed
and how we are doing it.
Track. — The following work will have to be performed
in order to permit of cars and trains to operate right
hand with the same efficiency, safety and convenience
as they are at present being operated :
1. Take up and lay with new material forty-four
permanent and twelve temporary cross-overs.
2. Take up and lay with new material seven per-
manent and one temporary Y layouts.
3. Change electric switches to adjoining tracks at
nineteen different points.
4. Change position of eight derails.
5. Change spring switches.
6. Change elevation of certain portions of interurban
tracks to permit of safe operation.
7. Change location of stations, shelters and plat-
forms at thirteen points on double-tracked interurban
lines.
Cab in the Process of Conversion. Platfxjhm Must Be Cut
Away and Support Bent to Allow for Steps. Changes
Are Also Necessary in Bulkhead Doors
The permanent installations referred to above are in
tracks constructed on paved streets, necessitating the
pulling up of pavement, etc., and the relaying of this
again following the track changes. The temporary in-
stallations mentioned are in tracks constructed on non-
paved streets. The new track material and special work
necessary to carry out the changes is now on order for
delivery in December next. The installation, however,
cannot be commenced until after the first of the year,
when it will be proceeded with as speedily as possible.
The estimated cost of track alterations that are neces-
sary is $416,902.67.
Overhead. — The overhead changes in connection with
this problem are by far the lightest part of the work and
are estimated to cost $17,722. This covers cost of mak-
ing all necessary changes to crossovers, electric switches,
Ys, frogs, insulators, curves, &c., to permit of the effi-
cient operation of the system with right-hand movement
of traffic. Like the track changes, very little under this
heading can be accomplished until after the change-over
becomes effective.
ENTRANCE AND EXIT VIEWS OF THE BRITISH COLUMBIA CAR BEING RECONSTRUCTED
The view at the left shows the car fitted with right-hand doors. At the right, views of front end of car showing the good work
The boards shown are fastened so as to be easily removable of the master mechanic's department. Present left-hand door is
when the change is made still on the other side and will be taken oft after change is made.
November 19, 1921
Electric Railway Journal
895
Rolling Stock. — Rolling stock changes constitute the
major work and expense involved in this change-over
and I know of no precedent by which we might be
guided in carrying them out. There are 269 units to be
changed over and made suitable for right-hand opera-
tion. These include 189 single-end cars, 73 double-end
cars, 6 sweepers and 1 plow.
The above equipment comprises twenty different types
of cars and each type requires special alterations suit-
able only to that particular class of car. The difficulties
we have to meet in making the rolling stock changes will
therefore readily be appreciated. Work has already
commenced in making temporary alterations to Van-
couver city cars and we expect by the end of the year
to have practically all rolling stock units changed over
in a temporary fashion ready for right-hand operation.
These changes are being carried out with the least
possible inconvenience to the traveling public and work
is proceeding along the following lines :
Eight to ten cars at a time of a certain type are being
brought into our Prior Street shops, located in Van-
couver, where temporary alterations to front and rear
vestibule are made as well as the installation of tem-
porary steps on the right hand side of cars. The right
hand side openings are then boarded up and the cars
are put back into service. When the change-over is
actually about to take place the services on all lines will
be considerably reduced for a period of from one to four
days, during which time the cars so released will be
made suitable for right-hand use by removing the boards
from the right hand side openings, above referred to,
and tying up securely the gates or doors, of which all
our cars are equipped, on the left-hand side. With this
completed the cars will then be ready for service. When
all units have been so changed it will be necessary
systematically again to put all the cars through the
shops, two or three at a time, when permanent altera-
tions will be made, such as the installation of steps and
gates or doors (to conform with government regula-
tions), the installation of mechanism to operate same,
as well as many other details too numerous to mention,
but which can only be cared for after the change-over
takes effect.
I estimate it will take approximately eighteen months
or two years to put all the units through the shops and
equip them permanently for right-hand operation in the
same manner as they are at present equipped for left-
hand operation.
The estimated cost of changing over our rolling stock
units to conform with the change of the rule of the
road is $498,773.
The above expenditures for the three items of track,
overhead and rolling stock when summarized are as
follows :
Track alterations $416,902.67
Overhead work 17,722.00
Rolling stock 498,773.00
■ Total $933,397.67
The above figures do not include indirect losses ir
revenue which the company is bound to suffer from one
cause or another for months following the change be-
coming effective, nor does it take care of increased acci-
dent costs, which will undoubtedly be high and which
it is impossible to estimate.
Of the total figure quoted above the provincial govern-
ment has agreed to contribute $350,000.
Unusual Method of Raising Traek
Expediency Is the Keynote of the Method Which Was. Used
in a Track Grade Change on Lafayette Avenue in
the Borough of Brooklyn
By R. C. Cram
Engineer of Surface Roadway Brooklyn (N. T.)
Rapid Transit Company
THE city of New York recently decided to widen
Lafayette Avenue in the Borough of Brooklyn for
the purpose of providing better facilities for auto-
mobile traffic. The avenue is very popular for through
traffic and is occupied by two street railway tracks for
a distance of about 800 ft. between Fulton Street and
Flatbush Avenue. The roadway of the street was
widened about 10 ft. on each side by setting back the
curbs and removing all sidewalk encroachments. Inci-
J)t rod Jit""'
IhnnnfTtninnnrfnrir^f-
^ ^Ballast
h'avmg' , . ^ •• ,„ . ">p of rail. |j",
<■ fonrrefe
Tie rod 'Sfeet fie 7' fong
Sections of Track in Lafayette Avenue, Brooklyn,
Before Adjustment to New Grade
dentally, a stairway leading to the elevated railroad
structure on Fulton Street and two columns supporting
the structure have been left as obstructions in the road-
way outside the new curbs. A difference of opinion
exists as to whether the railroad or the city should pay
the cost of removing and relocating them.
The surface tracks in the street were built in 1907
and have been used principally as a relief line in
rush hours and during blockades. As originally con-
structed the tracks were laid with 7-in. 114-lb. girder
groove rail with Lorain electric bar-weld joints on
Carnegie steel ties set in concrete and spaced 4 ft. on
New concrete.
New aiphalf-
surface
New 6''/.8'k6' ye//ow p/ne
Trail--. '"""'^ ''«■■ ^""
";*^
-^>-
'^Uickfill '^'^''^H^^^''-'^'''^^^^'^^¥'^^^'^'^^^'''^^'^^f concreh
'f"wood biockirjg '0/d sfeeJtie
variable fhickneis left in
Raised Surface Track Construction
centers. Tie rods were spaced 4 ft. on centers between
ties. The pavement between outer rails consisted of
6-in. granite blocks with cement grouted joints on a
1-in. sand cushion. The concrete track base or foun-
dation was about 6 in. thick between ties and 12 in.
thick at ties. The roadways were paved with sheet
asphalt on a 6-in. concrete base in immediate contact
with the outer rails.
The new width of the street called for a raise in the
grade of the tracks ranging from 6 to 10 in. and run-
ning out to meet existing grades at each end of the work
896
Electric Railway Journal
Vol. 58, No. 21
where connections are made with tracks in Fulton Street
and in Flatbush Avenue. The railroad was confronted
with the problem of how to raise the tracks in a mini-
mum of time and expense as the contractor for the city
was proceeding with his work and the railroad was
very short of funds.
Adjustment and Replacement of Original
Construction Too Costly
It appeared at first as though it would be necessary
to break out the concrete track base, raise the st«el
ties and resurface the tracks to the new grades on new
concrete, as in the original construction. Estimates
indicated that this would not only be a costly procedure
but also would require a great amount of time in order
to pennit a new concrete track base to set properly.
This in turn would have put the tracks out of service
too long and would have caused considerable delay to
the city's part of the work.
It was also suggested that the entire old construction,
concrete, ties, rails and pavement, might be raised bodily
by jacking it up in convenient sections. This would
have been a slow and expensive procedure, as it would
The removal of the pavement practically exposed the
tie-clips and these were removed by cutting the hold-
down nuts. The rails were jacked up and new wood
ties installed, the old concrete base and steel tie» being
left in place.
After a fair stretch of track had been raised it was
blocked to grade ready for installation of a new con-
crete base. The latter was then tamped under the new
ties so as to transfer the bearing directly to the old
track base. In the short stretches where full ties could
not be installed near the run-off points, the top surfaces
of the ties were adzed sufficiently to allow the rails to
set down to grade and special shortened spikes were
used to fasten the rails. At the run-off points in the
grades the rails were simply blocked on the old wood
ties, which fortunately were found here due to their use
under the special trackwork at the ends of the job. It
was unnecessary to disturb any original ties whatever,
either wood or steel. The original tie rods were left
in place.
The city replaced the original granite pavement with
sheet asphalt on concrete between the outer rails. Con-
sequently the new concrete was brought up to within
Working on Second Track Preliminary to Raising
have required extensive cutting of old concrete, and con-
siderable doubt was felt as to whether it would have been
possible to install a new bed of ballast under the old
concrete in a manner that would insure against future
settlement. Extra filling material for this would have
been required also.
The method adopted was pursued after a careful con-
sideration of the amount of grade change or lift. This
was sufficient, except at the run-offs on each end meet-
ing existing grades, to permit the installation of new
wood ties on 30-in. centers either directly upon the old
concrete track base or by blocking under the ties rest-
ing on the old base.
The original concrete which was under the old asphalt
pavement in the 2-ft. strips outside of the outer rails
was broken out by air drills operated from an air com-
pressor car normally used for sand blast work in con-
nection with cast welding operations. This was the
only concrete which had to be removed as the city con-
tractor had left it irt place because it was below the
subgrade of the new roadway pavement. Its removal
was necessary because it prevented the installation of
the new wood ties. The existing track pavement was
removed by the city contractor.
One Track Ralsed Into Position us Wouuio.n Ties
3 in. of the tops of the rail heads. This in turn pro-
vides a new concrete base about 16 in. thick under the
asphalt pavement surface between ties with the addition
of another 6 in. in the old concrete track base, so there
is a total of 21 in. of concrete. Wood blocking of vari-
able thickness was used between the old and new ties
and the intervening space was filled in with new con-
crete, the average thickness of the concrete being 4
in. All of the concrete work was done by the city
contractor.
The bar-weld rail joints were found to be in perfect
condition and bid fair to last during the remaining
life of the track. Such of the steel ties as were exposed
for examination were found to be in very good condi-
tion.
The accompanying views show the general fea-
tures of the work. It is thought that this is the first
time the procedure outlined has ever been undertaken.
Only the work of raising the tracks and tamping con-
crete under the ties was done by the railroad company.
This took a gang of sixteen men about ten days to com-
plete at a cost of $0.52 per foot of single track for labor
only. About 454 cu.yd. of new concrete was installed in
the railroad area by the city contractor.
November 19, 1921
Electric Railway Journal
897
A Corner oi- the Machine Shop
The Woodworkinq Shop Is Fully Equipped
Providing a Repair Shop with Little Money
The Eighth Avenue Railroad of New York City Has Rearranged and Reconstructed Its Carhouse
to Make a Repair Shop and to Give Better Facilities for Carrying on the Work
By C. p. Westlake
Supervisor of Equipment, Eighth Avenue Railroad. New Yorli, N. Y.
THE difficult problem of reconstructing an old car-
house to provide facilities for equipment main-
tenance and the adding of desirable improvements
has received much attention for some time past by those
in charge of this work for the Eighth Avenue Railroad,
New York. The accompanying illustrations show some
of the departments as arranged. The building at the
corner of Eighth Avenue and Fiftieth Street, which is
now being used for overhauling and maintenance re-
pair work, was a combined carhouse and stable during
horse-car days. The small openings originally at the
head of stalls were entirely inadequate to give the
necessary light for railway repair work, so these were
enlarged and sash and glass were installed. Walls and
partitions were added and changed and the various
departments were located to provide an efficient routing
of the work through the shop. Realizing that shop
capacity is materially increased by an efficient grouping
of departments and by the efficient arrangement of the
equipment in each department, a special effort has
been made to place departments and machines in the
logical order that a piece of equipment will take when
repaired. Thus the blacksmith shop, the welding room
and the babbitting room follow each other in the order
named. The armature repair department is adjacent
to the machine shop and lathes in the machine shop
used for turning commutators, and finishing shafts,
bearings and banding armatures are placed nearest the
armature room. A portable shop crane is used to
handle the armatures from the armature room to the
lathes. Passageways and aisles have been kept as wide
as possible to give free movement and prevent blocking
and delaying of material handling.
Believing that better work and more of it can be pro-
duced by eliminating interference and the distraction
caused by doing too many kinds of work in one room,
each department has been partitioned off and localized
as much as possible. These partitions are closed from
the floor to a height of about 3 ft. and above this wire
netting is used. This arrangement gives efficient light-
Racks and Bins Assist the Storekeeper
Partition Construction Used for Segregating Departments
898
Electric Railway Journal
Vol. 58, No. 21
The Controller Overhauling Department
ing and ventilation and permits ready inspection from
the outside of the work being done. The various work-
men like the privacy given by this arrangement and as
each department can be locked it is unnecessary for the
men to clean up and put away their tools at lunchtime
or quitting time. They can continue their work right up
to the moment of leaving and by locking the door to their
department they are assured that there will be no inter-
ference during their absence.
Accompanying illustrations show the construction
used and the interior arrangement of the controller re-
pair department and the welding department. Benches
are constructed along the walls in the controller depart-
ment for carrying on the work. The bench in front of
the windows is used for dismantling, repairing and re-
assembling of grid resistors and the various controller
parts. A bench along the outside partition is provided
with gas connections for heating solder and the solder-
ing irons. A rack is also provided for the storage of
controller drums. The bench at the end of the room
is used for wiring and connection board repairs.
The equipment of the welding room includes
machinery for assisting in welding repairs such as
grinders and a small drill press, in addition to the oxy-
acetylene and electric welding equipment and preheat-
ing torches. The illustration of this department shows
a workman grinding the broken edge of a box yoke for
the underground conduit system preparatory to welding.
A portable electric grinder has been found of great
Grinding a Lahqb Castino Preli:.
-u W'l^Lbi.Ni^
assistance for this class of repairs. This department
has an outside door so that heavy castings can be
handled directly from the street to the welding room.
Other departments which are provided with separate
rooms include those for curtain and seat repairs, com-
pressor overhauling, register and fare box maintenance
and the contact plow work.
High Class Work Is Turned Out
As an example of the type of repairs being made ac-
companying illustrations show one of the Ninth Avenue
cars just after being remodeled and repainted. The
seating arrangement of this car consists of longitudinal
seats. These originally had carpet covering and this
was changed to rattan. Before remodeling, the windows
had shutters. These have been removed and curtains
installed in their place. In order to give better illumina-
tion the ceiling has been white enameled and lights
previously located on the platforms have been brought
inside the car. A full equipment of sanitary hand straps
has also been added. Originally a block destination and
routing sign was used on top of the end hood. This has
been removed and the end clearstory glass is lettered.
This arrangement gives a brighter and more pronounced
appearance for the car at night and is of assistance in
decreasing the number of accidents. The car body, trucks
and various equipment parts were given a thorough
overhauling. Rotted posts and damaged panels were re-
placed and all parts put in serviceable condition.
PSf^H^^B
"^ -/J'^
1 ^^^^^^^^HBlHBfl^
u^%^PM
Vii^^ln^^r*M * 11 ^ E
* "^^^BB
^^^^^P~~
^y
lofl
..jj
Exterior of Car FIsesh from the Shop
A Bright, Clean Interior Attracts Pas8Engers
November 19, 1921
Electric Railway Journal
899
Selling the Ride at Youngstown
How the Youngstown Municipal Railway Used the Inauguration of a Weekly Pass to Cultivate the Grood
Will of the Public Through Greater Usefulness — An Account of the
Publicity Campaign Is Presented
A GREAT deal is being said and written nowadays
on the subject of "Selling the Ride." A street
car ride in itself generally is not a novelty.
Hence the best opportunity for a sales campaign must
lie either in the introduction of new rolling stock or
some novel departure in the rate of fare. In the case
of the Youngstown Municipal Railway, the sales cam-
paign hereinafter described was based upon the trying
out by the company of the unlimited-ride, transferable
weekly pass first used at Racine, Wis. (See Electric
Railway Journal, Jan. 3, 1920, and Aug. 6, 1921.)
The present article will deal only with the selling argu-
ments used at Youngstown and not
with the technical aspects of the pass.
The intention is simply to show what
opportunities lie open to an electric
railway when it pushes any plan of
securing more revenue from a larger
rather than a smaller number of
riders.
Two-Faced Car Window Cards
Exceptionally Effective
The Youngstown Municipal Railway,
while forming a part of the Pennsyl-
vania-Ohio Electric Company, of
which G. T. Seely is general manager,
is segregated from the rest of the
system by a service-at-cost agreement
with the city of Youngstown. It was
therefore necessary first to sell the
City Council on the idea. During
September the Council passed a
resolution granting the Youngstown
Municipal Railway the right to put
on such a pass at $1.25 each for a
period of eight weeks with the option
of continuing it thereafter if found
satisfactory.
The pass was to become effective
Monday, Oct. 3, but the advertising
campaign began two weeks ahead.
During the first week of the pre-pass
period the company's publicity, aside
from some news items, was confined
to double-faced window cards, one on
each side of the center window of every car. The
side of the poster facing the walker, the jitney cus-
tomer and the automobilist carried in circus-size type
the continued slogan "Ride All Week for $1.25," followed
hy these two lines in somewhat smaller type: "It's
Cheaper Than Walking — Buy a Weekly Pass." This
may seem as plain as the proverbial pikestaff, yet it is
a fact that some people read the slogan in the light of
their regular traveling habits and had the notion that
the pass covered only two rides a day six days in the
week.
This fact is mentioned to stress the fact that repe-
tition of explanations is a large factor in advertising
to a miscellaneous public.
The inner side of the first window card, being read-
able by most of the passengers in the car, carried a more
elaborate message, headed: "$1.25 Pays for All Your
Riding for a Week," as reproduced on this page. This
told the rider the exact time limits within which the
pass is good, although there is actually some grace on
Sunday night late runs ending Monday morning, and it
suggested a number of ways for which the extra non-
rush riding could be taken, such as luncheon, theaters,
parks, tradesmen, social visits, short or long ride, etc.
It is a fact that these two-faced cards created a lot
of comment and had many people "guessing" in the
RIDE ALL WEEK
FOR
$1^5
It's Cheaper Than Walking
Buy a Weekly Pass
RIDE ALL WEEK
FOR
$1^5
Buy a Weekly Pass and Rkle
as Much as You Please
Ride All Week
for $1.25
You oan ixiy your sIrMi car rides In a new
way which will give you UNLIMITED SERVICE
and will SAVE YOU MONEY.
You can begin to uee the new system any
lime after midnight of Sunday, October 2. At that
lime the new WEEKLY PASS wlH ge Into elleot.
II oosU only S1.25 and Is good lor as many
rides as you want to lake for an entire week-Sun-
day midnight till the lollowlng Sunday mkjnlght
tl is good for any ride within the oily fare
limits at any lime of tfie day or night No bottler
with transfers or making oliange — Just "liop on
and ride."
On Sale by Conduotors and at Olfioes
on and sHsr Friday, September 30.
$L25 Pays for Al Your
Riding for a Week
Don*t fall to avail yourwH off the ohano* to
r)d« wherever you want to 90 lor seven full
days from Sunday midnlgtit to Sunday mid-
night for only $1.25.
That's what the new Weekly Pass msans
to you.
You spend that much lor riding to and from
work anyway. Buy a Weekly Pass for 91.25
and you oan RIOE FREE —
Ta SBd front lunch at home ^wry ^y-
Te Hm tkMlr«s. or tfcr Psrfa. anr iim>^
T» *iHl frifi. ■ MT p«1 et Am vkj.
To t* ■■ uJ 'r«" tk* b^ (t
To iW butctMf'l umI (1h fl
On Sale on and altar Friday, Seplaiiiher 30.
In Use altsr MkMgM ol Sunday, Oolober 2.
Front and Bace op Window Cards Advertising Unlimited Ride — ^Webklt Pass.
The Larger Ttpe Faces the Street, Where It Can Be Read
BY Walker and Automobile Rider
most approved manner of the advertising expert. Later
window cards followed the same scheme of a short,
poster-type message to the outsider and a more extended
story to the insider. Thus, the second poster read:
"Ride All Week for $1.25; Buy a Weekly Pass and Ride
as Much as You Please," while the new note on the
inner face was to the effect that a pass rider had : "No
bother with transfers or making change; just 'hop' on
and ride," the remainder of the text being as repro-
duced.
A third poster carried the outside message: "Ride
All Week for $1.25 — Passes Now on Sale — In Use from
Monday, Oct. 3," the inside story detailing some of the
ways in which the pass could be used to add to the
900
Electric Railway Journal
Vol. 58, No. 21
patron's pleasure or to save his or her time. Once the
pass was actually on sale three days before Oct. 3, a
new window card announced: "Buy Your Pass Today
—Ride All Week for $1.25— Use Starts Monday, Oct. 3,"
with the usual elaboration for passengers within the car.
These window cards were varied not only in text but
in color. Thus three different shades were used for the
first four, so that the public could see out of the corner
of its eye that there was a new message to read.
While the car cards were both effective and economi-
cal, they did not reach with any detailed explanation
those people who were not riding the cars or the many
Youngstowners to whom English is still a puzzle. For
these classes a series of newspaper advertisements was
prepared, each carrying the slogan "Ride All Week for
$1.25," but with different text for each day of the
week immediately preceding the pass and for the Mon-
day on which the pass was inaugurated. The display
type and make-up of each advertisement were also
varied, including box heads to summarize the principal
features of the pass and reproductions of the face of
the pass. As some of these are reproduced, it will be
unnecessary to quote the text at length. The one for
Thursday, Sept. 29, is presented, however, as showing
that the principal department stores of the city had
agreed to put the pass on sale during the inaugural
period and also as detailing how different classes of the
community could use this form of transportation to
advantage.
Quarter-page (approximately) announcementsi were
used the first few days, the space being cut down as the
message was driven home. On Sunday, Oct. 2, people
were asked to "Buy yours today as you go to church,"
although this pass would not be available until the fol-
lowing Sunday. It may be remarked, parenthetically,
that the use of the pass for this purpose is reported by
local divines to have had a stimulating effect on their
attendance figures! The final newspaper advertisement
in English, appropriately headed, "It's Not Too Late,"
appeared on Monday, Oct. 3, the day the pass began
working. It contained an acrostic as follows :
to and from work,
R home to lunch every day,
to the stores to shop as often as you wish,
I to the theaters and moving pictures,
to the night school or the "gym,"
D to visit friends in any part of the city,
to market, to the grocer's, to the baker's.
E back to the oflice for a bit of night work,
where you please, when you please.
In addition to the newspaper advertisements,, there
were several articles about the pass and its value from
the standpoint of giving to the public the fullest pos-
sible use of the electric railway's facilities. It was
declared in these articles that the company's ideal was
the full seat and the empty sidewalk, and emphasis was
placed upon the fact that while the railway is over-
loaded for a couple of hours a day it has more than
enough service for the rest of the service periods. The
articles made clear that while it was out of the question
to cut rush-hour fares, something could be done for
those who were willing to patronize the road for short
rides or during the many light hours.
A like line of advertising and reading copy was pre-
pared for the foreign language weeklies and labor pa-
pers. The foreign matter was printed in Italian, Ru-
manian, Hungarian and Slovenian and undoubtedly
helped to increase good will among classes which had
been prone to patronize the jitney. This copy was run
but once or twice to the extent of quarter pages.
It is a rather interesting fact that the revenue of the
Youngstown Municipal Railway showed a pleasing in-
crease during the week that advertising was most exten-
Moye to the IHwies
Mb Carfare to Pay
WITH THAT
$1.25 Weekly Pass
Passes Save MaiT Sleiis
They are proving a great oonvenienoe to many
oar riders, who can ride where they want and
when they want, with no additional fare to pay.
**Formerly I never went home to kinch", said
one man. "Now I use a pass and go home to
lunch nearly every day. It costs me nothing tor
the extra rides.**
"I forgot my magazines and papers the other
evening", said another, *'and I wanted to read. I
used my pass to go down town and soon was
back with reading matter to spend a pleasant
evening."
H you have not |olned the UnllmKed Ride Club,
buy a WeeMy Pass lor S1.25 and "hop on" a oar
whenever you Uke.
Any Car
Is Your Car
With That
Weekly Pass
$1.25
Face to Face Shopping
Whether for Silks or
Cabbages. Is B«st
Use your Weekly Street Railway Pass to go
h-equendy to the stores— to the markets— to the
butoher's, the grooer*s, the baker's. See for
yourseN what you -want to buy. Help cut down
oosts by carrying home your purchases.
Shop when you want, wfiere you want, with-
out walking or telephoning by using your Week-
ly Pass.
Board any car, at any time, zt any stop for
any ride without paying fare by simply showing
the conductor your Weekly Pass.
SHOP
When You Want
Where You Wnt
ON THAT WEDaY
PASS -$1.25
NO BOTHER MOUT* PASS
TITHEN you use a $1.25 Weekly Street Rall-
ww way Pass you save yourself all the bother
' * of making change, of handUng transfers and
the like every time you ride. Just show ttie pass
to the conductor — ttiat's ail there is to It.
Use it as often as you like in the week. Send
that boy or girl on an errand with it. Co where
you like in tfie aHernoon or evening. Ride to the
foottuil! game on Saturday afternoon.
Then as the week for the pass draws to a
close, use It for the best purpose of all— to ride
to church and Sunday school. It is good for you
to go to church and the Weekly Pass is good to
take you there.
Ride All Week For SI.25
On This and the Opposite Page Are Given Several Examples of the Window Cards, Both of Whose Sides
Were Used to Sell the Idea op the Weekly Pass
November 19, 1921
Electric Railway Journal
901
sive and before the actual use of the pass, which sug-
gests that this publicity may have played a part in
promoting riding.
Talking To the Business Men Individually
and En Masse
Publicity for the pass was by no means limited to the
printed word. The co-operation of influential elements
of the community having a direct interest in more rid-
ing was also sought and obtained. Calls were made on
the proprietors or managers of the larger department
stores. It was explained to them that the new form of
transportation was based upon inducing people to do
more riding during the non-rush hours. Anything that
brought the women out of their homes dowTi to their
stores deserved their encouragement. They were keen
to see the point and were ready to listen further and
help. As a result, all the stores called upon placed the
passes on sale at a prominent desk during the initial
period and some went so far as to give part of their
advertising space to selling notices in the style of the
Liberty Loan days.
Late in the afternoons and evenings most of the mov-
ing picture houses and theaters were visited. Some of
these had recently been obliged to cut the cost ot their
entertainments to as low as 10 cents, and even better-
grade houses were on a 22-cent and 33-cent basis. It
can readily be seen, therefore, that a 9-cent cash or
8i-cent ticket fare on the cars would appear out of
proportion to the average person. With a pass, the cost
of seeing the shows would be reduced to nothing, or,
at any rate, the pass-holder with a companion would
have to pay but one round-trip fare instead of two.
Several of the theatrical men interviewed offered to
place passes on sale, but this was not considered desir-
able as there were no facilities for carrying on a large
sale through outside agencies. It was explained that,
except for the introductory sales by the larger stores,
passes would be sold only by conductors and at the com-
pany's main downtown waiting room. All that was
asked of the moving picture men was the display of a
slide with a few catchwords to the effect that the holder
of an unlimited-ride weekly pass could see the next show
without paying fare or send one of the family down on
the pass if he did not come again himself.
Calls were also made upon the directors of the Y. M.
C. A. and the Y. W. C. A. The night schools of these
organizations are attended by several hundred young
people who can ill afford to pay an extra set of fares in
the evening. It follows that many walk, so tiring them-
selves or losing time at best. As possessors of a pass
they would save time coming and going, and they can,
as the Y. M. C. A. director suggested for a poster slogan,
"Take their exercise in the 'gym.' " At both buildings
passes were sold during the introductory period.
Finally, permission was granted to address the Ki-
wanis Club on this subject. The relationship which
increased riding bears to greater local prosperity was
emphasized. The point was made that the local man-
agement was willing to try a plan for getting more
revenue from a larger number of satisfied instead of
from a smaller number of dissatisfied customers, and
that this was after all an endeavor to apply correct sell-
ing principles in offering a reduction to the customer
who paid in advance, purchased in wholesale quantities
and used the product largely at a time when it would
otherwise go to waste.
It was, of course, essential that the men who sell the
ride directly — conductor and motorman — should under-
stand the company's purpose in trying the pass. Knowl-
edge of human nature also made it desirable to show in
how many ways the conductor's work would be simplified
MoreHYouWish
With That
Weekly Pass
$1.25
PASS THE PASS ON
TO ONE OF THE FOLKS
The Weekly Street Railway Pass will take you
to and from your work and give you all the other
rtding you want In a week.
Then when you are home fn the evening, Sat-
urday afternoon or Sunday, It Is good for some
other member of the family to go shopping, to go
vlsMng, to go to the movies, to go wherever any-
one wishes to go.
Your wife, your son, your daughter, your
brother may have a use for the Weekly Pass
wtien you do not need It for yourself.
RIDE ALL WEEK
FOR «l.a5
Join
the Unlimited
Ride Ciub
Ride All Week
for S1.25
Ride to Night School
IRE you a student at the "V" or at business
A oollege? Ttien, of course, you want a Weekly
^ Pass. H will take you to and from work and
then In the evening to school and back again,
and wherever else you want to go.
DO YOU GO SHOPPING?
Uma m Wamkly Pams and go to the stores as
often as you wish without extra cost.
Use H in ttie evening to go to ttie "movies'*,
to the theatre, to visit friends, wherever you
wish, wtienever you wish.
All your riding for a week, Monday to Sunday
Inclusive, for $1.25.
GO TO CHURCH
and
Sunday School
On That
WEEKLY PASS
$1.25
Don'tWalkaBlockwilh
Those Bundles
EVEN though you have only a short distance to
go, board the first car and ride with tfiat $1.25
Weekly Pass. Your carfare Is paid for all tfie
rides you want to take, long or short, when you
carry a pass.
No need to trudge through the wet. We have
had many rainy days, and there are more to
come. Get out of the wet and Into the dry with
that Weekly Pass.
The Weekly Pass Is your membership card
In the Unlimited Ride Club. Any oar Is your car
and It Is always cranked up for you when you
carry a pass.
Qo to the Movies Tonight— 'Your
Omrefmre is Paid
The Kind of "Copy'^ which Ai'pears on These Examples of Double-Sided Window Cards Has Resulted in a Rather
Remarkable Record of Pass Sales and Also of Increased Riding in General
902
Electric Railway Journal
Vol. 58, No. 21
and schedules improved by a plan that eliminated so
much making of change and issuing of transfers. The
company might have tried several other ways, it was
explained at the meetings, but this had been favored
because it had so many elements that should also appeal
to the platform man. Much interest was shown at these
sessions, a number of the men asking searching ques-
tions or offering valuable suggestions with regard to
identification of the pass from week to week, etc. There
was evident appreciation of the fact that they had been
taken into the management's confidence on the matter
instead of being left to guess for themselves what the
innovation meant to them and to their patrons.
In the preparation of articles and advertisements
featuring the pass Walter Jackson co-operated with
Frank Wert, the company's director of public relations,
and gave talks to the townspeople and platform men.
As with the merchant, who finds new arguments for
the same goods year in and year out, so the electric
railway can vary its appeal, too. In connection with
the pass there have been prepared a variety of slogans
New Station on Chicago Elevated
To PROVIDE for a new station at Grand Avenue
on the Franklin Street line of the Northwestern
Elevated Railroad, Chicago, it was necessary, says
Engineering Neivs-Record, to raise the rail level 5 ft.
and to replace the original deck span across Grand
Avenue by a through span with shallow floor in order
to obtain headroom for placing the station under the
structure and with a clearance of 14 ft. above the
street. This change in elevation involved changing
the profile for a distance of about 1,100 ft, so that
instead of being level it has grades of 1.2 per cent,
with the track level through the station.
All the work of raising the structure was done dur-
ing the daytime and without interference to traffic of
the elevated lines or in the street, except that the
timber bents blocked the sides of the roadway. The
work of jacking began at both ends and was carried
out on one bent at a time, with an average lift of
2 in. at each operation. The total lifts for each cross
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Jegyet e« Egesz Heten
Utazhat $1.25-ert
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kuk TMirup tititkoT Hpatk *lttbt te
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■OVDAT. OCTOBXX X 1S31
A 7.lncH
Wear-Ever
Alaminum Fry Pan
for only
49c
Weekly
Street Car
Passes
Cto be obtAin«d froB ibe
Cuhifi— Third Floor.
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■dan. MiBdlg bMoaU tdduruwn fog
A WriM>iCKr«l skirUnjnor oUikid
«CT Wtig M. 9 DtnlM riteldjj s^nin belul.
ippannfT mlntlu Mufrftut Ttgy )«g7et
fiaatiM fjtM gUken. KetUa nan ntu
hMaak agysMm tff WrM JaggyaL Da u
arm oivra aU it birti busailhitjA.
A berletjagfaket mlndig ptntekcB,
etombfttoB it vaiinup fog)U inuiUai a
kovetkaio Wtn.
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-THEYOUNGSTOWN
MUNiaPAL RAILWAY
]O»d»»»6»O»O0»»*»O0»<^»»»fr»»
Yoar Opportwiity to Bay
A Trunk
lop. Verv ip^*! ir. .
(Iblii Hooc. H««I St. .\Bi>n>
Bags And Purses
— CoUcction of re*! leather and
■ilk bagt and parses
ao-l colony many style
sizes ; regularly up to (~
.morrow, choice..
Be(riiiiDD? 'foTOorroir <^
8tr«et Railway Weekly Fasaet, %1^
May Be Obtaujftd At Our
PostoEBoe Station
— ^ow jou e%n »hop Ju»t wli#n jou want
and for ]uM Tchal >'6u wunt, vltbaut Wftlk-
Uig or phonlot. by iialMC Ihaaa Paaaaa.
(XMb rVMT. .Ha«rt ■«. Aawx)
leather and ^h
fs in black ^ll
styles and All
0 «3.00. To- Ml
— ^ost 60 pair* for i
extraordinary Dollar
Day Special tomprroTv I
Tani apd black KiusU
Calfakin; covered Cu* a
bun he«U, atrictly bench i
ftiRile models; comfurt-C I
able as well as serric*-"
&hlo. Tomorrow. Dol- gi
Ur Day... V
<s«CQ»« Floor, OU aide.)
Rid0 AB Wedt for $1^S
Weeidy Passes On Sale Tomorrow
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lirvlat Saafcr.
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«>U bt « Mk at tW MhvlK'S'lMtwM ««««.
TWdHMCakarC*.
Hm Cm. L F*fdr«« Co,
TXm Cmtfl Stmrm
TW B. McMaMt C*.
TW CalWraw Ktm C».
CWa. Li«iN««tMt * Sob*
Get Your Pau Tomorrow
. H ■.! rit I. ,h4 b. u
■ •I~W»tllKH»
The Youngttovm Municipal Railway Co.
VARIOUS FORMS OF PUBLICITY ADVERTISING THE PASS
In center, portions clipped from advertisements of dry goods
houses, used in Youngstown showing free space given to tlie pass.
At left, newspaper advertisement of the railway company, which
was published the Thursday preceding the first week in which the
pass was sold. It includes a reproduction of the ticket and the
names of the principal stores in the city at which it was being sold.
At right, one of the persuasive advertisements prepared by
Frank Wert, director of public relations.
suitable to the different seasons of the year and carry-
ing no more words than enough to make an effective
window card, dasher poster, newspaper box head or the
like. The Youngstown Municipal Railway has already
made use of several in connection with earlier copy and
expects to run others from time to time. Of cotirse,
many opportunities will arise for making up a slogan
on the spur of the moment, as in suggesting: "Go to
the Circus on Your Pass."
So far as practical results from the pass are con-
cerned, it is held to be too soon to quote detail figures.
However, it is encouraging to learn that comparing the
first three weeks of the pass with the three weeks pre-
ceding, the rate of increase in revenue on the lines
within Youngstown was more than twice as great as on
the city lines outside Youngstown, on which no passes
are sold, although industrial conditions on these outside
lines were at least as good as within the city.
girder was chalked upon the column and no girder
was raised more than 2 in. at a time.
As fast as the jacking proceeded the cribbing was
built up and wedged tightly under the column base
and the timber bent, thus keeping the structure in
proper alignment and in stable condition. For addi-
tional lateral support to the structure heavy timber
inclined braces were set near the cross girder in
alternate spans, with their lower ends butted against
blocking made along the face of the curb and their
heads to fit the bottom cords of the longitudinal girders.
In lifting about thirty men were employed to work on
the jacks and to build up the cribs and wedging. A
day's work averaged an aggregate lift of 6 ft. and
the lifting occupied about twelve working days. Length-
ening of the columns was effected in most places by
removing the old column footing or shoe and splicing
on a new bottom section which fitted into the old shoe.
Equipment and Its Maintenance
Short Descriptions and Details of New Apparatus of Interest
to the Industry. Mechanical and Electrical
Practices of All Departments
Auger Attached to Motor Truck
Earth Boring Machine on Motor Truck Speeds Up Line
Construction — Driver Operates Mechanism From His
Seat on the Truck
AN AUGER suitable for boring in earth, attached to
Ix. a motor truck and driven by the truck engine, has
been used with good results in California, according to
the Pacific Telephone & Telegraph Company, which has
four of them in service. The device weighs about 1,800
lb. and can be dismounted in a few hours so the truck
can be released for other uses. It makes holes 22 in. in
diameter and under average soil conditions can bore a
6-ft. hole in seven minutes.
The device is mounted on the front end of the chassis,
preferably on a truck having four-wheel drive, as it is
sometimes desirable to traverse plowed fields, irrigation
ditches, etc. The auger consists of two replaceable cut-
ting edges, placed at about the same angle used in
standard drills, and is driven by a shaft from the
power take-off in the truck transmission. In a truck
having four speeds and a reverse this arrangement
makes it possible to adapt the speed of the auger to
soils of different nature, such as adobe, clay, sand,
hardpan, etc. A wide range of auger speeds has been
found highly desirable. In hardpan, for example, the
auger must be turned slowly to prevent the edges from
being burned.
The mounting of the boring machine is such that it
is possible to bore a vertical hole with the truck stand-
ing on any grade it can climb; it is also possible to
bore holes at any angle up to 45 deg. when the truck
is on the level. The auger is located on the left-
hand side of the truck where it is in plain view of the
driver. The controls are within easy reach of the
driver's seat so he can operate them without changing
his position.
When ready for operation the point of the auger
is spotted on the surveyor's stake, the truck brakes
are set, the compound gear of the truck is shifted into
neutral and then the clutch on the earth boring ma-
chine is let in gently. The auger feed is either by hand
or by gravity. The former, which is used chiefly on
inclined holes, is effected by means of a rack on the
auger shaft and pinion operated by hand lever. When
the auger has buried itself a second clutch lifts it
until the lower side of the auger is clear of the ground,
when it is turned at a high rate of speed to discharge its
load and throw the soil clear of the hole by centrifugal
force.
A feature of the auger gearing is that in case of any
sudden resistance, such as would be caused by striking
a hidden obstruction under the soil, the auger feed is
automatically reversed, thus raising the auger and
avoiding injury to the mechanism. An improvement
added after considerable experiment is an earth-retain-
AuGER BoniNo Poet Hole
Dbopfino Pole Into Posixiorf
904
Electric Railway Journal
Vol. 58, No. 21
ing gate which prevents earth from falling off the
auger into the hole while it is being raised.
To further carry out the idea of keeping the manual
labor of pole setting down to a minimum, a swinging
boom derrick was mounted on the truck body with the
hoisting line opei-ated by a small power-driven winch.
This power is likewise supplied by the truck engine
and is controlled by levers within reach of the driver's
seat.
Both the boring device and the derrick equipment
have been adapted to this sen'ice by J. B. Spowart of
the telephone company.
difference in dimensions will be very noticeable, and
especially so where short heavy ears are used. In such
cases it is well not only to make the measurements
at the ears but also to take off an ear occasionally
and measure the wire directly under it, as it is there
that the worst pounding occurs.
Another point on which there is as yet no unanimity
Gaging Trolley Wire for Renewal
The Percentage of Original Area that Can Be Considered
Safe for Further Service Can Best Be Determined by
Accurate Measurements with Either a Wire Gage
or a Micrometer at Frequent Intervals
By G. H. McKelway
Engineer Distribution Broolclyn (N. T.) Rapid Transit Company
UNTIL recently the time for trolley wire renewal
was determined by the number of breaks occur-
ring. Old wire was taken down and new wire run
in whenever the number of breaks in any portion
appeared to be excessive, and as often no records were
kept of the number of breaks that had occurred in
any particular section, it was the custom to send a
man over the line to count the number of splices be-
tween the designated points. Such an inspector would
observe, from the street, the apparent diameter of the
trolley wire and report places where it seemed to be
thin enough to warrant renewal, even if a sufficient
number of breaks had not already occurred in it. Other
reasons for renewing the wire were obtained from the
reports of the crews maintaining it, while occasionally
a renewal would be made principally because the super-
intendent, manager, or engineer believed that the wire
had been in the air long enough and must therefore
be badly worn.
A plan now lai-gely adopted is to send a man over
the line at stated intervals and have him gage the
wire at short distances apart, say between each pair
of span wires. Such an inspector should be provided
with a light tower wagon or truck and a helper to
drive it for him. The vdre is measured by means of
either a wire gage or a micrometer, the latter of which is
generally preferred as being the more accurate. Meth-
ods for gaging wire vary with different companies.
Some measure the wire at the ears, some, on double-
track lines, measure at the receiving end and others
at the leaving end of the ear, while other companies
take measurements at the middle of the section, half
way between the ears. Measurements in the center
of the section will be the more uniform, but will not
show the diameter of the wire where it is thinnest,
which is really the information wanted, as the area
at the bad spots and not the average area is what
should decide as to whether or not the wire should be
renewed. On lines where the suspension of the wire is
"soft" or springy and where there are no very hard
spots, as with catenary construction, especially where
the hangers have long loops, and under slack spans on
the ordinary trolley construction, there will not be a
great deal of difference in the measurements taken at
the ears or out in the center of the section. But
where the support is rigid, such as is found under tight
spans, bracket arms, or, worst of all, trough work, the
RELATION OF AREA AND DIAMETER FOR WORN TROLLEY WIRE
No. 0 Wire
Area Sq.In.
Diameter
Per Cent Diameter
Per Cent Ara»
0 830
0.325
100
100
0 792
0 309
95
95.5
0 748
0.292
90
90.1
0 582
0.276
85
83.2
0 640
0.260
80
77.2
0 588
0.244
75
70.8
0 538
0 227
70
64.8
0 487
0.211
65
58.7
0 437
0 195
60
52.7
0.385
0.179
No. 00 W
55
'ire
46.4
1 046
0 365
100
100
1 013
0 347
95
96 8
0 951
0 329
90
90.9
0 887
0.310
85
84.8
0 824
0 292
to
78.8
0 752
0.274
75
71.9
0 685
0.256
70
65.5
0 625
0 237
65
59.8
0 562
0 219
60
53.7
0 500
0 201
No. 000 W
55
ire
47.6
1.320
0.410
100
100
1 270
0 389
95
96.2
1 195
0 369
90
90.5
1 no
0 348
(5
84.1
1 026
0.328
80
77.8
0 945
0 307
75
71.6
0 860
0 287
70
65.1
0 787
0 267
65
59.6
0 704
0 246
«0
53.3
0 619
0 226
55
46.9
No.
0000 Wire
(Grooved)
1 662
0 482
100
100
1 571
0.458
95
94.5
1 463
0 434
90
88.0
1.355
0.410
85
81.5
1 238
0.384
80
74.5
1 138
0 362
75
68.5
1 022
0 337
70
61.5
0 904
0 313
65
54.4
0 808
0 289
60
48.6
of opinion is the amount of wear that a wire can
undergo and yet be left up with safety. Some com-
panies renew the wire when it has become worn down
below a certain percentage of its original diameter,
while other companies renew when the wire has been
reduced to certain diameters, which may not have any
relation to the percentage of the original size, although,
of course, percentage and diameter can easily be made
to be equivalent to each other. The matter is still fur-
ther complicated as not only all companies do not agrea
upon a certain percentage of wear or limiting diam-
eter of wire but the same company often has different
diameters or percentages for different sizes of wire or
for different lines having the same size of wire but
on which there is a difference in the number or size of
the cars operated. On an important line the operating
department will be much less patient with delays caused
by bx'oken trolley wires than on some little-used line,
and, because of the greater number of cars on the im-
portant line, such delays occur there with much greater
frequency.
As a rule the size of the wire will vai-y with the
importance of the line, so that probably the percentage
of area, rather than the percentage of diameter, would
be the safest way of determining when the wire should
be renewed. The percentage of area that it will be
found safe to use will not always be the same, but
will depend upon the composition of the wire. Hard
drawn copper wire is much softer and weaker at its
November 19, 1921
Electric Railway Journal
905
center than at the outside, and will therefore weaken
much more, when the outer skin has been worn off,
than will a wire having the copper alloyed with some
other metal to increase its strength and toughness.
Again, hard drawn copper will become annealed by be-
ing heated by the current passing through if, some-
thing that will not affect an alloyed wire.
The area of the wire does not vary directly with
the diameter, although very often statements will be
found where it would appear that some one has based
his figures on the length of life of a wire on the
decrease per year in its diameter and not its section,
and upon the supposition that the diameter will lessen
by an equal amount each year until the wire becomes
so badly worn as to require renewal. However, the
diameter and the area of round, not grooved, wire will
remain much more nearly in proportion than would
be expected by any one approaching the subject in a
purely mathematical manner, because the bottom of
the wire will not be worn away to a flat surface as
might be supposed, but instead this surface will be
curved, being influenced by the shape of the groove of
the trolley wheel but not, by any means, conforming
to it.
In order to arrive at the true section of trolley wire
tests were made by taking sections through a large
number of pieces of worn wire, these sections were
plotted out to a larger scale and the actual areas found
by going over the enlarged drawings with a planimeter.
The results as found are given in the accompanying
table, and as the writer has never seen similar figures
given anywhere they may be of some assistance to
others in working out the problem of when to renew
wire.
Some Service Results of Ball
Bearings
An Outline of Results Which Have Been Obtained With
Ball Bearings for Motors of Safety Cars Operated by
the Staten Island Midland Railway
By Charles T. Perry
Electrical Engineer Department of Plant and Structures,
City of New York
THE Department of Plant and Structures, city of
New York, which operates the Staten Island Mid-
land Railway, has 152 sets of ball bearings on G.E.
Type 258 motors operating over exceptionally bad track
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Rise in Temperature for Babbitt, Roller and Ball Bearino*
and very severe conditions. This equipment has been in
service twenty-four hours per day for the past ten
months. During this time there has been but one ball
bearing failure. This failure was due to poor lubrica-
157 314
410
R.P.M.
100 ?00
300
Speed, Feet per Min.
Comparison of Power Consumbd bt
Friction in Babbitt, Roller
and Ball Bearings
tion, caused by a crushed grease pipe connection. Out
of 320 sleeve bearings that are operating under the
same conditions, there have been no less than fourteen
bearing failures; four of these caused extensive dam-
age to armatures and fields.
The lubrication of the sleeve bearings is not only
more expensive but also less efficient than that of the
ball bearings. The
cause of failures in 90r
nearly all ball bear-
ings is due to im-
proper lubrication
and care; this, of
course, is assuming
that the original de-
sign and construction
was what it should
be. Lubricant* for
ball bearings must
be selected with care
and should be free
from any acids which
might etch and
roughen the surfaces
of balls and journals.
A good grease forced
into the ball casing
with a powerful
grease gun is the
best method of lubri-
cation for railway
motor ball bearings.
The use of ball bearing for motors has many other
advantages aside from a reduced lubricating and repair
cost. Some of these advantages are: (1) Less power
is required on account of the reduced coefficient of fric-
tion; (2) the friction of a ball bearing is independent
of the viscosity of a lubricant or its temperature; (3)
labor necessary to scrape and fit bearings is eliminated;
(4) there is less danger of heating and seizing; (5) they
are self-adjusting to shaft deflections within reason-
able limits; (6) there is a reduction in armature and
field repairs; (7) the starting friction of ball bearings
is very low, hence there is a gain in power when most
needed during the acceleration period; (8) ball bear-
ings are well adapted to both thrust and radial load.
Tests for efficiency which have been made show a sav-
ing of from 35 per cent to 70 per cent of the total bear-
ing friction gained by the use of ball bearings instead
of the sleeve type. The carrying capacity of a ball bear-
ing is directly proportional to the number of balls in the
bearing and to the square of the diameter of the balls.
The balls should be very carefully inspected and se-
lected to be sure that they are true to form and uniform
in size in an entire bearing unit. The ball diameter
should not vary over 0.0001 in. Balls that are over
this limit will not only be overloaded themselves but
will also overload and injure the ball races. The ma-
terial of which they are manufactured should be of the
best quality and properly treated so as to have a high
elastic limit and so that no scaling or flaking may take
place under heavy impact or severe operating conditions.
In connection with the ball bearing problem it is
interesting to note certain experiments and exhaustive
bearing tests that were recently made at the University
of Wisconsin. These tests were made on sleeve, roller
and ball bearings. The data accumulated were very
practical and definite as the tests extended over a period
906
Electric Railway Journal
Vol. 58, No. 21
of four years, during which time careful comparisons
were made and recorded. Tests were made with a speed
variation of from 100 r.p.m. to 500 r.p.m. and loads on
bearings from 500 lb. to 2,300 lb. per bearing or from
25 lb. to 110 lb. per square inch. During these tests
Atlantic Red Engine oil was used on the babbitt, sleeve
and roller bearings and Keystone grease No. 2 on the
ball bearings. The coefficient for friction-temperature
curves was determined by the following formula.
/ =
(Watts per bearing) 531
3.1416 dn (load per bearing)
Where
/ = coefficient
d = shaft diameter in inches
n = r.p.m.
Bearings were loaded to destruction in the final test, the
failure points being noted as follows:
Sleeve bearings failed at load of 4,250 lb.
Roller bearings failed at load of 5,100 lb.
Ball bearings failed at load of 4,650 lb.
The accompanying graphs were made from the above
test data and are self-explanatory.
Automatic Tapping Machine
THE Cincinnati Hy-Speed Machine Company, Cin-
cinnati, Ohio, has recently placed on the market
a line of automatic tapping machines. Among the
features claimed for the miachines are the patented
spindle lead and automatic
reversing mechanism by
which the tap is brought
forward and returned in a
positive way entirely free of
the operator, tapping holes
accurately without danger
of stripping threads or
breaking taps.
One-half turn of the stop
plunger at the side of the
control handle changes the
machine from semi to full
automatic. When set as
J~"rBfc.' M^ semi-automatic, the spindle
(^^L niM ^ travels forward, reverses
automatically and stops at
the end of the return stroke.
To start forward again the
operator pulls down on the
conti-ol lever. When set as
full automatic, the stop
plunger is withdrawn and
the spindle automatically
reverses at each end of its
travel. The spindle can be
stopped at any point, reversed and again brought for-
ward by use of the control lever.
Adjustable trip dogs with limit stops on the trip rod
regulate the depth to be tapped. The chuck is driven
by the clutched end on the spindle and locked in
position. S.K.F. bearings are used throughout the
machine. Machines are regularly furnished for right-
hand tapping but attachment is furnished for left-hand
tapping, the left-hand device being quickly attached
to the end of the rack sleeve. Machines are built with
from one to three spindles in two sizes. The maximum
capacity is i and 1 in. steel. These machines are built
in bench and belted motor-drive types.
Automatic Tapping Machine
New Vacuum Trap
This Type of Trap Is Used in Place of a Float-Controlled
Condensate Pump for Systems Using Steam
Under Vacuum
THE Wilmon vacuum trap, perfected during the war
and applied to marine service, is being introduced
by P. H. Gill & Sons Forge & Machine Works, Brook-
lyn, N. Y., for draining turbines in stationary plants.
The receiving chamber of the trap is under vacuum
while the water is collecting in the trap and under
atmospheric p r e s -
sure during dis-
charge. Back flow
is prevented by
check valves on the
inlet and outlet lines.
The change of pres-
sure in the receiving
chamber from vac-
uum to atmospheric
and vice versa is ac-
complished by an
oscillating disk
covering three ports,
which makes a quick
shift from one oper-
ating position to the
other. One of these
positions con nects-
the receiving cham-
ber with the vacuum
system, and the other
connects with the
atmospheric line.
METHOD OF DRAINING TURBINE THROUGH C 0 m m U H i C ation iU
Trap Into a Condenser Above Turbine both instances is
effected through the
equalizing line connecting the middle port to a top open-
ing in the receiving chamber.
The disk and thrust bearing, and the spring which
holds these parts in place, are in a separate outer
chamber. The disk is operated by a lever float, hammer
weight and rocker arm, all on the same shaft and located
within the receiving chamber. Water entering the re-
ceiving chamber carries the float upward as the level
rises, and a contact point on the float stem, between the
float and its fulcrum, rotates the weight until, as the
latter passes dead center, it drops onto the contact point
on the rocker arm and partially rotates the oscillating
disk to the opposite position. This shuts oflf the vacuum
line and opens the receiving chamber to atmospheric
pressure through the atmospheric and equalizing lines.
Water is then forced through the trap outlet, if the
latter is connected to a vacuum, or drains by gravity if
connected to atmosphere. As the float falls with the
water level, the contact point beyond the fulcrum on the
float stem lifts the weight past dead center and lets it
drop in the opposite direction, when it hits the opposite
end of the rocker arm and shifts the disk. This cutS
off the atmospheric lines, connects the vacuum and
equalizing lines and brings the receiving chamber under
vacuum again.
The cycle repeats at a rate determined by the amount
of water accumulating. More than three discharges per
minute have been obtained with perfect action. The
disk requires no adjustment either before trap instal-
lation or during service, but may be seen and reached
Check Valv«
November 19, 1921
Electric Railway Journal
907
while the trap is in operation. The trap has a very high
capacity, due to the fact that the liquid passes through
no restricted passages. It is claimed that a 2-in. trap
can handle from 1,800 to 2,100 gal. of water per hour.
A Single-Phase Veteran
Two 2,200- Volt Single-Phase Railways in Operation for the
Past Seventeen Years Are Giving Satisfactory Service
in Glen Cove and Sea Cliff, Long Island
By C. R.- Jones
Railway Department, Westinghouse Electric & Manufacturing
Company, New York, N. Y.
PROBABLY the oldest street traction systems using
single-phase power are the Glen Cove and the
Nassau County Railways which have been in opera-
tion since 1905. These two roads, which are practically
one, are owned and operated by the Long Island Railroad
and serve the villages of Glen Cove and Sea Cliff on
Long Island. They also provide a connecting link
phase motors, and type 451 drum control. A single-
phase sweeper is operated when necessary in the winter.
The car equipment includes an oil-cooled transformer
for stepping down the trolley voltage to 350 volts.
Maintenance on these lines is cared for by a foreman
and one mechanic and the cost of this has been reported
to be less than for direct-current equipment in equiv-
alent service on other Long Island trolley roads.
The road has suffered from "jitney" and private auto-
mobile competition as have other roads throughout the
country. The fare now charged is 5 cents on the Nassau
County Railway and 7 cents on the Glen Cove Railway,
the length of these being 1.8 miles and 3.5 miles respec-
tively.
Small Motor Starter with Safety Features
ANEW type of motor starter, type WK-30, which
provides protection to both the operator and the
motor, has been developed by the Westinghouse Elec-
i
- 'Hmf^'
"4.
■^
'-.-1V-- v:.>.-''^"'- -M
'4
1^1
H^^B
%i
H^^H
^^^^^^^H
'n^
iift
3
•?-V>-v.:- •
' -''^'^^'il^B
No. 1— ^Transformer station on the Nassau County Railway.
No. 2 — Typical overhead construction on oldest single-phase line.
No. 3 — Latest type of single-truclc car for single-phase service.
No. 4 — Closed double-truck car of Glen Cove Railway.
■ No. 5 — Open double-truck car for single-phase operation.
No. 6 — Repair shop of oldest single-phase road.
between the stations of the Long Island Railroad and
the villages which are on the Sound, as well as between
the towns themselves.
Located 30 miles from New York, these lines were far
beyond the electrified zone, and the railroad adopted the
simple expedient of carrying a single-phase feeder as
far as Sea Cliff, where two 200-kw. transformers were
installed, stepping down 11, 000- volt, 25-cycle current to
2,200 volts, which is fed directly to the trolley at that
point, no feeders being necessary. This transformer
station is without attendants.
Some of the details of the catenary construction are
shown by the accompanying illustrations. Seven cars
are operated, of which five are single truck, equipped
with two Westinghouse No. 108 single-phase railway
motors and type 224 drum control. Two are double
truck, equipped with three Westinghouse No. 108 single-
tric & Manufacturing Company for starting small a.c.
motors by connecting them directly to the line.
This starter consists essentially of an inclosed quick-
make-and-break knife switch, operated by an exterior
handle. It protects the motor from overloads both when
starting and when running because it is equipped with
thermal cut-outs which open the circuit on dangerous
sustained overloads but do not operate under momen-
tary overloads. The cut-outs resemble cartridge fuses
but are not interchangeable with fuses so that the lat-
ter cannot be substituted for them. They operate by
fusing a special washer, which can be replaced in a few
seconds time at negligible costs. All parts are inclosed
so that the operator cannot touch live contacts.
These starters are made in sizes for alternating-cur-
rent motors up to 3 hp., 110 volts; 10 hp., 250 volts,
and 10 hp., 600 volts.
908
Electric Railway Journal
Vol. 58, No. 21
Rough Machining Cause of
Axle Failures
Corrugations in Steel Make It Fail When Subjected to
Service Jars — Remedy for This Is to Grind Steel
Parts to a Smooth Finish
n^HE many failures of railway car axles cannot be
± accounted for only by overloads or jars, since the
designers of the axles use sufficient factors of safety
to care for these conditions, nor can failures be at-
tributed to faulty materials. Arthur Norton in an
article in the Electric Railway and Tramioay Journal
attributes many of these failures to the secondary effect
of cracks caused by rough machining. All axles are
turned, but they then should be smoothly ground over
the whole portion. A rough turned axle is really a kind
of threaded bolt, the length and thickness of the thread
being dependent on the cut and feed used in the lathe
operation. The lathe tool also does not cut in the sense
that a razor cuts, but the turning consists of small
pieces sheared one up against the other. The surface
of the turned axle then is simply a sheared surface
from which small particles of steel have been torn away.
Along the axle after turning there occur periodically
small cracks or gaps lying at right angles to the direc-
tion in which the work has moved when tooled (in
lathes) or the tool has moved over the work (in
shapers). These small gaps are caused by the edges of
the tool pushing the layer of steel before it until such
time as the steel can move no further without breaking.
When the steel, distorted by the moving tool, breaks,
one of the small gaps is formed and this accounts for
the gaps being periodic; the size and spacing depend-
ing on the cut and the feed. On a turned axle these
gaps lie along the axle and in general across the direc-
tion in which the axle will be bent in service and cannot
therefore do much harm unless they lie in such a posi-
tion as to facilitate fractures under working stresses.
The grooves lie in the direct line in which fracture is
most likely to occur under working stresses.
These gaps and grooves in steel facilitate fractures
very greatly and also, as on an axle where the load is
supplied at periodic times, these rough machine marks,
being closely adjacent to each other, affect one another
and the consequent failure of an axle under a compara-
tively small stress may be accounted for by such a sur-
face condition. It would appear from this analysis that
railway car axles, having smoothly ground surfaces and
free from sharp angles and accidental notches or dents,
might be durable even when the steel used and its condi-
tion were nothing exceptional. But in addition to
having a smooth outer surface the axle should also be
subjected to other tests which will insure against acci-
dents. A steel that would resist fracture in spite of a
grooved and distorted surface would be advantageous
and an important object in selecting material is to
minimize the evil effect of grooves and notches by sub-
jecting a notched bar of the material to some sort of
test. An easily made test and one that is very efficient
is to take a small piece of the actual material, notch it,
place it in a vise and then bend it by means of a hammer.
Those materials that are brittle break off short soon
after the load is great enough to deform them, others
that are tough flow under the load.
The objection to this notched bar test alone is the
fact that ordinary carbon steels would be ruled out as
they have a very low notch bar test value. Alloy steels,
on the other hand, can be depended on to give high
notch bar test values. Nickel steels, chromium steels or
nickel chromium steels are suitable for railway axles
because of their increased test value, but either nickel
or chromium or both when added to steel increase its
hardness, particularly after oil quenching, and this
steel gives axles that are harder than needed in the
service. Ordinary carbon axle steel, as forged or
normalized, has a tensile strength of about 36 tons and
a notched bar test value of 25 ft. lb. ; 3 per cent nickel
steel, as forged or normalized, has a tensile strength of
47 tons and a notched bar test value of 35 ft. lb. If,
however, the nickel steel is hardened and tempered the
tensile strength is about 50 tons and the notched bar
test value rises to 60 or 80 ft. lb.
The conclusions suggest that the physical properties
of greatest value in axle steel are its tensile strength
and its notched bar value and the heat treatment proc-
esses which confer these properties are those which
confer also high elastic limits, yield points and fatigue
ranges. If such steels are machined to minimize sharp
angles or rough, distorted surfaces, service reliability
can be assured to the greatest extent.
New Crane Limit Switch
ANEW crane safety limit switch, type LC, has been
put on the market by the Westinghouse Electric &
Manufacturing Company. This switch is designed to
eliminate the undesirable features connected with the
operation of a crane or hoist installation, when the
hoist brake over-
travels. The normal
operating range of
the hoist is in-
creased by the use
of this switch as it
permits the handling
of a greater amount
of material, since
there is no necessity
of losing time by ap-
proaching the limit
of travel slowly and
cautiously. The safe-
ty limit guards the
equipment irrespec-
tive of the kind of
control or the posi-
tion of the controller
handle or brakes.
Under normal
operating conditions
the limit switch is
held in the operating
position by the coun-
terweight, as shown,
which overpowers
the torsion operating springs. In case of overtravel,
the counterweight is raised by the hoisting hook or
other moving part, which permits a strong torsion
spring to operate the switch. This disconnects the
motor from the line and establishes a closed dynamic
braking circuit. The operation of the switch also
releases the series magnetic brake which holds the load
until the controller handle is moved to the lowering
position. As soon as the hook has been lowered beyond
the limit, the switch is again ready to function as be-
fore, as it resets itself automatically.
Limit Switch Held in Operating
Position Bt Means of Counteb-
WEIGHT
November 19, 1921
Electric Railway Journal
909
New Light on Quenching Cracks
OUENCHING cracks are very prolific sources of
trouble to tool hardeners, especially if the tools are
made from high carbon steel. Usually these cracks
have been thought to be due to high quenching tempera-
ture and non-uniform distribution of the temperature
in the part. An investigation at the Imperial Univer-
sity of Japan by Honda brings out some other causes
which tend to form quenching cracks.
In all quenched steels a certain amount of austenite
is generally present mingled with some martensite, the
amount increasing as the quenching temperature in-
creases, and in small pieces of steel the periphery is
harder than the central portion only when the quenching
is very slow. In a moderate quenching the hardness
is everywhere about equal and in hard quenching the
periphery is always softer than the interior. This
phenomenon is explained by the presence of the arrested
austenite in martensite.
The quenching cracks in small pieces of steel occur
when the hardness of the central portion is greater than
in the periphery, and the cause is attributed to the
stress caused by the difference in the specific volume
of austenite and martensite, that of the former being
much smaller than that of the latter, so that the cen-
tral portion exerts a tangential tension on the pe-
riphery causing cracking of the spyecimen. Since the
difference in specific volume increases as the tempera-
ture decreases, the cracking usually takes place at room
temperature. In hard quenching the hardness increases
with lapsed time, owing to the gradual transformation
of the arrested austenite into martensite. In the case
of a very large piece of material, the cracking may take
place in an upper range and also in the vicinity of room
Some of the samples will be uncovered and examined
from time to time to determine the rate of corrosion.
Complete data on the physical and chemical proper-
ties of the soil will be obtained and the chemical an-
alyses of the pipe, their microstructure and complete
metallurgical history will be determined. Extensive
laboratory experiments will be conducted to determine
the effects of variations in individual characteristics of
both soils and pipe materials. Some tests of repre-
sentative pipe coatings will also be undertaken.
It is expected that a great many data as to the
relative rates of corrosion of different kinds of pipes in
the soils under observation will be obtained within two
or three years, but the experiment will probably con-
tinue over a period of eight or ten years. Progress re-
ports will be published from time to time as develop-
ments warrant.
Reclaiming Controller Segments
Cutting of Segments to Proper Length Facilitated by Uae
of a Cutting-Off Attachment to a Circular Saw
Carriage and a Machine for Punching
the Segments
THE Portland Railway, Light & Power Company has
reduced the price of making controller segments
from an average of 4 cents each to 1.8 cents by the
use of two shop constructed machines. The first of
these is a cutting-off machine which forms a part of the
carriage for a circular saw and the second is a machine
for punching the segments which is made to attach to a
small power punch. The cutting-off machine has a re-
volving head and clamp and is laid off with slots for
the various lengths of segments used. The segment to
be cut is held in the revolving head by a clamp pro-
At Left and Right, Cuttino-Ofp Machine for Reclaiming Controller Segments.
In Center, Attachment for Punchino Segments
temperature. The cracking at the high temperature is
caused by the stress in the structural difference be-
tween the inner and outer portions — pearlite and auste-
nite— just below the high temperature critical point,
while that at room temperature is due to similar stress
occurring, as previously outlined, because of the differ-
ence in specific volumes of austenite and martensite.
rpi
Tests on Soil Corrosion
■^HE Bureau of Standards has recently undertaken
X an extensive investigation of the corrosive action
of soil on pipes used for gas and water mains and serv-
ices. In this investigation the Bureau of Standards has
the co-operation of the Bureau of Soils of the Depart-
ment of Agriculture, the pipe manufacturers and the
public utilities through the research sub-committee of
the American Committee on Electrolysis. Forty loca-
tions have been selected as representative of the prin-
cipal families of soils to be found throughout the United
States, and in them will be buried a number of samples
of every kind of iron and steel pipe in commercial use.
vided with pressure from a spring. The other essential
parts of the machine consist of a small air cylinder
which is attached to the back of the head and a con-
trolling valve on the carriage which has an eccentric on
the stem so as to control the air admitted to and re-
leased from the cylinder as the carriage is moved.
In the cutting operation the carriage is thrown all the
way back by the lever on the side. This opens the
control valve and allows air to enter the back of the
cylinder, thus opening the clamp. The segments are
then put in position, and as the head is marked for the
various lengths of segment used it is readily seen just
how they can be cut to the best advantage. The car-
riage is then moved forward and this automatically lets
the air out of the back of the cylinder and the spring
clamps the segment so as to hold it in position in the
head. This allows the head to be swung around to the
position necessary for cutting off the segments. A small
latch at the bottom holds the head in place, and as the
head is moved forward the air valve opens, which allows
air to enter the back of the cylinder, thus clamping the
910
Electric Railway Journal
Vol. 58, No. 21
head tight to the frame before the saw strikes the
segment.
For the remainder of the cutting operation the car-
riage is moved but a part of the way back, which re-
leases the head only, so that it can be turned to make
the rest of the cut. All the cuts necessary are made
before taking the segment out of the machine, and the
carriage is then moved all the way back, which releases
the segments.
Another illustration shows a machine which was con-
structed for punching the segments. This was made for
attachment to a small power punch. The circle guide
has pin holes for stops of the various segments. The
spring keeps the operator from getting his fingers
under the punch.
New Winch Truck for Detroit
THE accompanying illustration shows a new 4-ton
truck purchased by the Department of Street
Railways for the city of Detroit. The cab construc-
tion is similar to that used by the Public Lighting
New Winch Truck roB Detroit
Commission and is equipped with a Bay City tjrpe C
winch. Weatherproof curtains are provided on the
sides and rear, arranged so that they can be rolled
up and held by straps when not in use. The truck
has a full equipment of tool boxes, etc. Other equip-
ment provided includes an odometer, generator, storage
battery, electric tail lamp, two electric headlights,
mechanical horn, radiator guard, trailer attachment,
tow hooks and skid chain hooks.
Properties of Molybdenum Steel
THE scope and application of molybdenum steel
appear to be wider than that of other types of
alloy steel. The early uses of this steel were for
tool and magnet steel. At that time the ores of molyb-
denum were considered to be much scarcer than now.
It has been found that the chief value of the element
is its indirect or intensifying effect in the more complex
steels. Its action in fractional percentages intensifies
the excellent qualities of other important alloy steels,
supplying in these certain qualities without which they
are limited in their application. Special steels in which
chromium, nickel and vanadium play an important part
are handicapped by the narrow limits of temperature
within which heat treatment is effective. Outside of
this small range their high-grade qualities are seriously
impaired. For these shortcomings molybdenum acts
as a corrective and greatly extends the range within
which heat treatment is beneficial. It considerably in-
creases the tensile strength of carbon and nickel steel.
In chromium-nickel steel, probably through the forma-
tion of double carbide, additional tensile strength,
hardness and other beneficial qualities are imparted.
Twenty-five thousand tons of this class of steel have
been produced by one company in the United States
since 1918 and no serious difficulties have been encoun-
tered in any stage of manufacture or in melting, cast-
ing, rolling or cold drawing operations.
The outstanding features relative to the heat treat-
ment of molybdenum steel are the extremely wide
quenching temperatures available for practical heat
treatment, the excellent penetrative effect of such
treatment on large sizes, and the broad drawing range
causing but slight modifications of physical properties.
It is claimed that molybdenum steel can be machined
more easily than other alloy steels, of equal physical
properties.
Constructing Acute Angle Frogs by Welding
THE accompanying illustrations show a frog con-
structed by means of Thermit welding, which is of
more than ordinary interest because of its unusual
acute angle, about 18 deg. This angle required an
exceptionally long weld, using approximately 200 lb. of
Therm,it or around three times as much metal for the
weld as for a square frog of the same rail section. In
making this frog, two arms of a curved 9-in. guard rail
were welded to another straight 9-in. guard rail. As
shown in the illustration of the completed job, the frog
was an unbroken main-line frog, and there was to be
no flangeway cut through the surface of the straight
main-line rail.
In aligning the component pieces of rail, it was neces-
sary to provide for three different radii on the curved
rail, one of which extended from the end of the shorter
arm to about 5 in. or 6 in. beyond the other side of
the frog. An extra long motor box was necessary. The
Upper View Showb Acute Anole Froo with Rail Arms Ljnko
Up in Position Prepahatobt to Weldino. Loweh View
Shows Top or Compi^btsd Fboo
weld was poured at the acute angle apex, a separate
crucible being used at each end. When the job was in-
stalled in the street (of a large Eastern city), the frog
slipped into perfect alignment with the other rails.
November 19, 1921
Electric Railway Journal
911
Self-Corrosion of Cast Iron and Other Metals in
Alkaline Soils*
The Authors Give Interesting Results of Extensive Experiments Made With a
View to Obtaining More Definite Information on the Cause of the
Destruction of Cast Iron Water Mains in Towns
of the Prairie Provinces
By W. Nelson Smith! and Dr. J. W. Shipley$
THIS information is the result of
our investigation undertaken in the
interest of a large public utility to de-
rive proof that a great deal of the
destruction of city water mains by ex-
ternal corrosion could not be due to
electrolysis from stray electric railway
currents in the earth. In order to cor-
rode a pipe a stray current must be
flowing out of it into the surrounding
«arth, and that can only happen ad-
jacent to a power station or in close
proximity to some other path of lower
■resistance, such as a railway track or
an underground cable, which may be
connected to the power station. A
large proportion of the corroded water
pipes were either remote from railway
tracks or in localities where current
would be flowing into them and not out
of them, and it was believed that some
cause other than stray current was
operating in such localities.
Cast iron pipe has been generally
thought to be immune from corrosion
except in strongly acid soils, but our
field observations and chemical re-
searches have convinced us that the
self-corrosion of cast iron pipe in the
moist clay and lime silt non-acid soils
of the Red River valley is an indisput-
able fact and is bound to happen any-
way, whether stray current is absent or
present.
Electrochemical Principles
Every metal in contact with water
tends to dissolve in the water, inde-
pendently of any emf. Impressed from
outside. This tendency to go into so-
lution is termed solution pressure.
Such metals as sodium, potassium and
magnesium, the alkalline metals, very
readily go into solution and are con-
ceived to have a high solution pressure,
while gold, mercury and platinum are
metals with very low solution pres-
sures. These solution pressures in fact
correspond to the positions of the vari-
ous metals in the so-called electro-
chemical series of elements, tabulated
in the text books.
Iron occupies an intermediate posi-
tion in the electrochemical series, but
is considerably above hydrogen, which
is considered as a metal In the series on
account of its electrochemical behavior.
Iron has a higher solution pressure
than hydrogen and can, therefore, dis-
place it. Consequently the iron ions
entering a solution are able to drive
out of solution any metallic ions oc-
curring below it in the electrochemical
series or any hydrogen ions. A per-
fectly dry surface of iron will not cor-
rode even when exposed to air or pure
oxygen. It" will only corrode if mois-
ture be present where there is a hydro-
gen ion to be displaced. Rusting should
•Abstract of a paper presented at the
Western professional meeting- of the Engi-
neering institute of Canada, Saskatoon,
Aug. 10. 1921. A full report of this paper
was published in the Western Canadian
Contractor and Builder for October, 1921.
tConsulting electrical engineer Winnipeg
Electric Railway.
^Assistant professor of chemistry, Uni-
versity of Manitoba.
therefore be conceived, fundamentally,
not as an attack of oxygen, but as a
retreat of hydrogen.
According to the electrochemical con-
ception, when an atom of metal passes
into solution it assumes a positive
charge of electricity and leaves the
metallic mass from which it is sepa-
rated negatively charged. Metallic ions
and hydrogen are therefore conceived
of as having positive charges and
traveling in the same direction as the
electric current. The OH ions and the
acid radical ions have negative charges
and travel against the current. This is
true whether the act of going into so-
lution generates the electric current as
in a primary battery or whether the
liquid solution is decomposed and its
elements driven out of solution by an
impressed electric current. The elec-
trochemical mechanism is, therefore,
somewhat analagous to the reversible
property of an electric current on a
wire in a magnetic field, in which the
current produces motion, or the motion
can produce current.
The Soils of the Winnipeg District
The soils of the Winnipeg district
are lacustrine and alluvial silt and clay
overlying glacial till. They are very
rich in lime and are the result of
glacial pulverizing action, which was
very efficient, causing the soil particles
to be very finely divided. This fine divi-
sion exposes the maximum of surface to
the solvent action of the ground waters,
and consequently the soluble and
commonly called "alkaline salts" present
in the original limestone have been
leached out and concentrated in local
areas, giving rise to the alkaline nature
of our surface soils. The redistribution
of these soluble salts is little under-
stood, but the prairie areas adjacent to
Winnipeg have a very high concentra-
tion of these salts in the surface layen
of the soil, so great, in fact, that they
everywhere approximate the toxicity
limit for plant growth. In the presence
of water, the soils are of very low elec-
trical resistance.
The salt content of the ground
waters is very largely sulphates and
chlorides of calcium and magnesium,
the sulphates predominating. Aggre-
gations of crystals of calcium sulphate
and magnesium sulphate frequently
occur in a layer about 4 ft. beneath the
surface. This layer is several inches
thick and is highly calcareous. It has
been observed at many widely sepa-
rated excavations where water mains
had failed and studied in detail at the
large excavation made for Eton's re-
cently built warehouse on Donald Street.
When this layer is dug through in plac-
ing a pipe line the earth used in back-
filling the trench naturally contains
these salts and they come in contact
with the pipe, creating the possibility
for galvanic action. These salts are
even more frequently met with at lower
levels, 10 ft. or 12 ft. below the sur-
face, in the clays immediately un-
der the pulverized limestone layers.
They have crystallized out along the
bedding planes and in the irregular
vert cal breaks in the horizontal layers
of clay. Very frequently they occupy
as aggregations of crystals, the spaces
at one t.me filled by the roots of f tree
The significance of these saline de-
posits lies m their location respect^g
the water mams. In the Winnipef
kL„ * "• ''f ""^ ^^^ surface and hkve
wi?hin a'^f"""^ ''t^'^^^ i» contact or
within a few inches of the pipe as it
Sd 'fj'n; "^"« '^^ warr'm'lins
Tiu from corrosion.
reservoir '^7°'"^ °l t^^^ ^''^ the
reservoir from which the ground
waters receive their saline load THp
more soluble chlorides have noi been
chwln" "y'^^'.f ^^'«g«tes, nor are the
sulphats.'" ""'^'^ '^'^t"'>"t«<» - th^
Preliminary Examinations of Soils
examinfahnf,f'^'""^u.*'^'"^« '^''"e ^«s to
examine about eighteen samples of soil
from various parts of the c?ty mostlv
from excavations around water ^"nes
Some were taken from the mfdd^lL^ of
nnfi"'/"^f i'^*"<=t «nd some on the
outskirts of the city. Of the eighteen
samples nine were from placed whtre
and'of'^fh.^""- '=°?°*^«'^ to destruction!
and of these nine two were from areas
where pipes were thought to ha^e befn
generafiy electrically positive to the
earth, three from where they must al
^Ti ^^1 ^'"" "^^^«^« to the earth
and four from areas where the polarity
positive ''o? l^ ""^^^ ''.^^" negative as
positive. Of the remaining nine sam-
P.'es ?even were from places where
pipes had been visibly corroded but not
seriously, two from positive and five
from negative areas or regions outside
Uie electric railway zone, while two
more were taken from excavations
where pipes had never been laid. Some
were from positive and some from
negative areas.
These first proximate analyses were
made by eaching a little of the soil
sample with distilled water, filtering
and testing the clear filtrate for the
dissolved chlorides and sulphates. The
sulphate radical was found in every
single sample, indicating its universal
distribution throughout the soil of the
City,
It is very significant, indeed, that
wherever a cast iron pipe had been cor-
roded to destruction, whether near an
electric railway power station or a mile
or two distant from it, the soluble sul-
phates of both calcium and magnesium
were invariably found in the soil close
to the pipe.
Sometimes these salts were so ob-
served m crystal form, actually in con-
tact with the pipe. The presence of
salt crystals in contact with the pipe
can only mean that the ground water
m contact with the pipe was actually
a concentrated salt solution.
The experiments made aflford suf-
ficient proof that the soils in the city
of Winnipeg will corrode cast iron pipe
on their own account, if given water
enough and time enough.
i^/°"l,. *^l foregoing experimental
study the following conclusions were
drawn:
1. The corrosion of cast iron by soil
salts individually and collectively is
readily accomplished under natural
conditions without access of stray cur-
rent and is of the graphitic pitting
nature by which is meant the com-
monly observed condition of the material
remaining in place, which is invariably
of a soft spongy texture, vdth part of
912
Electric Railway Journal
Vol. 58, No. 21
the iron dissolved out, the remainder
resembling graphite in texture and
softness, hence the term "graphitic."
2. Magnesium salts are the most cor-
rosive of the soil salts, and magnesium
sulphate, which was found wherever a
cast iron pipe had been destroyed, is
apparently the most effective of the
salts experimented with.
3. Local action induced by naturally
occurring concentration cells may
easily be a factor in the pitting of cast
iron exposed to salts of varying con-
centration.
4. Slight pitting corrosion was found
in pieces of cast iron exposed to the
action of small samples of wet soil and
intermittently heated, even in the short
period of forty days, and with only a
limited supply of water as compared
with conditions in the ground, without
any impressed emf . being present.
Phosphate and Sulphide in
Corrosion Products
Although it seems a comparatively
simple matter to account for the
fundamental chemical reactions that
result in the formation first of the fer-
rous and then of the ferric hydroxides,
we have found other corrosion products
of such a strange character as to make
it evident that the corrosion process in
the soils considered may be quite com-
plex.
In some of the graphitic spongy resi-
due in the pits of corroded pipes we
have found ferrous phosphate incor-
porated with the other material, being
noticeable by reason of its light bluish
green color. Sometimes small lumps
of it could be lifted out of the pipe
pits as a filling can be lifted out of the
cavity of a tooth. A partial analysis
of one sample showed 18 per cent of
ferrous phosphate, 20 per cent of
metallic iron and 42 per cent of carbon
and silica. Evidently it did not occur
in the original iron, but was formed in
the corrosion products along with the
hydroxides. It has sometimes been re-
ported as a deposit in buried bones,
but not as a product of stray current
electrolysis. Why ferrous phosphate
should occur in a corroded cast iron
water main is a riddle that has yet to
be solved.
Along with other corrosion products,
iron sulphide was found to be nearly
always present both in the pit and in
the scale, from pipes not only within
the city but several miles outside the
electric railway area. A number of ex-
periments were made with cast iron
and soil samples in glass bottles to try
to determine whether the sulphide
was the result of self-corrosion or of
stray current corrosion. Sulphide was
found to be present in both cases,
showing that it is not peculiarly a
product of stray current electrolysis.
The sulphur required for its formation
seems to come chiefly from the free
sulphur mixed in with the original cast
iron, but it is also possible that the
electrochemical reactions cause the re-
duction of the sulphates in the soil to
sulphides. If it is an eletrochemical
process it can happen as easily with
galvanic as with stray currents. Sul-
phides are found in pipe pits and scale
on the inside of water pipes as well as
outside. We have found sulphides in
chips of wood and clay taken from the
butts of electric light poles recently
taken out of the ground, and it is sus-
pected that the presence of sulphur
forming bacteria may have something
to do with the formation of sulphides,
wherever found. We are not aware
that either the phosphate or the sul-
phide of iron have been previously re-
ported by other investigators of the
corrosion of cast iron pipe.
The Moisture Content and the
Electrical Resistance op Soil
The moisture content of the samples
of soil collected in this investigation
varied considerably. The electrical
conductivity of the soils is a function of
the moisture content as well as of the
salt content, and it was deemed desir-
able to measure the electrical resist-
ance and determine the moisture con-
tent of about fifty samples taken from
various places.
Eighteen of the samples were taken
directly from off water pipes and the
average moisture content was 28.75 per
cent, the range being from about 20 per
cent to 35 per cent. The resistance of
these same eighteen samples averaged
570 ohms per cu.cm., which is a very
low average rating of soil resistance.
One was as low as 206 ohms, while
another was 1,085 ohms, the difference
in these two instances being probably
due more to difference m the salt con-
tent than the moisture content of the
samples.
The moisture content varies indeter-
minately with depth. Sometimes the
dried soil is above, sometimes below,
and there is no way of foretelling what
the order will be at any one spot. The
character of the soil varies at different
levels and the capacity for holding
moisture varies with the character of
the soil. Clay soils are well known to
be most tenacious of water.
One sample of soil was taken from
around a gas pipe in a limy silt soil at
Edmonton and St. Mary's Street, Win-
nipeg. This pipe was about 4 ft. down.
The moisture content was only 4.5 per
cent and the resistance was 1,965 ohms
per cu.cm., or about three and one-half
times the average resistance of the
eighteen samples taken from the water
pipes. This fact is of particular inter-
est also, because the soil around this
gas pipe was comparatively dry, while
in samples taken 2 or 3 ft. directly
above and below, the moisture content
was three or four times as great and
the electrical resistance less than one-
half that of the soil directly around
the pipe.
Soil Action on Lead and Copper
Lead and copper are also affected
by self-corrosion in these same soils,
but our researches have not continued
long enough to submit much informa-
tion. A lead water service pipe in the
Selkirk Mental Hospital grounds was
found to be corroded and the evidence
of decayed manure in the original back-
filling of the pipe trench led us to
suspect that nitrates may have has-
tened corrosion, the other soil salts
being much the same as in the case of
the corroded cast iron pipe.
To briefly review one experiment, a
small new lead plate was buried in con-
tact with a clay soil and some black
surface soil in a sealed glass container,
with plenty of moistare present, and
when removed at the end of four and
one-half months was found to be pitted
with little cavities about as big as pin
heads, which were filled with white pel-
lets of crystallized lead sulphate. No
heat was applied during the experi-
ment.
A copper ground plate buried below
the basement floor of the Manitoba
Government Telephone Exchange in St.
Boniface corroded in eighteen months
or less after installation. We were
given to understand by the telephone
people that it would not be possible for
any stray current to be leaking out
into the earth from the telephone sys-
tem through this ground plate. We
subsequently immersed some thin
sheets of copper in neutral solutions of
the alkaline salts above mentioned and
observed evidence of chemical attack
within twenty-four hours, by the for-
mation in the solution of insoluble
greenish compounds of copper.
Workmen's Compensation -
Procedure Adopted in New York on
July 1 la Described by the Director
of the Bureau
IN AN address delivered before
the annual meeting of the Interna-
tional Association of Industrial Accident
Boards and Commissions at Chicago,
Sept. 19-23, Stanley L. Otis, director
of the Bureau of Workmen's Compen-
sation, New York State Department of
Labor, described the present procedure
of the bureau. This method was
adopted on July 1 of this year. The
work of the bureau is divided into five
districts, the offices being located in
New York, Albany, Syracuse, Roches-
ter and Buffalo. The claim procedure,
which is practically the same in each
district, is as follows:
The injured employee is required to
file with the industrial commissioner
an employee's first report of injury,
and employers are required to keep
copies of these reports on hand for
the use of their employees. Employers
must file promptly and within ten days
an employer's first report of injury
covering all accidents causing loss of
time or necessitating medical attention
with the industrial commissioner and,
if filed through the insurance carrier,
the original is to be forwarded to the
bureau. Immediately upon the filing
of the employer's first report the in-
jured employee is sent a copy of form
C-3, which is the employee's claim for
compensation, together with instruc-
tions for the preservation of his rights.
An employer's supplementary report of
injury is to be filed before or not later
than fourteen days if the employer's
first report does not show the time the
injured employee returned to work.
Where the disability resulting from an
accident terminates and the injured
workman returns to work and subse-
quently is disabled as the result of the
original injury an employer's supple-
mentary report of subsequent disability
is to be filed.
The first payment of compensation
becomes due on the twenty-first day of
disability, and on that date or within
four days thereafter the compensation
due is to be paid. This payment acts
as a waiver of the reporting of the
accident by the employee and his filing
of a claim for compensation. When the
employer or insurance carrier suspends
the payment of compensation notice
must be sent in duplicate to the indus-
trial commissioner. If the employer or
insurance carrier intends to controvert
the right to compensation he shall
either on or before the twenty-fifth day
of disability file a notice in duplicate
with the industrial commissioner that
November 19, 1921
Electric Railway Journal
913
compensation is not being paid and in-
dicating in such notice the reason for
such non-payment.
After the claims have been prepared
by the claims division and its examiners
the notices of hearings are sent to all
interested parties. The notice states
that "if no objection is made either in
writing or by person on or before the
date mentioned claim will be closed,"
and this action is taken without preju-
dice if the claimant does not appear on
the day of the hearing or if he has not
written the bureau in the meantime.
In case there is some question in dis-
pute it is expected that the claimant
and the employer will be present, to-
gether with the examiner, so that the
differences can be adjusted and the case
closed.
As the new system only went into
effect on July 1 it is too early to have
figures at all reliable as to results.
However, it is expected that at least
70 per cent of the cases can be closed
without a hearing and that the diflFer-
ences arising in 20 per cent of the cases
can be satisfactorily adjusted, leaving
only 10 per cent of the cases to revert
to the referee's testimony calendar.
American Committee on Electrolysis Reports
Complete Compendium of Present-Day Knowledge and Best Practice Is Principal
Characteristic of 1921 Report of This Committee
THE American Committee on Elec-
trolysis has just issued its 1921
report, superseding its preliminary re-
port of 1916, in book form. It is pri-
marily a marshaling of the general
and specific knowledge regarding the
causes of electrolysis and methods of
electrolysis mitigation, and in no way
attempts to lay down specific recom-
mendations as to best methods of pre-
venting or mitigating electrolysis
troubles.
The following statement, taken from
the preface of the report, is important
as indicating the opinion of the com-
mittee regarding its report: "A report
is herewith submitted which embodies
such statements of facts and descrip-
tions and discussions of methods of
electrolysis testing and of electrolysis
mitigation as the members of the com-
mittee have unanimously agreed upon.
"While this report supersedes the
preliminary report of 1916, it should
be considered as in the nature of a
progress report and not as final, as it
is impossible at the present time to
finally answer many of the outstand-
ing questions involved. Also, it is to
be understood that the report is con-
fined to the technical and engineering
aspects of the subject and does not
attempt to deal with matters of policy
or with legal questions, such as the
rights and responsibilities of the sev-
eral interests concerned.
"At times gn:eat differences of opin-
ion between members of the committee
have arisen, but the subject differed
upon has been patiently discussed at
sub-committee meetings, and in some
cases tests have been made and a
final discussion held on the subject by
the main committee until unanimity of
opinion existed. The results as thus
determined are herein recorded."
From one angle, the book or report
might be regarded as a complete text
of electrolysis and in a way is so pre-
sented, and arranged. A good ground
work of principles and definitions of
terms is placed at the beginning of
the report.
More than one-third of the 204 pages
of the book are devoted to discussion of
the design,- construction, operation and
maintenance of railways and of under-
ground structures affected by electroly-
sis and to a discussion of measures in-
volving the interconnection of affected
structures and railways, ending with a
summary of good practice as analyzed
by the committee. Early in this chap-
ter, the committee states : "The prac-
tical electrolysis problem is due to
stray current from electric railways.
Instances of stray direct current from
other sources sometimes occur, but such
cases are not specifically considered in
this report."
The committee makes this recom-
mendation :
"Prior to the consideration of meas-
ures of electrolysis mitigation, the fol-
lowing features should be given due
attention :
1. Measures tending both to railway
economy and the reduation of stray
current.
(a) The return system, including
track bonding, should be put in proper
condition.
(b) The number of substations
should be made a maximum consistent
with railway economy.
2. Measures employed solely for
electrolysis prevention. Where neces-
sary to effect a still further reduction
in electrolysis below that provided by
the most economic railway system, one
or more of the following measures
should be taken:
(a) Applicable to railways. (1)
Additional substations. (2) Insulated
feeders. (3) A modified system of
power distribution, such as a three-
wire system.
(b) Applicable to affected struc-
tures. (1) Insulating joints in pipes
and cables. (2) Insulated coverings
for pipes.
(c) Interconnection of affected
structures and railway return circuits.
(1) Electrical drainage of cable
sheaths. (2) Electrical drainage of
pipes."
In the summary of good practice,
some comment favorable or unfavorable
is based upon most of the methods of
electrolysis mitigation which have been
attempted. It is interesting, in this
connection, to remember that this re-
port is one which represents a unanim-
ity of opinion.
The other chapter headings in the
book are: "Electrolysis Surveys,"
"European Practice," and "Electrolysis
Research."
Under the first of these headings,
there is an excellent portrayal of the
whole question of electrolysis surveys,
their purpose, scope, possibilities, inter-
pretation, as well as the instruments
available for making them.
European Practice Reviewed
The practice among the European
countries which have made any study
of electrolysis is analyzed and summa-
rized thus:
"In Europe, the effectiveness of the
co-operative or regulatory measures
applied to the electrolysis problem may
be summarized as follows:
"Germany, through voluntary co-
operation, has probably remedied the
former dangerous electrolysis condi-
tions for all of its important systems.
The instrumentality of agreements on
definite technical standards was sought
in preference to legislation.
"France has not been as successful
in bringing prompt results through
legislation as has Germany through
technical co-operation.
"England, which has had govern-
ment regulation for many years, has
now no electrolysis troubles or disputes.
"Italy will probably give more con-
sideration to the subject of electrolysis
whenever the general conditions will
permit.
"The methods followed to attain the
satisfactory results obtained abroad
are these:
1. Maintenance of good bonding.
2. Elimination of intentional con-
tacts and liberal separation wherever
possible, of pipes and rails.
3. Avoidance of bare copper returns
and use of insulated returns in all in-
stallations where the conductivity of
the rail alone would give a too great
maximum drop.
4. Use of insulated return feeders
with balancing resistances, or to a
lesser extent "boosters" for the pur-
pose of maintaining equality of rail
potential at the feeding point of all
feeders.
5. Small feeder drops and frequent
substations to give close line regula-
tion."
As to research, the committee's prin-
cipal point is that there must be a de-
velopment of practical means for
measuring current density across con-
tact surfaces of pipes and earth, and
for the determination of polarity of
structures and adjacent earth. (In
Electric Railway Journal, Nov. 5, p.
809, Burton McCollum, a member of the
committee, outlined a new method of
earth current measurement and de-
scribed a new instrument which will
probably form the basis for much of
the research work on electrolysis in the
future.) The committee also outlined
certain researches which should be car-
ried out in order to make it possible to
reach more nearly definite conclusions
with reference to the best practice to
follow, under various conditions, in
electrolysis mitigation work.
The committee making this report is
a joint committee of nine organizations,
each organization having three mem-
bers on the committee. Those organi-
zations represented and contributing
to the support of the committee's work
are American Institute of Electrical
Engineers, American Electric Railway
Association, American Railway Engi-
neering Association, National Electric
Light Association, American Gas Asso-
ciation, Natural Gas Association of
America, American Telephone & Tele-
graph Co., American Water Works As-
sociation and the National Bureau of
Standards.
The report may be obtained from any
one of these associations, although the
handling of it is by the American In-
stitute of Electrical Engineers, from
whose representatives the chairman,
Bion J. Arnold, is chosen. The address
is 33 W. Thirty-ninth Street, New
York. A nominal charge of $1 covers
cost of distribution, but this charge is
not at all intended to be or to represent
the cost of the book, whose publication
has been financed by the supporting
organizations.
914
Electric Railway Journal
Vol. 58, No. 21
Electric Railway Lubrication*
The Author Enumerates the Principal Uses for Oil in Electric Railway Equip-
ment and Describes Precautions That Should Be Taken
To Insure Satisfactory Operation
By Dean Treat
Lubrication Engineer Standard Oil Company of Indiana
THE lubricating engineer's duty is
to reduce friction by proper oil
and its proper application. A great
deal of the success secured in the re-
duction of oil costs can be traced to
the use of a cost system, whereby com-
parisons are made from month to
month of lubricants and bearing metal.
These two items go hand in hand as
too little oil means excessive bearing
costs and too liberal oiling means a
rise in the cost of lubricants. The
plotting of curves or comparative fig-
ures month by month by heads of de-
partments furnishes the key to reduc-
tion in the costs or to changes in meth-
ods of oiling whereby good results can
be obtained.
The average cost per thousand car-
miles generally is about 25 cents, but
if costs are lower than this average
figure the management should not be
entirely satisfied. Comparisons should
be made monthly on bearing metals
and lubricants in order to have reliable
.data. Each railway property has its
own problems to work out and no rules
.can be devised for lubrication except-
ing in a general way.
Armature speed varies from zero to
1,500 r.p.m. and the bearings can be
classed as medium speed bearings.
The older type motors were grease
lubricated, but at the present time this
.class is rapidly disappearing. Before
the grease was warmed up sufficiently
to flow and give the necessary film to
keep metal from metal, particles of
bearings were being removed and the
life of bearings was from 3,000 to
5,000 car-miles. It was also necessary
in hot weather to grease them daily
and sometimes oftener. Operators fre-
quently attempted to change these
grease bearings to oil by substituting
waste and oil. Due to the size of the
slot in the bearing it was not usually
successful, due to insufficient area of
contact with the waste. In some cases
manufacturers have substituted new
motor frames with modern waste and
oil lubrication and good results have
been obtained. The use of felt on old
type motor axles with waste packed on
top gave fairly good results, but oil
poured on top of the waste made it
soggy and the oil fed as rapidly while
the car was standing as in motion.
Modern bearings for armatures are
of the solid sleeve type, ball or roller
bearings. Sleeve type bearings on
modern motors are solid, the pinion
.end being larger than the opposite one
due to its needing greater strength.
They may be of hard metal lined with
babbitt, or solid bronze or babbitt.
Semi-modern motors used the split
type bearings employing either bronze
or hard metal lined with babbitt. The
keying of the above was secured with
dowel pins and holes and frequently
a key in addition. The modem type
use dowels in the flange or shoulder.
It is very necessary to prevent move-
ment of the bearings in order to secure
long life, as movement changes the
bearing pressure area.
•Abstract of a paper presented at the first
annual convention of the American Society
xif Lubrication Engineers, held at Chicaeo,
111., Oct, 12-13, 1921.
Clearances between axles and bear-
ings vary from .006 minimum to .016
maximum on diameters 3 i in. to 7 in.
Successful lubrication requires clear-
ance so that the lubricating film can
be maintained so as to prevent seizing
or rapid wear of bearing metal.
Axle bearings are always of the split
type to allow interchanging and to pre-
vent excessive labor as the solid type
would make it necessary to remove the
gear and wheel in order to renew or
replace a bearing. These bearings need
special attention as loose bearings al-
low poor meshing of gear and pinion
teeth and frequently form a new pitch
line. If kept closely fitted long life is
secured and they are not worn to knife
edges so rapidly. Electric current
causes a great deal of trouble at this
point and aids in breaking down the
oil film. Axle collars that become loose
cause a great deal of trouble on both
gear and pinion and also affect the life
of axle bearings.
Journal bearings need attention at
the box cover, dust collar and the guard.
Dust and water entering cause a great
deal of trouble, water especially, as
it floats the oil and prevents syphoning
of oil. It is very necessary that jour-
nal bearing edges do not touch the
journal as they act as a scraper and
wipe away the oil film. Probably more
hot boxes occur from this source than
any other. Worn pedestals and boxes
allow jamming of journal bearings and
should not be allowed to exist. With
welding machines as now produced this
condition can be easily prevented by
building up and grinding to original
size.
Gear and TROLury Lubrication
Grease or heavy pitch like oils are
used in gear cases. With tight gear
cases heavy gear oils are used, allow-
ing only a small portion of the gear
to dip into the oil in the bottom of the
gear pan. Some operators prefer a
grease entirely and cord and wood chips
have been used to deaden the noise.
The addition of too much fiber increases
the power consumption, similar to the
use of asphaltums that congeal at low
temperatures.
Air compressor lubrication depends
considerably upon the fit of piston and
rings on the cylinders. These parts
should be kept in proper fit in order
to permit the use of lighter oils. Try-
ing to overcome mechanical defects with
lubricants is not good practice. Hori-
zontal lubrication is apt to be over-
done, and guides to prevent too much
drip of the splash system recently em-
ployed are very successful. Herring-
i>one gears are rapidly supplanting
chain compressor drive. Churning of
oil by the gears due to too high a level
is being taken care of on modern com-
pressors by a trough that controls the
dip into the oil. Air brake cylinders
should be overhauled and cleaned every
six months and lubricated by use of a
good grade of semi-fluid grease, espe-
cially on the leathers.
Trolley wheel lubrication is secured
by grease on some and oil on others.
Some types of wheels are equipped
with graphite bushings in which the
manufacturers claim that no lubrica-
tion is necessary. Generally railway
operators oil these regardless of the
graphite bushing in order to increase
their life.
Too high a tension on the trolley pole
caused by poor trolley bases affects the
lubrication of the wheels inasmuch as
the bearing pressure is increased above
normal. In the use of ball and roller
bearing bases it has been possible to
increase the life of the trolley wheel
due to their free movement and the
lubrication is much more satisfactory
than with the old type bases.
The life of trolley wheels depends
greatly upon the service to which they
are subjected, viz., the amount of cur-
rent that flows through the wheel. The
higher the amperage the greater the
heat, which makes more necessary good
conductivity for this current from the
wheel into the trolley pole. Inasmuch
as there is an oil film between the
wheel and the spindle this is rather a
serious proposition. The use of graph-
ite greases is much more satisfactory
in conducting this current than straight
oil or ordinary greases, as the cur-
rent passes more freely through the
graphite grease.
Track Curve Oiung Prevents Wear
Track or curve oiling is done to pre-
vent cutting of the rail or flanges of
the wheels. This is done with a grease
or asphaltum lubricant, the latter gain-
ing in use due to its adhesiveness. Too
liberal a quantity applied usually causes
the top of the rail to be coated, which,
in turn, causes danger of sliding of
wheels and accidents.
Two general classes of babbitt metal
are used for armature, axle and journal.
Sentiment appears to be in favor of
high tin base metal for armatures and
lead base for axles and journals. Some
railways are going to bronze bearings
throughout, using a skin of babbitt,
while others are using the straight
bronze bearings.
Long fiber wool yam waste is most
generally used for armature and axle
bearings, but cotton waste is growing
in favor for journal bearings. Some
use metal turnings in the cotton waste
to give it elasticity. A great many
companies use straight wool waste
throughout, using the new on armature
and axle bearings and used waste on
journals.
Waste saturation is an item of great
importance, and waste should be sub-
merged in oil for forty-eight hours and
then drained for twenty-four hours.
An oil room should be provided and the
temperature should not be lower than
75 deg. F. Oil should never be poured
on waste in a bearing, but alongside of
it to prevent the waste from becoming
soggy. On the modem type motors oil
wells eliminate this trouble. Oiler*
should not forget to loosen up the
waste packing at least once a month
and renew it at least each six months.
Waste washing and reclaiming is gain-
ing in favor with larger companies and
is worth consideration, depending upon
waste loss and cost of installation.
All lubrication should be done on a
car mileage basis instead of by days
operation. If railway managers would
ap{|oint men thoroughly to follow up
their lubrication, bearing practice and
cost system a great reduction in cost
would be secured. Too little attention
is given the lubricants and bearing
metal and to the application of them.
This condition should be changed as
high friction means higher costs.
November 19, 1921
Electric Railway Journal
915
Waste in Industry
Preliminary Movement Toward Reduction of Waste in Industry Reflected in
Report of Committee Now Published in Book Form
THE report of the committee on
elimination of waste in industry
should have a concrete effect in focus-
ing attention of engineers and other
leaders in industry upon the subject
of the inefficiencies of the nation's
industrial machine. Preliminary and
partial indications of the scope of this
report and some of its conclusions have
been given from time to time in these
columns as work progressed. The pub-
lication of the final and complete
report in book form should do much to
stimulate interest and encourage study
of the problems which it attacks and
of some of the facts or indications
which it outlines.
This report, it will be recalled, con-
stitutes the first piece of public service
undertaken by the Federated American
Engineering Societies, which came into
l)eing exactly a year ago today.
Herbert Hoover, in his address at the
opening meeting when he was elected
president, pointed to the existing re-
strictions and waste in industry and
suggested the investigation of this
subject as being the most worth-while
contribution the new organization
could make at that time. Acting upon
authority from the American Engineer-
ing Council, the governing body of
the Federated American Engineering
Societies, he appointed a committee of
seventeen in January of this year, who
reported to the meeting of the Council
on June 3, the present final report
l)eing the completed form.
In introducing the report in its final
form, Herbert Hoover presents the
following foreword:
"This reconnaissance report on waste
in industry is the result of five months
of intensive study, carefully planned
and rapidly executed. A part of its
value lies in the speed with which the
■work has been done and the prompt-
ness with which it presents definite
lines for future action. It reveals facts
which may serve as a foundation for
an advance in American industry. It
has a special message for government
officials, financial, industrial and com-
mercial leaders, labor organizations,
economists, engineers and research
groups, the public and the press.
"We have probably the highest in-
genuity and efficiency in the opera-
tion of our industries of any nation.
Yet our' industrial machine is far from
perfect. The waste of unemployment
during depression; from speculation
and over-production in booms; from
labor turnover; from labor conflicts;
from intermittent failure of transpor-
tation of supplies of fuel and power;
from excessive seasonal operation;
from lack of standardization ; from loss
in our processes and materials — all
combine to present a huga reduction
from the goods and services that we
might all enjoy if we could do a better
job of it."
It is hardly to be expected that ac-
curate or definite conclusions can be
drawn from this report. While it is,
in nature, an engineering report, it
IS an engineering report in a field in
which other elements than engineering
are present. Its value lies in trying
to apply the engineering method of
analysis to a subject which has con-
founded most economists and industrial
students in their attempts to find a
definite solution. Perhaps the chief
criticism which can be directed toward
the present report is that it falls into
the more or less easy and common
phraseology of the economist and indus-
trial student with reference to those
conclusions which it does try to make
rather than retaining the engineering
method of analysis and conclusion
without the least variation.
It is only fair to point out, however,
that this problem has successfully re-
sisted all other methods of attempted
solution and if the engineers have made
any progress in analyzing it and por-
traying methods of attack, tHey have
to that extent made a noteworthy con-
tribution.
Actually the report is based upon an
"assay" of six industries of the
country; namely, the building industry,
men's clothing manufacturing, shoe
manufacturing, printing, metal trades
and textile manufacturing. To this is
appended general reports on the
following subjects: Unemployment,
strikes and lock-outs, legal machinery
for adjusting disputes, industrial acci-
dentsv health of industrial workers,
eye conservation and purchasing and
sales policies. While the details of the
six assays are of particular value only
to those and related industries, it is an
advantage to have these general
replorts collected and it is also of
value to see how the investigation has
been made in other industries.
For example. Chapter 4 is devoted to
the method of assay which was used
by the committee in its investigation
of the various industries. Any other
industry can learn much as to "the ad-
vantageous methods of analysis of its
lost motion by a study of this method
of assay, which includes a description
of the questionnaire and valuation
sheet used by the committee.
The report has been published by the
McGraw-Hill Book Company as a 409-
page, 6x9 cloth-bound book. The
societies are placing a nominal charge
of $4 for the book, the preparation of
the text having been financed by the
societies.
G. T. Seely, vice-president and gen-
eral manager, Pennsylvania-Ohio Elec-
tric Company, Youngstown, Ohio, chair-
man; Harry Reid, Indianapolis, Ind.,
H. C. De Camp, Dayton, Ohio; Pierre
V. C. See, Akron, Ohio; E. B. Gunn,
Wapakoneta, Ohio; G. D. Nicoll, Spring-
field, Ohio; and Adolph Schlesinger, In-
dianapolis, Ind.
The members appointed to the exec-
utive boards of the four local sections
are as follows:
Northern Section: E. B. Gunn, super-
intendent and master mechanic. Western
Ohio Railway, Wapakoneta, Ohio, di-
rector; W. E. Richards, Toledo, Ohio;
H. W. Savage, Detroit, Mich.; R. C.
Taylor, Albion, Mich; J. R. Lawrence,
Wauseon, Ohio; A. V. Brown, Sandusky,
Ohio; and Allen Karns, Bowling Green,
Ohio.
Western Section: Adolph Schlesinger,
superintendent of distribution and sub-
stations Terre Haute, Indianapolis &
Eastern Traction Company, Indianapo-
lis, Ind.; director, T. H. David, Indian-
apolis, Ind; R. N. Heming, Fort Wayne,
Ind.; Frank H. Miller, Louisville, Ky.;
L. A. Mitchell, Anderson, Ind.; T. W.
Osborne, Lebanon, Ind; and Charles
Sigler, Warsaw, Ind.
Eastern Section: P. V. C. See, super-
intendent of equipment Northern Ohio
Traction & Light Company, Akron,
Ohio, director; A. B. Creelman, Youngs-
town, Ohio; Lawrence D. Bale, Cleve-
land, Ohio; Guy H. Kelsay, Elyria,
Ohio; C. H. Folwell, Parkersburg, W.
Va.; H. J. Mayer, New Brighton, Pa.;
and R. D. Miller, Alliance, Ohio.
Southern Section: G. D. Nicoll,
superintendent of equipment Ohio Elec-
tric Railway, Springfield, Ohio, director.
The names of the other six members of
the executive board of this section have
not yet been made available.
Personnel of C. E. R. A.
Engineering Council
FOLLOWING approval by the exec-
utive committee of the plans tenta-
tively adopted at the summer conven-
tion of the Central Electric Railway
Association for a subsidiary organiza-
tion which would give the engineers of
the territory greater activity and a bet-
ter opportunity to interchange expe-
rience and ideas, the personnel of the
organization has been selected. As
pointed out in the Electric Railway
Journal for Oct. 15, page 699, the or-
ganization consists of an engineering
council which also comprises four geo-
graphic sections. It is provided that the
second vice-president of the association
shall be chairman of the council and
that two other members of the execu-
tive committee shall be members. The
other four members are to be the di-
rectors of the four local sections, which
are each to meet three times a year
with one joint meeting at the time of
the annual convention of the associa-
tion. Given in that order the members
of the engineering council are:
Mid-Year Dinner Committee
PRESIDENT TODD has appointed
the following as the special dinner
committee for the mid-year confer-
ence: Harry Reid, Indianapolis, chair-
man; S. W. Greenland, Fort Wayne;
L. E. Gould, Chicago; Myles B. Lam-
bert, East Pittsburgh, and E. C. Faber,
New York.
Committee Activities Under Way
ALREADY the committees of the
. American Electric Railway Asso-
ciation are picking up their activities.
The Executive Committee is scheduled
to hold its next regular meeting in In-
dianapolis on Dec. 2, at 10 a.m., in the
office of President R. I. Todd.
A meeting of the papers committee
has been called by Chairman C. D. Em-
mons to meet at Association headquar-
ters on Nov. 25, at 10 a.m.
The publicity committee has been
called by Chairman J. N. Shannahan
to meet at Association headquarters on
Nov. 26, at 10 a.m.
The membership committee, which
has a large program ahead of it, has
been called by its chairman, F. R.
Coates, to meet in Indianapolis on the
afternoon of Dec. 2, after the meeting
of the executive committee.
916
Electric Railway Journal
Recent Happenings in Great Britain
Expiration of Term of War-Time Control Over Buses Creates Problems
for Tramways — Leeds Reports Deficit
(From Our Regular Correspondent)
The most important subject discussed at the annual conference of the Municipal
Tramway Association, which was held in Salford, Manchester, on Sept 28 and
29, was the question of possible unlimited competition by privately owned
motor omnibuses with municipal tramways. Hitherto municipalities have had
a certain amount of control over the running of buses by other people, but an
act of Parliament which gave them expired with the recent official termination
of war. The matter will now be regulated under the roads act of 1920.
Vol. 58, No. 21
JB. HAMILTON, general manager
of Leeds City Tramways, who
•brought forward the subject, quoted
the opinion of a legal authority as to
the effect of the act. It was that when-
ever application is made for a license
for an omnibus to ply for hire, unless
there are valid reasons for refusing it,
the application must be granted. The
licensing authority would not be justi-
fied in refusing a license merely on the
ground that running of vehicles would
set up competition with tramways or
omnibuses of local authority. On the
other hand, Mr. Hamilton pointed out
that should licensing authority be of
opinion that sufficient services are
already provided, they may refuse to
license, but the applicant has the right
to appeal to the Minister of Transport.
The latter might say that: If a road
was already sufficiently served, pro-
posed buses were unnecessary, but he
might take the opposite view.
This was the difficulty and uncer-
tainty before the conference. Tram-
ways, it was insisted, form a monopoly
granted by Parliament under proper
safeguards and conditions, and they
cost great sums to construct. It was,
therefore, contended that they, should
not be subjected to the competition of
vehicles which were under no regula-
tion. If buses were needed on routes
where there were no tramways, they
should be run by the local authority.
In the end the conference adopted a
resolution declaring that the roads act
encourages wasteful and overlapping
competition which will result in in-
creased traveling charges to the public
and is contrary to the intentions of
Parliament. It was further agreed that
representations be at once made to the
Ministry of Transport urging statutory
regulation in the public interest.
J. M. McElroy, general manager of
Manchester Tramways, presented a
paper showing the growth of traffic
in recent years and the important fact
that the percentage increase in the
average fare per passenger was a long
way below the percentage increase in
operation costs. A suggestion was
made that the shilling should be deci-
malized, so as to give a coin of slightly
higher value than the present penny.
The high cost of permanent way con-
struction would, unless materially
reduced, put strict limits to tramway
extensions and must lead to the in-
creased use of motor bus and the trolley
bus.
A plea for freeing tramway under-
takings from a large part of the cost of
maintaining the street surface between
the rails was made by W. Chamberlain,
general manager of Oldham Tramways.
The grievance is an old one, but it is
becoming more and more acute owing to
the increasing wear of the streets by
heavy automobiles. At the close of
the conference, Alderman R. Mayne,
deputy Lord Mayor of Newcastle-on-
Tyne and chairman of the Newcastle
Tramways Committee, was elected
president of the association for the en-
suing year, and J. Timpson, Mayor of
Portsmouth, was elected vice-president.
The Ministry of Transport is evi-
dently alive to the grievance of tram-
way authorities over the question of
maintenance of road surfaces. Sir
Henry Maybury, director-general of the
roads department of Ministry, address-
ing a meeting of the Commercial Motor
Users' Association early in October,
said that a matter which must soon
engage the attention of his department
was the burden on tramways for road
maintenance. He suggested that tram-
way authorities go to Parliament for
relief, and expressed the opinion that
if they were relieved of road mainte-
nance they should pay for the use of
the road.
Nothing Like This in America
A peculiar tramway trouble is
reported by Mr. Dalrymple, the man-
ager at Glasgow. There is a shop-
keepers' half holiday every Tuesday,
and the public houses, like other shops,
are closed in the afternoon and evening.
In the districts outside the city bound-
ary, however, the licensed premises are
open on Tuesdays. A result is that
during part of the evening cars going
to the country districts are besieged by
people seeking drink. They return
later on, a great proportion of them
intoxicated. Not only do they fill cars
to the exclusion of the ordinary pass-
engers, but they often behave in a dis-
orderly manner. The conductors and
inspectors accordingly have a bad time.
The fundamental remedy, so far as the
tramways are concerned, would be to
have the Glasgow "saloons" open in-
stead of closed. To arrange for the
rural public houses being closed on
Tuesdays would be difficult, as various
local authorities are concerned. I have
not heard of any similar trouble in
England. In London, at all events,
nothing of the sort occurs because the
public houses are not closed on the
shopkeepers' half holiday.
The Leeds City Tramways, which
used to be a prosperous concern, is not
doing well. A return for twenty-two
weeks ended Aug. 31 last shows a deficit
of £36,634, or 2.335d. per car-mile run.
For the corresponding period of last
year the loss was £1,863, or 104d. per
car-mile. The income has decreased
and the expenditure has increased.
Both passengers and miles run show
a falling off. The circumstances are
not very favorable for celebrating a
jubilee, but the undertaking completed
fifty years of existence on Sept. 16. In
the early days horse cars were used;
these were succeeded by steam cars;
the first electric line was opened in
1891.
In 1894 the Leeds Town Council pur-
chased the private undertaking and
proceeded to electrify the various lines.
Figures just issued show that the
total cost of running the rail-less elec-
- trie cars of York Town Council, includ-
ing capital charges, amounts to Is. 7d.
per car-mile. For electricity, solid
rubber tires and wages alone the ex-
pense is Hid. per car-mile run. The
consumption of energy is 1.42 units per
car-mile and the price at which it is
purchased is 2d. per unit. The cars
are single-deckers, seating twenty-four
passengers, and are worked on the one-
nian principle. This is the most recent
installation of trackless trolley system
in the country.
The Metropolitan Railway, the Metro-
politan District Railway and the Lon-
don Electric Railway early in October
put into operation improved services.
Longer trains are run during the busy
hours, the services are continued later
at night, and the non-stop trains have
been increased in number. To a certain
extent the changes are restorations of
service reduced about a year ago. The
new development has been facilitated
by the delivery of new cars, which were
described in this journal some months
ago.
The geological adviser to the Channel
Tunnel Company recently stated that
there is good reason to believe that the
government is now generally favorable
to the scheme. Revised plans have been
prepared under which the tunnel will be
placed at such a depth as to render it
invulnerable to submarine attacks. The
proposal for a railway tunnel under the
Strait of Dover to connect England
with France has been before the public
for many years, but military consider-
ations have prevented the work from
being carried out. The scheme if
executed will involve a large installa-
tion of electric traction. The new rela-
tions which have grown up between
Britain and France may result in the
tunnel being constructed.
A strike of Salford tramway em-
ployees, which lasted for only a few
days and ended on Sept. 17, is worth
noting because of peculiar reason for
it. A number of inspectors and traffic
clerks withdrew their membership in
the United Vehicle Workers' Union in
order to join the National Association
of Local Government Officers. The
union objected and its tramway mem-
bers in Salford went on strike. A settle-
ment for the time at least was arrived
at by referring the matter to the con-
sideration of a negotiating committee.
The Bradford Town Council intends
to apply for Parliamentary powers next
session to carry goods up to the weight
of 20 tons on the tramways of the city.
The street gradients are very heavy,
rendering street transportation of
goods by horse or automobile vehicles
difficult, and it is thought the situation
may be eased by utilizing the tramways
for freight work.
Sir Philip Dawson, the well-known
consulting electrical engineer, has been
elected member of Parliament for West
Lewisham. He had a large majority
of votes over his two opponents.
The fifth international commercial
motor exhibition, organized by the So-
ciety of Motor Manufacturers &
Traders, is being held in London from
Oct. 14 to 22. The exhibits include a
wide variety of petrol, electric and
steam road vehicles for passenger and
goods transport. Motor omnibuses and
motor coaches are represented, some
with pneumatic instead of solid rubber
tires.
News of the Eledric Railways
FINANCIAL AND CORPORATE :: TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
New Orleans Negotiations
Halted
Settlement There Apparently Must
Await End of Controversy Be-
tween City and State
Another hitch has been encountered
in working out a settlement of the
utility problem in New Orleans. As the
matter was being thrashed out by the
city and the representatives of the sev-
eral classes of the security holders with
a reasonable degree of hope that some
amicable solution would be found, a sud-
den and. unexpected jolt was given the
negotiations by the State Supreme
Court. The new cause of delay is due
to the opinion handed down by the
court of last resort on Nov. 12, recall-
ing a prohibition writ issued last sum-
mer, granting the city a stay of pro-
ceedings against a restraining order
given to the State in the Civil District
Court, by Judge King.
The restraining order of the Civil
District Court, it will be recalled, was
based upon the contention of the State
of Louisiana, through Assistant-Gen-
eral Hall, since deceased, that on in-
formation received, the city was about
to enter into a compact whereby the
railway was to charge fares in excess
of 5 cents. This the state contended was
in violation of the franchise rights the
railway had obtained from the State.
It was further averred that the city con-
templated allowing an excessive rate
of return upon an excessive valuation of
the property of the railway.
The recall of the writ will now have
the effect of reopening the proceedings
de novo upon the application of the
State that the city was without legal
authority to enter into negotiations with
the railway not in keeping with the
franchises of the railway.
Mr. Hall, in behalf of the State, in
his petition in opposition to the applica-
tion of the city for a writ of prohibi-
tion, alleged that:
1. The city had an adequate remedy by
an appeal from any order or decree that
the Civil District Court might eventually
rendei: in the case.
2. The city did not, in the lower court,
plead to the jurisdiction of the court or
move to have the order o£ that court
rescinded and did not except to the pro-
ceedings in any way.
3. The lower court had jurisdiction of
the case and Judge King did not exceed his
jurisdiction in issuing the restraining order.
The opinion handed down on Nov. 12
upheld Mr. Hall's contention concern-
ing the lower court's jurisdiction. The
opinion declared:
The city's contention that the court has
no jurisdiction seems to rest upon the idea
the purpose and object of the suit, and the
function of the temporary restraining order,
was to interfere,, generally, with the legis-
lative power and function of the municipal
council.
On the contrary, an analysis of the prayer
for injunction shows that the true and only
object was to prevent the municipal council
from contracting, with regard to the street
railway franchises, beyond what the state
alleges is the limit of municipal authority.
We must bear in mind the State is the
author of the municipality's authority to
take such contracts. If the Civil District
Court eventually should decide the state is
not entitled to the relief prayed for, it will
be, not for want of jurisdiction over the
subject matter, but for want of a cause or
right of action.
If the Civil District Court should con-
clude the contemplation proceedings of the
municipal council, of which the state com-
plains, are matters over which the munic-
ipal council, as a legislative body, has
exclusive authority, the court will not in-
terfere. But the judgment of the courts,
in determining whether the proceedings
contemplated by the municipal council has
exclusive authority, would be an exercise of
jurisdiction on the part of the court.
This suit was not an attempt at unlaw-
ful interference with the right of the
municipal council to bring the railway
problem to a settlement, if possible, and, to
that end, to hold conference with the com-
mittees and organizations referred to.
The restraining order complained of, or
the injunction prayed for. could not have
prevented or interfered with such con-
ferences or proceedings, so long as they
did not result In a contract beyond what
the state alleged was the limit of the
commissioners' authority.
Whatever the decision in the District
Court, it is not improbable that an ap-
peal will be taken to the Supreme
Court by either party to the contro-
versy.
Two points in the pending negotia-
tions which yet await settlement and
which were being discussed when the
Supreme Court hurled its bomb among
the conferees were the so-called "set-
up" and the dividends of common stock.
The financial set up of the reorgan-
ized company contemplates the crea-
tion of a reserve fund with which to
retire the 4i per cent bonds, under cer-
tain stipulated conditions, for replace-
ments and betterments. This move-
ment has developed a three cornered
deadlock as yet untangled. The pro-
posed reserve fund amounted to $200,-
000, which was to be divided equally
for improvements and retirements of
the bonds. This fund was to have been
created before the declaration of any
dividends on the common stock of the
company.
G. M. Dahl, representing the junior
security holders, is said to have been
strongly opposed to this course, though
the representative of the holders of
the 4i per cent bonds held out for such
a safeguard to their interests and were
supported by the city in insisting that
such a provision should be inserted in
the compromise agreement.
The representatives of the security
holders have left for New York and,
like the Commission Council of New
Orleans, will await the end of the legal
tangle in which the city and the railway
company now find themselves.
Maximum Award for 213
Trainmen
According to a count completed on
Nov. 1, 1,921 employees of the Los
Angeles (Cal.) Railway out of 2,163
will receive a cash bonus at Christmas
as a reward for efficient service rendered
the public and the company.
Two Bells, the official publication of
the railway, states that only 182 train-
men now in service will not participate
in the bonus, and the reason assigned
is that they have not been in the
service six months.
The full bonus for twelve months at
the rate of $5 pe^ month will be
awarded to 213 trainmen.
New York Transit Commis-
sion Begins Hearings
Plans Are Outlined and Bases Estab-
lished for Further Discussions at
Early Sessions
Public hearings on the plan of the
New York Transit Commission for the
consolidation of all of the traction
lines of New York began on Tuesday
morning, Nov. 15, as announced. In
his opening statement. Chairman Mc-
Aneny reviewed the powers of the com-
mission as conferred upon it by the
last Legislature, and then referred to
the outline of the tentative plan of the
commission for the consolidation of the
lines in New York City, as published
in abstract in the issue of this paper
for Oct. 1, 1921.
In conclusion, Mr. McAneny said, in
part:
It is the purpose of the commission not
only to bring about a physical reorgan-
ization of the roads for purposes of bet-
ter travel and better development of the
rapidly growing city but to restore as
promptly as may be the citywide fare
and an actual and honest charge of 5 cents.
The commission, in its report, has pointed
out many eliminations and reductions of
cost that ought naturally to follow the
municipalization of the roads, the unifi-
cation of operation and the application of
the strictest business principles in the ad-
ministration of their affairs.
Through these means it hopes not only
to restore an actual 5 cent fare but to
keep the fare indefinitely at 5 cents.
Inquiry Into Expense Accounts
OF Companies
The chairman then declared that one
of the first acts of the commission
would be to go over the expense ac-
counts of the companies, and as it
would take too much time for the
committee, as a whole, to do this for
all of the accounts, the committee as
a whole would examine the accounts of
the Interborough Rapid Transit Com-
pany for June, 1921, of the New York
Consolidated for May, of the New York
Railways for April, Third Avenue Rail-
way for March, Brooklyn Rapid Transit
for February, Second Avenue Railroad
for January, New York & Harlem Rail-
road for December, 1920, Eighth Ave-
nue Railroad for November, Ninth Ave-
nue Railroad for October, the lines in
Queensboro for September, and the
Staten Island lines for August. The
accounts for the other months for each
of these companies will be examine^l
by individual commissioners.
Assistant City Corporation Counsel
Kohler then challenged the powers of
the commission to carry out any such
plan as it proposed, and declared the
statute under which its powers were
granted to be unconstitutional, accord-
ing to both the State and Federal con-
stitutions and consequently the acts of
the commission to be invalid and void.
He urged the commission to abandon its
proceedings at least until representa-
tives of the city of New York should
be able at the next Legislature, which
would convene in January, to introduce
a bill to cover the situation. The chair-
man, however, declined to discontinue
the proceedings.
918
Electric Railway Journal
Vol. 68, No. 21
The special counsel for the commis-
sion, C. J. Sheam, then outlined the
course which the commission intended
to follow. He said he proposed first to
show that although the number of pas-
sengers had greatly increased, the num-
ber of car miles had not increased in
proportion. Consequently the quality of
the transportation given was not as
good as formerly. He declai'ed also
that maintenance had not been kept up,
particularly on the surface lines, and
this meant delays to the service. Later,
the commission expected to take up the
condition of each company through its
president or receiver to see what they
had to say on the subject, both as
the causes of the present condition and
the remedy, particularly the plan pro-
posed by the commission. A similar
course would then be followed with the
various protective committees repre-
senting the bondholders so that the
commission could learn their attitude
toward the plan. Then the commission
would consider what savings could be
effected by changes in the physical lay-
out and other changes, and the reduc-
tion of the number of franchises, which
now amount to more than 1,000. Fin-
ally, the question of valuation would be
taken up. Work on this question has
been carried forward by members of
the staff of commissions, and it was
expected that valuations would be com-
pleted by the end of the year.
In referring to the matter of valua-
tions Mr. Shearn said that the commis-
sion had been establishing valuations
on these four different bases :
1. The investment value obtained from
the boolts of the company, as to the amount
of money actually expended, less deprecia-
tion.
2. Cost of reproduction on a pre-war
basis, less depreciation.
3. Cost of reproduction at present prices,
less depreciation.
4. Finally, as required by the law. on
the basis of prospective earnings under the
legal or franchise rate for fare.
The rest of the two sessions on Mon-
day was devoted to the presentation
of testimony by representatives of the
commission on statistics of operation
and on franchises.
Franchise Extracts Introduced
Ralph R. Monroe read extracts from
the franchises of a number of the com-
panies. In general they provided for
a 5-cent fare but in many cases this
fare was specified only between certain
limits and in some instances the fare
was not directly mentioned.
Frederick W. Lindars, accountant for
the commission, gave figures on the
number of passengers carried, an in-
crease of 27.7 per cent from 1917 to
1921, while the ratio of seats for pas-
sengers in that period had materially
decreased. The witness also gave fig-
ures upon the reduction of the number
of free transfers.
John H. Madden, engineer and head
of the Valuation Bureau for the com-
mission, gave figures on maintenance
of way and equipment. He said that
taking 100 as the index figure in 1912,
the cost of labor had increased to 208
in 1920 and materials to 308. The fol-
lowing table of decreased maintenance
figures was compiled from his testi-
mony:
Same Actually
Spent in Figure in Spent
Company. 1912. 1920 "Values. In 1920.
N. T. Rys. .$2,035,441 $5,454,952 $3,036,370
SdAv. Rys. . 1,370,129 3,673,266 2,608,528
surface . ." 2,683.970 7.193.040 5,472,065
Queens lines 492,802 1,320,709 685,136
Richmond
lines 168,522 451,629 234.492
2d Av. lines 134,911 361.561 247,799
Figures also were presented to show
that the roads had caught up on their
maintenance work in 1921.
Harry N. Latey, engineer of equip-
ment and operation for the Transit
Commission, then testified that the
breakdowns and delays of more than
five minutes on these transit lines had
increased enormously as the funds for
maintenance were comparatively de-
creased. The increases varied from
about 25 per cent to 202 per cent.
Daniel L. Turner, consulting engineer
to the commission, presented testimony
that on many of the surface lines there
had been a general increase in passen-
gers carried, but a decrease in car miles
Railway Ready to Comply
Detroit United Preparing to Discon-
tinue Service on Lines Included
in Ouster
Following the election at Detroit,
Mich., in which the people approved the
ouster ordinance requiring the Detroit
United Railway to remove its tracks
from Fort Street and Woodward Ave-
nue on the sections where franchises
have expired, Allen F. Edwards, vice-
president of the company, issued a
statement to the effect that the com-
pany would comply with the action of
the authorities as indorsed by the
voters.
Company's Attitude Made Plain
Mr. Edwards stated that according
to his understanding of the situation the
election returns must be accepted by
the Common Council through the report
of the board of canvassers. If this ac-
ceptance is made at the Council meet-
ing on Nov. 15, then the ouster ordi-
nance gives the company ten days in
which to discontinue service and ninety
days in which to remove its tracks and
overhead equipment from the streets.
This will make the suspension of serv-
ice effective not later than Nov. 25.
In his statement he cited that the
tracks involved are Woodward Avenue,
from Milwaukee Avenue south to the
river, and Fort Street, including West
Jefferson Avenue, from Artillery Ave-
nue to the eastern terminus of the line.
He further stated:
It seems unfortunate that a satisfactory
price for the lines to be ousted could not
have been agrreed upon. The price of $388,-
000, which was named by the city as the
amount they were willing to pay for these
lines, we considered in no way consistent
with the value of the property proposed to
be taken over, and have therefore declined
to accept it.
The company has, he stated, suggest-
ed arbitration as a means of arriving
at a fair price for these properties.
This seemed to its officials to be a means
by which service to the public could be
continued.
It is further cited in the communi-
cation that as a result of the ouster
ordinance becoming effective, it will be
necessary for the company to turn its
Woodward Avenue cars at Grand Belt
(Milwaukee Avenue) and the West
Jefferson and Fort Street cars at Artil-
lery Avenue. The company expects to
operate the remainder of its lines as a
unit and to render to the public the best
service which it is possible to give un-
der the conditions imposed upon it.
The company has communicated with
the Council asking for permission to in-
stall the necessary Y's on which to turn
its cars at the ends of the lines over
which service is to be suspended. It is
pointed out in the communication that
the Y's on Fort Street and West Jeffer-
son Avenue lines may be used for turn-
ing cars by both the Detroit United
Railway and the city, and suggested
that the installation and maintenance
of the equipment be made the subject
of a joint agreement between the com-
pany and the city. It is understood that,
the Y at Woodward and Milwaukee will
be used exclusively by the company.
Mayor Couzens stated that he was
much pleased with the support of the
people of the progressive program and
that he would feel encouraged to finish
up the job which has been started. He
was particularly pleased that the ad-
ministration has been empowered to-
use the trackless trolley if it seemed
desirable and that the people have sup-
ported the officials in their campaign to
get control of the streets for which
they have fought so many years.
No definite announcement has been
m.ade by the Mayor or the Street Rail-
way Commission as to what the next
step will be, but it is believed that an
effort will be made to reach an agree-
ment for an exchange of running rights
over the lines in controversy.
Conference in Saginaw
Awaited
The protective committee of the
bondholders, and other creditors in
New York of the Saginaw Bay-City
Railway were asked Nov. 16 by the
City Council of Saginaw, Mich., to con-
fer in Saginaw in the near future to
discuss the traction problem there. Re-
sumption of railway service in the city
will be the objective of the conference
discussion.
This action is the result of the re-
quest of the City Council that Otto
Schupp, receiver for the defunct com-
pany, wire the creditors for a meeting ^
at the earliest possible date. The Coun-
cil intends to discuss openly with the
committee from New York what plan
they can accept as a settlement of the
transportation problem.
The transportation situation has so
aroused the people who have been de-
pendent upon jitney buses since the
railway ceased operation on Aug. 10,
that recall petitions for the Mayor and
four Councilmen were started in circu-
lation Nov. 16.
Steam Roads Will Not
Electrify
Maurice E. Spratt, counsel for the
New York Central and "Nickel Plate"
Railroads, has informed the municipal
authorities of Buffalo, N. Y., that
neither road plans to heed the ordi-
nance enacted recently which provides
that steam roads entering Buffalo
must electrify their lines before Jan.
1, 1923, and submit plans for the
electrification before Jan. 1, 1922. It
is claimed the cost of electrifying all
lines entering the city would run be-
tween $75,000,000 and $100,000,000.
We are chartered by the state to operate
our lines as we do now, said Mr. Spratt's
statement. The City Council of Buffalo
or any other city has no authority to com-
pel us to electrify. The ordinance is in-
valid and will not be obeyed. The cost
would be too great, even if electrification
were practicable.
Representatives of other steam rail
lines entering Buffalo said that assum-
ing the city has authority to order
electrification, the short interval be-
tween the enactment of the ordinance
and the time for filing plans for elec-
trification would cause any court tO'
declare the statute unreasonable.
November 19, 1921
Electric Railway journal
919
Election Lends Complications
Change in Administration in Buffalo
Spurs Present Incumbents to
Renew Action
The City Council of Buffalo, N. Y.,
has voted ?25,000 as an initial ap-
propriation to prosecute the action
brought before the Public Service
Commission in an effort to restore the
5-cent fare on the local lines of the
International Railway. The Interna-
tional now is collecting a 7-cent fare
or lour tokens for 25 cents.
John C. Brackenridge, valuation ex-
pert who assisted the municipal au-
thorities in their last rate case against
the International, and Milo R. Maltbie,
former member of the Public Service
Commission, will assist the city. Both
traction experts have held conferences
with William S. Rann, corporation
counsel, and Frederic C. Rupp, deputy
city attorney, who will have charge of
the city's fight.
Some opposition to the prosecution
of a rate case at this time has de-
veloped and even the city law depart-
ment has warned the members of the
City Council against such a proceeding
at this time, but Frank C. Perkins, the
Socialist member of the City Council,
is insistent that the city proceed at
once with the case before the Public
Service Commission.
Newspapers opposed to a rate pro-
ceeding at this time brand the action
of the Council as "a fishing excursion."
An editorial in the Commercial says by
bringing the action just before election,
it appears that some members of the
Council are playing for public favor.
Mayor George S. Buck, who has op-
posed the railway since he took office
six years ago and whose fight against
the traction company resulted in a sale
and complete reorganization of the
system, was defeated for re-election by
the anti-prohibition candidate, Frank X.
Schwab, a brewer.
Other newspapers, commenting on
the action of the Council, at this time
say that lower fares will mean bank-
ruptcy, inadequate wages for em-
ployees and poorer service. The mu-
nicipal bureau of public utilities has
called attention to the fact that 200
fewer cars are being operated this
fall than a year ago and 300 fewer
cars than two years ago. The report
submitted to the Council says that,
"unless more cars are run this winter,
the service will be the worst in the
history of the city."
The Mitten Management, Inc., Phila-
delphia, which has a contract for
operating the local and interurban
lines of the International system, says
that sufficient cars are being operated
to meet traffic requirements and that
the running time has been speeded up
to offset any cars which have been
taken off during the non-rush hour
periods.
Railway Must Pay City
A judgment of $19,956 in favor of
the city of Jamestown against the
Jamestown (N. Y.) Street Railway
has been awarded by Supreme Court
Justice George E. Pierce. The amount
represents the sum alleged to be due
the city in unpaid percentages on gross
earnings of the traction line. The
judgment was taken by default. Al-
though George E. IVialtby, general
manager of the Jamestown Street Rail-
way, was in court with Marion H.
Fisher, its attorney, no answer was
made.
A section of the franchise granted
the company in 1891 provides that the
railway should pay to the city each
year 3 per cent of its gross earnings.
The judgment covers the amount due
for the period between June 30, 1915,
and June 30, 1920. Counsel for the
city informed the court that the rail-
way had promised to settle the case,
but had continuously neglected to do so.
Thirty Hurt in Rear End
Collision
Thirty passengers were injured in
the rear-end collision on the Inter-
borough Rapid Transit line near Wood-
side, Long Island, recently. A six-car
steel subway train standing at the
Fisk Avenue station of the Corona line
was rammed by a Manhattan bound
train of two wooden cars. Twelve feet
Conductors Learn to Enunciate
Minneapolis street car conductors no
longer may mutter and mumble the
names of streets for their own distress
and the passengers' mystification.
Street names, if the course in the street
name pronunciation of the Minneapolis
Street Railway is successful, will not
be mere trippings of the tongue. They
will be nothing less than street names.
From now on the passenger may
read a paper with peace of mind, in-
stead of interrupting the report of the
Disarmament Conference with a jerk-
ing look at the signpost of each corner.
He will read with the confidence that
at his block he will be informed in in-
telligible English that this street is
River Road.
In Minneapolis the conductors are
going to school to learn pronunciation,
and soon there will be no need for
Esperanto there, for all Minneapolis
will be speaking the English langruage.
(C^nternationat FUm HO'Vice
Remains of Wooden Car Shattered in Wreck
of the first wooden car were shattered
and the rest of the car jammed onto
the top of the last steel car of the
stalled train.
Mr.
Witt Sees Great Future
for Seattle
The idea of municipal ownerships is
growing fast. This opinion was re-
cently expressed by Peter Witt, Cleve-
land transportation expert, in speaking
before members of the King County
Democratic Club, Seattle, Wash.
Mr. Witt said that Seattle had at-
tracted great attention the country
over by buying its electric railway
lines and that now successful manage-
ment of the railway would bring thou-
sands of home owners from the East to
reside in the city of Seattle. On the
purchasing of the public utility, Mr.
Witt said:
I don't know how you feel about the
public utility you purchased a few years
ago, I don't know what your thoug^hts are
now, but I have vision enough to know how
you will feel in the future. The world
knows now that you are big enough, great
enough and have the courage to own your
great utility. Your one aim should be to
make it the best and finest system of muni-
cipal transportation in the United States.
His topic was municipal ownership,
the history of which he reviewed, say-
ing that it was an old established in-
stitution but still going forward.
The course is the latest in the school of
the Minneapolis Street Railway, where
for more than eight years motormen
and conductors have been trained.
Courtesy and how to handle an emerg-
ency are taught there, as well as the
mere mechanics of running a street car
and collecting fare.
Receivers Inform Public
T. H. Tutwiler and Frank S. Elgin,
receivers for the Memphis (Tenn.)
Street Railway, recently published in
the daily papers of Memphis an inter-
esting symposium, educative in char-
acter, entitled "The Truth."
The misuse of transfers was the
subject of one article which explained
very plainly the decreased revenue and
unfairness to patrons produced through
the wrong use of the transfer.
Another article gave a little financial
history of the workings of the railway
in 1920. The statement in part is as
follows :
The receivers, during the year 1920,
charged as a part of the Cost of Service
$280,000 to the account of Injuries and
Damages. Actual Payments during' the
year amounted to $353,000. It cost each
revenue passenger (each time a ride was
taken) over half a cent to pay the Injuries
and Damages Account.
The receivers then urged the co-
operation of the public in its Accident
Prevention Campaign.
920
Electric Railway Journal
Vol. 58, No. 21
Utilities' Problems Discussed
Ohio Public Utility Information Com-
mittee Conducts Frank Talks
Before Civic Bodies
People everywhere are anxious to
hear the story of the public utilities.
This is the emphatic conclusion reached
by the Ohio Committee on Public
Utility Information, after having op-
erated a Speakers' Bureau for a few
months on an experimental basis.
The work has now passed the ex-
perimental stage in Ohio and has be-
come a fixed part of the Ohio commit-
tee's activities in creating good will
toward public utilities and a better
understanding of their problems.
Success Assured Despite Misgivings
It was with some misgivings that the
experimental speaking program started
in Ohio. There was doubt as to the
reception which might be accorded
speakers who should attempt to dis-
cuss public utility matters frankly be-
fore civic organizations, but from the
very beginning the work has proved
an unqualified success. Not a single
rebuff or discourtesy of any kind has
been met with anywhere and the unani-
mous verdict of all organizations ad-
dressed is that what had always been
considered a dull, uninteresting and
technical subject had been covered in
a graphic, fascinating way, replete
with points of interest.
So successful was the preliminary
work of the Speakers' Bureau that the
Ohio committee a short time ago made
arrangements for its permanent con-
tinuance and issued an attractive de-
scriptive pamphlet outlining the serv-
ice offered and giving a few of the sa-
lient facts relative to the magnitude
of the public utility industry. This
pamphlet has been sent to the secre-
taries of all civic organizations, and as
a result the committee is flooded with
requests from all sections of the State
for speakers and engagements are
booked several months ahead.
Among the subjects chosen for ad-
dresses before civic organizations are
the following:
"A Half Century Miracle."
"Making Great Cities Possible."
"A Community and Its Utilities."
"The Community's Greatest Asset."
"Applying Nature to the Needs of
Humanity."
"The Story of Electricity, Gas, the
Street Car and Telephone."
Prominent Speakers Retained
In addition to speakers of state-wide
prominence in connection with the in-
dustry in either regulatory or man-
agerial capacity, men of national repu-
tation are being called upon for ad-
dresses in some of Ohio's larger cities.
The officers of chambers of commerce,
rotary clubs, Kiwanis clubs, exchange
clubs and other organizations before
which addresses have been made are
enthusiastic in their commendation of
the work and the committee has re-
ceived many letters from them testi-
fying to the undoubted good which has
been done in creating a better under-
standing by the people of the prob-
lems of the utilities and the necessity
for adjusting such problems on the
basis of the square deal.
A conspicuous feature of the work
in Ohio is the publicity given it by the
newspapers. Not only have thousands
of business men in these various or-
ganizations heard the message di-
rectly, but through the co-operation of
the papers the message of the speaker
has been carried to every home in the
various communities.
Significant Elections in Albany
District
At the election on Nov. 8 the cities
of Schenectady, Troy, Cohoes and Al-
bany, N. Y., elected complete Demo-
cratic municipal tickets, the latter city
turning over politically for the first
time in twenty-two years. While the
strike on the lines of the United Trac-
tion Company in Albany, Troy and
Cohoes, in progress since Jan. 29, was
not specifically mentioned as a cam-
paign issue by either of the dominant
political parties there is no doubt that
the attitude of the Albany administra-
tion under Republican rule toward the
United Traction Company influenced
several hundred votes against its con-
tinuance in power. In Schenectady
the success of Mayor Lunn in averting
a traction tie-up was openly used to
his advantage.
With the four cities in the strike
zone now of the same politics after Jan.
1, it is rumored that a concerted effort
will be made to bring about conditions
favorable to the former employees, if
the company does not effect a settlement
before that date.
Competitive Franchise Threatened
Another development predicted is
that the incoming Democratic admin-
istration will grant franchises for in-
creased territory to the Woodlawn Im-
provement Association Transportation
Corporation, which now has some thirty
buses in operation over established
routes covering territory not reached
by the United Traction Company. In
this connection it is even said that the
possibility exists that if the traction
company by January does not discharge
its present employees and re-engage
those who went out on strike months
ago, the new administration will grant
competitive franchises covering the
entire city of Albany.
There is little disposition, however,
on the part of Albanians to embark in
the venture so popular with Mayor
Hylan of New York City of municipally
owned bus lines.
Miami Votes to Operate
Defunct Railveay
The special election on Nov. 1 in
Miami, Fla., resulted in approval by
the voters of the purchase of the tracks
of the defunct Miami Traction Com-
pany and the issuance of $100,000 of
city bonds for the equipment to resume
operation of the line.
The Miami Beach Electric Company
which operates cars to Miami Beach
through a portion of Miami, has agreed
to lease the city's system. Operation
over the former Miami Traction Com-
pany's lines will be begun the latter
part of December.
The City Commission has ordered
new trolley wire, new poles and eight
new trolley cars. The Miami Beach
Electric Company will increase the ser-
vice over present line as rapidly as
traffic will permit. A ten-minute sched-
ule is promised as soon as the fares
total $2.50 per round trip, which is
the actual cost as figured by General
Manager R. L. Ellis.
Wage Cut Notice Given. — Employees
of the Interstate Street Railway, At-
tleboro, Mass., have received notice of
a proposed wage reduction, effective
Jan. 1, 1922. The cut amounts to 20
per cent for car operators and 30 per
cent for office employees.
Railway Announces Cut. — The Hull
(Que.) Electric Railway has an-
nounced a 10 per cent reduction in
wages, to become effective on Dec. 1.
The new rate for senior motormen and
conductors will be 43 cents an hour
instead of the old 48 cents. The em-
ployees are considering the proposition.
Men Reject Cut. — Employees of the
New England Investment & Security
Company, which controls the Spring-
field Street Railway and the Worcester
Consolidated Street Railway, have re-
jected the company's proposition for
a wage reduction of 26i per cent and
an hourly basis of pay instead of the
day basis.
Receiver Asked for Account. — Harry
Evers, receiver for the Buffalo & Lack-
awanna 'Traction Company, Buffalo,
N. Y., has been ordered by the Public
Service Commission to make a report
regarding what his company has done
toward the cancellation of a contract
with the Buffalo & Lake Erie Traction
Company. The latter company is ask-
ing for an increase in fare. Mr. Evers
also has been asked to submit a re-
port of the revenue of the Buffalo &
Lackawanna Traction Company for
the last three months.
Will Continue to Serve.— The News
Bulletin issued by the Ohio Committee
on Public Utility Information, had its
first anniversary on Nov. 7. It now
starts in on its second year and prom-
ises to keep the people of Ohio in-
formed about its electric railway, tele-
phone, electric light properties and
other conveniences. The committee, on
the occasion of its first birthday, urged
editors and correspondents to commu-
nicate vdth its bureau to secure first-
hand and authentic information about
the development of the utility prob-
lems in the State.
Union Appoints New Advocate. —
James M. Sheehan, president of the
local division of the Amalgamated As-
sociation at Albany, N. Y., in 1901,
who successfully negotiated with the
United Traction Company a termina-
tion of the strike in that year, has been
selected to open negotiations again
with the company with a view to a set-
tlement of the strike, which has been
operative since last January. This is
accepted by members of the union and
their friends as a virtual repudiation
of Joseph S. Droogan, president of the
union, as far as his ability to get suc-
cessful results in parleys with the
railway is concerned. So far as the
railway is concerned the strike has
long been over, but it has never been
officially declared off by the union.
That Droogan was gradually dropping
out of sight as a directing factor in
the Albany union was indicated in the
Electric Railway Journal some time
ago.
November 19, 1921
Electric Railway Journal
921
Financial and Corporate
Short-Haul Riding Popular
Number of San Diego's 5-Cent Riders
Shows Largest Percentage
Increase
In spite of country-wide depression,
bound to affect a tourist city, the re-
port of the San Diego (Cal.) Electric
Railway for eight months ended Aug.
31, 1921, shows that the second year
of the zone fare is improving on the
first as regards every class of passen-
gers except beach travel. The only
kind of passengers that have decreased
are the unwelcome "transfer" kind.
The accompanying table will be found
especially interesting because compari-
son is made not only with the same
period of 1920, covering the first zone
months, but also with the first eight
months of 1919 when the 5-cent uni-
versal fare with free transfer prevailed
throughout San Diego.
passengers per car-mile. This shows,
mcidentally, under what thin traffic
conditions San Diego must work. An-
other inde.x to the better use of the
transportation facilities is that the
seats per passenger in 1921 were but
1.44 compared with 1.87 in the 1919
and 1.83 in the 1920 periods. In con-
clusion is the gratifying result that a
daily deficit of $1,067.58 in the last
flat-fare period has been cut to but
$9.40 in the first eight months of the
differential fare, showing that with
some legitimate relief in the paving
and similar burdens, the San Diego
Electric Railway will be able to prosper
and meet every reasonable need for
service.
Revenues Rise Rapidly
"Revenue from transportation," the
most significant figure to the operator,
rose from $655,063 in the 1919 period
to $937,038 in the 1921 period, a gain
of 43 per cent. At the same time "total
cash-fare and revenue ticket passen-
gers" rose from 13,815,120 to 14,710,835.
This IS a gam of 6.4 per cent although
the comparison is between a flush
period then and a depressed period
now.
As compared with the first eight
months of 1920, it will be seen that
o,^ oo'l^^''^* mcrease (5,251,806 to 5,-
914,825 passengers) was in the 5-cent
classification. The decline from 2,841,-
849 to 2,706,215 passengers or about
4^ per cent under "other revenue
tickets IS due to the drop in long-
distance pleasure riding to the beaches.
Ihe effectiveness of the San Diego
zone fare in getting revenue without
driving away traffic is crystallized in
the fact that the average revenue per
passenger, comparing 1921 with 1919
period, has risen 34 per cent.
Fewek Transfer Passengers
Although the "total revenue passen-
gers, including "transfer passengers,"
rose from 16,126,729 in the 1920 period
to 17,190,570 in the 1921 period ("trans-
fer passengers" dropped from 2,623,-
313 to 2,479,735 in the same periods.
Uther improvements of the second zone-
fare period as compared with the first
are the more efficient use of car-miles
turnished, the number of purely Reve-
nue passengers rising from 5.61 to 6 36
$2,000,000 Additional Stock
OfiFered Under Customer-
Ownership Plan
In pursuance of its policy to enlist
as partners as many as possible of its
customers, and thus extend the owner-
ship of its securities, the Public Service
Corporation of New Jersey offered for
sale, beginning Nov. 1, an additional
issue of $2,000,000 of its 8 per cent
cumulative preferred stock, under the
same partial payment customer-owner-
ship plan which governed the recent
sale of a similar issue of the same
stock.
The previous offer was accepted by
more than 7,400 customers within
eleven weeks. The success of that
campaign has confirmed the belief of
the management of the corporation
that many persons appreciate the ad-
vantages of closer participation in the
affairs of their public utilities and
realize the stability of investment in
securities based upon the earning
power of companies engaged in provid-
ing essential utility services to a
rapidly growing and highly prosperous
group of communities.
It is the desire of the corporation
to extend to every user of the services
furnished by it an opportunity to be-
come a partner in the enterprise, and
for that reason the terms under which
the 8 per cent cumulative preferred
stock is being sold have been so ar-
ranged as to make it possible for any
person to acquire the stock by monthly
payment of such portion of his or her
savings as he or she may care to invest.
The utilities controlled by Public
Service Corporation of New Jersey
furnish gas, electric and railway
service to a population of 2,599,489.
Consolidation Details Being
Perfected
Henry L. Doherty & Company, New
York, N. Y., direct the attention of
the holders of the first lien 5 per cent
bonds of the Consolidated Cities Light,
Power & Traction Company to the con-
solidation recently made of important
public utility properties in eastern
Ohio, securities of which are deposited
as collateral back of these bonds.
The Ohio Public Service Company will
take over the properties in eastern Ohio
which heretofore have been operated as
the Alliance Gas & Power Company,
the Massillon Gas & Electric Company,
the Trumbull Public Service Company,
the Lorain County Electric Company
and the Utilities Construction Company.
More than 99 per cent of the common
capital stocks of the Alliance Gas &
Power Company, the Massillon Gas &
Electric Company and the Trumbull
Public Service Company are deposited
as part of the collateral back of Con-
solidated Cities Light, Power & Trac-
tion Company first lien bonds.
These three properties, together with
the Lorain County Electric Company
and the Utilities Construction Com-
pany will be consolidated under the
Ohio Public Service Company, all
financing of which- has been completed,
this financing providing for the retire-
ment of various issues of bonds on the
separate properties, the reimbursement
of the treasury for expenditures made
on account of additions and improve-
ments to the properties, for the funding
of current indebtedness and ifor other
corporate purposes.
In connection with the consolidation,
arrangements have been made for the
retirement of the preferred stocks of
the underlying companies through the
exchange of the Ohio Public Service
Company 7 per cent cumulative pre-
ferred stock for preferred stocks of the
individual companies. The consolida-
tion of the three companies, stocks of
which are deposited as collateral back
of the Consolidated Cities Light, Power
& Traction Company first lien 5 per
cent bonds and the addition also of
two other companies, should add much
strength to the position of Consolidated
Cities Light, Power & Traction Com-
pany first lien bonds. Details are now
being completed for the substitution
of common stock of the Ohio Public
Service Company for the stocks of the
three companies now deposited as
collateral.
CHANG^INJpaSSENGER revenue and traffic of SAN DIEGO ELECTRIC RAILWAY
COMPARING FIRST EIGHT MONTHS OF 1919. 1920 AND 1921 RESPECTIVELY
Revenue trom transportation .^cc n^,
5;«entpa8senge« , , m 'Jo,
1 0-cent passengers 1 1, IB 1, 592
Other cash passengers. ■......,,'_'',
1920
$884,217
5.251,806
461,308
23.221
1921
$937,038
5,914,825
488,972
26,674
Total cash fares
71-cent revenue tickets 11,181.592 5,736,336 6.430.471
Other revenue tickets i 5,326,232 5,574,149
2,633.528 2,841.849 2.706,215
SlSifrpi^l^rei""^""" "'"'^' "'«"'*'" <3,815,120
Car-miles operated ?'H2'^'*
Car-miles per car-hour o ji ' *^
gah and revenue ticket passengers per car-mile lil
Seats per passenger J '8
ATWage net de6cit per day , , „, ' f '
* I ,uo/ . >fl
13,903.416
2,623,313
2,468,693
9.37
5.61
1.83
$383.45
14,710,835
2,479,735
2,312,631
9.20
6.36
1.44
$9.40
Canadian Company Issues Bonds
The Manitoba Power Company, Ltd.,
is offering a $3,000,000 issue of first
mortgage 7 per cent sinking fund gold
bonds at 90 and interest, to yield about
8 per cent. They are dated Nov. 1, 1921,
and are due Nov. 1, 1941. The bonds,
which are guaranteed as to principal
and interest by the Winnepeg Electric
Railway, will be secured by a first
mortgage on the hydro-electric plant
and transmission line which the com-
pany is now constructing and by col-
lateral lien through pledge of stock
of 13 miles of standard-gage steam
railroad of Winnipeg River Railway.
The net divisible income of the
Winnipeg Electric Railway for tlie
twelve months ended Aug. 31, 1921,
after payment of all bond and other
interest charges, was $957,674, or over
IJ times the annual interest require-
ments of the bonds of the Manitoba
Power Company.
922
Electric Railway Journal
Vol. 58, No. 21
Public Service Corrects Erroneous
Deductions Drawn from Its
September Report
John L. O'Toole, assistant to Thomas
N. McCarter, president of the Public
Service Corporation of New Jersey,
Newark, has issued a statement cor-
recting erroneous deductions drawn
from the report of the Public Service
Railway for September as made to the
Board of Public Utility Commissioners.
Because the operating statement filed by
the company for the month of Septem-
ber, 1921, shows a balance of $9,175
over actual operating expenditures,
fixed charges and depreciation, while
a similar report fir September, 1920,
showed a deficit of $104,495, the claim
was advanced that the rate of a 7-cent
fare with a 2-cent transfer charge
recently fixed by the Public Utility
Commission has been vindicated, and
credit is given to that rate for having
converted a deficit into a surplus.
According to Mr. O'Toole just the
reverse of this is true. In the first
place there was a considerable saving
in pay rolls in September, 1921, over
the same month of 1920 and in addition
there was a decrease of S114,000 in
the expenditure for maintenance of
equipment for September 1921, over
the similar month a year ago. Mr.
O'Toole says:
The report shows, as published, that the
7 and 2 rale produced $2,077,707 of pas-
sengrer revenue last month, which was $141,-
000 less than the 7 and 1 rate produced
during the corresponding month last year.
There w«k .some dlminuation in traffic due
to industrial conditions, but allowing for
this, had it not been that a saving was
effected in payrolls last month the report
would have shown a large deficit.
In addition to effecting a saving in pay-
rolls the company had to cut its garment
according to its cloth, in other ways. It
had accumulated .such a large deficit during
the last three years that it simply could not
go on adding to it and was compelled to
forego certain work because it didn't have
the money to pay for it, with the result
that the figures show an apparent profit
But a perusal of the figures filed with
the Utility Board for September will dis-
close facts that change the aspect of the
situation. It would show, for instance, that
in September, 1920. there was spent $240 -
862 on maintenance of equipment, while
last moULU this item of expenditure was
held down to $126,360. a difference of $114.-
000 in this account alone, or more than
enough to offset the "turnover' from a
for.r.er loss to what ssems to be a present
profit. Other instances could be cited of
what look like savings, but are really re-
ductions in expenditures, due to deferred
maintenance, such as track reconstruction
and street paving.
6,015,151 Eight-Cent Farts
Collected in Eleven Days
In accordance with the decision of
Federal Judges Rellstab and Woolley
granting the Public Service Riilway,
Newark, N. J., a basic fare of 8 cants
the company has filed in the United
States District Court at Trenton a
statement showing returns from the in-
creased fare from Oct. 20 to Oct. 31.
The new fares became effective on Oct.
20. The company is required to file
monthly sta.emer.ts hereafter with the
court.
The report shows that the total num-
ber of passengers carried between Oct.
20 and Oct. 31 was 12,927,605. The
number paying the base fare of 8 cents
was 6,015,151. The company sold
4,446,864 tokens or tickets at the rate
of four for 30 cents. It is shown that of
the total number of tokens sold 4,010,-
048 have been turned in by passengers
for fares. The number of transfers that
was issued at 1 cent each was 2,169,374.
Cumberland Railway Transfer
in Prospect
The stock of the Cumberland (Md.)
Electric Railway and the Edison Elec-
tric Illuminating Company was re-
cently bought by T. B. Finan of
Cumberland and Townsend & Scott,
bankers of Baltimore. About $2,000,000
is involved in the sals of the two
properties. It is the plan of the pur-
chasers to form a new company and to
consolidate t'ae railway, power and
lighting plants under one management.
The tiansfer awaits the approval of
the Public Service Commission, which
is expected before Jan. 1.
$447,299,000 Traction Bonds
in Default
According to the Wall Street Journal
an improvement is reflected in the
amount of public utility bonds now in
default, the total par value being $470,-
039,000 against $494,858,000 on Nov.
25, 1920. While the list as originally
published contained all classes of pub-
lic utility bonds, only the traction bonds
in default have been included in the
accompanying table. Thev total $447,-
299,000. Where the maturity date is
given after the name of the security, it
means that there is a default as to
principal as well as to interest.
Interest Defaulted by Michigan
United Railways
A bondholders' committee of the
Michigan United Railways, Jackson,
Mich, in a circular issued on the de-
fault of interest due on Nov. 1 on the
first and refunding 5 per cent bonds
of the company, promised protection to
all bondholders who deposit their bonds
with the committee. The statement
said :
Default having occurred in the payment
of interest due on Nov. 1, 1921, on the
first and refunding 5 per cent bonds of the
Michigan Uni'ed Railways, the under-
signed holders or representatives of a sub-
stantial amount of said bonds have con-
sented to .let as a committee to protect
all bondholders who shall deposit their
bonds with this committee. A formal
agreement is being prepared.
The circular was signed by H. A.
Kahler, pi-esident of the American
Trust Company; Cliflford Bucknam of
Pynchon & Company, Marvyn Scudder
of Marvyn Scudder & Company, and
R. E. Smythe, president of the Grama-
tan National Bank.
The total mileage of the Michigan
United Railways in operation is 261,
single track. This mileage includes city
lines in Kalamazoo. Battle Creek, Jack-
son and Lansing, Mich., and interurban
lines between several other points. In
the company's last statement the first
and refunding gold 5s were shown to
amount to $9,927,000.
lasue
Alton Granite & St. Louis Trao. Ss
American Cities Co. collateral tr.,tt 6e. 1919
6% notes. 1918
Atlantic Ave. R. R. (Brooklyn* gen. 5». . . . . . !
Improvement 5s
Atlantic City & Shore R.R. 1st Ss. .!..... ...
Atlantic Shore Line Rv. Ist Ss
Atlantic Shore Rv ref" 4s
Aurora, Elgin & Chicago R.R. ref. 5g. ...!!! !
J->T. TiK collateral trust notes
Brooklj-n City & Newtown R.R. Ss
Brooklyn He'ghts. 1st 5s
Brooklyn, Queens County A Suburban cons. 5s
1st 5s
Brooklyn Rapid 'Transit 7% notes. ....
Gold 5s
Refunding 4s . . . .
5% notes, 1918 '-..'.'.'/.'.'.'.'.'.'.'.'.
Buffalo & ' ackawanna "Traction 5s
Buffalo & Lake Erie Traction 5s
Butte Electric Ry. 1st 5s
Chattanooga Electric Ry. 5s, 1919
Chattanooga. Ry.s. cons. 5s
Chicago Elevated Rys. b9c notes, 1919. . . .
Collateral trust 6s
Chicago, South Bend A Northern Indiana
. Ry. 5s
Cincinnati & Hamilton Electric Rv. 6s. 1918. . !
Cincinnati. Lawrenceburg & .4urora Electric
Street Ry. 5s. 1919
Cleveland & Erie Rv. 1st 5s.
Cleveland, Painesville & .\shtabuia R.R. 5s. .
Columbus. Buckeye Lake & Newark Trac. 5s
Columbus, London A .Springfield Ry. 5s. 1920
Columbus, Newark & Zancs\-illc Electric Rv 5s
Columbus & Ninth .Ave. R.R.. N. Y., 1st 5s". . . .
Coney Island & Brooklvn R.R. cons 4s
Consolidat«i 4s of 1 948
Corpus Christi Railway & Light Co., 5s.
Dajton Traction 1st Ss, 1920
Danbury St Bethel Street Rv. ref. 5s. . .-. .
Denver City Tramwav ref. 5s
Denver & Northwestern Ry. 5s
TABLE SHOWING ELECTRIC RAILWAY SECURITIES IN DISFAULT
Amount
Defaulted
$2,500,000
February
1920
7,500,000
July
1919
3,000,000
July
1918
2,241,000
October
1919
220.000
January
192*
950.000
December
1915
361.000
October
1915
641.000
April
1915
3,079,000
January
1919
1,219,000
-March
1919
2,000.000
July
1919
250.000
October
1919
2.884.000
November
1919
2.500.000
July
1919
57.735.000
January
1919
7,000,000
April
1919
27.621,000
Julv
1919
505,000
January
1919
1,150,000
December
1918
7,066.000
Mav
1913
700.000
-March
1919
625.000
January
1919
2.165.000
Novemljer
1918
13,601,000
July
1919
7,000.000
July
1919
2.489,000
July
1918
400,000
July
1918
750,000
January
1918
500,000
Julv
1920
1.000.000
January
1917
1.243.000
November
1920
500.000
Clctnber
1920
1,211,000
November
1920
3.000.000
March
1920
2.150.000
July
1919
1.987,000
July
1919
829,000
July
1919
250,000
May
1920
458,000
November
1917
9,892.000
-May
1921
496.100
November
1920
Issue
Denvfr Tramway Terminal 7^1 notes
Des Moinos City Ry. ref. 5s
Elgin, .\urnra & .Southern Trar. Ss, 192!
Ft. W'ayiu'. \'an Wert & Lima Trac. 5s
Hamburg Railway 1st 4s
Hartford & Springfield Street Ry. 58
Indianapniis. Columbus & Eastern Trac. 58. . . .
Interborough Metropolitan. N. Y., 4|8
Kan-as City Rj-s. 7% notes. 1 92 1
2 year notes, 66. 1919
First 38
Second Ss
Second 68
Lexington Avenue & Pavonia Ferry, N. Y,. 3s..
Meinpliis Street Hv. 6*^; notes, 1920
I-ycar6'"r notes. I9I8
Nassau Electric R.R. (Broo'cl/n^ 1st 58
ConsnHdated 4s
New Orleans Railway &
New York Municipal Ry. ! ;
New York Railways ref. 4s
Oakland Traction cons. 5s
Ohio Electric Ry. ref. Ss
Second 5s
Pensacnia Electric 7*^ notes, 1 92 1 . . .
St. Louis & Suburban Rv- gen. 5s
Consolidated 58, 1 92 1
Sanford & Cape Porpoise 59
Second Ave. R.R. (New York> rec. ctfs. 6b,I9I4
Con. 3s
South Carolina Light, Railway & Power 5s
7'"; notes, 1921
Southern Ohio Traction cons. 58. 1920
Southern Traction (Pittsburgh^ Ist 5r
Spokaiu' & Inland Empire R.R. ref. 3s.
Toletlo. Fayette & Western Ry. 5s
Tolwlo & Western Ry. Ist 5s
Refunding 5s
Syracuse & Suburban R.R. Ist Ss
United Traction (Pittsburgh^ gen. 5s
United Traction & Electric (Providence^ 5s
Total bonds in default
.\mount
Defaulted
$2,500,000
October
1920
4.821.000
July
1921
1,546,000
June
1919
1,470,000
January
1920
745,000
-May
1920
600.000
July
1918
6.400.000
Noyrmber
1919
64.286.000
.\pril
1919
7.750.000
November
1919
1.000.000
December
1919
15,917.000
January
1920
1,000,000
January
1920
3,924.000
January
1920
5.000.000
-March
1920
1.250.000
November
1921
200.000
Novemijer
1918
660.000
October
1919
10,347,000
July
1919
6,118,000
May
1919
57.790.000
.Tanuary
1919
18.061.000
July
1919
2.134.000
January
1919
4.200,000
January
191*
2,927,000
Decenibef
1918
281.900
January
1921
4,500,000
April
1921
2,000,000
February
1921
246,000
January
1916
3,140,000
October
1914
5,631,000
January
1919
3,497,000
-May
1921
450,000
June
1921
1,350,000
May
1919
4,000,000
October
l«ll
3,685,000
November
I9I«
250.000
July
1920
1,250,000
July
1920
500.000
Julv
1920
400.000
February
1921
4.804,000
Julv
1919
9,000,000
March
1919
$447,299,000
November 19, 1921
Electric Railway Journal
923
Grafton Line Will Soon Resume
Electric railway service at Grafton,
W. Va., is to be resumed under the
management of a local company to be
known as the Tygarts Valley Traction
Company. The decision to this effect
was reached at a meeting of tha Cham-
ber of Commerce when assurance was
given that a fund of $50,000 will be
raised at Grafton. The plans as ar-
ranged call for the operation of one-
man cars.
First mortgage bonds in the sum of
$50,000 are to be sold in denominations
of $100, $500 and $1,000. 'ihese bonds
will bear interest at 6 per csnt. They
are being offered for sale at Grafton.
Along with the bonds there will be
an issue of common stock. This stock
will have a par value of $1. It will be
coupled in the selling with the bonds,
a $100 bond and one share of stock cost-
ing $101. Subscriptions to the bonds
will be payable 50 per cent at once and
the remaining 50 per cent on June 1.
Of the $50,000 which will eventually
be received from the bond issue, $25,-
000 will become immediately available.
Added to this will be $500 secured from
the sale of stock. This will give the
new corporation a net capital to begin
with of $25,500. Of this amount $16,-
000 will .!j;o to pay for the property of
the Grafton Traction Company, bid in
under foreclosure. The balance will be
used in making such repairs and im-
provements as are absolutely neces-
sary at the outset.
The cars will be repaired, the Blue-
ville extension will be built, the track
improved, several pieces of machinery
and equipment added and the river
bridge repaired and repainted. The
new line will operate on at least a
thirty minute schedule. The new own-
ers are confident that the line can be
made to earn all operating expanses
and the interest on the bonds, with the
prospect that a substantial amount will
soon accumulate for distribution among
the stockholders.
000 of stock and $2,600,000 of bonds
and has $344,103 in the depreciation
funds and $596,015.33 current liabilities.
Bonds Authorized to Reimburse
Company for Improvements
The San Diego (Cal.) Electric Rail-
way has been authorized by the Rail-
road Commission to use the proceeds
from the sale of $577,000 of its 5 per
cent general first lien sinking fund
gold bonds to reimburse its treasury
and finance in whole or in part con-
struction expenditures incurred on or
before Sept. 30 of this year. The
effect of the order, it is pointed out,
will be the substitution of bonds for
the indebtedness incurred by current
liabilities.
Originally the company asked the ap-
proval of $970,223 for construction ex-
penditures. The propriety of a num-
ber of items was questioned by the
commission and the application was
thereupon amended and the present
authorization applies only to expendi-
tures properly chargeable to capital
account.
During 1920 the company sold its
power plant to the San Diego Con-
solidated Gas & Electric Company
receiving in payment $425,000 of bonds
and $575,000 of 7 per cent preferred
stock of the purchasing company.
Through the sale of these securities
and the use of sinking fund the railway
has retired $1,320,000 of its first
mortgage bonds as of Sept. 30, 1921.
The company had outstanding $1,250,-
$417,426 Loss by Toronto Railway
Last Year
The annual meeting of the Toronto
(Ont.) Railway was held on Sept. 30.
Sir Henry M. Pellatt presided in the
absence of the president, Sir William
MacKenzie, who is abroad.
The following statement was pre-
sented for the year ended Aug. 30.
Gross earnings $7,909,891
Oljerating maintenance, etc. $6,626,508
Interest on bonds 1 09, 1 75
Percentage earnings (city). 1,308.339
Pavement, taxes, etc 283,294
$8,327,318
Deficit $417,426
Profit and Loss Account —
Balance from previous year $5,578,527
Deficit after payment of all expenses,
interest, taxes, etc 41 7,426
$5,161,100
The balance sheet submitted shows
road and equipment carried at $19,681,-
262, an increase of about $13,000; ad-
vances to subsidiaries at $1,341,344, a
decrease of over $100,000; accounts re-
ceivable at $434,858, down about $75,-
000, and cash on hand at $109,087,
down over $200,000. Total assets are
placed at $21,683,174, as against $22,-
572,281 the previous year.
All the retiring directors were re-
elected with the exception of C. P.
Beaubien, Montreal, whose place was
taken by William H. Moore, general
manager of the Toronto & York Radial
system. Mr. Moore has been prom-
inently identified with the MacKenzie
& Mann interests for many years.
; "■Ill'll" "]IHIIIIH1lulllimilllllllll'iiii'iii"iiiiii' "■■'" Mill
Financial
News Notes
Receiver Appointed. — Walter C.
Graeff was recently appointed receiver
for the Ephrata & Lebanon Street
Railway, operated by the Ephrata &
Lebanon Traction Company, Lebanon,
Pa.
Vincennes Company Reorganizes. —
The Vincennes (Ind.) Electric Railway
has been incorporated, with capital of
$100,000, as the successor under reor-
ganization to the Vincennes Traction
Company.
Wants to Discontinue Service. — The
Geneva, Seneca Falls & Auburn Rail-
road, Seneca Falls, N. Y., has pe-
titioned the Public Service Commission
for permission to abandon a portion of
its line in Seneca Falls. The railway's
claim is that the operation of this line
is unprofitable.
$149,395 Added to Boston Deficit.—
The month of September added $149,-
395 to the deficit of the Boston (Mass.)
Elevated Railway, which now totals
$342,422, as revenue failed to meet ex-
penses by that amount. Total revenue
as compared with a year ago is de-
creasing about 7 per cent.
Wants to Abandon Line. — The Read-
ing Transit & Light Company, Reading,
Pa., notified the court on Nov. 1 that
it wishes to abandon that portion of
its line in Norristown on DeKalb
Street from Brown Street to the
borough line, a distance of 2,200 ft.
Unprofitable operation was given as the
reason for the suspension.
Wants to End Railway Service. —
The Muskegon Traction & Light Com-
pany, Muskegon, Mich., has announced
that it will seek permission from the
State Utilities Commission to discon-
tinue railway service on Nov. 20. The
company has been operating in compe-
tition with jitneys and has lost consid-
erable money. Recently it appealed to
the City Commission for financial as-
sistance.
Receivers for Utilities Win a Vic-
tory.— Receivers for the Memphis Gas
& Electric Company and the Memphis
(Tenn.) Street Railway have won a
temporary victory at least in their
fight against the State Tax Commis-
sion for a lower assessment, for on Oct.
28 Judge A. B. Neil, of the Second
Circuit Court in Nashville, granted the
receivers writs of certiorari and super-
sedeas against the State board.
Make Valuation for Rate Fixing. —
The Indiana Public Service Commission
has placed a valuation of $4,346,653 on
the property of the Indiana Railways
& Light Company, Kokomo, for rate-
making purposes. A ten-year average
of prices from 1911 to 1920 was used
by the commission in figuring the
value of the property. Non-utility
property owned by the company, valued
at $172,585, was not included in the
valuation.
O'Connell Interests Extend Hold-
ings.— Thomas E. O'Connell, president
of the Phoenixville, Valley Forge &
Strafford Electric Railway, Phoenix-
ville, Pa., has purchased the Mont-
gomery & Chester Electric Railway
property from the Philadelphia Subur-
ban Gas & Electric Company for $200,-
000. The old board of directors has
resigned and a new one has been
elected, with Mr. O'Connell as presi-
dent; Thomas E. O'Connell, Jr., secre-
tary, and A. J. Taylor, treasurer. Other
directors are J. Gerald O'Connell, J.
Fred O'Connell, V. N. Shaffer and Dr.
W. K. Williams.
Valuation Hearing Started. — Pro-
ceedings for ascertainment of valua-
tion of properties of the Altoona &
Logan Valley Traction Company, Al-
toona, Pa., and Home Electric & Steam
Heating Company, were begun on Nov.
10 before Public Service Commissioner
W. D. B. Ainey. C. L. S. Tingley sub-
mitted figures. The reproduction cost
of the traction system was given as
$7,017,542, as of Dec. 31, 1919, with an
average for five years from 1914 to
1919 of $5,328,560, while the electric
and heating plant value was put at
$823,304, as of Dec. 31, 1919.
Change in Control Contemplated. —
Negotiations are under way for the ab-
sorption of the American Cities Com-
pany by the Electric Bond & Share
Company. Collateral trust 5 and 6 per
cent bonds of the American Cities Com-
pany outstanding to the amount of
$7,709,000 have been in default of in-
terest since July 1, 1919. They are
secured by deposit of a majority of the
stocks of subsidiary companies which
include the following: Birmingham
Railway Light & Power Company,
Houston Lighting & Power Company,
Knoxville Railway & Light Company,
Little Rock Railway & Electric Com-
pany, Memphis Street Railway and New
Orleans Railway & Light Company.
924
Electric Railway Journal
Vol. 58, No. 21
Five-Cent Fare Ordered
Connecticut Company Required to Re-
duce Charges Within City Limits
of Bridgeport.
Under an order issued on Nov. 16
the Connecticut Company is directed by
the Public Utilities Commission to put
into effect in the city of Bridgeport,
Conn., a 5-cent fare without transfer,
on all its lines radiating from the cen-
ter of the city to various specified
points at the city limits. In the opin-
ion of the commission additional jitney
routes are not required at the present
time in Bridgeport. The new fare is to
continue for a trial period of ninety
days and is to go into effect on Nov. 20.
Salient features of the 'c6mmi8sion's
order are: '
_ r •^
On cars terminating in or passing through
the center of the city, passeng^ers may ride
across said neutral zone without the pay-
ment o£ an additional fare.
The rate of fare from the center of the
city and points along the line to points
beyond the city limits, but within the pres-
ent fare limit, is to be 10 cents.
No transfers are to be issued or accepted
within the city limits.
The order is not to apply to other lines
and sections of the Connecticut Company
not herein specially referred to.
The 5-cent fare previously described is to
be put into effect on or before Nov. 20,
1921, and to remain in effect for a test
period of ninety days thereafter and until
further order of the commission.
The Connecticut Company is directed to
keep a careful separate account of the
riding and revenues of the city of Bridge-
port, of the riding revenues and as far
as possible of the operating and other ex-
penses of the pre.sent Bridgeport, Norwalk
and Stamford divisions, subject to inspec-
tion by the commission.
Petition Filed Oct. 11
The petition on which the commission
made its findings and rulings was filed
by the city of Bridgeport on Oct. 11. It
represented:
1. That the conditions for the convey-
ance and transportation of passengers in
Bridgeport are such as to make the present
rate of fare charged by the Connecticut
Company unreasonable and prejudicial to
the public welfare and necessity.
2. That public necessity and convenience
require the reduction of the rate of fare
charged by the Connecticut Company for
transportation within the limits of Bridge-
port from 10 cents to 5 cents, or to such
other rate of fare as shall be reasonable.
3. That conditions affecting transporta-
tion within the city of Bridgeport make it
reasonable and proper that a hearing upon
an application to reduce the fares should
be held in Bridgeport.
In the finding the commission says:
Ijarge centers of population should a.ssist
in supporting tributary lines having to do
with the social, business and industrial
activities of the community, but should
not be called upon to assist in the main-
tenance of street railway service in remote
sections of the state. Upon the request
and advice of the commission, the respond-
ent company has submitted a tentative plan
for dividing its system into territories for
accounting districts, which has not been
approved by the commission. Each such
district should be self-supporting and allow
the company a fair return on tl\e value and
equipment, and any revenues in excess of
such fair return should Inure to the benefit
of the public of that district in the form of
improved service or reduced rates.
The commission also gives this opin-
ion:
It is doubtful under present economic
conditions if a 5-cent flat rate can be
successfully maintained on any portion of
the company's system but we are of the
opinion that the maximum 10-cent fare for
short rides in population centers is not
at present the economic fare for such daily
riders and Is not producing as much rev-
enue as a lower fare with increased
patronage would produce.
The probable financial advantage of a
lower fare is not so much from the carry-
ing of a large number of passenger during
the peak hours of the day as carrying a
materially larger number of short haul
passengers during the lean hours of the day.
We are not satisfied that 5 cents without a
transfer is the economic rate for short haul
city travel, but the elimination of the trans-
fer and the establishing of such fare on
all lines radiating from the center of the
city to the city limits is not equivalent
to reducing the revenues 50 per cent based
on the present limited number of passengers
riding at a 10-cent fare through, longer
zones.
The success or failure of a 5-cent fare
in Bridgeport will depend largely upon the
attitude of the city and the amount of
patronage which the riding public will
afford the railway, and also upon such
additional economies as the company may
be able to introduce, including the use of
one-man cars as far as reasonably prac-
tical.
It might be extremely dangerous to the
financial interest of the company to ex-
periment with a 5-cent fare in a city
where the company is now receiving a
fair amount of patronage, but in a city
where the present patronage under a 10-cent
fare is so limited that the revenues fall short
of paying the actual operating expenses
an experiment with a 5-cent fare in pop-
ulous centers, without transfer and with
contracted fare limits, ought not to result In
serious financial loss to the company, A
careful analysis may demonstrate the
necessity of abandoning certain lines and
substituting some other form of transporta-
tion at rates that will afford a reasonable
return for such substitute transportation.
The commission believes that railway
service in Bridgeport is an absolute
necessity, irrespective of the large num-
ber of jitneys and the extent of their
operation. The principal demand for
increased number of jitneys is largely
due to the difference in fares.
Considering the whole situation, the
commission concludes that public neces-
sity and convenience do not require ad-
ditional jitney operation in the city of
Bridgeport or additional jitney opera-
tion for the city, or upon any suburban
or interurban routes applied for.
The hearing at which the peti-
tion for a reduction in fare was
held at Bridgeport on November 10.
Counsel Protests Change
D. G. Watrous, counsel for the Con-
necticut Company, told the commission
at the hearing on Nov. 10 that the fed-
eral trustees would do their best to give
service at a 5-cent fare if the com-
mission made such an order for Bridge-
port, but pointed out that because of
the fiduciary ' relations existing be-
tween the trustees and the company,
the trustees could not agree to it. Mr.
Watrous did not intimate, however,
that the trustees would resign in the
event that a reduction in fare was
ordered.
That the attitude of the federal trus-
tees has not changed since Judge
Noyes imparted to the commission the
information that the company would
be in a better position to act on a re-
duction next spring was made evident
by Mr. Watrous. He made the fol-
lowing claims:
1. That the trustees were convinced that
a fare reduction at this time would upset
the unity of the single fare idea for the
entire system.
2. That a 5-cent fare trial should not
be made in Bridgeport.
3. That it would be utterly Impossible
to operate the road on a 5-cent basis either
as a test or otherwise.
L. S. Storrs, president of the Con-
necticut Company, also spoke for the
company at the hearing and explained
a situation which has arisen recently
in Pittsfield, Mass., where a zone
system with a 6-cent fare had not
worked satisfactorily. As a result the
public demanded a return to the flat
10-cent fare basis. Mr. Storrs spoke
along the same lines as Mr. Watrous.
Those seeking a return of the 5-cent
fare took comfort at the hearing on
Nov. 10 in the recommendation which
Chairman Higgins, speaking for the
commission, made to the trustees of
the Connecticut Company on Oct. 11.
That recommendation follows:
The 1 0-cent fare does not bring the neces-
sary revenue. If the company can't manage
to supply service in Bridgeport without a
continuing loss, there is only one alterna-
tive. I would suggest as an experiment or
test for a limited period of time the adop-
tion of a o-eent fare without transfer on
all city lines radiating from the center of
the city.
This might necessitate a change of the
outer zone point on certain lines. The
revenues and expenses of such an operation
in the city of Bridgeport division should be
kept separate from other divisions and be
considered in connection with the cost and
maintenance of the Bridgeport division.
Such an experiment could not put the
compan.v in a condition much worse than
now exists, and in the absence of some
prompt action or relief in Bridgeport, the
commission will feel obliged in the interests
of the public to authorize additional jitney
routes and grant additional certificates.
Want Transfers
Although the commission has rec-
ommended a 5-cent fare without trans-
fers, interests which were understood
to represent the jitneymen objected to
a system of lines radiating from the
center of the city on the ground that
the city's workers would still have to
pay a 10-cent fare as they lived in
one part of the city and worked in
another part of the city. City Attor-
ney Comley and Representative Kil-
patrick asked for a return of the pre-
war flat 5-cent fare basis.
Jacob B. Klein, counsel for the jit-
neymen of Bridgeport, said a 5-cent
fare with no transfers would mean
nothing to the workers of the city and
urged the commission to gi-ant addi-
tional jitnev permits. Representatives
of the Chamber of Commerce and
other business organizations approved
of the 5-cent no-transfer scheme.
Louisville Watching Youngstown
Experiment
James P, Barnes, president of the
Louisville (Ky.) Railway, has been
watching with interest the plan
adopted in Racine some time ago, and
just recently in Youngstown, under-
which the railways in those cities issue
weekly tickets which allow unlimited
riding, Mr, Barnes said in part:
If it is possible to put the system in op-
eration here, so as to give cheaper fares
to the majority of the people and at the
same time run no risk of our revenue falling
off. we would be glad to try the system.
However, it is too early to niake a definite
statement about it. We are watching the
Youngstown experiment with great interest
and are in constant touch with the situa-
tion and shall soon have some definite In-
formation.
Loui.sville is a much larger city than
Youngstown. and we do not know whether
a city of twice the size can operate under
the plan as economically and as success-
fully in making the unit fare the same.
Before trying it out. we will gather actual
facts and figures over a period of time long
enough to determine the answer to these
problems.
November 19, 1921
Electric Railway Journal
925
No Traffic Increase Probable
With Reduced Fare
Public ofBcials at Hartford, Conn.,
are wondering what effect a reduction
in fares to 5 cents on lines of the
Hartford division of the Connecticut
Company will have on the number of
passengers carried. Figures obtained
from the company's headquarters at
New Haven show that in September,
1916, a 5-cent fare was collected from
4,003,758 passengers. At that time in-
dustrial activity was at a peak in Hart-
ford and the number of persons riding
was consequently enlarged. In Sept.
1921, a 10-cent fare was collected from
3,366,930 passengers, a decrease of
636,828 for the month. The daily
average for Sept., 1921, was 112,231,
or 21,227 less than the daily average
for Sept., 1916.
The operating expense of the Hart-
ford division in Sept., 1916, was $123,-
609, which increased fully 120 per cent
to $271,744 for the same month in 1921.
On the other hand, the revenue in-
creased only 68 per cent, from the
$200,187 of Sept., 1916.
Under these conditions, to receive its
present revenue, for which it is con-
tending, the company will have to
carry at a 5-cent fare 3,366,930 more
passengers, than it did in 1920, but
even at the peak period in 1916 and
under a 5-cent fare the company car-
ried only 636,828 more for September
than at present.
Thus a return to the original 5-cent
fare would provide only one-fifth of
the increase needed to produce the
present revenue.
Mayor Newton G. Brainard of Hart-
ford, one of the federal trustees of the
Connecticut Company, said that the de-
creased traffic on the Hartford division
is a direct reflection of the decreased
industrial activity in the city. He
thinks that a reduced fare would not
attract many more passengers, but
feels that Hartford is entitled to the
smaller rate if the Public Utilities Com-
mission is to follow that policy in other
cities. ^
Ten Cents Authorized in Helena
The State Railroad Commission re-
cently authorized the Helena Light &
Railway Company, Helena, Mont., to
establish a 10-cent fare. The order
provides for tickets at 6i cents.
The present fare is 8 cents, with
tickets at 5 cents. This charge, the
company claimed in renewing its ap-
plication for increased rates, failed to
bring the revenues up to the expenses.
In its finding the commission criti-
cised the service rendered by the rail-
way and said that more efficient service
would be expected in the future in con-
sequence of granting the company's
demands. Reference to the petition of
the company was made in the ELECTRIC
Railway Journal, issue of Sept. 24.
Seven-Cent Fare Extended
The Missouri Public Service Commis-
sion at Jefferson City recently extended
the 7-cent fare now in effect on the
lines of the United Railways of St.
Louis until June 30, 1922. The order
states that the added period will ex-
pire on that date and the fare will
revert to the rate of May 31, 1918,
which was 5 cents.
The commission is now hearing evi-
dence to assist its placing the valua-
tion on the property of the United
Railways and when this valuation is
completed the rate of fare will be
determined. The company will have
the right, when the commission orders
the lower fare, to ask for a higher rate.
Boston Not Returning to
Five-Cent Fare
Notwithstanding repeated explana-
tions, says the Boston News Bureau,
there still exists a misconception of the
Boston Elevated Railway's 5-cent fare
policy. The extension of the 5-cent
service to include more and more out-
lying communities does not presage a
return to the nickel unit on the rapid
transit system. The single idea is to
enlarge the sphere of usefulness of the
elevated system. Halving of the fare
in suburban districts has not multiplied
the number of passengers; in fact, the
elevated management aimed at only a
100 per cent increase in order that in-
troduction of the lower fare might not
cut into the revenues of the system as
a whole. As a matter of fact, the
company is getting about a 75 per cent
increase in riding traceable to the 5-
cent fare, which is considered satis-
factory in view of the depression in
industry and rediscovery of the lost
art of pedestrianism.
Safety First Educational Cam-
paign Via the Public Schools
All the public schools of San Fran-
cisco, Cal., in which there are enrolled
a total of about 100,000 school children,
are being visited seriatim by a lecturer
who is showing moving pictures and
telling stories with a "safety first"
moral which have a bearing particu-
larly on street traffic in cities. The
lecturer's time for the 60-day period
that will be required to cover all the
schools is being paid on a fifty-fifty
basis by the San Francisco Municipal
Street Railway and the Market Street
Railway. The moving pictures are
supplied gratis by the Firestone Tire
Company and the Ford Motor Com-
pany.
The street railways have found this
method of promulgating the safety first
idea most effective because by this
means it is possible to gain access to
the home circle. In other words, the
children are missionaries through
whom it is possible to reach adults
who have become so accustomed to
the usual safety first literature and
other ordinary educational; measures
that these are passed by without heed.
Bus Line Into Boston Begins
Operation
The Norfolk & Bristol bus line began
operation on Nov. 9. These buses give
residents of the Hyde Park district
transportation service into Boston,
Mass., for 15 cents. Service is given
over four lines from Cleary Square.
Bus operation in this section grew
out of the recent controversy with the
Eastern Massachusetts Street Railway
over a 20-cent charge to Boston.
Residents of Hyde Park boycotted the
cars of the Eastern Massachusetts
Street Railway and when Mayor Peters
was unable to effect a compromise a
r>ermit was granted to the Norfolk &
Bristol bus line with the assurance
that the rate of fare would be 15 cents.
Reference has been made previously in
the Electric Railway Journal both to
the boycott and the bus permit.
Fare Increase to Stand Pending
Final Determination
The 8-cent fare recently granted to
the Public Service Railway for its lines
in New Jersey stands, pending the final
determination of the appeal that has
been filed with the U. S. Supreme Court.
This court on Nov. 14 denied the mo-
tion of the New Jersey Public Utilities
Commission for a stay against the
8-cent fare. The court has had the
motion under consideration since it was
made on Nov. 14 by Attorney General
McCran and L. Edward Herrmann,
counsel of the utilities board. The denial
of the motion was announced by Chief
Justice Taft.
The United States District Court for
New Jersey held the rate of fare fixed
by the commission confiscatory, and
permitted the company to increase
fares, but required it, under bond, to
redeem rebate slips issued to passen-
gers should the decision be reversed or
modified.
The State Commissioners sought to
have the old rates continue until the
Supreme Court disposed of the case,
the company objecting on the ground
that it could not be secured against
loss which it would suffer if old rates
were charged and the increase allowed
by the lower courts finally should be
approved by the Supreme Court.
Ticket Sale Is Ordered Resumed
By a recent order of the Public
Service Commission the New York
State Railways must resume the sale
of -tickets on cars on the city line in
Syracuse. The commissioners hold that
failure to offer tickets or tokens for
sale on cars at 7i cents is a public in-
convenience. The cash fare is 8 cents.
This is the first point won by the
city in its fight before the commission
for the restoration of ticket sales,
termination of one-man car service and
a reduction in fares.
Chicago Fare Case Closed
The fare case of the Chicago Surface
Lines is now in the hands of the Illinois
Commerce Commission for decision,
closing arguments having been pre-
sented on Nov. 14 and 15 by attorneys
for the city and the companies. The
companies have been collecting an 8-
cent fare since July, 1920, and the city
is insisting that they be held to the
ordinance rate of 5 cents.
Rate cases of the elevated roads, the
gas and the telephone companies were
also set for hearing during the week
ended Nov. 19. These cases are some-
what different because action was
started by the commission instead of
by the city.
Further hearings on the question of
subway construction in Chicago have
been held before the local transporta-
tion committee of the City Council.
Citizens were invited to present their
views.
The city comptroller reported that
the companies have paid into the trac-
tion fund since 1907 the sum of $22,-
411,528. Investment of this fund in
Chicago city bonds, tax warrants and
liberty bonds has added $5,414,132 in
interest. There is also due about $3,-
000,000 additional which the companies
have tendered but which the city re-
fused to accept for fear that this would
be an acknowledgment of the validity
of the ordinances.
926
Electric Railway Journal
Vol. 58, No. 21
"Pep" Put in Public Policy
Promises
Winnipeg Company Carries Its Mes-
sage of Service Direct 'to All
Its Patrons
"Service" is the slogan adopted by
the Winnipeg (Man.) Electric Railway
for its new campaign to win the good
will of the public. The purpose, as
stated by A. W. McLimont, the vice-
president, is to impress upon the public
"that we desire to give service to the
end that they may prefer to buy what
we have to sell — car rides, gas, light
and power; and, second, to impress
upon our employees that in mutual
interest it is necessary that the best
type of service be rendered by every
one working for this company."
The campaign opened with the Oct.
15 issue of the Winnipeg Electric Pub-
lic Service News, the company's house-
organ, with an article "Why We Are
Out to Give Service." This publica-
tion was distributed to the public
through "Take One" boxes in the cars
A circular, here reproduced, was in-
closed in each pay envelope on Nov. 1,
entitled "Stop, Look and Listen."
The company feels the "Better Serv-
ice" campaign already has brought
good results where the public is con-
cerned and that the employees have
given excellent co-operation.
U. S. Supreme Court Upholds
Seattle's Right of RcRuIation
The Supreme Court of the United
States on Nov. 9 upheld the right of
the city of Seattle, Wash., to oust the
jitneys from the city streets. All of
the state courts had already upheld the
city's right, but the jitney interests
took an appeal to the United States
Court. The city of Seattle has been
battling the jitney for five years. Esti-
mates have placed the loss sustained by
the municipal railway there from the
jitney as high as $350,000 a year. The
entire controversy was reviewed at
length in the Electric Railway Jour-
nal for Oct. 1, 1921, page 571.
STOP .
LOOK
LISTEN
^ ■Running By" intending passen- '
^ For leaves on the track, or
^ Carefully to requests from
gets, or leaving them at tiansfer
passengers or customers and
points. VChy lose revenue t'>at
motorman, and operale eartfiiUy.
comply with them if consistent.
way^
Q Discourtesy to our patrons and
obtain their goodwill to th« end
that they may pnjcr to use the
servicea v.-c sell in our electric
railway, gas. and e1er:tric light
and power deportments.
^ Waste of time or materials —
C For delects in equipment or
materials. Report the defects and
^ thus pre\'ent accidents and lou.
<i .Aiter the ventilation of the car
in >-our charge, if you are a
conductor, and thus please and
satisfy your patrons.
Remember we are all taJesmen —
selling the products, car ridea,
gas. light and power, we manu-
facture— and we must have the
goodwill of our customers if we
are to succeed in our business.
make every hour you arc paid
? For passengers at car stops and
for give va!ue to the organlz£Uon
transfer points, and for new
•nj wc wiU aU benefit.
customers for our gas and electric
? Careless practices wherever >x.u
departments.
see them and Jo your pari
towards realizing our "Safety
the service and let us have your
First" ide^l.
suggestions.
Advice to Employees op Winnipeg Company Co?>"tained in Attractive Circular
and sent to nearly 1,000 citizens. In
it was this statement:
We want the people of Winnipeg to know
tliat we are their servants, that we are in
business to satisfy their utility wants, and
to please them. We want to give Service,
first, last and all the time. That is the
policy which underlies our whole activi-
ties.
But we also believe that the best service
can only be obtained by the fullest meas-
ure of co-operation on the part of those
we are serving. We don't think that any
utility sei-vire can be entirely satisfactory
until the public and the operating company
realize they must work together.
Criticism and suggestions from the
public have been invited that would
help the company to give greater satis-:
faction. By following the suggestions
whenever possible the company has
proved its sincerity.
Customers will receive with their
November electric and gas bills cards
headed "We Are On Our Toes to Serve
You," and through regular issues of
the Winnipeg Electric Public Service
News, the public will be informed of
the service campaign.
Without the co-operation of the em-
ployees the officials realized that their
efforts would fail. Each employee re-
ceived instructions in a letter how to
extend courtesies characteristic of the
department. On the street car, in the
office of the company, in the homes
dyiring the. reading of the gas meter,
the employees are expected to give the
utmost service.
A further development in the jitney
situation is the resumption of opera-
tions by the jitneys owned by the Sound
Transit Company, under a certificate of
necessity issued by the State Board of
Public Works at Olympia permitting
the company to operate stages from
Roosevelt Heights in the Cowen Park
District into the business section.
Armed with a legal opinion from
Corporation Counsel Walter F. Meier to
the effect that the jitneys were being
unlawfully operated. Superintendent of
Public Utilities Carl H. Reeves, ordered
their operations stopped. The company
again resumed operations when a
temporary restraining order was issued
by Judge Brinker in the Superior Court,
giving the jitneys operating to Roose-
velt Heights protection until Nov. 14.
W. R. Crawford, representing the
jitney interests, alleges that the com-
pany had made proper application for a
certificate of necessity, specifying; the
termini of the proposed stage route, and
a schedule of tariffs, and that the certifi-
cate was duly granted by the State De-
partment of Public Works at Olympia;
that the jitneys commenced operation
under this authority, and that one
driver was subsequently arrested and
the other 26 drivers operating were
threatened with arrest.
The city legal department takes the
stand that the certificate of necessity
granted to the jitney drivers contains a
clause which specifically states that
the buses shall be subject to the exist-
ing ordnances of the city, and Corpora-
tion Councel Walter F. Meier has issued
an opinion that the certificate of con-
venience and necessity granted by the
State Board of Public Works did not
supersede an existing city ordinance
to regulate service within the city.
In support of this opinion, a state-
ment has been made by E. V. Kuyken-
dall, director of the State Board of
Public Works, to the effect that the city
of Seattle has sole authority in regu-
lating jitney service.
The board holds that it has no juris-
diction over city streets and is unable
to fix routes or termini of stage lines
within the city limits. The Department
of Public Works was compelled to grant
the certificate, according to Director
Kuykendall, because of the uncontro-
verted showing that the Sound Transit
Company had been in legitimate opera-
tion between Roosevelt Heights and
Seattle on and nrior to Jan. 15 last.
Federal Court Will Not Judge
in St. Paul Case
The Federal Court having refused to
interfere at present in the St. Paul
(Minn.) City Railway rate case the way
was left open for hearing before Judge
F. M. Catlin on Nov. 15 in the Ramsey
County District Court of the appeal of
the company from an order by Judge
J. C. Michael of the same court re-
straining the company from collection
of an emergency rate of 7 cents, an
increase of 1 cent, granted by the
Minnesota Railroad Commission.
Judges W. H. Sanborn, W. F. Booth
and T. C. Munger of the Federal court
in their decision on the appeal of the
St. Paul City Railway of Nov. 3 for an
order restraining the city from inter-
fering with the collecting a flat rate
of 7 cents per ride held that although
the court has jurisdiction in the case it
should not interfere until the state court
of concurrent jurisdiction has completed
its adjudication or shows lack of prompt
diligence in reaching its decision. The
appeal to the Federal court was on the
basis that the present rate of 6 cents
did not permit the company to make
a due return on its investment, in effect
confiscation of the property.
Pierce Butler in speaking for the
company made the points that the case
argued in Federal Court is not the same
as that in the Ramsey court, because it
deals with the 6-cent fare that is in
existence, while the state case relates
to the 7-cent fare ordered by the Rail-
road and Warehouse Commission; that
no contract was entered into to appeal
only to the state courts, as the city
contends; that the section of the
Brooks-Coleman act, which gave the
Railroad and Warehouse Commission
rate control, requiring a complete new
trial is unconstitutional in that it gives
to the court legislative authority; that
the judge in the Ramsey County Dis-
trict Court exceeded his authority when
in addition to grranting a restraining
order, he also in effect set the rate of
fare by prohibiting collection of a fare
at a rate higher than that existing.
The Federal judges ruled as follows:
However, this suit will not be dismissed.
This court has jurisdiction of the suit, and
the court will stay its hand and await the
action of the court of Ramsey County until
such time as it has completed its duties
or until such time as it appears necessary
in the discretion of this court that action
sliould be taken and that it can take action
without violating the rules heretofore
stated.
November 19, 1921
Electric Railway Journal
927
Railway Rejects City Proposition
The St. Johns Electric Company, op-
erating street railway service in St.
Augustine, Fla., and St. Johns county,
also, including a line to Anastasia
beach, has refused the city's offer of
$20,000 for its Matanzas River bridge,
because of the city's requirement that
rent be paid for crossing the bridge and
service maintained right along. The
company has countered with a proposi-
tion.
It offers the bridge for ?21,000 pro-
vided the city and county allow the
company to traverse the bridge free of
rent, and agree to abrogate that por-
tion of the franchise requiring the com-
pany to maintain service along certain
routes. Abrogation of this section
would permit the company to withdraw
from the street railway field in St.
Augustine, which is something the city
and county is trying to prevent.
Many other concessions besides the
payment of $100 a month by the com-
pany for the use of the bridge were
included in the city's proposition.
Regulative Bus Ordinance
Invalid
A Muncie (Ind.) ordinance, passed
in September, forbidding jitney buses
from operating in Muncie on streets
used by street cars, has been declared
invalid by William A. McClelland,
judge of the city court, on the ground
that the object of the ordinance was
to protect the Union Traction Company.
The court said that if the city has
power to enforce an ordinance of this
kind, it would have equal power to
say that no hacks could operate for
hire on any streets of the city, and that,
although the right of the city to regu-
late traffic is admitted, prohibition is
not regulation. It is understood the
traction company will appeal.
Six Cents Lowest Rate in Large
Canadian Cities
According to the Monetary Times of
Toronto, Canadian public utility com-
panies will now have their day as rate
reductions will come more slowly than
falling costs^ and while their losses dur-
ing the war were stupendous, their im-
proved status is seen from the advanced
rates of fare which have been author-
ized. Cities listed by that paper follow:
Ten-cent fares: Reg-ina. Calgary. Saska-
toon, Sherbrooke, .Sydney, N. S., North
Cobalt, Levis, St. John.
Seven-cent fares. Montreal. Toronto, Win-
nipeg, Edmonton, Fort William, Port Ar-
thur, Brandon, Peterboro, Quebec, Halifax,
Guelph, Haileybury, New Glasgow.
-Six-cent fares: Sarnia, Moose Jaw, Van-
couver, Victoria, New Westminster, North
Vancouver.
It is noticed in the above summary
that 6 cents is the lowest fare rate in
the large cities of Canada.
Small Road Turns to Gasoline Car
The Indiana Truck Corporation,
Marion, Ind., has constructed a gaso-
line street car for the Gallipolis &
Northern Traction Company, Gallipolis,
Ohio. The new car is built on the lines
of the regular Indiana truck, with the
40-hp. motor enclosed in the regula-
tion truck hood. The motors and
bodies will be built in Marion. The car
makes a speed of from 25 to 30 m.p.h.
and has four speeds forward and four
in reverse. The car has three brakes,
an emergency, a service brake and the
"pony truck" brake. The builders
claim it will make 10 miles on a gallon
of gasoline. Four wheels are on the
"pony truck" which carries the front
part of the car, and there are two
wheels in the rear. All are flanged to
run on the street railway tracks. The
car is of the pay-as-you-enter variety
and will comfortably seat thirty
persons.
City Council Will Pass on
Bus Routes
By a recent vote of the City Council
ol Decatur, 111., bus routes will be
regulated by the City Council and not
by the Illinois Commerce Commission.
Bus operation has become very active
in the city of Decatur and bus owners
wanted the Council to approve of
routes designated by the commission
and had asked the Council to pass a
lesolution giving its approval to what-
ever routes the commission chose.
No action will be taken by the Council
until it has an opportunity to go over
the various routes that have been sub-
mitted. At a recent meeting of the
Council Mayor Borchers said that the
future growth of the city demanded
careful consideration of all methods of
transportation and that every one would
be given a respectful hearing on his
petition.
Connecticut Company Analyzes
$1,352,918 Profit
The star'lingly high income of more
than G1,000,000 announced for the Con-
necticut Company by President L. S.
Storrs recently has made it one of the
leaders among electric railways which
are recuperating from the period of
depression. The details for the first
seven months of 1921 as compared with
the same period for 1920 are as follows :
1920 1921
Total operating revenue $8,359,760 $9,588,807
Total operating expenses 8,178,330 7,832,105
Net operating revenue $181,430 $1,756,702
Taxes . 457,369 409,230
Operating income *$275,939 $1,347,472
Total non-operating income. . 9.025 5,447
Net income available for
return on capital in-
vested *$266.9I4 $1,352,919
* Deficit.
Taxes were reduced by the State
Legislature to 3 per cent of the gross
revenue, and operating expenses have
declined by $346,225. A further sav-
ing will follow the wage reduction of
8k per cent which was made by the
wage arbitrators, retroactive to June
1. By this decision the maximum
wage for motormen and conductors was
reduced from 60 cents to 55 cents.
As indicated in the Electric 'Rail-
way Journal for Oct. 29, page 798,
the increased income of the company is
due to a 10-cent fare and to the liberal
policy followed by the State Legisla-
ture. Among the measures passed
were those regulating jitneys by a Pub-
lic Utilities Commission and granting
electric railways the right to operate
buses, those exempting the electric rail-
ways from obligations to bear cost of
new bridges except for the cost of
strengthening those used by the trol-
leys and those exempting the companies
from paying for maintenance and con-
struction of paving except for 8 in.
on either side of each rail.
Gives Sanction to Operation of Buses.
—The Board of Public Utility Commis-
sioners has granted authority to the
Camden, Marlton and Medford Bus
Company to operate five buses between
Camden and Medford, via Marlton.
One-Man Cars in Use. — The Trenton
& Mercer County Traction Corporation
is now using exclusively one-man type
cars on all the lines in the city of
Trenton, N. J. With the arrival of
five new one-man cars all the cars of
the larger type have been placed on the
suburban lines.
Wants Reduced Fares. — The Empo-
ria (Kan.) City Commission has re-
quested the Kansas Electric Utilities
Commission to reduce its rate of fare
from 10 cents to 5 cents. The City
Commissioners last year authorized the
higher fare because of the high cost of
operation.
Fares Jump. — The Columbia Electric
Street Railway, Light & Company,
Columbia, S. C, recently increased its
rates from 7 to 10 ■ cents between the
Fair Grounds and the city and at the
same time put into effect a 3-cent
charge for transfers for passengers
coming into the city.
Filed Applications to Be Considered.
— The Public Utilities Commission of
Washington, D. C, will hold a hearing
this month oh four motor bus applica-
tions. The principal request is from
the Washington Rapid Transit Com-
pany, which is seeking to establish a
route across town from Union Station
to 3rd and O Streets.
Civility and Courtesy Reign in
Akron. — ^The Northern Ohio Traction
& Light Company, Akron, Ohio, was so
infected with the "courtesy" disease
last month that it appears it will re-
main in the system for at least an-
other month. The company continues
to receive congratulatory messages on
the courteous acts of its trainmen. The
effort is to make "Civility as universal
in Akron as the transfer."
Syracuse Against One-Man Cars. —
An ordinance has been adopted by the
City Council of Syracuse, N. Y., mak-
ing illegal the operation of one-man
cars in Syracuse after Dec. 1. Ed-
mund H. Lewis, Corporation counsel,
has announced that injunction proceed-
ings will be taken by the city if the
New York State Railways, operating
the local lines in Syracuse, persists in
using one-man cars after the date fixed
for their discontinuance.
TraflSc Signs Installed. — Stationary
ornamental traffic signs have been
placed on the downtown business
streets of Dallas, Tex., to safeguard
pedestrians in boarding or alighting
from street cars. These stationary
signs are made from concrete, heavy
enough to withstand any ordinary
shock, and display red and green lights
at night. They are large enough to
be seen by any motorist and are placed
at the ends of the safety zones. Motor-
men of the Dallas Railway have been
instructed to stop their cars so that
patrons in alighting or boarding will
be behind and protected by these traffic
signs.
928
Electric Railway Journal
Vol. 58, No. 21
Toronto's Management
Task of Rehabilitating Municipal
Property in Hands of Messrs.
Couzens and Harvey
A bold sign is now being displayed
all over the city of Toronto and has
become as familiar as were during the
war the route sigrns displayed in bat-
tle-scared villages of the war zone.
It reads something like this, "Tem-
porary change of route owing to the
urgent necessity of renewing the
tracks on Street. Cars will be tem-
porarily rerouted as follows: . . ."
Even the main thoroughfares of To-
ronto for several miles have been
closed to traffic for about three weeks.
People take a little longer getting to
work and getting hpme. Changes in
routes unless closely followed are
puzzling to the citizens and entirely
confusing to the visitor. But it is all
borne cheerfully, for in every part of
the city there is evidence of the vigor-
ous pushing ahea^ of the rehabilita-
tion of Toronto's broken down trans-
portation system.
This big experiment in public own-
ership was placed above and beyond
municipal politics when the Toronto
Transportation Commission was named,
consisting of T. W. Ellis, chairman, a
manufacturing jeweler; George Wright,
a hotel proprietor, and Fred Miller, a
construction engineer, but the real
planning and execution of this work
is being done by two very able railway
men. These are H. H. Couzens, gen-
eral manager, and D. W. Harvey, as-
sistant manager, whose duties com-
menced on Sept. 1 when the commis-
sion took over the operation of the
street railway system from the To-
ronto Railway. Mr. Couzens, who is
also general manager of the Toronto
Hydro Electric System, was given an
indefinite leave of absence last year to
accept this position as general man-
ager for the commission. The expec-
tation is that he will be general man-
ager of both. For the most part the
old department heads have remained
with the commission in their former
capacities.
Mr. Couzens is indeed fortunate in
having behind him a wealth of experi-
ence, most of which was obtained in
England, as an asset invaluable to him
in pushing forward this complete re-
organization and reconstruction to a
successful consummation. The latest
developments of the industry are being
utilized in the form of safety cars.
buses, and trailers, each in its proper
sphere, while the greater part of the
old _ rolling stock has been made the
subject of advertisements to ensnare the
unwary operators of other street rail-
ways. It is understood also that track-
less trolley lines are to be built if it
is shown that they will fit into the gen-
eral scheme as the most economical
solution.
It is not surprising that the people
are satisfied to wait perhaps two or
perhaps three years for an adequate
transportation system when they see
everywhere before them concrete evi-
dence of the determination of the com-
H. H. Couzens
mission management to push the work
ahead just as fast as their resources
will permit. Mr. Couzens has seen to
it that months before the system was
taken over new steel had been ordered,
construction machinery purchased, en-
gineers employed, and material gath-
ered in large dumps. On the very day
that it was taken over gangfs of men
started to work not in one section, but
in many, tearing up old tracks, re-
ballasting and laying new. Everything
had been thought out ahead. The
vigor of the whole thing was an object
lesson in itself.
Mr. Couzens is a native of England.
He was born in Totnes, Devonshire,
England, in 1877. After receiving his
education at the Independent College
at Taunton, England, he subsequently
served as a pupil in both mechanical
and electrical engineering with Allen
& Sons, Taunton, and the Taunton Cor-
poration Electrical Works, respec-
tively. In 1898 he was appointed as-
sistant engineer of the Bristol Cor-
poration Electrical Department, in
Bristol, England, and held that posi-
tion until 1901, when he was appointed
deputy chief electrical engineer of
Bristol. He resigned in 1909 on his
appointment as manager and engineer
of the West Ham Corporation Electric
Supplies, and in 1912 was appointed
to a similar position with the Hamp-
stead Borough Council, and continued
for a year as consulting engineer for
West Ham. He resigned that position
at the end of 1912 on his appointment
as general manager of the Toronto
Hydro Electric system and took up the
duties of this position early in 1913.
As previously stated, Mr. Couzens will
probably continue in this capacity in
spite of the arduous duties connected
with his appointment as general man-
ager of the municipal property in To-
ronto.
Mr. Harvey, the assistant manager
of the commission, was previously su-
perintendent and engineer of the To-
ronto Civic Railway. Mr. Harvey was
with the Toronto Civic Railway when
operation first began in 1911, at which
time he was given charge of construc-
tion. In 1912 the operation and main-
tenance were also placed under his
supervision.
Mr. Harvey was born in London,
Ontario, on Feb. 24, 1887. After
graduating from the Toronto Univer-
sity he was with the Ontario Power
Company and subsequently was con-
nected with the Toronto Structural
Steel Company.
D. W. Harvey.
Leaves Holding Company
S. E. Wolff, of Hodenpyl, Hardy & Com-
pany, Becomes Executive in Food
Products Corporation
S. E. Wolff, who for many years has
been identified with Hodenpyl, Hardy &
Company, Inc., New York, in the man-
agement of public utility properties, is
retiring from his present connection to
become vice-president of the United
States Food Products Corporation.
Mr. Wolff is a Western man. He
was born and educated in Michigan
where he spent his earlier business life
in the operation of public utility and
railroad properties. In 1903 he became
general manager of the Jackson (Mich-)
Gas Company (now owned by the Mich-
igan Light Company), and two years
later became vice-president, and also
vice-president and general manager of
the gas, electric light and power and
city traction properties in Saginaw and
Bay City and the interurban road con-
necting these cities.
In 1908, he removed to New York
City and was engaged in the executive
offices of Hodenpyl, Walbridge & Com-
pany, principally in examination and
reports on properties and the reorgani-
zation of working forces of such prop-
erties as were acquired. He remaineid
with Hodenpyl, Walbridge & Company
until 1911 when it was succeeded by
Hodenpyl, Hardy & Company for whom
he has been constantly engaged in ex-
aminations of organizations of working
forces and management of corporations,
principally public utilities but embrac-
ing also railroad, manufacturing and
mining properties.
During the past six years Mr. Wolff
has had general supervision of pur-
chases of the Hodenpyl, Hardy & Com-
pany properties which include the Con-
sumers Power Company, Michigan
Light Company, Central Illinois Light
Company, Southern Indiana Gas &
Electric Company, the Northern Ohio
Traction & Light Company, etc., and
in the course of these duties it has bee»
necessary to visit many manufacturing
plants with a view of ascertaining their
November 19, 1921
Electric Railway Journal
929
ability to produce apparatus, supplies,
etc., and of inquiring into their facili-
ties and organizations. Incident to the
foregoing he has given particular at-
tention to valuations of properties and
the economics and engineering involved
in the presentation of rate cases.
In 1917 he entered the army and
was assigned to the Signal Corps and
later to the Bureau of Aircraft Pro-
duction where he served as the head of
the Finance Division. On his discharge
from the army he resumed his duties
with Hodenpyl, Hardy & Company, Inc.,
and the properties under their manage-
ment with which he has been associated
until his recent election to the vice-
presidency of the United States Food
Products Corporation.
He is a member of the leading trade
and technical associations and has done
important committee work as well as
filled various offices in organizations.
Lionel Drew, formerly connected with
the Savannah (Ga.) Electric Company,
a Stone & Webster property, has gone
to Guatemala where he has accepted a
piosition with the American Interna-
tional Company.
Alderman R. Mayne, deputy Lord
Mayor of Newcastle-on-Tyne and chair-
man of the Newcastle Tramways Com-
mittee, was elected president of the
Municipal Tramway Association of
Greati Britain at the recent annual
meeting at Manchester.
P. E. Glenn, who has been acting
secretary of the Oklahoma Corporation
Commission for the past year, has as-
sumed the duties of accountant for the
commission following the appointment
by the commission of G. P. Smith of
the Oklahoma City Chamber of Com-
merce, as permanent secretary. Mr.
Glenn was employed by the commission
as accountant but was serving in both
positions temporarily until the commis-
sion saw fit to appoint a permanent
secretary. Mr. Glenn has served with
the commission almost continuously
since 1910, and is one of the most
valuable employees of that body.
William E. Baker, a well-known civil
and electrical engineer who retired from
active engineering practice some years
ago, died suddenly on Nov. 1 at his
home in New York. He was born in
Springfield, Mass., sixty-five years ago.
After completing his technical educa-
tion at Lafayette College he entered
railroad service, later becoming largely
instrumental in breaking the westward
trail for the Canadian Pacific. He was
chief engineer of the International &
Great Northern Railway from 1884 to
1888. After several years spent with the
Thomson-Houston Electric Company,
Mr. Baker was in Boston from 1892 to
1894 in charge of the electrification of
the West End Street Railway system.
Several years later he was general
superintendent of the West Side
Elevated Road of Chicago and subse-
quently came to New York as general
superintendent and chief electrical en-
gineer of the Manhattan Elevated Rail-
way. Later, Mr. Baker opened an of-
fice in New York and was consulting
and constructing engineer for several
electric roads, including the Scioto Val-
ley Traction Company, Columbus, Ohio
Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES BUSINESS ANNOUNCEMENTS
Business Improvement
Department of Commerce Survey Indi-
cates Increased Production in Rep-
resentative Industries
That there is a real basis for the
general statement of improved business
already issued by the Department of
Commerce is revealed by the detailed
departmental survey for October. This
publication, the third number of The
Survey of Current Business, shows the
trend of all important industrial move-
ments at the first of October. A care-
ful study of the figures presented shows
that, considered as a whole, business
and industry have moved forward. In
the majority of industries production
and consumption increased and stocks
declined. Iron and steel showed a
steady gain. The building industry in-
dicated improvement. Textile consump-
tion figures continued to advance and
exports of raw cotton were substan-
tially larger than a year ago. The un-
employment problem, while still far
from disposed of, showed a decided
change for the better.
Taking up several important indus-
tries and treating them separately, the
survey said that the iron and steel in-
dustry evidenced a slight improvement
in production during September, with
pig iron 2.7 per cent greater than in
August and steel ingots 1.9 per cent
greater. Exports and imports of iron
and steel increased, by 24.2 and 35.1
per cent, respectively. An increase in
unfilled steel orders marked the turn-
ing point in a long decline. Orders for
bolts continued to increase, but for nuts
and rivets the demand, as shown by
new and unfilled orders, declined. Bar
iron shipments increased slightly.
Copper production turned upward,
with a slight increase in August. An
mcreased foreign demand is noted for
this metal, with September exports 44.1
per cent larger than August and, with
one exception, the largest monthly ship-
ment since May, 1920.
Zinc production continued to decline,
but at a descending ratio; the Seotem-
ber decline was only 2 per cent Stocks
declined 6.1 per cent. The decline in
stocks of tin was arrested at a level
53 per cent below the previous Sep-
tember. There was an increase in im-
ports, September being 13 per cent
larger than August. During Septem-
ber, steel prices declined slightly, but
in iron, copper, lead, tin and zinc, in-
creases of from 1 to 6 per cent oc-
curred
Buildine costs continue to decline. As
measured by the Aberthaw Construction
Companies' index for concrete factory
buildings, the September cost de-
clined 1.9 per cent, while the En<ji-
neering News-Record shows a further
drop of 2.7 per cent compared with
August. The latter index is based on
the cost of steel, lumber, cement and
common labor. Cement production was
the largest on record for September,
and new records of shipments were es-
tablished for the quarter and the first
nine months of the year. Stocks of
cement at the mills were drawn upon
to supply the demand during Septem-
ber, as is customary in the season of
active demand, and declined 16.2 per
cent from August.
In the field of railroad transportation
good progress was made in reducing the
number of idle freight cars during Sep-
tember with a decrease of 30 per cent,
box car surplus declining 39.3 per cent
and coal cars 24.9 per cent. At the end'
of September, car surplus had been re-.
duced 65 per cent from the peak last
March. Shortage of freight cars in-
creased but the total shortage is stiU
very small. Total car loadings in-
creased 4 per cent in September, espe--
cially merchandise loadings, and are.
the largest since November, 1920.
Prices of lilalleables Unsteady
As in the other branches of the iron
and steel industry the manufacturers;
of malleable fittings are operating only-
on part time and quite a wide range in
price quotations can be had. One New
England foundry which turns out guy-
clamps, insulator pins and other mis-,
cellaneous small castings is operating-
from two to three days a week. Very
few large orders are being placed and
competition is keen. Price cutting ia
much in evidence and some manufac-
turers declare that prices have been
quoted in a number of instances which
cover only the bare cost of material and
labor without any allowance for over-
head cost or profit.
From the high mark two years aga
of 36 cents a pound for small malle-
able castings the price has dropped to,
around 13 to 14 cents a pound at the
present time. Some quotations as low-
as 8 to 10 cents have been reported.
For the larger castings the price ranges
from 8 to 11 cents per pound. Malle-
able prices at Pittsburgh have held
steady around $20.50 per ton for the
past month. However, slight changes
would have little effect on finished cast-
ings and there is little to indicate that
finished prices will change for soin»
time.
Manufacturers state that many users
of malleable castings have large stocks
on hand which were purchased a year-
or so ago and these stocks must be con-
sumed before any considerable activity
can be expected.
Westinghouse Company Buy<8;
Seattle Plant
Negotiations leading up to the
establishment in Seattle by the West-
inghouse Electric & Manufacturing
Company of a manufacturing and as-
sembling plant were consummated a
short time ago wh^i this company
purchased the plant of the Kilboume
& Clark Manufacturing Company ofe-
Seattle for a reported consideration of^
f 130,000. The plant will be used for
the assembling and testing of machin-
ery, manufacturing switch-boards and
instrument panels, warehousing of the
company's products and the housing of
its sales organization. Seattle is the
nrincinal distributing center for the
Westinghouse products in the Northr
west.
930
Electric Railway Journal
Vol. 58, No. 21
Carbon Brush Demand for
Maintenance Needs
Deliveries Are Prompt Tliougli Produc-
tion Is Still on a Sub-Normal Basis
Manufacturers of carbon brushes
quite uniformly report a quiet market
tor their product so far this fall. With
industrial operation at its present low
point in almost all lines of activity
throughout the country fewer motors
are being run and consequently there is
not the normal demand for brush re-
placements. On the other hand, in cei-
tain lines of industry it has been pos-
sible to take advantage of the oppor-
tunity offered by these times of siack
production to overhaul electrical equip-
ment, and in those quarters the demand
for replacement brushes has held up
for the past few months fairly well.
Electric railways are not endeavoring
to carry surplus stocks, and their buy-
ing has continued on a hand-to-mouth
basis.
There are many signs, however, of
better business ahead, it is stated in
several quarters that the carbon brush
business is continuously showing an
improvement, an indication that a state
of normalcy in this line is slowly but
surely approaching. Producers natur-
ally are proceeding cautiously on the
supposition that the next few months
will not bring forth any startling in-
crease in demands. At the present
time production is averaging around 65
per cent of capacity while inventories
have been brought down to a corre-
sponding level.
Stocks of the semi-finished products
are in ample shape to fill customers'
current demand and all manufacturers
are able to make very prompt ship-
ments. Prices are no longer at their
peak, most manufacturers having made
reductions in their prices in amounts
varying from 10 to 20 per cent Other
manufacturers are still quoting on the
same price basis that they have been
for the past few years. This was the
case when prices were not raised to
correspond with peak production costs
that existed during this time.
Seven Bids on Queensboro
Subway Extension
The New York Transit Commission
received seven bids on the construction
of certain subway extensions to the
Queensboro subway from Grand Central
Station to Forty-first Street and Eighth
Avenue. The extension will give sub-
stantial relief to the congested area
of the Interborough shuttle operated in
Forty-second Street and will materially
improve the service of the Queensboro
subway. This extension is regarded as
one of the most important remaining
links of the dual system to be con-
structed.
The bids received are: Powers-Ken-
nedy Construction Corporation, 149
Broadway, $3,839,000; Keystone State
Construction Corporation, 17 West 42nd
Street, $3,895,000; F. L. Cranford, Inc.,
149 Remsen Street, Brooklyn, $4,171,-
000; Patrick McGovern, Inc., 50 East
42nd Street, $4,235,000; Booth & Flynn,
Ltd., $4,389,000; Rogers & Haggerty,
125th Street and Park Avenue, $4,-
800,000 and J. A. Gillespie Co., 7 Dey
Street, which stated its bid would be
approximately $5,000,000.
The plan for this extension calls for
a two-track subway beginning at a
lower level underneath the existing
^"huttle tracks, near Vanderbilt, ex-
tending west under Forty-second Street
to a point in West Forty-second Street,
a short distance east of Sixth Avenue
where the line bends south under
Bryant Park into Sixth Avenue and
thence turns west into Forty-first
Street and continues along that thor-
oughfare to a terminal joint just west
of Eighth Avenue. Stations on the
new line will be two in number, one
at Fifth Avenue and Forty-second
Street and the second beneath the
Times Square station of the Inter-
borough west side subway.
One reason given by the Transit
Commission for constructing the line
as far as Eighth Avenue is that event-
ually it will connect with a new sub-
way through the latter thoroughfare,
which, it is believed, will be the first
to be built when new work begins.
Copper Demand Widespread
The amount of copper available at
131 cants a pound delivered for Novem-
ber and Daeember shipment is becom-
ing quite small, as most producers are
holding at 13i and some are entirely
out of the market.
Consumption is showing improve-
ment, and one large manufacturer of
copper and brass goods says that he
doubts whether the proportion of cop-
per recently bought and used for build-
ing up stocks in consumers' hands is
nearly as large as many are inclined to
think. Demand for copper goods is
today much better than for brass prod-
ucts, but the brass business has im-
proved considerably during recent
weeks.
The amount of scrap brass on the
American market is becoming quite
small, and this will tend to help raise
the price of copper during the next
few jjionths. One consumer, however,
does not expect any large increase in
the copper price to result but rather
a healthy and sustained moderate in-
crease, while another says that his com-
pany has increased stocks of metal on
hand greatly in the last few months.
Rolling Stock
Danliur}- & Bethel 8tre«t Railnra}-. Dan-
bury. Conn., will be in the market for four
.'safety cars provided the receiver. J. Moss
Ives, receives the permission from the Su-
perior Court, to which lie has petitioned.
8tatrn Island (X. Y.) Midland Railu ay
has purcased from the Second Avenue Rail-
road New York forty of the 100 double-
truck one-inan oars which the latter com-
pany remodeled from open cars as was de-
scribed in the Feb. 19. 1921, issue of the
Electric Railway Journal.
l*ennN.vlvania-01iio Electric Co., Younps-
ti>\vn, Ohio, has ordered seventeen one-man
safety cars, twelve of which are to be used
in giving additional service on the Youngs-
town Municipal Railway which is a sub-
sidiary company. With the arrival of these
ais the number of this type of car used
by the company will be increased to sixty-
*.>iie.
Recent Incorporations
Norwood Street Railwa.v. Birminf^hnm.
.tltt., has been incorporated with a capital
stock of 12.000. The purpose of the new
corporation is to acquire, maintain and
operate a railway in the city of Birmina-
haxn.
VincenneH (Ind.) Electric Railway has
been incorporated with capital of $100,000.
as successor under reorganization to the
Vincennes Traction Company. G. H- Arm-
strong, J. H. Powers and E. C. Tlieobold
are the incorporators.
Plaza Railway, Charlotte, N. C. has been
incorporated with a capital stock of $50,»O0.
The incorporators are H. B. Heath. D. H.
Johnston and C. E. Barnhardt. The new
company will resume the service on Cen-
tral Avenue and along the Plaza which was
abandoned some years ago.
Track and Roadway
ChattanuoKa (Tenn.) Traction Conipanv
expects to extend its Red Bank line a dis-
tance of about 12 miles along the Dayton
highway.
t^ape Girardeau-Jack.son Interurban Rail-
way, Cape Girardeau, .Mo., will rebuild the
Ime at a cost of JjO.OOO, .New tracks and
new equipment will be purchased.
Cincinnati (Ohio) Traction Company, will
place new raiis on Vine Street from Mul-
berry to McAIillan Sirtets. The estimate
submitted by the company to W. J. Kuertz,
director of street r.tilroad.s, is $58,000.
Cincinnati, Ohio. .\n initiated ordinance
to extend the East End line of the Cin-
cinnati (Ohio> Traction Company to Cali-
fornia was overwhelmingly defeated at the
municipal election he.d here on .\'ov. 8. This
was the .second time the amendment was de-
feated by the voters.
Northweotern Ohio Railway & Power
Companj-. Toledo, Ohio, will reballast about
5 miles of track. This ballast will not be
put In under the ties until next spring,
but can be purchased and distributed much
more economically now than during seasons
of heavy traffic.
San nleKO (Cal.) Klectric Railway has
completed that part of the reconstruction
of the double track and paving betwten
Third and State Streets on Broadway
which was begun the latter part of Sep-
tember.
YouHKxtown (Ohio) Municipal RaUway, a
subsidiary ol the Pennsylyania-Ohio Elec-
tric Company, recently completed construc-
tion of 2} miles of double track on one of
Its principal lines in Youngstown. The
rails, with thermit welded joints, are laid on
steel ties, embedded in concrete.
Little Rock Railway H RIertric Com-
pan.v. Little Rock. Ark., has been urged to
build a connecting line through the western
portion of the city to provide service for
residents of the district between Prospect
Avenue and the route of the Highland
lines. It is estimated that this proposed
lini' would cost approximately ?;ti',tHHi,
imiuiiiiiimiiiiiiiiiiiiiiiiiniiiiinNiimiiiiJiMj i i , , i
Trade Notes
WcHtinKhoUNe Electric & .MnnufHrturinK
<'ompany h-as announced the following
changes in its service department: B. B.
Burkett has been appointed district service
manager in the Seattle office, succeeding N.
P. Wilson, who has been transferred to
sales service activities on switchboards and
similar apparatus in the Seattle territory.
The Salt Lake seryice department has been
made a branch of the Denver office, under
the direction of A. F. MacCallum. district
.'■ervice manager. Denver. M. R. Davis, for-
merly district service manager at Salt Lake,
will remain at Salt Lake and devote his time
to field service work and to securing re-
pair business for both ships.
Fred B. Vhrir. for the pa.st forty years
an employee of the Western Electric Com-
ptny has retired from active service. Fred
L'hrig joined the Western Electric Com-
pany as an ofhce boy in Chicago in 1881.
The spirit of application and sincerity of
purpose which have marked his whole life
showed themselves even then, and promo-
tion came rapidly. By 1SS3 he had become
editor and .service man. and in 1895. credit
nan of the Chicago office. When the Den-
ver branch was opened in January. 1903,
Mr. Uhrig was chosen as its manager. The
fo'lowing year he went to Kansas City as
manager of . the distributing branch there,
and later became also western district man-
ager. He contributed more than any other
man to the development of his company's
business in the southwest betw^een the Mis-
sissippi and the Rockies.
ullllil]liiiLiiiLmi]iriii]inriii;imi[iiiiini Nim p.,.iimii]iii|iiinin
New Advertising Literature
Havid W. Oiian. 4;i Royalston Avenue,
MinneupoliH. is distributing a leaflet de-
scribing the "Onan" lathe and mica under-
cuiter.
Texa.s Compan.v. Xew York, made "Diesel
Engines' the subject about which the lend-
ing article was published in a recent issue
of Lvbrication. -» ''
November 19, 1921
Electric Railway Journal
19
Peacock Produces
Braking Power to Spare!
Yesf The Eccentric Does it.
Speed and Power Combined in
Peacock Improved Brakes
This isn't something new with us — we've been build-
ing brakes this way for years. Their widespread
application here and abroad is your guarantee of
satisfactory performance.
Of course you want the chain to wind in fast, on a
large radius, at the beginning of the operation. It
doesn't require any great power to take up slack in
the rigging and the brake-shoe clearance. It's after
that — that you want power!
It's at this point that the reserve braking power of
Peacock construction comes into play. The eccentric
cleverly reduces the chain-winding radius, so that
braking power is magnified several times, and in
combination with correct gear ratios, the operator
is always certain of more than sufficient braking
power to bring the wheels up to the skidding point
on any rail.
National Brake Company
890 Ellicott Square Buffalo, N. Y.
20
Electric Railway Joubnal
November 19, 1921
(^ F/fve^itveer^
lis BROADWAY, NEW YORK
Detailed Examinations by Experts
BEP0BT8 FOB nSASCOta OOYXBING
Tttlnation Tnmorw
Costs Bcserres BatM
UTILITIES INDUSTRIALS SHIPPING
THE J. G. WHITE
ENGINEERING CORPORATION
Engineers — Constructors
lodustrial Plants, Buildings, Steam Power Plants, Water
Powers. Gas Plants, Steam and Electric Railroads,
Transmission Systems
43 Exchange Place, New York
STONE & WEBSTER
Incorporated
EXAMINATIONS REPORTS VALUATIONS
ON
INDUSTRIAL AND PUBLIC SERVICE PROPERTIES
NEW YORK BOSTON CHICAGO
John a. Beeler
OPERATING. TRAFFIC AND RATE INVESTIGATIONS
SCHEDULES— CONSTRUCTION— VALUATIONS
OPERATION— MANAGEMENT
52 VANDERBILT AVE., NEW YORK
SANDERSON & PORTER
ENGINEERS
REPORTS. DESIGNS, CONSTRUCTION, MANAGEMENT
HYDRO-ELECTRIC DEVELOPMENTS
RAILWAY, LIGHT and POWER PROPERTIES
CHICAGO NEW YORK SAN FRANCISCO
ENGELHARDT W. HOLST
Conmlting Engineer
Appraisals, Reports, Rates, Serrice InTcstisatioD,
Studies on Financial and Physical Rehabilitation
Reorganization, Operation, Management
683 Atlantic Ave., Boston, Mass.
Xhe Arnold Company
ENGINEERS— CONSTRUCTORS
ELECTRICAL— CIVIL— MECHANICAL
10S South La Sails Street
CHICAGO
WALTER JACKSON
ConMvdtant
FARES, BUSES, MOTOR TRUCKS
More revenue from more riders
143 Crary Ave., Mt. Vernon, N. Y.
ALBERT S. RICHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER, MASSACHUSETTS
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Trafific and Reorganization
Investigations
Fort Wayne, Indiana
Parsons, Klapp, Brinckerhoff & Douglas
WM. BARCLAY PARSONS
EUGENE KLAPP
H. M. BRINCKERHOFF
W. J. DOUGLAS
Engineers — Constructors — Managers
Hydro-electric Railway Li^ht and Industrial Plant*
Appraisals and Reports
CLBVKLAND NEW YORK
743 Hanna Bldx.
84 Fine St.
L.E. GOULD
Consultant anct Specialist,
Bnergy Measurement
For Electric Railways
Investigations -Tests ■ Recommendations
Old, Colony Bl<lg. Chicago
C. E. SMITH & CO.
Cvntulting Engineert
2065-75 Railway Exchange Bld(., SL Louis, Mo.
Chicaco Kansas City
Investigations, Appraisals, Expert Testimony, Bridge
and Structural Work, Electrification, Grade Crossing
Elimination, Foundations, Power Plants
E.W. CLARK & CO. MANAGEMENT CORPORATION
Engineers
Unit Power Plants insure low power costs
Huntington Bank Bldg., Columbus, Ohio
HEMPHILL & WELLS
CONSULTING ENGINEERS
Gafdner P. Wells John F. Layng Albert W. Hemphill
A PPRAISA LS
INVESTIGATIONS COVERING
Reor^mization Management Operation Construction
43 Cedar Street. New York City
ENGEL & HEVENOR
Incorporated
TRACK
Engineers~—Constructors~— Maintenance
Appreusals— 'Valuation •Rehabilitation
Steam and Electric Railroads
Bstimates
220 BROADWAY, NEW YORK
November 19, 1921
Electric Railway Journal
21
AMERICAN BRIDGE COMPANY
HUDSON TERMINAL, 30 CHURCH STREET, NEW YORK
Manufacturers of Steel Structures of all classes, particularly
BRIDGES AND BUILDINGS
Sales Offices:
NEW YORK, N. Y 30 Church Street
Philadelphia, Pa Widener Building
Boston, Mass 120 Franklin Street
Baltimore, Md Continental Building
PITTSBURGH, PA Frick Building
Buffalo, N. Y Marine National Bank
Cincinnati, Ohio. . . . Union Trust Building
Atlanta, Ga Candler Building
Cleveland, Ohio Guardian Building
Detroit, Mich. . Beecher Ave. & M. C. R. R.
CHICAGO, ILL. . . 208 South La Salle Street
St. Louis, Mo. . .Liberty Central Trust Bldg.
Denver, Colo. . . .First National Bank Bldg.
Salt Lake City, Utah. . Walker Bank Building
Duluth, Minn Wohin Building
Minneapolis, Minn. . . 7th A'Oe.'& IdSt., S.E.
Pacific Coast Representative:
U. S. Steel Products Co., Pacific Coast Dept.
San Francisco, Cal Rialto Building
Portland, Ore Selling Building
Seattle, Wash. . . 4th Ave. So., Cor. Conn. St.
Export Representative: United States Steel Products Co., 30 Church St., N. Y.
Byllesby
Engineering & Management
Corporation
New York
208 S. La Salle Street, Chicago
Tacoma
KELLY, COOKE & COMPANY
Engineers
149 BROADWAY
NEW YORK
424 CHESTNUT STREET
PHILADELPHIA
SANGSTER & MATTHEWS
Consulting Accountants
Valuation and Bate Speclallito
Depreciation Consolidationg Bate Schedule*
Reports to Bankera
25 Broadway, NEW YORK
134 South LaSalle Street, CHICAGO
The Most Successful Men in the Electric Railway In-
dustry read the
ELECTRIC RAILWAY JOURNAL
Every Week
DAY&ZIMMERMANN.Inc.
2)]] EWaiHEE.R§
'Dssi^n, Construction
TifpoHs, Valuations, 'Mana£ement
NEW YORK PHILADELPHIA Chicago
A. L. DRUM & COMPANY
CONSULTING AND CONSTRUCTING ENGINEERS
VALUATIONS AND FINANCIAL REPORTS
CONSTRUCTION AND MANAGEMENT OF ELECTRIC
RAILWAYS
71) West Monroe SL CHICAGO, ILL.
JAMES E. ALLISON & GO.
Consulting Engineers
Specializing in Utility Rate Cases and
Reports to Bankers and Investors
1017 Olive St., St. Louis, Mo.
THE P. EDWARD WISH SERVICE
50 Church St. DETECTIVES >31 state St.
NEW YORK StTft Railway Inmpection BOSTON
When writinf the advertiser for Inforaaation or
prices, a mention of the Electric Railway
Journal would be appreciated.
22
Electric Railway Journal
November 19, 1921
Don't bury hard-
along the right of
That's just what you do when you say "good-bye" to
6000 Extra Dollars for every mile of track laid
on wood ties in concrete —
Accurate cost figures on hundreds of track-laying jobs
throughout the country offer incontrovertible proof that
Dayton Resilient Ties actually save $6000 per mile over track
laid on wood ties in concrete foundations and $2000 per mile
over track laid on wood ties in gravel ballast.
In the face of these proven facts can you afford to continue
to bury $2000 to $5000 hard earned dollars along every
mile of new track laid by your company? Isn't it up to you
to turn these extra thousands into the treasurer's office rather
than into the road bed?
In addition to these remarkable savings in track-laying
costs, Dayton Resilient Ties insure longer life to track and
paving — they reduce to a minimum both track and paving
repairs — they reduce traffic noise and upkeep of rolling stock
by cushioning the shocks and jars that can not be prevented
on foundations that lack resiliency.
But get all the facts on Dayton Resilient Ties. A two-cent
stamp now may save you thousands of dollars next month or
next year. The coupon on the opposite page is for your con-
venience. Simply hand it to your stenographer with instruc-
tions to mail today.
The Dayton Mechanical Tie Company
706 Commercial Bldg., Dayton, Ohio
"MSSSi!
^
November 19, 1921
Electric Railway Journal
23
arned dollars
way
.»SSSS||Hg|SSSiig^
iSSBBSSinr»-""""5!||S||g^.
UBaBHaBBf jr
jSs si
ii
M'
Mr
iW
m
BSSS
JSilllllB^'
iHiPKIIVMilEP^
MIKBiliiB'''
The Asphalt Cushion
protects Foundation,
Saves Rolling Stock,
Road Bed, Track
and Pavement.
.osiiioftt
24
Electric Railway Journal
November 19, 1921
3
§ The Low Cost and Durability of
SHOP-BUILT THERMIT SPECIAL WORK
having been proved wherever used, there is
nothing further for others to do except buy
^ the Thermit Welding outfit at once.
i.
1
o
1
1
1
g
1
S
1
mm
m
ii
A Thermit-Welded Sinffle-Track Crossing ready to install in
the Street.
/
Durability of Thermit Welded Special
Work has already been amply proved in
many street railway properties by the
long periods of time, in some cases over
six years, during which Thermit frogs
and crossings have given most satisfactory
service under heavy traffic conditions.
Where Thermit Special Work is used
there is no separate center piece to be-
come loose and the customary electrical
bonds are rendered unnecessary' by vir-
tue of the thorough fusion between the
Tliermit steel and the rail welded.
A reasonably careful man of average
intelligence, and a helper, are capable
of handling this class of work, and the
only facilities required are a shelter for
protection from the elements, compressed
air for the operation of the preheater
and a suitable bed plate for lining up
the rail.
In taking up this work, you can depend
upon our close co-operation to thoroughly
instruct whomsoever you assign to the
work.
Let us start in at once and save you
many hundreds of dollars a year by
means of Thermit.
Send for our latest Rail If elding Pamphlet 3932.
Metal & Thermit
120 Broadway £
Corporation
New York
Pittsburgh
Chicago
Boston
S. San Francisco
Toronto
November 19, 1921
Electric Railway Journal
28
f^f^f^f^^f#!^f^(^fel^l^f^f^f^l^f^l[e]^l^
^
1
1
1
1
1
1
1
1
1
* Forest Hills. Mass., where Thermit Insert Welds installed nine years ago are still In
excellent condition.
Factors Which Govern the Proper
Selection of Rail Joints in Paved Streets
5— Service Records
The service record of any rail
joint is the prime test of its ultimate
economy, for upon the life of the
joint depends the life of the rail.
As a result of a recent inspection the
THERMIT INSERT RAIL WELDS
installed on Mt. Auburn Street in
Cambridge and in Forest Hills,
Mass., outside Boston (a number of
which were put in about nine years
ago), were found still to be in ex-
cellent condition. Altho these were
among the very earliest installations,
there are many other Thermit Insert
Welds made almost as early which are
still giving entirely satisfactory service.
When it comes to selecting rail
joints, do not rest content with mere
"swivel chair" arguments. Convince
yourself as to which joint is the most
permanent by visiting personally such
Thermit installations as the- above
and many others, notably in
Pittsburgh, Youngstown, Indianapo-
lis, Milwaukee and San Antonio,
where hundreds and thousands of
Thermit insert welds have given
splendid service for years with prac-
tically no breakage or cupping what-
soever.
-& ^ '&
Let us know the section number of the rail which you
wish to weld so that we can ship welding material suit-
able for the purpose. On receipt of an order for material
and apparatus, we will send an expert demonstrator
to instruct your men so that you can carry on this work
yourselves.
Send for our latest Rail fielding Pamphlet 3932.
Metal & Thermit A Corporation
120 Broadway
t
t
t
m
t§
m
[^
New York
^
re-
^
t^
"6"6"
Pittsburgh
Chicago
Boston
S. San Francisco
Toronto
26
Electric Railway Journal
November 19, 1921
How quick can you renew a fuse?
Knifcp-blad»
^ fu$« unassembled
1 is simtslieity itself.
Insert assembled link . ,,
2 vrith lock-washer into cattnlgfiX
Read how ^*Noark" easy link renewal
saves time and money
THE picture shows how easy it is to rene-w a "Noark Reaew>>
able Fuse— but the actual operation is still easier.
"Noark" Fuses do not freeze up
To renew a blown link, simply unscrew the heavily knurled
end caps and draw out the blades. The gun metal finish of the
caps, washers and threaded ends prevents corrosion or the ad-
herence of any metal that may be fused or vaporized ■when the
link is blown. Pliers are never necessary to unscrew the end caps.
A screw- driver is all you need
to remove the two little screw bolts which hold the renewable
link. Insert a new link and replace the cartridge, washers, and
end caps. The renewing operation is then complete.
When you buy renewable fuses
look for the sturdy grey body and the gun metal finish of the
knurled caps. By these characteristics you can recognize
"Noark" Renewable Fuses anywhere. Their individuality is
clearly apparent and classifies them as the dependable fuse pro-
tection you need.
"Noark" Fuses and till other Johns- Manville packaged Electrical
Materials are distributed strictly through Distributor-Dealer channels
on a basis that gives full protection to all concerned. Dealers can get
all details from their Distributor. Distributors, for samples and com-
plete information, should apply to the nearest Johns-Manville Branch.
"Noark" renewable and non-renewable cartridge-enclosed fuses, in
all standard capacities, are approved by the Underwriters' Labora-
tories, Inc., under the label service.
JOHNS-MANVILLE
Incorporated
Madison Ave., at 41st St., New York City
^Branches in SO Large Cities
For Canada:
Canadian Johns-Manville Co.^ Ltd., Toronto
Johns-^Manville
ELECTRICAL MATERIALS
November 19, 1921
Electric Railway Journal
27
Zing I
f f I
Off goes the trolley wheel! Up goes the trolley pole! Car stops, conductor hops
out, fishes around. Makes the contact. Car proceeds. A couple of seconds
later— and, ZING! It's off again.
"It's a wonder the Company don't do something about that," says old Mr.
Passenger as he crunches his newspaper together, waiting for the lights to go up.
Many times it can't be helped; the trolley
wheel is turned off by a switch, or some
other agency.
But often it CAN be helped and it is a little
thing that causes the trouble.
And, as usual, the nigger in the wood-pile
is lack of lubrication of a small thing, in
this case, it is the spindle of the trolley
wheel.
When that spindle is not properly lubri-
cated, wear begins — either the bushing
wears, or the little spindle itself on which
the wheel revolves.
They cannot be expected to wear evenly
and, generally speaking, they don't.
This means that the trolley wheel is either
thrown out of line or gets stuck and doesn't
revohve. In either case you get the "Zing"
more often, and what is also bad, with the
wheel SCRAPING instead of turning, the
feed wires become worn, requiring expensive
replacements.
A remedy.^
Surely!
Regular inspections and adequate lubrica-
tion— such as you get with Texaco No. 00
Grease — a Lubricant that does not dry
up or harden — that is not inclined to run
or drip, that stays where you put It and
where you need it and lubricates for a long
time.
Texaco Grease No. 00 Is put up in 25-lb.
screw top tins, clean and convenient. Also
in barrels and half barrels.
Ask us more about this Lubricant, or about
any Lubricant for rolling stock, power
plant, shop, or any equipment anywhere.
U V
There is a Texaco Lubricant for every Purpose
THE TEXAS COMPANY
DEPTR.J ' 17 BATTERY PLACE *NEW YORK CITY
HOUSTON - CHICAGO - NEW YORK
OFFICES IN PRINCIPAL CITIES
.^
28
Electric Railway Journal
November 19, 1921
Bl
IGH efficiency, low maintenance, reliability,
compactness and absence of water hammer,
valves, or rubbing parts are some of the desir-
able features common to centrifugal pumps, but the
selection of the driving element often has a marked
influence on the success of the installation. Turbo-
Pump units possess certain characteristics which
make them the only correct selection for certain
applications from the standpoint of efficiency as well
as dependability.
For your next pump installation, either condenser,
circulating, hotwell, boiler feed or general service,
you should investigate those characteristics. They
are fully explained in Bulletin 25. Write for it.
The above itluatration shows a
Terry turbo-pump unit, installej in
one of the Icirgest steel companies
in the Unit«d Statizs. It is pump-
ing to a 3S,000-gallon tank with a
90-ft. lift. It has seen 4^2 years'
continuous service without repair.
T-743
7////////////////////////////M
^Offices in R-incipal Cities
in U.S.A. also in Important
Industrial Foreign Countries
w///mMm///M////mm////mmm////M/mm
The Terrq Steam Turbine Co.
Icrnj ig.flartford.ConD.USA.
Wj^
November 19, 1921
Electric Railway Jouenal
29
The Conductor
and His Job
Your conductors are in a position to gain
and keep the good will of the public and
to build up business for you. Give them
a chance.
/^"Jijr^*^
The Ohmer System of fare collecting
and fare accounting places the conduc-
tor in the position of a responsible sales-
man of transportation and he soon learns
' that the better he serves your interests
the better he serves himself.
'.J
%
The Ohmer System gives him means
for indicating and recording each trans-
action as it takes place. This is good
business. Every successful merchant
knows it is the best way to handle sales.
m 1
I i 1 '1
The Ohmer System points out to the
management the characteristic tenden-
cies of each conductor and indicates the
sort of discipline which will do the most
good. The Ohmer System stands for
the best of modern business methods
applied to city ^ and interurban electric
railroading.
Ohmer Fare Register Company
Dayton, Ohio
30
Electric Railway Journal
November 19, 1921
Down the
Boyerized Line
of Brake Rigging
Braking forces are transmitted from powerful air pistons to
brake shoes, multiplying many times as they travel through the
ingenious system of levers. Tremendous pressures — 10,000 lbs.
is ordinary — must be applied through the system to the brake
shoes.
Some pressure, that is — against pins, bushings, levers and brake
heads. You want to be mighty sure, don't you, that everything
is going to hold ?
Then of course you'll use only Boyerized pins, bushings, levers
and brake heads on all your cars. They are made of finest steel
with a special treatment which hardens them, and quadruples
their useful life.
Here's a partial list — write for others.
Boyerized Brake Hangers. Boyerized Wearing Plates between the
„ . 1 r. 1 • ... I Bolster and Bolster Carrier.
Boyerized Brake Lever Pin, and Boyerized Wearing Plates between the
Bushings. Pedestal Straps and the Journal Box.
BEMIS CAR TRUCK COMPANY
Electric Railway Supplies
Springfield, Mass.
REPRKSEXTATIVES :
D. L. Beaulieu. P. 0. Box .3004. Boston. Mass. F. P. Bodler. 903 Monadnock Bldg.. San Fran-
J. H. Denton. 1328 Broadway. New Tork City, cisoo. Cal.
N. Y. W. F. MoKenney. .54 First Street. Portland. OrejTon.
A. W. Arlin. 7~'2 Pacific Electric Bldg.. Lo.« Anseles. Ca.
November 19, 1921
Electric Railway Journal
31
Standard Helical Gears
Special Drop Forged Blanks
give pinions with a
comparable longi-
tudinal and trans-
verse strength.
All Westinghoute Electric and
Mfg. Co. Dittricf Officet arc
SalcB Represcnlativea in the
United States for the Nuttall
Electric Railway and Mine
Haulage Product*.
RD.NUnALL COMPANY
PrnSBURGHI^ PENNSYLVANIA
Electkic Railway Journal November 12, 1921
■iiiiniiHiiMiHiMiiiiiuiiiiuiiMiiiniiiiiMiiBiiiiiiiiijiniiiriitMiiiiuuiiiiiiiimiiimiiiuiiiuimiiiiiuimiHuiiiMuiiiiiwimw
"STANDARD"
Steel Tires
Steel Tired Wheels
Solid Rolled Steel Wheels
O. H. Steel and Malleable Iron Castings
Solid Forged Gear Blanks
Steel Forgings Iron Forgings
Forged and Rolled Steel |
Pipe Flanges
Ring Dies
Rings
Roll Shells Steel Springs
^ ^ T "The 'Standard* Brand on your material \ ^^
aljiift^ i« an assurance of eventual economy." ^^^^c
STANDARD STEEL WORKS CO.
§
GENERAL OFFICES
500 NORTH BROAD ST., PHILADELPHIA, PA. |
CHICAGO RICHMOND MONTEREY, MEX. I
ST. LOUIS SAN FRANCISCO MEXICO CITY I
HAVANA, CUBA NEW YORK LONDON, ENGLAND f
ST. PAUL HOUSTON PARIS, FRANCE |
imiUllliUIUlHIIHUUUHmilllttlHIIIIHIIlllMlimilOHIIIIHIIHIIIIIIHlHIUUIUHIIIimilllUUHIHHUIiilllHUIHWIIIIIUUW
November 19, 1921
Electric Railway Journal
33
Bates One- Piece Steel Poles
with Ornamental Lighting
This installation illustrates one of the possibilities of com-
bining Artistic Bates Poles with ornamental lighting units.
The excessive number of poles required where trolley con-
ductors and lighting units are installed on separate poles
is not only decidedly inartistic, but is also a needless waste
of good material. Of course, it is necessary that an
artistic steel pole be used for such a combination oi pur-
poses.
The series lighting conductor is run from pole top to pole top
eliminating the use of expensive, troublesome underground
cable.
The use of Bates Permanent Steel Pole* widi
ornamental lights represents maximum econ-
omy and the utmost in art.
0{ 1^^ ^B^ \\r 208 South La Salle Street
ni ates Ifxpandedni teel ilrussiOr Chicago, iixcfois
]LJ) IEbSj {jnJJ A ■^
White's Porcelain Strain Insulators
Standard Package
We are now packing our insulators in cartons
No mussy sawdust
No breaking
Easily counted
Easier handled and stocked
Try some of our in-
sulators. They all
have a very uniform
brown glaze, a very
distinctive color, no
black spots or dis-
coloration.
T. C. White Electrical Supply Company
1122 Pine Street, St. Louis, Mo.
Standard Carton
' 34
Electric Railway Journal
November 19, 1921
Railway Engineers Who Have Studied the Quahties of Lumber
are a unit in agreement on the fact that
CYPRESS -''the Wood Eternal
T*»ADE Mark Reg. U.S. Pat-Qftoe
(provided that you get Genuine "Tide-water" Cypress, guaranteed by the Association's
Trade-mark)
is the best wood for all forms of use where high resistance to decay is an essential.
This fact is pretty clearly indicated by the recommendations of the Railway Signal
Engineers Association for the use of Cypress in
TRUNKING and CAPPING
It is equally valuable for right-of-way jencing, snow fences, and all similar forms of use
where the material is constantly exposed to the action of the weather.
Make such forms of construction supremely durable by using
"The
Wood Eternal"
Full data regarding Cypretm for all electric railway use* will be furnished on request.
Southern Cypress Manufacturers* Association
1265 Poydras Building, New Orleans, La. 1265 Graham Building, Jacksonville, Fla.
COLLET
UrANKTl
Iw-ii'i.'miM.iri-iii'iiiMi
A New Type of
Westinghouse-Frankel
Solderless Connector
A Collet consists of a threaded and split
collar with one, two, three, five or seven
Westinghouse-Frankel Solderless Connectors
radiating from the collar.
Although primarily designed for use with
reactance coils. Collets can be used anywhere
when it is desired to connect several wires
to a single stud. When used with reactance
coils, the collar is threaded and clamped to
the stud at either end of the coil and the wires
of the coil are fastened to the connectors.
The design of the Collet assures a perfect
contact between the stud and the collar.
Collets work well on any system where the
current is continually changing, as in a
reactance coil.
Westinghouse Electric and Manufacturing Co.
East Pittsburgh, Pa.
Sole Agent in n he United States
November 19, 1921 ElectricRailwayJournal 35
|Minii I iiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiijiriiiiiiiiiiiiiiiKtiiiiiiiifiiiJiiifiriiiiiiiiiiiiiiii iiiiiiiiiiiimijiiiimiiiiiiiii ii>| ^iiiuiiiHiiiiiiiiiiHiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiinniiiniiiHiiniiiiniiiinniniiiiiiiiiiiniiiiiiiiiiMiiiiiiiiiiMiis
Aliis-Chalmers
Steam Turbines for
Sustained Efficiency
Throughout years of
constant operation.
I In the design of Allis-Chalmers
i Steam Turbines efficiency and re-
j liability are the principal features
I receiving attention.
I High efficiency under test con-
I ditions is an achievement to be
I proud of, but real economy can be
I measured only by sustained effi-
I ciency over long periods of opera-
I tion.
I Allis-Chalmers Turbines are
I known above all others for sus-
I tained efficiency throughout years
I of constant operation.
I (^lLyS<K](a[LK]i^5
Siiiuiiiiiiiiiiiiuiiiiuiiiiiiiiiiiiiiiiiiiiiiiiimiii jf iiiimii uiiiiiiiitiiiii n iiiiimminiiiiiiiiiimimiimn
^/ Ournay! \
\
SE
I
Main Office and Factory:
519 West 38th Street, New York
DISTRICT ENGINEERS AND AGENTS:
Electric Power Equip-
ment Corp., 13th and
Wood Sts.. Pliiladelphia.
Electrical Engineering &
Mfg. Co., 909 Penn
Ave.. Pittsbiirgh.
R. W. Lillle Corpora-
tion. 176 Federal St.,
Boston Ma?3.
W. R. Hendey Co., Hoire
Bklg-., Seattle.
*«S2&
When a Persian woman shows signs of becoming a shrew
her husband sends an s. o. s. to a certain branch of the _
municipal government. Ournay is the result; meaning =
no more trouble. g
In brief detail, the 3rd Asst. Secretary of the Mayor is 1
notified that Mrs. Sb-and-so brutally disfigured her g
spouse with a piece of rare old pottery, all because he 1
came home last night just after she had gotten up to look g
at the clock — unfortunate man. The 3rd A. S. o. t. M. g
hurriedly sends four policemen to the scene. They g
arrive. Mrs. So-and-so is unceremoniously thrust into s
a sack, which is then tied and borne before the Kazi. g
There, still in the sack, she is judged, sentenced, well =
beaten, then taken back to her house and emptied out g
at the feet of her forgiving husband. All is forgotten. =
It is a beautiful custom. g
Women are mysterious creatures of temperament. Some 1
like to be personally mauled by their husbands ; others, =
as above, like an impersonal sort of beating. And still g
others there are who must be treated gently and corrected S
with rare tact. g
It's the same way with motors. Operating conditions and indi- =
vidual characteristics are always variable factors and must be H
taken into account in the selection of brushes which will guar- S
antee faultless operation. s
This is the work of Morganite Engineers — who know motors s
as Balzac and De Maupassant knew women I g
Herzog Electric & Engi-
neering Co,, 150 Steuart
St., San Francisco.
Special Service Sales Co..
503 Delta Bldg.. Los.
Angeles, Cal.
Railway & Power Engi-
n e e r i n g Corporation.
Ltd.. 131 Eastern Ave..
Toronto. Ontario, Can-
ada,
III aUIIUIIHIIIIUUHHIIUHUIIUIIIIUIIIIHIIHUUIIUIIIIIIUIIIIIIIIUIIUIIUIIIIUIIIIIIIIIIIHIIIIIIIIIIIIinilllliailllllHIIIIIIIillUl.'
36
Electric Railway Journal
November 19, 1921
Turning a Pair of Car Wheels in 1 1 Minutes
The Big Chip Tells
the Story
Where work is wanted in a
hurry our No. 5 Center Drive
Car Wheel Lathe has proved
itseli a hustler. 1 n the Canadian
Pacific Railway Shops, Union
Depot, Toronto, Canada, the
machine pictured below has
reduced the turning time on one
pair of wheels to I I minutes —
speed 15 ft. per minute, feed
THE high production of which this
machine is capable is largely due
to the center driving construction with
powerful herringbone gear having
automatic quick-acting hinged seg-
ment to admit the axles.
Additional time- and labor-saving
features include semi-automatic
drivers, pneumatic tool clamps,
pneumatically operated tailstocks,
push button motor control.
N-B-P Center Drive
Car Wheel Lathe
We are in a position to furnish complete ma-
chine tool equipment for electric railway
repair shops, including car wheel lathes,
wheel presses, axle lathes, car wheel borers,
etc, as well as steam forge hammers, engine
lathes, boring and turning mills, etc., and the
electric travelling cranes to serve them,
NILES-BEMENT-POND CO.
Ill BROADWAY NEW YORK
IRVINGTON
— the Superior Insulation
Meets Your Requirements
00 Per Cent
TRADE MARK
S Pat on
Irvington Products include every kind of
insulation manufactured; liquid, paper, cloth,
cord and solid.
Place all your insulation requirements with
Irvington Varnish and Insulator Company.
It saves time for the purchasing agent, the
storekeeper and for the department which
placed the original requisition.
All the insulation necessary for any job can be
had immediately from Irvington Products.
Our laboratory facilities are at your command
to render service on any of your electrical
insulating requirements.
Ask our distributors for samples and prices.
Irvington Varnish a Insulator &
Ir viiaoto n.. NewTer sey.
ESTABLISHED 1905
Distributors:
MITCHELl,-RAND MFG. CO., New York City T. C. WHITE ELECTRICAL SUPPLY CO., St. Louis
1 . L. FLEIG & CO., Chicago CONSUMERS RUBBER CO., Clevela.id
CLAPP & LA MOREE, Sin Frjncis;o. Cal.
November 19, 1921
Electric Railway Journal
37
f
From trolley wheel down
BAYONET
Wheels
of fresh pure metals only. Cast and turned to finest
accuracy and balance. Longest life assured.
Harps
Quick detachable — only 10 seconds to make the change.
Their fine construction makes these harps real money-
savers.
Bases
with the one-minute pole clamp. A complete change
in less than 60 seconds. Worth something under
present conditions in car shops, isn't it?
They provide the maximum freedom of motion and
the correct pressure at any angle of pole. Long ex-
tension springs, self-lubricated bushings and roller
bearing swivel. Note construction details in the
illustration below.
From roof to wire — one high class
standard.
Bayonet Trolley Harp Co.
Springfield, Ohio
38 ElectricRailw An Journal November 19, 1921
^iiiMiiMiii ""i"ii"iiniiiininiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiniiiiiiiii^
I Brake-Rigging Continuously Taut with — |
GOULD I
Slack I
Adjuster |
specified by United Rail-
ivays & Electric Co., of
Baltimore, for latest safety
cars.
Pvsh Rod Casing -A
OripDcgs-K
" ^DcgSping-L
..-PushRoa-C •
-^-PushKodHeael
Adjusting FodS
Details of the Gould Type Slack Adjuster as applied to an Electric Car Truck
How often you notice a raotorraan running with brakes
partially set up, due to over-anxiety to be sure that all
the slack is out of rigging. The waste of power and
wear on brake shoes in such cases is appalling.
Remove the incentive to run with brakes set up, by in-
Write today for further information
GOULD COUPLER COMPANY
stalling Gould Automatic Slack Adjusters, which keep
the brakes always ready for instant response to the
operator's effort. Incidentally you will save materially on
shop expense, which occurs from the necessity of frequent
manual adjustments of brake rigging when it is not
taken care of by Gould automatic adjusters.
g
S 30 East 42nd St., New York City Work*: Depew, N. Y. The Rookery, Chicmgo, HI. 5
nillimilllMMIIIMIIIIHIMIIIIIIIIIIIIIItlllllllllUllllllllllllllllllllllllllltlllllllllllllllllllllllllllllllllllllllllllllllllM
Eureka Equipment
Eureka Equipment will help to keep down
maintenance costs because it is correctly
designed and carefully manufactured
from our own special alloys.
We can now make prompt shipments on
Commutators
Trolley Wheels
Trolley Ears
Brush Holders
Sleet Trolley Wheels
Line Material
Controller Fingers
Bearings
Write for catalog
The Eureka Company
Northeast, Pennsylvania
120 Broadway, New York
I
J
M
November 19, 1921 Electric Railway Journal 39
■nHiiiiMiiiiimiiimimiumuiiiiiiinMnitniimiiNiiMmiiMimiiinimiiiiiniiiiimunniMiiiiMmnmiiiinmiimimiiniiiiiiiimiiMinMniin^
DURSON
Brake Regulator
-more than a slack adjuster
The logical solution of the problem of slack
adjustment: Adjustment made on the ap-
plication of the brakes, not on the release.
The Durson Brake Regulator can be located
at the bottom rod or at any other place in
the brake rigging.
Adjustment completed before the elasticity
of the rigging or other influences causing
false travel are brought into play. Brake
shoe clearances and piston travel main-
tained constant. Tight Brakes impossible.
Prevents flat wheels.
Write for Literature
HAMILTON & HANSELL, Inc.
PARK ROW BUILDING
NEW YORK, N. Y.
&HiiiHHHiiiniiitiiiniiiniiiiiiiHiiiniiiitiiiiiiiiiiiiiriiiiriiiniiiriiiiiriiiiiiniiiiiiinriiuiiitiiniiiriiitiiiniiiiiiniiiiiiiiiiiniiiiiiiiiiiiiiiiiiii>i itiiiiiiniiniiiiiiniiitiiininiiiiiiiiiiiiiiiuiiiiiiniitiiiiitiiniiiiiiiitiiiuiiiiiiitiiiiiiiiiiiiiiii
Griffin Wheel
Company
McCormick Building
Chicago, 111.
GRIFFIN F. C. S. WHEELS
For Street and Interurban Railways
All of our plants have adequate facilities for fitting wheels to axles
Chicago
Detroit
Denver
FOUNDRIES:
Boston
Kansas City
Council Bluffs
St. Paul
Los Angeles
Tacoma
40 ElectricRailwayJournal November 19, 1921
During a hard winter —
maintenance costs can be reduced!
CHILLINGWORTH
One-piece seamless gear cases
will cut down on one big item of expense. They are made
of finest quality open-hearth steel, deep drawn into shape,
eliminating rivets, welds and seams.
Extra strong malleable iron brackets are riveted on with
heavy re-inforcing plates inside the case.
This construction obviously means durability and light
weight. Order Chillingworth Gear Cases now for Economy.
Chillingworth Manufacturing Co.
Jersey City, N. J.
II. V. Kerean & Co., ChlcaEO. Railway rower & Enc. Corp., Ltd., Jlontreal. Union EIrctrie Co., Pittsburgh. .4llen General Sapplies,
I.t<l., Toronto. P. W. Wood, New Orleans. Schaley & Co., Ltd., London.
First Hand Service
Why go out of your way to hunt up unknown dealers
or have parts specially made in your own or local
shops, with all the attendant expenses for blueprints,
patterns, etc. We have our own foundries, our own
facilities of all kinds, and patterns of all standard
car parts. We can supply you in the shortest time
with car replacement parts of all kinds. And — we're
not worrying about the other fellows' prices either.
Let us quote ours.
f4
November 19, 1921
Electric Railway Journal
41
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iiiiiiiiiiiiiiiiiutiiiiiiiiiiiitiiiiiiiinimiiiiiiiiiiiiiiiiiiiitiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiitiimiuiiiiiiiiiiF
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TRUCK WITH TOWER IN RUNNING POSITION |
This 3-Section I
TRENTON TOWER |
is not only more convenient, but stronger than the |
older type. I
The top section is reinforced by the intermediate |
section. The 3 -section design makes it possible to I
raise the platform 16 inches higher and drop it 12 I
inches lower than can be done with the old-style I
2-section tower. I
We'll gladly send you details. |
J. R. McCARDELL CO. |
Trenton, New Jersey, U. S. A. I
TiMiimiimiiriiimiiii iiimimimimiimrmiimmiiiijii jiiiiiiiiiimiimiiiiiiii iiirmiiiiiiiiimimimimiriiriiJiiiiiiiiiiiil
|iiiiiiiiiiiiiiiiiiiiiiirriiji iiiiiiriiiiimrjirwiiiiiiiiiiiiiiriimiiii iiniiiiuriijiiiiiiiiiriiiiiiiiiiiiiiiir iiiiiiiiiiiiiiiiiiiiiiiiiu'.
I Peirce Forged Steel Pins |
I with Drawn Separable Thimbles |
I Your best insurance ajiainst insulator breakage I
I Hubbard & Company I
I PITTSBURGH. PA. I
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Drip Points for
Added Efficiency
They prevent creeping moisture and quickly drain the petti-
coat in wet weather, keeping the inner area dry.
The Above Insulator — No. 73 — Voltages — Test — Dry 64.000.
Wet 31.400. Line 10.000.
Our engineers are always ready to help you on your glass
insulator problem. Write for catalog.
Hemingray Glass Comipany
Muncie, Ind.
Est. 1848 — Inc. 1870
RDEBLING
Electrical
Wires
and
Cablet
I JOHN A. ROEBLING'S SONS CO., Trenton, N. J. I
'■' """" " niiiiiiiiiiiiii miriiiiiMiiiiiiiiiiiiiiiiiinuiiiiiiMiiiiii.iiiuiiiMiiiiiiiiiiiiiiiiimMimimiii imiinniimS
?iiiiriiiiiiiiriint)iiiiiiiii(ii[ii>iiiiiiiiriiiiiiiitiriiiiMiriiirrtiiriuiiiiiiiiiiiiiiiiiiiiiiiiiriiitiiiri'iHi!r*""'"*i;inmiltiiiiiiii>iiif]iiiittniiiif
^tiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiitiitMiiiiitiinrinniiiiiiiiiiiiitiiiiiiiiiiiniiniiiriiiitiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiniiiiHiiiH:
I Transmission Line and Special Crossing |
I Structures, Catenary Bridges I
I WRITE FOR OUR NEW DESCRIPTIVE CATALOG |
I ARCHBOLD-BRADY CO. j
I Engineers and Contractors SYRACUSE, N. 1 |
'?M)iiinHimniiniininiiniiniiriiiriniHiiiiiiiiniiuiiniiiiiiiiiiiniiiiiiniiiiiiiiiiiiiiitiiiriiiniiiiiiiiiinriiiiiiHriiiiiiiiniiiiiiiuiiniiiiiR
^niiiiiuiiNiiMiriir.ininiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiMiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiuiiiiiiiiiiiiiiiiiuiiiiiiiriiiifiiiMiiiiiiiiriiK;
Chapman ^^\
I Automatic Signals ^^ |
I Charles N. Wood Co., Boston "^B I
^iiirriiMiiiMiiMniiiMnMnmmiMiiiiiiiiiirMirMirriiiMiiMiniiiiiinMUiinMiiiMniiiiiMiirMiiriiiiMiirMjnMiiMiimii^^
iiniiiniiuuiluuiiniiiiiitniiuuuiiiiuiumuiiiuumuumuiHiiiiiiiiiuitiiiniiiiiiiiiiinmiiiiiijiiqf|iiiiiiii|i[||||||[p[^ t^iiniiuMiiMiiiiiiMniiniininMiiiiiiiinHiiiiiniiiiMiiiiiniiiiiuiiiiiiifiiiiiiiiiiiitiiiiiiiiiiHiNiiiiiiiiiiiiiHiiiiriiiiiiiiniitiiiiiiiiiiiiiiiiii
I Copper ClaiwSteelOomi^ny
i OFFICE AND WORKS. f^KSfWESTERN SALES REPRESENTATIVES:
1 RANKIN. PA, BRADOOCK R 0. ^f^F STEELSALES C0RP0RATION.CHICAG0.IU:
I NEW YORK SALES OFFICE: 30 CHURCH STREET. NEW YORK CITY
I COPPERWELD Wire— madf by thr Molten Welding Prtreis
I Bars — Weatherproof — Strand — Twieted Paii — Nail*
r.ii.1 iniiiiiniinnu jiiiiiriii iiiiiiiiitiiiiiniiiiiiiiiiiiiii iiiiiriiiiiiiiuiitiiiiniiiiiiiiriiiiriiiiiiiniiniimiiiiiimiiiiimi
giiinujiiiiJiiiuiriJiirjiiiijiiiij jir iiiiiiiiiiuuriiiiiiiiiii nijiriiiii iiiiiiiiiiiii iiiiiriiiiiiiiiiiNiiiiJiiiiu iiiiiiii^
U. S. Electric Contact Signals I
for I
Single-tivck block-sltrnal protection
Double- track spacing and clearance signals
Protection at intersections with wyes
Proceed signals in street reconstruction work
United States Electric Signal Co^ |
'Niiiiiiiiiiririmriiimiiiinniiiinmmimniniiiiiniinniminnrriiiiiniimiimiiniiniii iiiiiiiiiiiiiiiiiiiiiniiiiiiinMiiiiiiiiiiiiiiiJ
="""" " iiiiiiiipiiiiiiiiiriiiiii uim iiiiiij iiiiriiiiiiiiMjiiiij irmiiiiHiiii'juiiuiiiiiijiiiijiriiiiijiiriiiiig
NATIONALI
I NATIONAL
^iinmiiii'iiiiiiiiiiiiiiiini
TUBULAR STEEL POLES -
'^i^^ The Recogn/xec/ Stanc/ard i
^ For E/ecfr/c Rai/ivay Purooses =
Ash for "NATIONAL" Bulletin No. 14. I
TUBE COMPANY PITTSBURGH, PA. |
"""""""""""I" I ""mintiiiiiiiriiiMiimiiriiiinuiniiiiiiiu iirHUUiiimiuiiiiiiimimic
West Newton, Mass.
§
^iiiiiiiniiiiiiiiiiiiiiiiiMiiiiiiiitiiiiitiiiiririiiiiiiiiiriiiiiiiinrMiiitiMirtriitiiiiiuiiiiiiiiiiiirMiiiiiiiiriiiiiiirittiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiB
Electric Railway Journal
mmmiiiiiniiiiiiiiiiniiriHiiiiumiraiiiiiimiiiiimiiniiiiiiiiimiimimiiiiiiiiiinimiiiiiiiiiininiinmiHiiniimiiiiiiiiimiiiiiniiii
November 19, 1921
SOMETIMES
your motorman will throw the hand signals — but
j'ou have known him to take a chance.
With Nachod Signals the car automatically sets them. |
He can't forget, and it costs him no effort. i
Buy these signals to aid your safety cars to bring in the f
revenue. Write for Catalog 719. We make also Cross- I
ing Signals and Headway Recorders. I
Nachod Spells Safety i
Nachod Signal Company, Inc. I
LOUISVILLE, KY. I
7iiiiirriiiiiiiiniiiiirtiiitiiitiii(iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii!iitiiiiiiitiiiiiii(iiiiiiiiiiriiiiiiiiiiitiiiiiiiiiiMiiMitiiiiiiiiiiiiriiniiiiiiiitiiiiiiii
uiiiiMniMriiiiiniMiiiintiiniiiiiiiiiiirMiiiiiiiiiiMiiifiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiMiiiiiiitiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiriiniiitiiiiii^
American
Rail Bonds
CROWN
UNITED STATES
TWIN TERMINAL
SOLDERED
TRIPLEX
Arc Weld and Flame Weld
Send for new
Rail Bond book
American Steel & Wire
Company
CHICAGO
NEW YORK
^iiiuiiiiiiiiiiiiiMniiuiiiiiiniiitiiiiiiiiMiiiiiuiiniiUiiitiiiuiiiiiiiiiiiiiiuiiiiiiiiiMiuiiiiiiitiiiiiiiiiiiniiiiiiiniiiiiiiiiiiiiiintiiiii
^intiiuiiiiriinintiiuriniiHiiiiniMiniiiiniHiiiiiiiiMiiMiitMiiiiiiMiniuunrinMiiiiiniiMiiMiiiiiiiiiiiiiiiiiiiiiiiitiiiiiniiiiiiiuiiiiii)
AMELECTRIC PRODUCTS | | ELRECO TUBULAR POLES
,%\BARE COPPER WIRE AND CABLE
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
Rw. D. s. P.I. oflte. PAPER INSULATED
C«lv.ni*«d Iron Md St«l UNDERGROUND CABLE
Wire and Strand
E '«1RC I.CCK' / /
MrCRCO JOrNT
Incandescent Lamp Cord
MAGNET WIRE
I AMERICAN ELECTRICAL WORKS
I PHILLIPSDALE, R. I. I
I B<Mt«n. 176 redertl: Chlemfo. U> W. Aduu: ClndnnMl. TrmtUts Bid! ■ ^
i N« York. 131 B'waf; gmn rnncliM. tl! Hsnrd: f)«lUl*. IM IM A»». So. I
S s
^iHllllimilltllililllliiMllltllliiitiiiiiiuitriniiiuiitiiHiilltiiitiKiiiiuii iiiiiiiiiiiiiiiiiiiMiiiiriiiiiiiiiiiiiiiirMiriiiriiniiiiiuiiiniiiii
iiinniniiililillllllimiltllinilillliiiiminliminiirnliniMtniilimiimiiriiiiiiiiiiiiiiiiiiiijiiiiiiiiiiij jiiiiiriiiriiiiiiiiiiiiiiiiiliriir.:
COMBINE I
Lightest Weight |
Greatest Adaptability f
Lowest Cost
Least Maintenance
CatalOE complete with engineerinf data sent on request.
I ELECTRIC RAILWAY EQUIPMENT CO. |
1 CINCINNATI, OHIO |
I New York City. 30 Church Street |
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FLOOD CITY i I ^"^^ dynamotors
Rail Bonds and Trolley Line Specialties
Flood City Mfg. Co., Johnstown, Pa.
inmiimiiHiiitMitiiiniiiiiiMiiiiiiiiniiiiiiiiinimiiiiiiiiiiiiiimmiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiMiHiiMiiiiiiinii»
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I Nelsonville Filler and Stretcher Brick i
I for T Rails |
s Makes permanent, light. level pavement I
I with a minimum of paving repairs. |
I The Nelsonville Brick Co. |
Columbus, Ohio |
^iiiiiuiiillHtlliinHHmiiiiiimitHliiiiiiitiiiitiitiiiiiiiritiiMiriiirtiitiiitiiiiii)iiiiiiMiiiiiiiiiiiiiiriimiitimiiiitiiiiitlMliiinniitiiiiiiiiiin
CARBON ARC RAIL JOINT WELDING
= CARBON ARC RAIL BONDING |
I CARBON and METALLIC ARC GENERAL WELDING |
I Rail Welding and Bonding Co., Cleveland, O. |
'iliinil(liiiriiiiiMiiitiiiiiii[)iiiiiiiiiirrniMiiiiiiiiiiiiiiitiiiiiitiriiiitiiiiiiiiiiiiiiiiiiiiiiMiiriiiiriiiriiitttiitiiiitiiiiiiiiiiiiiiiiitiililllnillllB
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I AETNA INSULATION LINE MATERIAL I
^ Third Rail Insulators. Trolley Bases, Harps and Wheels, Bronz? I
i and Malleable Iron Frogs, Crossings. Section Insulators, Section 5
S Sw Tohes. I
Albert & J. M. Anderson Mfg. Co.
"289-9,'} A Street. Boston, Mass. —/
>M, jy Established 187
^^S1^ Branches — New York, 135 B'way. Phila--
= de:phia, 4:9 Real Estate Trust Bldg. Chicago. 103 So. Dearborn St,
a London, 48 Milton Street =
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November 19, 1921
Electric Railway Journal
43
iiiiiiiiuiiiiiiiiflmiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiimiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiL -Ji
A REAL RAIL BOND TESTER
The Vawter New Type Direct Reading
by
Instrument
Itself
S*nd for Bulletin if you have Rail Bond* |
THOMPSON-LEVERING COMPANY |
PHILADELPHIA, PA., U. S. A. |
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S PECtSTfR ACKWORKl |
Of the uiell-knoujn WHARTON Superior- DesidnsI |
<7/7o'Constructions 1 1
' Steel Castings
Converter and
electric
Forcings
Drop. Hammer
AND Press
GasCylinders >.
Seamllss ;
i
Steel
WM.WHARTONjR.£.CO.,lnc..Easfon.Paj
i L ( Subsidiary of TaylDr-^VKa^ton Iron 6^ Steel Co., Hi^K Bridge, N- J. )
ORIGINAJORS OF U
IHANGANESE STEEL IK TRACKWORig I
:«llllllirMilliiiiiliJiitiiiiiiii
iitiiiiniiiiiiNiiiiiiiiiriiiiiHitMiiiiitiiiiiirniiiiiiitiiiiiii:
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Automatic Rctum Switch Stands for I^ssin^ Sidings
• Ajatomatic Safety Switch Stands
Manganese Constiuction • Tee Rail Special Vfork
RAMAPO IRON WORKS
HILLDUaN • NEW YORK.
niiiiimiiiimiiiimiiiiiiuiiiiiiiiiiiiimiimiiiiuiiiiniiiir.iiiiniii niiiiiiiiiimimnimmmiimiiimiiiiumitiimiiiimiiimiiiitimt:
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High-Grade Track
Work
SWITCHES— MATES— FROGS— CROSSINGS
COMPLETE LAYOUTS
IMPROVED ANTI-KICK BIG-HEEL SWITCHES
HARD CENTER AND MANGANESE
CONSTRUCTION
New York Switch & Crossing Co.
Hoboken, N. J.
riininiMirniiiliiiiitiiiiiltilliniimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiillrlliniiiiiiiiniiiniiiiiiiliiliiiiiiiuMiiHiiiitiiiiiiiniimiiiiiiimiDtiiiiiiiii
iitiiiiiiHiniHMiritiiiiittiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinnliiiiiitiiirniiijiiiiijiiiiiiiiiuiiiii.itiiiiiuiiiiiiiiiiiiiiiinliiiiliiilllHllllin
SPECIALISTS
in the
Design and Manufacture
of
Standard — Insulated — and
Compromise Rail Joints
The Rail Joint Company
61 Broadway, New York City
.diluiiiiiuuiiiiitiiiiiiMiiiiiiiiiniitiiiiiiniiiiiiiiiuiiiniiiiiiiiiiiiiiiiiltiiiiiiiitiiiiiiiniiitiiitiiiHiiiiiiimiiuiiiHiinuiiiiiiiiiiiiniiiiiiiB
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E"RICO
CONOMICAL I
■ FFICIENT
RAIL BONDS
i THE ELECTRIC RAILWAY IMPROVEMENT CO. I
I CLEVELAND, OHIO I
^fiiiliiiiiriiiiriiniiiii iiiiiiiiiiiiiiMirMiriiiiitiiiiiiiiiiiiiiiiiin iiiriiiiiiiiiiiirriiiniMitriiiifiiirtMiriiiiiiiiiniiiniiMiiiliiiiniiii0
alllllllllliillllllluilllllJlluilltiiuiilllllJllllllliilllJlliiiiiiiu u"i'Mlllli"""ii iiiiiiiiiiiiiniinillllllllliu uimiimirg
■ars"i^"i.
I. T. E.
Circuit Breakers
for heavy street railway work «re
the best obtainable. Write for N»w
Complete Catalogue.
'^limimiiiuiiiii'Miiiiiiiiiiiiiiiimi I uiiiii riimiiiiiii iiiiiii iiiiiiiiiiiiiiii ii uii iiiiimimi
— yV* '^i^^^" 'Tfl
RBOUR-STOCKWELL CO.
205 Broadway Cambridgeport, Ma»»
Manufactu)-er« uf
Sp*xial Work for Street Railways
IFrogs, Crossings, Switches and Mates
Tsimcut* and Cross Connections
K«jrwin Portable Crossovers
Balkwiii Articulated Cast Manganes<' Crossings
r rj.MATK.S PROMPTJ.V FURNJSHi.i J
S
iiiiiiiiiiifiinminniiimminrmniiiiiiirmmnrnMimmirmiiiinmiimiiimimiiinnnimiimiiimiiMiiuimiiiiiiniinimu
44 ElectricRailwayJournal November 19, 1921
inimiiiiniiiniiUMiniiiitiuiir.MiiriiuiiiiiiitiuiiiiiMiiiiiiiiiiiiiiiiriiiriiiiiiiiiiiiiiriiuiiiiiiniiiiiiiiimiiiiiitiMiiiiiiiiii.itiiiiiiiiiimt' £imiiMiiiiiniiuiuiJinhitiniiiiii.idnintNiniuiiiiriiioHioihuiuiiiiniiniiitiiiniMiiiiiniiiiitiiiiinittiiiinHUiiiiiimiuiiiiuiiiiiii>i
lietclcti/
'jS^GhcuiijBreakeriOit/ijBramy'
Braided and Stranded Cable |
The Industry's accepted standards are I
the constructions originated by us. I
Sets of samples of both braided and \
stranded cables are ready for distribu- 1
tion upon request to Manufacturers, |
Repair Shops and Engineers. The I
samples are mounted on convenient eye- |
leted cards giving essentials of construe- i
tion, size and capacity. i
The assortment includes standards to |
meet practically every conceivable re- |
quirement of size and flexibility. You 1
can order in large or small quantities I
with assurance of more prompt delivery |
and more reasonable prices than would I
be possible for special constructions. I
BELDEN MANUFACTURING COMPANY f
Electrical Wire, Cable and Cordage |
Main Office and Factory: Eastern Warehouse: I
Chicago, 111. Metuchen, N. J. |
'■miiniiUMiMnMiiMiiMtriiitiitiiiiMiriiiiiniiiiiiniiiiiiiiiiiMiiiiiiiiiiiiiiiiiiitriiniiiiiitiiiiiiiiiiiiriiiiui'jriiiriiiriiiiiniiiiMtiniuiiH^
Makes Feeder
Control Automatic
i,ETS GET JkSJ(S^JJLKM'WEV>
THE AUTOMATIC RECLUSIHG
QRCOIT BREAKER COMPAHY
COLUMBUS, OHIO
DISTRICT SALES OFFICES: 1
Pittsburgh. 223 Oliver BIdg. S
Philadelphia. 1613 Chestnut St. |
Chirleston. W. Va.. 110 Hale St. |
Birmingham. 610-512 Brown-Marx BldK. i
St. Louis. 401 National Baniv of Commerce Bldg. I
ntmniiiuiniiinimimiiiiiiiimitmmiiiiimiHiiiiiiinmiiniiHiii-iitiiitiiitiiiniiiiimiminmiiiiitiimiiinmiiiiiiiniinimiimiMiiiE
^i|||llllluillliniiniinillllluliMiniuiiniiHMtiiiiriillliiiiniiniiniini)iMnMrMnriiiiiniininMiiriirillllltiiiliiiiiinliniiiMiiliitiiHllllllllllllimilllilinMiiMHlMiilHrliirinilniiiiiiniiiriiirMi^
THE BABCOCK & WILCOX COMPANY I
85 Liberty Street, New York I
Builders since 1868 of
Water Tube Boilers
of continuing reliability
BRANCH OFFICK.'S
Boston, 49 Federal Street
Philadelphh. North American Building
Pittsburgh, Famier.s Uepo.sit Bank Building
Cleveland, Guardian lUiildingr
Chicago. Marquette Building
Cincinnati. Traction Building
\TLANTA, Candler Buildini;
T-CSON. Ariz., 21 .So. Stone Avenue
Fort Worth. Tex . Flatiron Building
Hdnolvlv, H. T., Castle & Cooke Building
WORKS
Bayonne, N.J.
Barberton, Ohio
Makers of Steam Superheaters
since 1898 and of Chain Grate
Stokers since 1893
BRANCH OFFICES
Detroit, Ford Building
New Orleans, 521-5 Baronne Street
Hocston, Tex.\s. Southern Pacific Building
Denver, 435 .Se\enteentli .Street
Salt Lake Citv. 705-6 Keams Building
San Francisco, Sheldon Building
Los Angeles, 404-6 Central Building
Seattle. L. C. Smith Building
Hav.\n.a, CrBA. Calle de Agin'ar 104
San Juan. Porto Rico, Royal Bank Building
siiHiiiiiimiraiiiiiiiiiiiiinimimimiiiiiiiiiiiiiniimiiiiiiiiiiimMiiiiiIiiiiiiimimiiiiiiiiiiuiiiiiiiiiiiiiiHiiiiiiiiiiimiiiiiniiiiiiiniiiiiiiiiiiiiiniiiiiiiiiiitiiiiiimiiiiMininrri iriiiiiiiiMiiiiimmiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiniiiiii.^
jiumiimii irriiiiiim iiiiiitiiuiiii iiiiii r iiiiiiiiiiriitiiiiiiiiiiiiiMiiiMnriiniiHiiiMiiiiiitiiiiMirriiiMitr. siiniiKiii «>> iiuiiiniiiniiLiiiiniiiiiiiiiiiMiiiiiiiuiir j riiiiiiiir i luiiii i iiiiimiiiiiiiiiiiuhiiiiii'^
WE-FU-GD AND SCAIFE
msm
PURIF'ICATiaN BYBTEMB {
BOF~rENINa K nUTRAl
wan ■OII.KR FKEP A
WM.B.SCAIFE & SONS CD.PITTSBURGH.PA.
FORD TRIBLOC
A Chain Hoist that exceU in every feature. It has
Planetary Gears, Steel Parts, 3i to 1 factor of Safety.
It's the only Block that carries a five-year guarantee.
FORD CHAIN BLOCK CO.
Second and Diamond Sts., Philadelphia
Hiimmilllllllllllllllllillinill i i ll iiu iiiir iiruiiiii i ll iiiiimiinriii>lillilll>M>.~ tilllllirillllllllllllllllllfimrillllliniiniiiirilri iiiiliu iilliiililliirrririiiiilliliiijiiiiiriiiiiiiiMiriMliMltlllllllirillllllllllllllinn
gliumilltlliiiiiiiiiiiiiiiiiimiiiir mil iiiiiiiiimiiiiiii ill ill iiiiiiiii iiiiiiiniiiiiiiMiiiiiiiiniillllllillliniiiiiiinilllllllllliiiiniiiillllllllll iiiiiiiiimiliiiiii liiiii MiiiiiiiiiiiiiiiiiiiiMmiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiilliiilililiiiilillllllmnj
I FOSTER SUPERHEATERS I
I A necessity for turbine orotection, engine cylinder economy and utilization of superheat for all its beuentt i
s POWER SPECIALTY COMPANY, 111 BROADWAY, NEW YORK |
S Boston Philadelphia Pittsburgh Kansas City Dallas Chicago San Francisco London. Eng. 1
wNiiraiiiiiiiiiiiiiiimiiiKi»iiniiiiiiiMiiiiiniiiiiiiiiiiiiini"UiniiiiiiiiiimiiiiiiiiiuMiiiu»iiMiiiiiiiiiuiiiiiMiuiiiiMiiiiiiiiiiMniiiiiiiiiiiiiiiiniiiiii
November 19, 1921
Electric Railway Journal
45
aiiiuiiiiitiiitiiiiiiiitiiiiiiiiniiiiiiiiiiiiiiiiiiiiimiiMiiiMiriiittiiiiiiiiriiitnit itiiiiiiiiiiiniiiiiiHuiiiiriiiiiiiiiiiiiiiitiiMiiimiuiii& jfiiuuiHtHiiniiiHiiiiiiiiiniiiiiiiiiiiiiiiiiiimimiiiiilililillliiiiiiiimimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiimiliimiiiiiiiiiiii^
Insulating Varnishes and Compounds
For Electric Railways
For Armature Coils
Dolph's Chinalak Clear, Baking. Dolph's Chinalak Blackt Baking.
The»e varnishes are china wood oil base, long in oil,
high in insulation, water repelling and oilproof.
For Armatures
Dolph's Electric Lacquer. Dolph'a Black Finishing No. 3,
Eleciric Lacquer is a black alcohol solvent varnish, is oil and
waterproof and air dries in haU an hour. Black Flniahinf No. 3
is a benzine solvent varnish, absolutely watei'proof and air dries
in 30 minutes.
For Field Coils
Dolph's Waterproof Impregnating Compound No. 17 (For use
in impregnating' apparatus).
.Dolph*8 Chinalak Clear, Baking. Dolph's Chinalak Black, Baking.
All Varnishes and Compounds guaranteed as represented.
Manufacturers of Insulating Varnishes exclusively since 1909.
JOHN C. DOLPH COMPANY
It makes a superior shellac
for repair work.
Adding 40% of good denatured alcohol to the gallon of Don-
O-Lac high test insulator gives you a coater fci car interior*
that you'll appreciate. Knowing this you can even save on
the costs of ordinary shellacs. Don-O-Lac insulator reduced
Is less expensive, it docs the work every bit as well — and it
constitutes a standard material for insulating as well as
shellacing.
Don-O-Lac is an insulator with a di electric test record of
1200 volts more than shellac — and reduced it ts a shellac
The recommended 8# cut at S2.50 per gal.— in more than
5-gal. lots at $2.25 per ga!.
JHE DON-O-LAC CO., INC.
ROCHESTER, N. Y.
The Insulation Specialists =
Newark, N. J. |
Baker Joslyn Co., San Francisco, Loi Aneelei, Seattle. s
L. L. Flelg & Co., Chicaso: 212 W. Austin Are. Clereland: Caxton Bldg. =
= Bills and Beach, Olirer Building, Pittsburgh =
3 Edgar O. Oeters Co., 605 Arch St.. Philadelphia I
r^llltuiitiiiiMiiiiiiiliiiiMniiiMiiiMiiMnuuiiiiiiiiiiiitMliiniMiiiniiiiiiiiiiiiir'iilliMiiiiiiiiiiiiiliiiiiiiiiiiiMiiiiiiiiiiiiiiiHMitlliilillllilR
=)niiniiiniiiuinmiiiiumiriiiriiiiiiiiMniiiimiiMiiiiimiiMniiHiinMiiiiitinmiMiiMimnMnMiiiiniiiiiiiiiiimiiiiitiniiin
j American Di-Electrics,Ltd. |
i General Office, 466 East 7th St. I
I Brooklyn, N. Y. |
I Electric Insulation I
Don-0-Lac
Insulaior
miniMiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiinimiitiiiiiiiniiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiw
JiiiMiiiiiMiiiiuiiiiiiiiiiiiiiJiiitiiniiiiiiiiiiiiiiniiiiiiiiiiuiiiiiiiiiiiiiiiiiiniiiiiiiiiiuiiiiiiniiiiiiiniiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii
"DUTCHESS"
Varnished Cloth
and Tape
"AM-DI"
Insulating Varnishes
and Compounds
"Dutchess" varnished cloth and tape are bleached and
coated at our new plant built especially for the pur-
pose and can be furnished in yellow or black and as
cloth or tape of any finish or width.
"Am-Di" insulating varnishes cover a coifiplete line
of varnishes and compounds for standard work or
for apparatus subject to severe conditions of vibra-
tion, oil, moisture, acid and alkali fumes, etc.
Our Laboratory and our experience are at your
disposal for the solution of your insulation problems
"Electrical Insulation
made by Electrical Engineers ' '
DISTBIBCTORS:
Electrical Engr. & Mlg. Co., 907-909 Penn Ave . Pittsburgrh, Pa.
James C. Barr. 84 State Street. Boston. Mass.
Albert J. Cox Company. 564 West Monroe St.. Chicagro. DI.
Albert J. Cox Company, Kresge Building. Detroit, Mich.
E. A. Thomwell. Candler Bldg.. Atlanta, Ga.
John P. Roekwood. "1-73 West Broadway. New York
Sherwin-Williams
STREET RAILWAY
PAINTS and VARNISHES
Specialists in
Insulating Varnishes
Consult Railway Sales Dept.
for Special Service
The Sherwih-Willimms Co.
Railway Sales Dept. 601 Canal Rd., Cleveland.
Factories, Sales Offices and Warehouses in
all principal cities
aHHUinHiiiiimiiiiiiiiiiiiiiitniiUMiiiiMiitiiiMiiiiniiMiiiiiititiiiiiiiiiniiHiimiiiiiiiitiiifiiiitiiitiiiiiiiiiiiHiiiiiiiiiiiiitiiiiiiiiiiiiiiiii:^ ^uiimiiiiiiiiiiimii
iimiimiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiimimiiiiiiiiiiiiiiiiiiiimiiiiiiiiimiiiiiimimiiiimiiiiiminii
^ ElectricRailwayJournal November 19, 1921
"""""""""""" ' iiiimiiMinii..in ■ iniiii iiiiiiiiiiii.m, m, .mii,,,,, i,im„.nig gunnuMiuimimiu iiii imiruiraiimn i mi i i iiiiuiiiiHmimiiiiiiii iiuuiiiuiiiiiiiK:-
*' Personnel' *—
or just employees?
[AMERICAN RY. S.CO.
— a distinction!
I Are your trainmen merely hired help, or do they con- I
I stitute a weltnknit, spirited body, proud of their jobs |
I and reflecting the very best of the company's policies? I
I American Brand Badges, Buttons and Punches lend I
I "distinction" to the user. I
I American Railway Supply Co. 1
I 134-136 Charles St., New York |
^iitMiiiHiiiithittMiniitiiiiiiHiiiiiittiiiiiniiHiiiiriniiiiiiiiiiiriiiiiiniiniiiiiuiniiHiiiiiitiiiniiiiiiiMitiiiMiMiiiiiiniiniiiiiiiiiniitiiir
laiMnMiiniiiiMiiiiHiiiiiiniiniiiuiiiinintiiniiiiiitiiiiiiniitiiniiiiiiiiiHiiniiriiiiiiiiiiiiiiiiitiiiiiiniiiiiiiiiitiiiiiiiiiiiiititimi^
^-^■^^ KST. I»BS tjfifgO IN<U9IS I
yftnerican" I
/llNSVLAriNG I
MIUACmNEIOf I
PHILADELPHIA lie* I
ENNSYLVANIA U>A. |
"American" Electric Railway Automatic Signals. |
RECLAIMING MACHINES » for recovering i
INSULATING MACHINES/ insulated wire |
The Cleveland
is the practical fare box for the
One- Man Car
het us tell you why.
The Cleveland Fare Box Co.
CLEVELAND, OHIO
Canadian Cleveland Fare Box Co. Ltd,
Pres.on, Ontario
."iMillniiiMniiiiiiniinMHiiiiiiniinMHiiiiiiHiiiitiiiiiniiiiiiiiiiuiiniitiiiiiMMriiiiuiiiiiiiiMiiiiiniiniiiiiiiiiiiniiiiiiitiiniiiniiiuitiiip
sfiillilniiiiniiiiiiiiiiHiiiiiiiiiitiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiniiiiiiriMiiiiiiiiiiitiiiiiiiniitiiiliiiitiiiniiiiiiiiiKtiiiiiiiiiiiiiiMiiiiriiuiiM!
[JOHNSON HS^' I
Adjustable |
The only changer od the market =
which can be adjusted by the con- 1
ductor to throw oat a Taryinc num- i
ber ot coins, necessary to meet i
chanres in rates oX fares. §
Flexible I
Each barrel a separate unit, per- =
mittlnr the conductor to Inter- I
changre the barrels, to suit hia E>er- =
sonal requirements and to facilitate 1
the addition of extra barrels. i
I JOHNSON FARE BOX COMPANY I
I RaTenawood, Chicago, III. I
?iiiuiiiiiiiniitiMnMiMiiMiiMiiiiiiiiiMiiiMiiiiiiiiihiiiiiMiiiriiiiinMiiiiiiiiiitHiriiiiiiiiiiiiiiiiiiiiiiiiiiirMitiiiiiintiiiiiiniiniiiiMHiifiR
^MiiiiiiiiiiiiiHniiniiiiiniiuMniiuiiiiiiuiiininiiniiiiiiiMiuiiiiiiiHiitiiiiiiiiiiiMiitiiUMiniiiiiiniiiiiiiriiuriiiiiiiiiHiiiiiiiiniHiiiiiii:
giayj^wjcioyi
Peerless Insulation
Paper has 30 to
50 per cent higher
electrical resist-
ance.
1^
NATIONAL FIBRE & INSULATION CO.
Box 318, Yorklyn. Delaware.
Homflex Insola-
tion Paper has no
grain. Folds with-
out cracking.
-irMniMiiiiiiMiiiiniiiiimiiiiiiHiiinuHiiitiiMiiiiiiiiiiiiniMiiiiiMniMiiiiiiiiiitiiitt)iiiHiiiiiMiitiiiiiiiiiiiiiiniiiiiiiiiii(iiiiiiituuiiiiii.~
«tllltlllilllltllllillltlllllllll|:
iiiMintiitiriiiMiiiiiuiii'
iiiiriiKtiitiiiritiiiiHIIMiK
jm^^r
ELECTRICAL CONDUITS
AND FITTINGS
FOR BULLETINS
National Metal Molding" Q.
PITTSBURGH, PA. ^
^l
iiiiiiiiiHiMninitiiiiiitiinimiiiiiiMiiiiiiniitiiiiimMi>iitiiHiiiininvniiitiiMiiiiniiiiitiiiniiiiiiiiHiiiiiiMiniiim!iiH^ ^imiiMininntinfiniinMnmiiniriiiriiiiitniinriuiiiiiiiniiuiiiiiiiniiiiiiiiiiiiiiiiniiiriiiiiriiiiiiniiiiiiiniiiiiMiitiiiniiiinuitiiiiuiP
iiiiiiiiimiiiiiniiiiiiiiiiiiiimiiiiiiiiiiiiiniiniinuiiMiiiiiiiiiiiiuiiiiiMiiiiuiMuiniiiniiiiiiiiiimiiiiiiHiiiitiiiiiimiiiiimiHiiiiiiniiis
uiiiiiiiiiiiiiiiiiiiitiiiiiiiiiniiiiitiiiiiiiMiiiiiiiMiriiiiMtiiiiiiiiniiiiiiiiiiiiiiiHrititiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiriiriiiitiiiiiiiiMiiiir
BAKELITE-DILECTO
i
The fields of usefulness tor Bak elite- Dllecto are many and raried because oi
its superior merit over materiali heretofore arailable in ibeets, tubes or roda. =
The exceptional qualities of Bakeilte-DUecto are satisfying electric railways i
all orer the country. Investigate. =
The Continental Fibre Co., Newark, Delaware I
Branch Offices: I
CHICAGO. 333 S. Michigan Ave. NEW YORK. 233 Broadway =
PltUburgh Office, 301 Fifth Are. San Francisco Office, sas Market St. =
Los Aniteles Office. 411 S. Main Bt. =
CANADIAN OmCE: 8S Wallington St. W., Toronto. Ont. |
^ifiHimiiiiiimiiiiiiiiiiiiiiiiiniuumiitiiiiiiiiiiiiiMiMitMiiiiiniiniiniitiiinMrMHiMiiiiJiiiiuiiiiiiiiiiiuiiUHiiiiiinmiiu^
iiiiminimiminHiiiiiutiiiMuiiHiiiiiiiiiMitMiHiiMiiniiiimiiiiMiiiiiiHiiiniinMiHiiiiiiiiiiiiiiiiiiminnimiiitiiiiiiiiiuHiiiiiiuHiLtf
I I A Single Segment or a Complete Commutator i
IS turned out with equal care in our shops. The orders we
fill diffo' only in magnltade; small orders command ovj utmoet
care and skill just as do large orders. GAMBBON quality
applies to every coil or segment that we can make, as well as to
every commutator we build. That's why so many electric rail-
way men rely absolutely on our name.
Cameron Electrical Mfg. Co., Ansonia, Connectieat
lumiiiiiiiiiminiiiHiiiiimiiiiitiiiiiitiiitiii
WILLIAMS' SUPERIOR
Drop-Forged Wrenches
Over 40 Standard Pattern*.
J. H. WILLIAMS & CO.
"The Wrench People"
BBOOELTN BUFFALO CHICAGO
143 Bichards St. 143 Vulcin St. 1143 W. 120 St. S
4lllllllmiiiiiiiiiiHiiiiiiiiMiiiiiiiiii(iiiiiiiiiiiuiittiiniiifiiniiiiiiitiiirtii(riiniiniimiiii'iiiiiimiiiiiliiililiiliiillHiliitllllllHllluilini
mtKiiiiMiiiiiiiiiiitiiiiiiiiitiiiiiniiimiiiiiiiiii iiiiiiiiiiHtniiiiiiiiiiiiiiiuiK
giiijiiiiuiiiiiiiiiuiiiiiiiiuiiiiiiiiiiiiiiiiitiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiii uiiiiiiiiiiiraiiiiiiiniiiiiiiiiiiitiiiiiiiuimimiiiiiiii
I BUCKEYE JACKS
I high-grade R. R. Track and Car Jacks.
I The Buckeye Jack Mfg. Go.
I Alliance, Okio
November 19, 1921
IIIHIIItl
Electric Railway Journal
47
viiiinmHiiiiiiiiiHiiiHi niiiini iiiiiiniiiiiiiiiimiiiuiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiniiiiiiij! •HiiiiiiiiiiiiiiiiiiniiiiiiimiiiiiiiiiiiiiiniiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinuiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiimiiiiiiiiriiiiiiiiiiHiiiiiiiiiiic
The fact that the Quality ot
B-V Punches
(the punches with the Tool Steel Dies)
has made them standard for
the last 20 years should be
the deciding factor on your
selection.
Bonney-Vehslage Tool Co.
<1 N. J. R. R. A>:
Nawuk, N. J.
11.5:1
mmi, TSANSFfRS
3069 2384
Type R-5. Double Register
Accurate Registration
The accurate, dependable registration secured by
the use of International Registers assures a com-
plete check on fares, and provides a basis of
knowledge in the accounting after collection.
International Registers are made in single and
double types for a wide variety of uses. Send for
our catalogue.
Manvfacturera of Single and Double fare
reffisters, counters, car fittings. Exclusive self-
ing agents tor HEEBES ENAMEL BADGES.
The International Register Co.
15 So. Throop Street, Chicago
liiiiiiiiiiiiiiiniiiiii:iiiiiiiiiiiiiw'>iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriinMiiiiiiiiiiiiiiiiiiiMiiiiniiiiMiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiH^ njiitiiiiiniilliiiiiiiiiiiiiiiiiiiriniiiiiiirtiiiiitiiiiiiiiiiiiriitiitiiiJiiuiiiiiiiiiiiiiiMiiiriitiiiiiiiuiiiiiiiiiiluiiiiiiiiiiiiHiiiiiiiiiiiillintirtiii'
aniiiiiKiiiiiiiiMiiiiniMiiHHriiiiriiiiMuiiniiiniinrnniiiiMiiiiniiiiriinNiiMiiMiiMiinniMiiiiiMinniMiiiHiiiiiiiinMitMiiMiuiiniiniiiMiiniitiiitiiiiiiiiiiiiiiniitniMiniiiiiiuiuiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiii^
ir'
A
Personal
Want—
can invariably
be filled by
a friend.
IV.
The Searchlight Section
of this issue covers the current
business wants of the industries
in which this paper is read.
For Every Business Want
''Think SEARCHLIGHT First
>>
A
Business
Want—
must be satisfied
by someone in
your industry.
.yi
»iiiiiiiiilinriiiiiinniiiiiiiMiiiMiitiiiiiniiMiitiiiiiiiiiiiirnirMiriiiMiiiMiMniMiiriniiniiiiiiiitii|||ntrjitMiiMiii)iiiniMiitiiiiiiithiiiinriiitMiiiiiiiiiiiiiiiiirMiriiiiMirintniMiiiniiriiiriiiriiiiMi iitiiitiiitriiittiiiiiniriiiiiiiniiiiiMiiriiiiit iiiiiiiiitiitiiiiitintriiiiniiriiiii?
gi»»>iiiiiii iiiiitiiiiiit iiiiiiiiiiiiitiii Miir iiiiiii iiiiiiiiiiiuMiitiiiiMiiiiiirii III! iiiiiiiiiiiniML' tfiiiiiiiiiiMilriiiiiiiiMiiiiiimiiniiuiiii riiiiriiiiiiiiiiiitiiiiriiiriiiiiiiiiiiiiiiiiiiiiiiiiiuiliiiriiiiiiimiiiitiiiiriiliillllilitiiiniiiiiiii
Company r^j Direct |
Automatic I
Registration
By the |
Passengers I
Rooke Automatic |
Register Co. |
Providence, R. I. e
niiiiiiiiiiriiiiiitiiiiiiiiiiiiiiiiiiiiiliiiiiiiiiiitiiiiirimiiiriiiiiiiiiiiniiiiiiiiiiiiiiiiiiiHiiiiiiiiniitiiiiiitiiiiiniiHiiMiiiniiiiiHiiiiiiiHilNR
^iintnmiiiiimiiiniiiiiiiiiuiiiniiiiiiiiiiiiiirriiiiMtiiiMiiiiiiiiriiiiiiiiiiiiiiiiniinMiiiiiiiiiiuiiiiiiiiiiiiiiiiiMnMiiiimiiiMiiriiiiilMlli^
Use them in your terminals — I
PEREY TURNSTILES I
or PASSIMETERS f
Fatter than the ticket teller |
Perey Manufacturing Co., In& =
30 Chnreh Street, New ITortc City I
•• iiiniiiimiiiiiiiiiimiiimiiiiiii iiiiiii iimiiuinmnii nuiiiii iiiiiiiiriiniiiiiiin iiiiiuiiiiiiimniiiiiiiriiiiiS
ELECTRIC HEATER EQUIPMENTS
GOLD CAR HEATING &
LIGHTING CO. ,
NEW YORK CITY
Addreaa All
Communlcationa
to
BUSH
TERMINAL
(220 Seth St.)
Brooklyn. N. Y.
Literature on
Request
I THERMOSTAT CONTROL EQUIPMENTS
?llliltllllllinillllllllliillllilllllllllllllliniiiirllllMlllllinirinlllllllllllllirilJiirililiiililill>llllllllllliiiiinniiiiiiiiiiiiiiiiiiiiiiririiiiiirii%
aMiiiiiniiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiitiiiitiiiniiniiniiiniiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiniiitiiiniiiiiiiiiiiitiiiHiiiiiiiiiiiiniiiniiiiiiitii'
Heating and Ventilating
I Let ua demonstrate to you how we can heat and
I Tcntilate your cars at the lowest possible cost.
I The Cooper Heater Company
I Carliala, Pa.
'4imiiiiiiiiiiiHiiiiiimiiiimMiii!iiiiHiiimimiimiiiiiiiiiiiiiiiiiiiiiiiimtimimiiiiiiiiitiHiiiiiiiiHiiHiiiiiiimiiiiiiiiiiMiiiiiiiiiiiiiiiii
48
Electric Railway Journal
November 19, 1921
niiiiiiiiiMniiiUHniiiilimiiiHiiiniiiiiiiiiiiiMiiiiiiMiuiniiMiiiuiiiuMiiiiiiiriiiiiiiiiiiMiiiintitniiiiiiiiiiiMininiiHiininiiiiiiiiiiitmiiiinuiiniiumiiitiiiiiiinuMuiiuiMiiiiiiiMiriiniiuiiiiii^^
ii
Zero"
AND
((
THIRD Q^
Mileage Babbitt
Motor"
for
Armature
Bearings
MOTOR metals have been standard for a
lops where mileage records are attained.
St grade of virgin raw materials used.
IVrite us for details.
Sole Mfrs., 50 Cliff St., New York City
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I The Kalamazoo Trolley Wheels
I have always been made of en-
£ tirely new metal, which accounts
I for their long life WITHOUT
I INJURY TO THE WIRE. Do
I not be misled by statements of
I large mileage, because a wheel
I that will run too long will dam-
I age the wire. If our catalogue
i does not show the style you
i need, write us— the LARGEST
I EXCLUSIVE TROLLEY
I WHEEL MAKERS IN THE
I WORLD. I
i THE STAR BRASS WORKS |
I KALAMAZOO, MICH., U. S. A. |
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B. A Hegeman, Jr., Pretident =
Cbuln C. Cattle. Flrit Yicv Presldmt W. C. Lincoln. Mir. Salei * QiflDMrliu =
Harold A. Hegeman, Vice Pre«. and Treai, Fred C. J. Dell, Secretary =
National Railway Appliance Co. I
50 East 42nd St., New York City |
Hegeman -Castle Corporation National Railway Appliance Co. =
343 So. Dearborn St.. Chicsffo. Dl. Munsey Bid?.. Wasbinffton. D. C. =
National Railway Appliance Co. g
Little Bldff.. Boston. Maae. s
RAILWAY SUPPLIES I
Drew Line Material and Railway
Spwialties
Perry Side Bearings
Hartman Centerlng^ Center Flate«
Economy Power Sa\inc Meter
H & \V Electric Heaters
Uarland Ventilators
Pitt Sanders
National Safety Car Equipment
Co's One-Man Safety Cars
Reversible SUdlnc Trolley Shoes
M02EiJQNES
y'TlGER-BROMZE
AXLE
/ANDAB7AATUEE
BEABLNGS
^-ja*-"
yVo/ always me c/ieapesi. bui eVer
lowest in u/iimaie aosi
MOEE-JQNES BEASS&METALCO.
St. Louis. Missouri.
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Car Seating, Broom and Snow Sweeper |
Rattan, Mouldings, etc. |
AMERICAN RATTAN & REED MFG. CO. I
Brooklyn. N- Y. |
AMERICAN means QUALITY \
RATTAN SUPPLIES OF EVERY DESCRIPTION %
Tool Steel Gears and Pinions
Anderson Slack Adjasters
irenesco Paint Oils
Dunham Hopper Door Device
F^ea«lble Drop Brake StalTs
FlaxUnum losuIatioD
Anglo-American Varnishes,
Paints. RoameU, Sarfaeen,
Shop Cleaner
Johnson Fare Boxes
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STUCKl i
SIDE I
BEARINGS I
A. STUCKl CO. I
Oliver BIdK. I
Pittaburgh, Pa. |
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I <mi\m\\m± Car Heating and Ventilation |
PS
is one of the winter problems that you must
settle without delay. We can show you how
to take care of both, with one eQuipment.
Now is the lime to gret your cars readv for
next winter. Write for details.
The Peter Smith Heater Company
1725 Mt. Elliott Ave., Detroit, Mich.
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I HORNE MANUFACTURING CO. |
I Mercer and Colgate Streets, Jersey City, N. J. |
I Hand Brakes — Air Purifiers for Compressors — |
I Lighting Fixtures — Electric Vibrating Bells — |
I Thermostats — Switches, Receptacles and Plugs |
-Junction Boxes, Portables and Reflectors.
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SAMSON SPOT WATERPROOFED TROLLEY CORD \
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N-L
Indicating Signals
Mechanical Sanders |
Ventilators, Smokestacks |
Pneumatic Sanders |
Selector Switches, Lanterns, etc. i
i i
THE NICHOLS-LINTERN CO.
8404 Lorain Ave., Cleveland, Ohio
i 1
umiiitiiiiiintimiiiiiDiiiiiimiiiiiiiiuimi
.. Off.
Made of extra quality etooU ftrmiy braid^-d and smoothly
CareitiUy inspected and guaranteed free Irom flaws. =
Samples and Infonnation cl^dly seat. £
SAMSON CORDAGE WORKS. BOSTON. MASS. |
ItuiuiiiiiiiHiiiuimuiuHiiiiuiiiuitniiimiiiiHiuiiiuiNuiMtiiuiNiniHiiiiiiiiiinitiiiiiiniiiiuiiiiiii'uiiiuuNuiiiiiMinttimiiimiiiii
November 19, 1921
m\ SEARCHLIGHT SECTION
49
Electric Railway Journal
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The advertisements in the
Searchlight Section
of this paper
constitute the most comprehensive group of "live" opportunities to be found in
any publication serving this industry.
Each announcement represents a current Want ol a concern or individual
in the industry with some element of profit in each for whoever can fulfill the
need. Some have money saving possibilities, others are opportunities for more
business; many are employment opportunities while still others offer chances to
buy going businesses, plants, property, etc.
"Searchlight" advertisements are constantly changing. New opportunities
find their way into this great Want medium each issue. Regular consultation
of the "Searchlight" pages should be as important to the careful reader as reading |
editorial articles of his particular liking. One is news of the industry, the other, |
the NEWS OF OPPORTUNITIES being offered in the industry. No one |
can afford to overlook opportunities. |
For Every Business Want |
I "TTiinA^ SEARCHLIGHT Firsf" I
I 0140 I
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POSITIONS WANTED '- - - -
AUDITOR; 17 years with large railway
properties ; open for position ; city or in-
terurban lines. PW-357. Elec. Ry. Journ .
Leader News Bldg., Cleveland, O.
MASTER mechanic with 18 years' expe-
rience wishes position in any of the
Eastern states. Personal reasons for
making present change. P\V-361, Elec.
Ry. Journal.
SUPERINTENDENT of transportation,
with a proven record of seventeen years
on large city and interurban properties
desires a change. Capable and progres-
sive with high grade references as to
character and ability. Capable of taking
over details of transportation of any
property and getting results. PW-360.
Elec. Ry. Journal, Old Colony Bldg., Chi-
cago. 111.
AGENTS AND SALESMEN
An Unusual Money Making: Opportunity
Is ottered salesmen now calling on the elec-
trical trade or industrial plants; It will
cost you nothing to Investigate. Address
824 Monadnock Block, Cliicago.
FOR SALE i
Four New Westinghouse I
548, 100 H.P. Interpole f
Motors complete.
TRANSIT EQUIPMENT COIVIPANY I
301 Filth Ave.. New York =
700 tons new 9 in.
GIRDER RAIL
Penna. Steel Co. Section 228. 107 lb. to
the yard. Attractive price upon application.
Subject to R. W Hunt & Company's In-
spection . Prompt shiijment .
H. M. FOSTER COMPANY
Continental Building, Baltimore. Md.
■.■■IMtllMllllllllli
iiiiiiiiiiitiHiiN ■tiiiiiiiniiiiniiMiiu
EARCHLIGHT
ERVICE
ECURES
ATISFACTORY
ALES
f
2004!
Notice to I
Advertisers
Owing to the holiday — Thanksgiving |
Day, Thursday, November 24th — the |
"Searchlight" pages of the November 1
26th issue of the Electric Railviay \
Journal will close for press a day |
earlier than usual. |
CHANGES OF COPY
and newT advertisements for the |
November 26th issue should reach us |
on or before |
10 A.M. TUESDAY
NOVEMBER 22nd
ItlllllltMIH IIMIIIIMHIMI tlllltlllltllllllllMIIIMMttintllMlMltM iiuuiit*
IMMEDIATE DELIVERY
2 — 1000-Kw. Westinghouse Synchronous
Motor Generator Sets
Motor end— 1400 kva. 2300/4000 volts, 80% P.F., 3 phase, 60 cycle, with direct
connected exciter.
Generator end — 1000 kw. interpole design, 600 volt, 1666 amp., speed 514 r.p..m.
2—300 kw. 25 cycle, 3 phase, ROTARY CONVERTERS 360 volts A.C. 600
volts, D.C., 500 r.p.m. with 15000/360 volt transformers. Will sell with
or without the transformers. Can sell at very low price.
OutKtm were built to operate eonHnaoamly mder 3S degree rite in tempermtvre.
Send for farther detailm mnd prieee.
ARCHER & BALDWIN, INC., 114 LIBERTY ST., NEW YORK CITY
TeUphones 4337-4338 Rector
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For 20 Years
I we have been
Buying and Selling
I Second-Hand Cars
Trucks and Motors
At Your Service
ELECTRIC EQUIPMENT CO.
I Commonwealth Bids.. Pblladelphla. Pa.
lirtllMMIt lltttKlltl
50
Electric Railway Journal
November 19, 1921
WHAT AND WHERE TO BUY
Equipment, i^>pAratU8 ^d Supplies liaed by the Electric Railway Industry with
NSmes of Manufacturers and Distributors Advertising in this Issue
Advertising, Street Car
Collier, Inc., Barron G.
Air Poriflers
Home Mfg. Co.
AncliorSt Gqj
Elec. Service Supplies Co.
Ohio Brass Co,
Western Blec. Co.
Westinghouse E. & M. Co.
Anti-Climbers
Railway Improvement Co,
Armature Shop Tools
Elec. Service Sup. Co.
Bemis Car Truck Co.
Cambria Steel Co,
Midvale Steel & Ord, Co,
St, Louis Car Co.
Axle 8traighteners
Columbia M. W. & M". I. Co.
Axles, Car Wheels
Bemis Car Truck Co.
Brill Co., The J. G.
Standard Steel Works Oa.
Westinghouse £. & M. Co.
Babbitt Metal
More-Jones B. & M. Co,
Babbitting Devices
Columbia M. W, & M. I, Co.
Western Electric Co,
Badges and Buttons
Amer, Railway Supply Co.
Blec, Service Sup. Co.
Int. BeciBter Co.. The
Batteries, Dry
National Carbon Co.. Inc.
Western Elec. Co.
Batteries. Storage
Eleo. Storage Battery Co,
Western Elec Co.
Bearings and Bearing Metals
Bemis Car Truck Co
Columbia M, W, & M. I. Co.
Eureka Co.
General ETlectric Co.
More-Jones Br. & Metal Co.
Post & Co.. Inc. B, L,
St. Louis Car Co.
Westinghouse E. & M. Co.
Bearings, Center and Boiler
Side
Stucki Co., A.
Bells and Gongs
Brill Co.. The I. G.
Columbia M. W. & M. I. Co.
Elec. Service Sup. Co.
St, Louis Car Co,
Western Elec. Co,
Benders, Rail
Niles-Bement-Pond Co.
Western Elec. Co.
Boilers „
Babcock & Wilcox Co.
Boiler Tubes
Cambria Steel Co.
Midvale Steel & Ord, Co.
National Tube Co.
Bond Testers
Amer. Steel & Wire Co.
Elec. Serv. Sup. Co.
Rail Welding & Bonding Co.
Bonding Apparatus
Amer. Steel & Wire Co.
Elec. Ry. Improvement Co.
Elec. Service Sup. Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Bonds, Bail
Amer. Steel & Wire Co.
Copper Clad Steel Co.
Elec. Ry. Imp. Co,
Blec. Service Sup. Co.
General Electric Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Westinghouse E. & M. Co.
Boring Tools, Car Wheel
Niles-Bement-Pond Co.
Boxes, Junction and Outlet
Nat'l Metal Molding
Brackets and Cross Arms
(See also Poles, Ties,
Posts, Etc.)
Amer. Bridge Co.
Bates Exp. Steel Tr. Co.
Electric Ry. Equipment Co.
Elec. Service Sup. Co.
Hubbard & Co.
Ohio Brass Co,
Western Eleo Co.
Brake Adjusters
Gould Coupler Co.
Hamilton & Hansell. Inc.
National Ry. Appliance Co.
Smith-Ward Brake Co.
Westinghouse Tr. Br. Co.
Brake Regulator
Hamilton & Hansell, Inc.
Brake Shoes
Amer. Br. Shoe & Pdy. Co.
Barbour-Stockwell Co.
Bemis Car Truck Co.
Brill Co., The J, G,
Columbia M, W, 4 M. I. Co.
St. Louis Car Co.
Weierbach Brake Shoe Co.
Brakes, Brake Systems and
Brake Parts
Allis-Chalmers Mfg. Co.
Bemis Car Truck Co.
Brill Co.. The J, G,
Columbia M, W, * M. I. Co.
General Electric Co.
Home Mfg. Co.
Johns-Man\nlle, Inc.
National Brake Co.
St. Louis Car Co.
Westinghouse Tr. Br. Co.
Bridges and Buildings
Amer. Bridge Co.
Brooms, Track, Steel or
Rattan
Amer. Rattan & Reed Mfg.
Co.
Brushes, Carbon
General Electric Co.
I Jeandron. W. J.
Le Carbone Co.
Morganite Brush Co., Inc.
National Carbon Co., Inc.
U. S. Graphite Co.
Western Electric Co.
Westinghouse E. & M. Co.
Brushes, Graphite
National Carbon Co., Inc.
Brush Holders
Anderson Mfg. Co.. A, &
J, M,
Columbia M, W, & M. I. Co.
Eureka Co.
Bunkers. Coal
American Bridge Co.
Buses. Motor
Brill Co.. The J. G.
Bushings
Nat'l Fibre & Insulation
Co,
Nat'l Metal Molding
Bushings, Case Hardened and
Manganese
Bemis Car Truck Co.
Brill Co.. J. G.
Cables. (See Wires and
Cables)
Cambric Tapes. Yellow and
Black Varnished
Irvington Varnish & In-
sulator Co.
Cambric, Yellow and Black
Varnished
American Di-Electric, Ltd
Irvington Varnish & Ins. Co.
Carbon Brushes (See Brushes,
Carbon)
Oar Panel Safety Switehes
Westinghouse E. & M. Co.
Cars
Cambria Steel Co.
Midvale Steel 4 Ord. Co.
Cars, Dump
Differential Steel Car Co.
Car Lighting Fixtures
Elec. Service Sup. Co.
Cars, Passenger, Freight, Ex-
press, etc.
Amer. Car Co.
Brill Co., The J. G.
Kuhlman Car CJo,. G. C,
McGuire-Cummlngs Mfg Ck).
Midvale Steel & Ord. Co.
National Ry. Appliance Co.
St. Louis Car Co.
Wason Mfg. Co.
Cars, Second Hand
Electric Equipment Co.
Transit Equipment Co.
Cars. Self-Propelled
Elec. Storage Battery Co.
(Jeneral Electric (^o.
Castings, Brass, Composition
or Copper
Anderson Mfg. Co., A. &
J. M.
Columbia M. W. & M. I. Co.
Eureka Co.
More-Jones Br. & Metal Co.
C^istings, Gray Iron and Steel
Ajax Metal Co.
American Bridge Co.
Amer. Steel Foundries
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
St,-jndard Steel Works Co.
Castings, Malleable and Brass
Amer. Br. Shoe & Fdy Co,
Bemis Car Truck Co.
Columbia M. W. & M, I, Co.
St, Louis Car Co.
Catchers and Betrlevers,
Trolley
Earn, Chas. I,
Elec, Service Sup. Co.
Ohio Brass Co.
Wood Co., Chas. N.
Catenary Construction
Archbold-Brady Co.
Checks, Employees
Amer. Railway Sup. Co,
Circuit-Breakers
Auto Reclosing i^irctiit
Breaker Co.
Conmt Blec. Mfg, Co,
Cutter Elec, Mlg. Co.
Don-O-Lac Co.
General Electric Co.
Western Electric Co.
Westinghouse E. & M. Co.
Clamps and Connectors for
Wires and Cables
Anderson Mfg. Co, A, &
J, M,
Elec. Ry. Equipment Co.
Elec. Service Sup. Co.
Eureka Co.
(Jeneral Electric Co.
Hubbard 4 Co.
Ohio Brass (^o.
Western Electric Co.
Westinghouse E. & M. Co.
Cleaners and Scrapers — Track
(See also Snow-Plows,
Sweepers and Brooms)
Brill Co., The J. G.
Cleats
Nat'l Metal Molding
Western Electric Co.
Clusters and Sockets
(ieneral Electric Co.
Coal and Ash Handling (See
Convej-ing and Hoisting
Machinery)
Code Signal Systems
Western Electric Co.
Coasting Recorders
Railway Improvement Co.
Coil Banding and Winding
Ma^-hines
Coliunbia M. W. 4 M. I. Co.
EQec. Service Sup. Co.
Western Electric Co.
Coils, Armature and Field
Cleveland Armature Works
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse Elec. 4 M. Co.
Coils, Ctioke and Kicking
Elec. Ser^*ice Sup. Co.
(Jeneral Elec. (^.
Western Elec. Co.
Westinghouse Elec. 4 M. Co.
Coin-Counting Machines
Intern'! Register Co.. The
Johnson Fare Box Co.
Commutator Slotters
Elec. Service Sup. Co.
(Jeneral Electric Co.
Westinghouse E. 4 M. Co.
Commutator Truing Devices
General Electric Co.
Commutators or Parts
Cameron Elec'l Mfg. Co.
Cleveland Armature Works
Columbia M. W. 4 M, I. Co.
Don-O-Lac Co
Eureka Co,
General Electric Co,
Mica Insulator Co.
Western Electric Co.
Westinghouse B. 4 M. Co.
Compressors. .4ir
(Jeneral Electric Co.
Westinghouse Tr. Br. Co.
Concrete Reinforcing Bars
Cambria Steel Co.
Midvale Steel 4 Ord. Co.
Condensers
Allis-Chalmers Mfg. Co.
(Jeneral Electric Co
Westinghouse E. 4 M. Co.
Condenser Papers
Irvington Varnish & Ins. Co.
Conduits. Flexible
Tubular Woven Fabric Co.
Conduits. Interior
Nat'l Metal Molding
Conduits, rnderground
Western Electric Co.
Connectors, Soldierless
Dessert 4 Co.
Frankel Connector Co.
Westinghouse E. 4 M. Co.
Connectors, Trailer Car
Elec. Service Sup. Co.
Controllers or Parts
Columbia M. W. 4 M. I. Co.
Don-O-Lac Co.
Eureka Co.
(Jeneral Electric Co.
Westinghouse E. 4 M. Co.
Controller Regulators
Elec. Service Sup. Co,
Controlling Systems
General Electric Co.
Westinghouse E. 4 M. Co,
Converters, Rotary
Allis-Chalmers Mfg, Co.
(Jeneral Electric Co.
Western Electric Co.
Westinghouse B. 4 M. Co,
Conveying and Hoisting Ma-
chinery
American Bridge Co.
Coliunbia M. W. & M. I. Co.
Copper Wire
Anaconda Copper Mming (3o,
Copper Clad Steel Co.
Cord .\dju8ter8
Nat'l Fibre 4 Insulation Co.
Cord, Bell, Trolley, Register,
etc.
Brill Co., The J. G.
Elec. Serv, Sup. Co.
Intern'l Register Co., The
Roebling's Sons Co.. John A.
Samson Cordage Works
Silver Lake Co.
Cord Connectors and Couplers
Elec. Service Sup. Co,
Samson Cordage Works
Wood Co.. Chas. N.
Couplers. Car
Amer. Steel Foundries
Brill Co.. The J. G.
Gould Coupler Co.
Ohio Brass Co.
Westinghouse Tr. Brake Co.
Oanes
Allis-Chalmers Mfg. Co.
Nlles-BementPond Co.
Cross Arms (See Brackets).
Crossing Foundations
Internationa) Steel Tie Co.
Crossing Signals (See Sig-
nals, Crossing).
Crossing, Frog 4 Switch
Wharton, Jr.. 4 Co.. Wm.
Crossings, Track (See Track,
Special Work).
Curtains and Curtain Fixtures
Brill Co.. The J. G.
Blec. Service Sup. Co.
St. Louis Car Co.
Dealer's Machinery-
Archer 4 Baldwin
Cleveland Armature Works
Elec. Equipment Co.
Poster Co., H. M.
Derailing Devires (See also
Track Work).
Wharton. Jr.. 4 Co.. Wm.
Destination Signs
Columbia M. W. 4 M. I. Co.
Elec. Service Sup. Co,
Detective Service
Wish-Service, P. Edward
Dispatching Systems (Tele-
phone)
Western Electric Co,
Ikigs, Lathe
Williams 4 Co.. J. H.
Door Operating Devices
Con. Car Heating Co.
National Pneumatic Co., Inc,
Brill Co.. The J. G.
(Jeneral Electric Co.
Doors. Folding Vestibule
National Pneumatic Co.. Inc.
Draft Rigging (See Couplers)
Drills and Hammers. Electric
Western Electric Co.
Drills. Track
Amer. Steel 4 Wire Co.
Blec. Service Sup. Co.
Niles-Bement-Pond Co.
Ohio Brass Co.
Dryers, Sand
Elec. Service Sup. Co.
Ears
Western Electric Co.
Earth Boring and Pole Set-
ting Machine
Western Electric Co.
Electrical Wires and Cables
Amer. Electrical Works
Roebling's Sons Co., J, A.
Engineers, Consulting, Con-
tracting and Operating
Allison 4 Co., J. S.
Archbold-Brady Co.
Arnold Co.. The
Beeler. John A.
Byllesby 4 Co.. H. M.
Clark Mangmt. Corp.. B. W.
Day 4 Zimmerman. Inc.
Drum 4 Co.. A. L.
Engel 4 Hevenor. Inc,
Feustel, Robert M,
Ford. Bacon 4 Davis
Gould, L. E.
Hemphill 4 Wells
Hoist. Bngelhardt W.
Jackson, Walter
Kelly Cooke 4 Co.
Richey. Albert S,
Sanderson 4 Porter
Sangster 4 Matthews
Smith 4 Co., C. E.
Stone 4 Webster
White Eng. Corp., The J. G.
Engines. Gas, Oil or Steam
Allis-Chalmers Mfg. Co.
Westinghouse E. 4 M. Co.
Fan Motors
Western Electric Co.
Fare Boxes
Cleveland Fare Box Co
Economy Blec. Devices Co.
Johnson Fare Box Co.
Nat'l Ry. Appliance Co.
Ohmer Fare Register Co.
Fence
Cambria Steel Co.
Midvale Steel 4 Ord. Co.
Fences, Woven Wire and
Fenre Posts
Amer. Steel 4 Wire Co.
Fenders and Wheel Guards
Brill Co., The J. G.
Cleveland Fare Box Co.
Consolidated Car Pender Co.
Blec. Service Sup. Co,
Star Brass Works
Western Electric Co.
Fibre and Fibre Tubing
Continental Fibre Co.
Johns-Manville, Inc.
Nat'l Fibre 4 Insulation Co.
Westinghouse E. 4 M. Co.
Field Coils (See Coils).
Filters. Water
Scaife 4 Sons Co.. Wm. B.
Fire .4Iarm Systems
Western Electric Co.
Fire Extinguishers
Johns-Manville, Inc.
Flaxlinum Insnlation
Natl Ry. Appliance Co.
Floodlights
Elec. Service Sup. Co.
Western Electric Co.
Flooring Comiiosition
Amer. Mason Safety Tread.
Co.
Johns-Manville, Inc.
Floor Plates
Amer. Abrasive Metals Co.
Forgings
Cambria Steel Co.
Olumbia M. W, 4 M, 1. Co
Eureka Co.
Midvale Steel 4 Ord. Co.
Standard Steel Works Co
Williams 4 Co.. J. H.
Friction Tape
Western Electric Co.
Frogs, Track (See Track
Work)
Funnel Castings
Wharton, Jr.. Inc. 4 Co.,
Wm.
Fuses and Fuse Boxes
Columbia M. W. 4 M. I. Co.
(Jeneral Electric Co.
Johns-Manville. Inc.
Western Electric Co.
Westinghouse E. 4 M. Co.
Williams 4 Co.. J. H.
Fuses, Reflllable
Columbia M. W. 4 M. I. Co.
General Electric Co.
Gaskets
Johns-Manville, Inc.
Power Specialty Co,
Westinghouse "Tr. Brake Co.
Gas-Electric Cars
General Electric Co.
Gas Producers
Westinghouse B. 4 M. Co
Gasolene Torches
Econ. Elec. Devices Co.
Gates, Car
Brill Co., The J. G.
Gear Blanks
Cambria Steel Co.
ifidvale Steel 4 Ord. Co.
Standard Steel Works Co.
Gear Cases
Chillingw-orth Mfg. Co.
Columbia M. W. 4 M. I Co.
Elec. Service Sup. Co.
Westinghouse E. 4 M. Co.
Gears and Pinions
Bemis Car Truck Co.
Columbia M. W. 4 M. I. Co.
Elec. Service Sup. Co.
(Jeneral Electric Co.
Nat'l Ry. Appliance Co.
Nuttall Co., R. D,
Tool Steel (Jear 4 Pinion Co.
Generating Sets, Gas-Electric
(Jeneral Electric Co.
Generators
Allis-Chalmers Mfg. (3o.
(Jeneral Electric Co.
Western Electric Co.
Westinghouse E. 4 M. Co.
Gong (See Bells and Gongs)
Graphite
Morganite Brush Co., Inc,
Greases (.See Lubricants) .
Grinders and Grind. Supplies
Metal 4 Thermit Corp.
Railway Track-work Co.
Western Electric Co.
Grinding Blocks and Wheels
Railway Track-work Co.
Guards. Cattle
American Bridge Co.
Guards, Trolley
Elec. Service Sup. Co.
Ohio Brass Co.
Harps, Trolley
Anderson Mfg. Co., A, 4
J. M.
Bayonet Trolley Harp Co.
Elec. Service Sup. Co.
Hensley Trolley 4 Mfg. Co.
More-Jones Br. 4 Metal Co.
November 19, 1921 Electric Eailway Journal 51
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Good Brake Shoes
foi- safety, etRciency and economy, are just as necessary as a
good track, a perfect signal system or a powerful head light.
WEIERBACH Brake Shoes
will not break in any service. They make quicker, easier stops.
Tests just completed on electric cars, lour Weierbach and four
metal shoes staggered on trucks, show Weierbach average mileage
25.717 — metal 21.144 per shoe. Either M.C.B. or A.E.R.A.
Standartls.
WEIERBACH BRAKE SHOE CO., SCRANTON, PA,
Wcntfwn Saleg Afft.. AL. H. HOFFMAN.
315 American Bank BIdg., Los Angeles, Calif.
fl^'-M:
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»
Brake Shoes
I A.E.R.A. Standards
I Diamond "S" Steel Back is the Best Type
Standard
Patterns
for
SAFETY
CAR
D-67 for Narrow Treads
D-87 for Wide Treads
American Brake Shoe and Foundry Co.
30 Church Street, New York
332 So. Michigan Ave., Chicago Chattanooga, Tenn.
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1
I Reduce Commutator Wear
I and Losses Due to "Tie-Ups
I To be absolutely safeguarded against excessive commu-
I tator wear — assured of real mileage day in and day out —
I and to obtain lower operating costs, use
National Carbon Brushes
I the brushes that were made to suit the commutator and
I the service. |
i You name the Job — we'll name the bruth |
National Carbon Company, Inc. |
I Cleveland, Ohio • I
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I PROVIDENCE H-B
I FENDERS LIFE GUARDS |
I The Consolidated Car Fender Co.« Providence, R. I. |
I Wendell & MacDuffie Co., 61 Broadway, New York |
i General Sales Affents |
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Waterproofed Trolley Cord
SILVER LAKE A
Is the finest cord that science and skill can produce.
Its wearing qualities are unsurpassed.
FOR POSITIVE SATISFACTION ORDER
SILVER LAKE
If you are not familiar with the quality you will be
surprised at its ENDURANCE and ECONOMY
Sold by Net Wtightt and Fall Ltntth*
SILVER LAKE COMPANY
Manufacturerm of &e//, signal and other eord»,
Newtonville, Massachusetts
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BATTERIES
Interurban
Car
Lighting
Co
mpare
m
em-:^
The faint 1 1ght of a candle and the strone raya .-■
of a searchlight. Tliey represent the compara-
tive eflBctpncy of other ways of Qndlng what
you want and advertising for It In the
613 =
SEARCHLIGHT SECTION I
Ffnployment Equipment Bualneafl Opimrtunltles i
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Exide Batteries are being used to maintain steady
illumination, and to guard against interruption of
lighting at highway crossings and switches.
ff'rite for information on this subject.
The Electric Storage Battery Co.
Oldest and largest manufacturers in the world
of storage batteries for every purpose.
1888 PHILADELPHIA 1921
Branches in 17 Cities
EXIDE BATTERIES OF CANADA. LIMITED
133-157 Dulterln St.. Toronto
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52
Electric Railway Journal
November 19, 1921
Nuttall Co.. R. D.
Star Brass Works
Western Electric Co,
Hendlishts
Elec. Service Sup. Co.
General Electric Co.
Ohio Brass Co.
Si. Louis Car Co.
Heaters. Car (Electric)
Elec. Car Heating Co.
Economy Elec. Device Co.
Gold Car Heat. & Light. Co.
Nat'l R.V Appliance Co.. P.
Smith Heater Co.. Peter
Heaters. Car, Hot Air and
Water
Cooper Heater Co.
Smith Heater Co.. Peter
Heaters. Car (Stove)
Elec. Ser\'ice Sup. Co.
Smith Heater Co.. Peter
Hoists and Lifts
Columbia M. W. & M. I. Co.
Ford Chain Block Co.
Niles-Bement-Pond Co.
Hose. Bridges
Ohio Brass Co
Hydraulic .Machinery
Allis-Chalmers Mfg. Co.
Niles-Bement-Pond Co.
Instrninents Measuring, Test-
fng iind Recording
Economy Elec. Devices Co.
Eiec. Service Sup. Co.
General Electric Co.
Thompson-Levering Co.
Wewtcrn Electric Co.
Westinghouae E. & M. Co.
Insulating Cloth. Paper and
Tape
American Di-Eleclric. Ltd.
General Electric Co.
Irvington Varnish & Ins Co.
Johns-ManviUe. Inc.
Mica Insulator Co.
National Fibre & Insulation
Co.
Sherwin-Williams Co.
Western Electric Co.
Westinghouae E. & M. Co.
Insulating Silk
Irvington Varnish & Ins. Co.
Insulating Varnishes
American Di Electric, Ltd.
Ir\'ington Varnish & Ins. Co.
Insulation (See also Faints).
American Di-Electric. Ltd.
Anderson M. Co. A. & J. M.
Dolph & Co., John 0.
Electric Ry. Equiprnt. Co.
Electric Service Sup. Co.
General Electric Co.
Irvington Varnish & Ins. Co.
Johns-Manville. Inc.
Western Electric Co.
Westinghouse E. & M. Co.
Insulation. Slot
Irvington Varnish & Ins Co.
Insulators (See also Line
Material)
Anderson. M. Co.. A. & J.
M.
Don-0-Lac Co.
Electric Ry. Equipmt. Co.
Electric Service Sup. Co.
(Jeneral Electric Co.
Hemingray Glass Co.
Ohio Brass Co.
Western Electric Co.
Westinghouse E. & M. Co.
Insulator Pins
Elec. Service Sup. Co.
Hubbard & Co.
Intsurance. Fire
Marsh & McLennan
Iiiterconimunicating T^^
phones
Western Electric Co.
Jacks (See also Cranes,
Hoists and Lifts).
Buckeye Jack Mfg. Co.
Elec. Service Sup. Co.
Joints, Rail
Rail Joint Co.
Journal Boxes
Bemis Car Truck Co.
Brill Co. J. G.
I..amps, Guards and fixtures
Anderson M. Co.. A. &
J. M.
Elec. Service Sup. Co.
General Electric Co.
Nat'l Elec. Specialty Co.
Westinghouse E. & M. Co.
I..amp8, Arc and Incandescent
((See itiso Headlights).
Anderson, M. Co., A. &
J. M.
General Electric Co.
Western Electric Co.
Westinghouse E & M. Co.
I>nmps. Signal and Marker
Nichols-Lin tern Co.
Lanterns. Classification
Nichols-Lin tern Co
I.pthe vVttachments
Wil'iams & Co., J. H.
Lnthes. Car Wheel
Ni>«-Bement-Pond Co.
I iirhting I'nits
W stern Electric Co.
IJirhtning Protection
Anderson M. Co., A. & J.
M.
Elec. Service ?up. Co.
Gf'neral Electric Co.
Ohio Brass C"
Western Electiic Co.
Westinghouse E. & M:. Co.
Line Material (See also
Brackets. Insulators. liVlrcfl,
etc. )
Anderson M. Co.. A. & J.
M.
Archbold-Brady Co.
; Columbia M. W. & M. I. Co.
Electric Ry. Equipmt. Co.
Elec. Service Sup. Co.
Eureka Co.
I (General Electric Co.
i Hubbard & Co.
i' Johns-Man vil'e. Inc.
More-Jones Br. & Metal Co.
Ohio Brass Co.
We.stern Eleetrio Co.
Westinghouse E. & M. Co.
, Locking Spring Bosecb
Wharton Jr.. & Co.. Wm.
I.oi-omoti%es. Electric
General E'ectric Co.
McGuire-CummingB Mfg. Co.
WY'Stinghousc E. & M. Co.
Lubricating Engineers
Galena Signal Oil Co.
Texas Co.
Universal Lubricating Co.
Lubricants, Oil and Grease
Galena Signal (^.
Texas Co.
Universal Lubricating Co.
Machine TooIh
Columbia M, W. & M. I. Co.
Niles-Bement-Pond Co.
Machine Work
Columbia M. W. & ST. I. Co.
Machinery, Insulating
Amer. Insulating Mach. Co.
Magnet Wire
Belden Mfg. Co.
^langanese St«el Castings
Wharton. Jr.. & Co.. Wm.
Manganese Steel Special
Track Work
Wharton. Jr.. & Co.. Wm.
.MHers (See Instruments)
Elec. Service Sup. Co.
Meters. Car, Watt-Honr
Economy Elec. Devices Co.
Mica
Mica Insulator Co. i
.Molded Insulations and Parts I
Belden M^g. Co.
Molding. Metal
Alhs-Chalmers Mfg. Co. t
Dablstrom Metallic Door ;
Co.
Nat'l Metal Molding
Motor Buses, See
Buses, Motor
Motor. Leads
Dossert & Co.
Motormen's Seats
AUis-Chalmers Mfg. Co.
Brill Co.. J. G.
Elec. Service Sup- Co.
Wood Co.. Chas. N.
.Motors. Electric
Western Electric Co.
Westinghouse E. & M. Co.
.Motors and Generators. Sets
(Scneral Electric Co.
Nails
Cambria Steel Co.
Midvale Steel & Ord. Co.
Nuts and Bolts
Barbour-Slockwell Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Hubbard & Co.
Oil circuit-Breakers
Condit Elec'l Mfg. Co.
Oils (See Lubricants).
Omnibuses, See Buses. Motor
Oxy-Acctylene (See Cutting
.Apparatus Oxy).
Packing
Johns-Manville. Inc.
Post & Co.. Inc. E. L.
Paints and Varnishes (Pre-
servative)
Sherwin-Williams Co.
Paints and Varnishes (Insu-
lating)
American Di-Electrics. Ltd.
Doiph & Co.. John C.
Mica Insxilator Co.
Sherwin-Williams Co.
Paints and Varnishes for
Woodwork
National Ry. Appliance Co.
Sherwin-Williams Co.
Paving Bricks, Filler and
Stretcher
Nelsonville Brick Co.
Paving Material
Amer. Br. Shoe & Fdy Co.
Nelsonville Brick Co.
Pickups, Trolley Wire
Elec. Ser%'ice Sup. Co.
Ohio Brass Co.
Pinion Pullers
Columbia M. W. & M. I. Co.
Elec. Service Sup. Co.
General Electric Co.
Wood Co.. Chas. N.
Pinions (See Gears).
Pins. Case Hardened. Wood
and Iron
Bemis Car Truck Co.
E'eo. Service Sup. Co.
Ohio Brass Co.
Westinghouse Tr. Brake Co.
P'pe
National Tube Co.
Pil>F Fittings
Power Specialty Co.
Standard Steel Works Co.
Co.
Co.
Co.. A. &
Westinghouse Tr. Brake Co.
Planers (See iMachine Tools)
Pliers, Insnlater
Elec. Service Sup. Co.
Plugs
Nat'l Metal Molding
Poles, Metal Strt^t
Bates Exp. Steel Truss Co.
Electric Ky. Equipmt. Co.
Hubbard & Co.
Poles. Posts, piling and Lum-
ber
Southern Cypress Mfgrs.
Assn.
Western Elect in
Pole Reinforcing:
I Hubbard & Co
Pole Shavers
Western Ele<iii'
Poles. Trolley
Andersou Hfi
J. M.
Bayonet Trol'.ey Harp Co.
C<.lumbia M. W. & M. I. Co.
Elec. Service Supplies Co.
National Tube Co.
Nuttall Co., R D.
Poles, Tubular Steel
Elec. Ry. Equipmt. Co.
Elec. Service Sup- Co.
National Tube Co,
Power Saving Devices
Economy K!ec. Devices C^.
National Ry. Appliance Co.
Railway Improvement Co.
Pressure ReKUlators
(ieneral Electric Co.
Westinghouse E. & M. Co.
Pumps
AUis-Chalmers Mfg. Co.
Schutte & Kueriing Co.
Punches. TIckt t
Amer. Rulway Supply Co.
Bonney-Vehalage Tool Co.
Intern'l Becister Co.. The
Wood Co.. Chas. N
Purifiers feed Water
Scaife & Sons Co.. Wm. B.
Rail Grinders (See Grinders).
Rails
Cambria Steel Co.
Midvale Steel & Ord. Co.
Rail Bonds
Western Electric Co.
RaMway Materials
Johns-Manville Inc.
Railway Safety Switches
Westinghouse E. & M. Co.
Rattan
Amer. Rattan & Reed Kfr-
Co.
Brill Co . The J. G.
Elec. Service Sup. Co.
McGuire-Cummings Mfg Co.
St. Louis Car Co.
Receptacles and Plugs
Home Mfg. Co.
Registers and Fittings
Brill Co.. The J. G.
Elec. Service Sup. Co.
Intern'l Register Co_ The
Ohmer Fare Repister Co.
Rooke Automatic Rg Co.
Reinforcement. Concrete
Amer. Steel & Wire Co.
Repair Shop Appliances (See
also Coll Bunding and
"Winding Machines)
Columbia M. W. & I. Co.
Elec. Service Sup. Co.
{ Repair Work (See also Colls)
Cleveland Armature Works
I Columbia M. W. & M. I. Co.
General ETlectrie Co
Westinghouse E. & M. Co.
Replacers. Car
Columbia M. W. & M. I. Co.
Elec. Service Sup Co.
Resistance, Grid
Columbia M. W. & M. I. Co.
Resistanre. Wire and Tube
Cteneral Electric Co
Western Electric Co.
Westinghouse E. & K. Co.
Retrievers, Trolley (.See
Catrhers and Retrievers,
Trolley)
Rheostats
(Jenr:-ral Electric Co.
Mica Insulator Co.
Westinghouse E. & M. Co.
Rolled Steel Wheels
Cambria Steel Co.
Midvale Steel & Ord. Co.
Roofing. .Asbestos
Johns-Manville. Inc.
Rosettes
Nat'l Metal Molding [
Rubber Covered (Wires and
Cables)
Belden Mfg. Co.
Sunders, Track
Brill Co . The J, G.
Columbia M. W. & M. I. Co.
Elec. Service Sup Co.
Nicho's-Lintems Co.
Ohio Brass Co.
St. Louis Car Co.
Sash Fixtures. Car
Brill Co.. The J. G.
Scrapers, Track (See Clean-
ers and Scrapers, Track)
Seats, Car (See also Rattan)
Amer. Rattan & Reed Mfg.
Co
Brill Co.. The J. G.
St. Louis Car Co.
Seating Materials
Brill Co.. J. G.
Second-Hand Equipment
Archer & Baldwin
Cleveland Armature Works
Shades Vestfl:ule
Brill Co., The J. G.
Shovels
Allis-Chalmers Mfg. Co.
Brill Co.. Th; J G.
Hubbard & Co.
Side Bearings (See Bearings.
Center and Side)
Signals, Car Starting
Con. Car Healing Co.
Elec. Service Sup. Co.
Elec. Pneumatic Co., Inc.
Signal Indicating
Nichols-Lin tern Co.
Signal Systems. Block
Elec. Service Sup. Co.
Nachod Signal Co. Inc
U. S. Elec. Signal Co.
Western Electrir- Co.
Wood Co.. Chas. N.
Signal Systems. Highway
Crossing
Nachod Signal Co.. Inc.
U. S. Elec. Signal Co.
Slack Adjusters (See Brake
Adjusters )
I Sleet Wheels and Cutters
Anderson Mfg. Co . A. &
j J. M.
Bayonet Trol'.ey Harp Co.
Columbia M. W. & M. I. Co.
Electric Ry Equipmt. Co.
Elec. Service Sup. Co,
More Jones Br. & Meial Co.
, Nuttall Co.. R D.
i.Smokestucks, Car
Nichols-Linlern Co,
Snow-Plows, Sweepers and
BrooiiiH
I Amer. Rattan & Reed Mlg.
' Co.
Brill Co.. The J. G.
Columbia M. W. & M. I. Co.
Con. Car Fender Co.
McGuire-Cumminga Mfg. Co.
Soldering and Brazing .Ap-
paratus (See Welding
Processrs and .Apparatus)
Solderless Connectors
Frankel Connector Co.
Sockets and Receptacles
Johns-Manville, Inc.
Special .Adhesive Papers
Irvington Varnish & Ins. Co.
Spikes
Amer. Steel & Wire Co.
Splicing Compounds
Westinghouse E. & M. Co.
Splicing Sleeves (See Clamps
and Connectors)
Springs, Car and Truck
Amer. Steel Foundries
Amer. Steel & Wire Co.
Bemis Car Truck Co.
Brill Co.. The J. G.
Fort Pitt Spring & Mfg. Co.
Standard Steel Works Co
St, Louis Car Co
Sprinklers, Track and Road
Brill Co. The J. G.
McGuire-Cummine-s Mfg. Co.
Steel Castings
Wharton. Jr.. & Co.. Wm.
Steel Freight Cars
Cambria Steel Co.
Midvale Steel & Ord. Co.
Steel and Steel Products
Cambria Steel Co.
Midvale Steel & Ord. Co.
Steps, car
Amer. Abrasive Meta's Co.
Amer. Mason Safety Tread
Co.
Stokers. Mechanical
Babcoek & WUoox Co.
Westinghouse E. & M". Co.
Storage Batteries (See Bat-
teries, Storage).
Strain Insulators
Western Electric Co.
Strand
Copper Clad Steel Co.
Cutter Elec. & Mfg. Co.
Roebling's Sons Co.. J. A
Straps. Car. Sanitary
Railway Improvement Co.
Structural Steel
Cambria Steel Co.
Midvale Steel & Ord. Co.
Superheaters
Babcoek & Wilcox Co.
Power Specialty Co.
•Sweepers, Snow (See Snow
Plows, Sweepers and
Brooms)
Switches. Automat!e
Wt stern Electric Co.
Switchboards
Condit E'ec. Mfg. Co.
Switchboxes
Johiis-Manvire Inc-
Switches. Selector
Nichols-Lintern Ck).
Switch Stands
Raraapo Iron Works
Switches. Track (See Track
Special Work)
Switches and Switchboards
Allis Chalmers Mfg. Co.
Anderson Mfg. Co.. A. J. &
J. M.
Condit Elec'l Mfg. Co.
Cutter Co.
Elec. Service Supplies Co.
(Jeneral E:ectric Co.
.lohns-Manvil'e, Inc.
Western Electric Co.
Westinghouse E & M. Co.
Tapes and Cloths (See Insu-
lating Cloth, Paper and
Tape)
Telephones and Parts
Elec. Service SuppUes Co.
Western Eleclri'- Co.
Testing Instruments (See In*
struments. Electrical Pleas-
uring. Testing, etc.)
Thermostats
Con. Car Heating Co.
Gold Car Heating & Light-
ing Co.
Railway Utility Co.
Smith Heater Co.. Peter
Ticket Choppers and Destroy-
ers
Elec. Service Supplies Co.
Tie Plate
Cambria Steel Co.
Midvale Steel & Ord. Co.
Ties itnd Tie Rods, Steel
American Bridge Co.
Barbour-Stockwell Co.
Dayton Mechanical Tie Co.
International Steel Tie Co.
Ties. .Mechanical
Dayton Mechanical Tie Co-
Ties, Wood Cross (See Poles,
Tics. PostK. etc.)
Tongue Switches
Wharton Jr. & Co.. Wm.
Tool Holders
Williams & Co.. J. H.
Tool Steels
I Cambria Sleel Co.
1 Midvale Steel & Ord. Co.
Tools, Thread Cutting
Williams & Co.. J. H.
Tools. Trnck & Miscellaneous
Amer. Steel & Wire Co.
Columbia M. W. & M. I Co.
Eleo. Service Supplies Co.
Hubbard & Co.
Railway Track-work Co.
Western Electric Co.
Torches, Acetylene (See Cut-
ting .Apparatus)
Tower Wagons ;ind Auto
Trucks
McCardell & Co.. J. R.
Towers and Transmission
.strii«-tures
American Bridge Co.
Archbold-Brady Co.
Bate-i Exp. Steel Truss Co.
Westinghouse E & M. Co.
Triick FZxpansion Joints
Wharton, Jr.. & Co.. Inc..
Wm.
Track. Special Work
Barbour-Stockwell Co.
N. Y. Switch Se Crossing Co.
Ramapo Iron Works
Western Electric Co.
WTiarton. Jr.. & Co.. Inc. W.
Transfer Issuing Machines
Ohmer Fare Register Co.
Transfer Tables
American Bridge Co.
Tnuisfers (See Tickets)
Transformers
Allis Chalmers Mfg. Co.
General E'eotric Co.
Western Electric Co.
Westinghouse E & M. Co.
Treads. Safety. Stair. Car
Step
I Amer. Abrasive Metals Ck).
I Amer. Mason Safety Tread
Co.
Trolley Bases
Anderson Mfg. Co.. A. J. Sc
J. M.
Elec. Service Supplies Co.
General Electric Co.
Home Mfg. Co.
Nuttall Co.. R. D.
Ohio Brass Co,
Trolley Bases, Retrieving
Anderson Mfg. Co., A. &
J. M
Elec. Service Supplies Co.
General Electric Co.
Nuttall Co.. R. D.
Ohio Brass Co.
Trolley Supply Co.
Trolley Bases
Brill Co.. The J. G.
General Electric Co.
Westinghou>*c Elec. S» Misr
Co. '
Trolley .Material
Ohio Brass Co.
Elec. Service Sup. Co.
Trolley Poles '
Western Electric Co.
Trolleys and Trolley Systems
Ford Chain Block Co.
Trolley Wheels (See Wheels,.
Trolley)
Trolley Wire
Amer. EHectrical Works
Amer. Steel & Wire Co.
Anaconda Copper Min. Co.
Bridgeport Brass Co.
Copper Clad Steel Co.
Roebling's Sons Co.. J, A.
Trucks. Car
Bemis Car Truck Co.
Brill Co . The J. G.
McGuire-Cummings Mtg. Co-
st. Louis Car Co.
Tnhlnir. Ste-I
National Tube Co.
Tahing, Yellow and Black
F^'exible Vnrnlshed
Irvington Varnish & Ins-
Co.
November 19, 1921 ElectricRailwayJournal 53
Miiiminriiiimiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii miiiiiiiiiimiiiiiiimin iiiiiiiiriuiiiiiiii iiiiimiiiniiiiimii^ m iiuiinillimiuiiillluuiliiiliiiiiiiiiniiraiiiiiiiiiiiiiiiimiiiiiiiHiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiuiiiiiiiiiiiiiiiiliiiuiiiiiin
"LE CARBONE ■
CARBON BRUSHES
They are uniform in quality
They talJ^for themselves
W. J. Jeandron
227 Fulton Street
New York City
I American
'■ NEW YORK CHICAGO
Pittsburgh Office:
636 Wabash Building
Canadian Distributors:
Lyman Tube & Supply Co., Ltd.
Montreal and Toronto
ST. LOUIS i
iiiintiMiiiniiniiiiiiitiiiftiiiiiiniitiiiiiiiiiiiiiiiiiiiiiiiMiiiiiirii:
iiiiiiiiiiiiiiiiiiiiiiiiitiirtiiiiitiniiiiiiiiiiMiriiiriiiiiiiiiiiiiiniii'.
— the "same brakes''
on every car!
Why do motormen want to take
out the same car every day?
Because they know just how its
brakes will work.
SMITH-WARD
Brake Slack Adjusters
Make and keep the same brake
adjustment on every car every
day. They make the motorman
a more efficient, safer operator
no matter what car he has to
run. Costs reduced through
elimination of shop adjustments
and fewer accidents.
Smith- Ward Brake Co.
Bush Terminal BIdg. No. 1
233 Thirty-seventh St., Brooklyn, N. Y.
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iE A R L L
— The right retriever!
THERE is a special type of
EARLL Trolley Catcher or Re-
triever for every type of service. Our
business is making retrievers and
catchers — nothing else. We have
specialized in this particular field for
your benefit. Consult us.
^J^,7^
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54
Electbic Railway Journal
November 19, 1921
TiirbtD««, Steam
AlliB-Chalmers Mig. Co.
General Electric Co.
Terry Steam Turbine Co.
Westinghouse E. & M. Co.
Tam8tlle«
Elec. Service Sup. Co.
Percy Mfg. Co.. Inc.
UpholBtery Materials
Amer. Rattan & Reed Mfg;
Co.
rtility Lights, Portable
Western Electric Co.
Valve«
Ohio Brass Co.
Westing-house Tr. Br. Co.
Varnished Papers
Irvington Varnish & Ins.
Co.
Varnished Silks
Irvington Varnish & Ins.
Co.
VeotUaton. Car
Brill Co.. The J. G.
Nat'l Ry. Appliance Co.
Nichols-Lintern Co.
Railway Utility Co.
Vises, Pipe
Williams & Co., J. H.
Voltmeters
Western Electric Co.
Water SoftenliiK A PDrifyln(
Systems
Soaife & Sons Co., Wm. B.
Welded BaU JoInU
Ohio Brass Co.
Rail Welding & Bonding Co
Welders, Portable Electric
Electric Ry. Improv. Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Welding PneesBM and Ap-
paratus
Electric Ry. Improv. Co.
General Electric Co.
Metal & Thermit Corp.
Ohio Brass Co.
Rail Welding & Bonding Co.
Westinghouse E. & M. Co.
Wheat«toDe Bridges
Western Electric Co.
Wheels, Car, Steel and Steel
Thred
Amer. Steel Foundries
Wheel Guards (See Fenders
and Wheel Gaards)
Wheel Presses (See Machine
Tools)
Wheels, Car, Cast Iron
Bemis Car Truck Co.
Carnegie Steel Co.
Griffin Wheel Co.
Standard Steel Works Co.
Wheels. Trolley
Anderson Mlg. Co.. A. J. &
J. M.
Bayonet Trolley Harp Co.
Columbia M. W. & M. I. Co.
Electric Ry. Equip. Co.
Elec. Service Supplies Ck).
Eureka Co,
Flood City Mfg. C!o.
General Electric Co.
More-Jones Br. & Metal Co.
Nuttall Co.. R. D.
Western Electric Co.
Whistles, Air
Oneral Electric Co.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Wire
Cambria Steel Co.
Midvale Steel & Ord. Co.
Wire Rope
Amer. Steel & Wire Co.
Roebling's Soi\8 Co., J. A.
Wires and Cables
Amer. Electrical Works
Amer. Steel & Wire Co.
Anaconda Copper Mln. Co.
Belden Mfg. Co.
Bridgeport Brass Co.
Copper Clad Steel Co.
General Electric Co.
Roebling's Sons Co.. J. A.
Western Electric Co.
Westinghouse E. & M. Co.
Wire Rope
Copper Clad Steel Co.
Wrenches
WilUams & Co., J. H.
ALPHABETICAL INDEX TO ADVERTISERS
Page-
, 35
, 21
. 54
. 51
Allis Chalmers Mfg. Co
Allison & Co., J. E
American Abrasive Metals Co.
Amer. Brake Shoe & Fdry. Co.
American Bridge Co 21
American Car Co 57
American Di-Eleetrics. Ltd 45
American Electrical Works 42
American Insulating Machinery
Co 46
American Mason S. T. Co 54
American Ry. Supply Co 46
American Rattan & Reed Mfg. Co. 48
American Steel Foundries 53
American Steel & Wire Co 42
Anaconda Copper Mining Co. . . . 41
Anderson Mfg. Co., A. & J. M. . 42
Archbold-Brady Co 41
Archer & Baldwin. Inc 49
Arnold Co., The 20
Automatic Recloslng Circuit
Breaker Co 44
Babcock & Wilcox Co 44
Barbour-Stockwell Co 43
Bates Expanded Steel Truss Co.. 33
Bayonet Trolley Harp 37
Beeler. John A 20
Belden Mfg. Co 44
Bemis Car Truck Co 30
Bonney-Vehslage Tool Co 47
Brenholts. Roy 49
Bridgeport Brass Co. . . .Front Cover
Brill Co.. The J. G 57
Buckeye Jack Mfg. Co 46
B.vllesbey Eng. & Mfg. Corp. ... 21
Cambria Steel Co 54
Cameron Electrical Mfg. Co 46
Chillingworth Mfg. Co 40
Clark Mgr. Corp.. E. W 20
Cleveland Fare Box Co . Jg
Collier. Inc., Barron G. .Back Cover
Columbia M. W. & M, I. Co 56
Consolidated Car Fender Co.... 51
Consolidated Car Heating Co. .. . 12
Continental Fibre Co.. The. . . 46
Pa»
Cooper Heater Co.. The 47
Copper Clad Steel Co 41
Cutter Co 43
21
23
54
45
Don-0-Lac (^.. Inc 45
Day & Zimmermann. Inc
Dayton Mechanical Tie Co.. 22,
Differential Steel Car Co.. The.
Dolph & Co.. John C.
Drum Sc Co.. A. L.
21
Earn, Chas. 1 53
Economy Elec. Devices Co 13
Electric Equipment Co 49
Electric Railway Equipment Co. 42
Electric Railway Improvement
Co 43
Electric Service Supplies Co ... . 7
Electric Storage Battery 51
Engel & Hevenor. Inc 20
Eureka Co 38
Feustel. Bobt. M 20
Flood City Mfg. Co 42
Ford, Bacon & Davis 20
Ford Chain Block Co 44
Fort Pitt Spring & Mfg. Co 54
"For Sale" Ads 49
Galena-Signal Oil Co 17
(Seneral Electric Co 18
Gold Car Heating & Ltg. Co 47
Gould, L. E 20
Gould Coupler Co 38
Griffln Wheel Co 39
Hamilton & Hansell. Inc.
Help Wanted" Ads.
Hemphill & Wells.
Hoist. Enplehardt W.
Home Mfg. Co
Hubbard & Co
. 39
. 49
Hemingray Glass Co 41
20
20
48
41
International Register Co.. The. . 47
International Steel Tie Co 9
'rvington Varnish & Insulator
Co 36
Page
Jackson, Walter 20
Jeandron. W. J 53
Johns-Manville. Inc 26
Johnson Fare Box Co 46
Kelly Cooke & Co 21
Euhlman Car Co 57
Le Carbone Co 53
MeCardell & Co
Marsh & McLennan
Metal & Thermit Corp
Mica Insulator Co
Midvale Steel & Ordnance Co
More-Jones Brass & Metal Co
Morganite Brush Co., Inc. . .
24.
N'achod Signal Co.. Inc
National Brake Co
National Carbon Co
Xat'l Fibre & Insulation Co. . . .
Nail Metal Molding
National Pneumatic Co., Inc. . . .
National Railway Applicance Co.
National Tube Co
Nelsonville Brick Co
N. Y. Switch & Crossing Co. . . ,
Nichols-Lintern Co
Niles-Bement-Pond Co
Nuttall Co., R. D
Ohio Brass Co
Ohmer Fare Register Co.
41
6
2.5
16
54
48
35
42
HI
.51
46
46
11
48
41
42
43
48
36
31
5
29
Parsons. Elapp. Brinckerholf &
Douglas
Percy Mfg. Co., Inc
Positions Wanted and Vacant . .
Post & Co., Inc, E. L
Power Specialty Co
Rail Joint Co
Rail Welding & Bonding Co.,
Railway Track-work Co. . . ,
20
47
49
48
44
43
42
8
Page
Railway Utility Co 54
Ramapo Iron Works 43
Richey, Albert S 20
Roebling's Sons Co.. John A... 41
Rooke Automatic Register Co.. 47
St. Louis Car Co 40
Samson Cordage Works 48
Sanderson & Porter 20
Sangster & Matthews 21
Scaife & Sons Co.. Wm. B 44
Searchlight Section 49
Sherwin & Williams Co 45
Silver Lake Co 51
Smith & Co.. C. E 20
Smith Heater Co.. Peter. : 48
Smith-Ward Brake Co 53
Southern Cypress Mfrs. Asso. . . 34
Standard Steel Works Co 32
Star Brass Works 48
Stone & Webster 20
Stuck! Co., A 48
Terry Steam Turbine Co 28
Texas Co 27
Thompson-Levering Co 43
Tool Steel Gear & Pinion Co . . . 37
Tubular Woven Fabric Co 55
U. S. Electric Signal Co 41
Universal Lubricating Co 15
"Want" Ads . . 49
Wason Mfg. Co 57
Weierbach Brake Shoe Co 51
Western Elec. Co 10
Westinghouse Electric & Mfg, Co.
Westinghouse Traction Brake Co.
Wharton. Jr., Co.. Wm
White Electrical Supply Co....
White Engineering Corp.. J. G. .
Williams & Co.. J. H
Wish Service. The P. Edw 21
Wood Co., Chas. F 41
34
4
43
33
20
46
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I MASON SAFETY TREADS I
E Standard for 25 yean for car and atation steps i
I STANWOOD STEPS I
S Self-cleaning, non-slipping, light weight S
I KARBOLITH FLOORING I
I For steel cars — sanitary, fireproof, non-slippery I
I AMERICAN MASON SAFETY TREAD CO. 1
S Lowell, Mass. i
S Branch ofnces in New York and Philadelptila 1
S Joseph T. KyersoD A Son, Chicago, Western DUtribators i
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i pAIUWAl< I fTIUIT\( f>OMPAN\( |
I Sole Manufacmrert |
I "HONEYCOMB" AND "ROUND JET" VENTILATOBS i
g for Monitor and Arch Roof Cars, and all classes of buildings' S
i also ELECTBIC TUEBMOMETEB CONTROL ' I
S of Car Temperatures, =
I 141-161 WEST 22D ST. Write for 1388 Broadway I
I Oileaco, m. Catalogue Nnr York. >. Y. |
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iiiilliiilllliiiiiiiiiiiiiitiiiiiirniiitiiMiiiiiiriiiiiiilniiniiitiiiiiiiiniii:
I THE DIFFERENTIAL I
STEEL CAR CO.
i H. Fort Flower*, Pre*, and Gen. Mgr. i
I FINDLAY, OHIO |
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I FERALUN *?:i3:^
= Car Steps
I Floor Plates
= Station Stairs
i Door Saddles, etc.
tfg iron I
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4 I
I AMERICAN ABRASIVE METALS CO.
I so Church St., New York City
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I STEEL AND STEEL PRODUCTS |
I MIDVALE STEEL AND ORDNANCE COMPANY =
I CAMBRIA STEEL COMPANY §
1 Gmieral Salet Office: WIDENEB BUILDING. PHILADELPHIA PA =
= DISTRICT SALES OFFICES: I
= Atlanta, Boiton. Cbicago. Cincinnati, Cleveland. Detroit. New York. Phila- -
= delphia, Pittsburgh, San Francisco, Salt I^ke City. 1
i Seattle. St. Louis. Washington. D. C. ^
= Consolidated Steel Corporation. 25 Broadway. New York, is the sole i
5 exporter of our commercial pniducts. 5
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November 19, 1921
Electric Railway Journal
65
D U R A C OIR D
Flexible Electric Cord for Every Job!
in the Shop —
on the Cars —
DURADUCT
(non -metallic conduit)
The original single-wall con-
duit for car wiring, and still
the leader in point of light-
ness, durability and adapta-
bility. More easily and more
cheaply installed than metal
conduit. Specify Duraduct
for new or rebuilt cars.
The black-dotted line on the
interior indentifies it.
on the Track —
A water-proof, grease-proof and almost wear-
proof cord. Resists the hardest weather con-
ditions in outdoor use, such as in motor leads,
or supplying track tools, while indoors it is
the shopman's helper, in getting light and
power into al sorts of inaccessible places.
Order a sample lot of Duracord, and compare
its life with what you have been using.
Tubular Woven Fabric Co.
Pawtucket, R. I.
56
Electric Railway Journal
November 19, 1921
AIR BRAKE HANDLES: Bronse ,■ .B^
AIR BRAKE HANDLES: Malleable Iron. .* !"
CAR TRIMMLNGS:
Conductor Signal Bella
Door Sheaves and Track
Motorman's Seats
Patent Door Locks
Platform Foot Gongs .'
Register Rod Fltllnss
Stationary Register Pulleys. Single
Stationary Register Pulleys. Double
Swinging Register Pulleys
CASTINGS: Special Attention Given to All Classes. .
Aluminum
Brass
Bronze
Cast Steel
Grey Iron
Malleable Iron
White Metal
Zinc
CONNECTORS: Two- Way. Three-Way, Four-Way
CONTROLLER HANDLES:
Bronze, operating
Bronze, reversing
Malleable Iron, operating
Malleable Iron, operating, adj. type
Malleable Iron, operating, with bronze or steel
bushings
Malleable Iron, reversing
Malleable Iron, reversing, adj. tvpe
Malleable Iron, reversing, with bronse or steel
bushings . . . . ;
CONTROLLER PARTS:
Contact Fingers, operating
Contact Finiiers, reversing
Contact Segment Tips
Contact ?^eeinenta
Contact Washers
Controller Finger Tlpe
Controller Cylinder Shaft*
W.H. type HI, Controller Parte
GE.typeM.MK and PC Controller Parte
DESTINATION SIGNS, STEEL.
DROP FORCINGS: Light. Medium. Heavy
DUST PROOF AND OII^LUBRICATED CENTER
PLATES. ^
GRID RESISTANCE: Complete for two or four motor
equipment
Grid Resistance: Repair Parte for AU Types
LINE MATERIAL:
Feeder Ears
Splicing Kara
Trolley Fars
MACHINERY:
Armature Hearing, Babbitting and Broaching
Armature Machine. Columbia Pat'd
Armature Hugglcs
Armature I.ea<l Flattening Rolls
Armature Shaft Stralghtener
Armature Winding Stands
Axle Straluhtener
Babbitting Moulds
Banding and Heading Machines
Bearing Boring Machines
Car Hoists
Car Replacers
Coll Taping Machines
Coll Winding Machines
Pinion Pullora. any tvi>e
Pinion Pullers: Repair Parts
Pit Jack. Pneumatic
Signal or Tart-et Switches
Tension Stands
MOTOR SUSPENSION BARS.
MOTOR AND TRUCK SPRING CAP CASTINGS.
PLOW TERMINALS.
POWER STATION: Special attention given to the
Manufacture of Standard BoUer and Stoker
Orate Bars a'so Ash and Coal Down Take Pipes;
or other types of Castln^is used In Power Stations
RAILWAY MOTOR PARTS:
Armature Bearing Shells. Malleable Iron
Armature Bearing Shells: Semi-Steel
Armature Bearings: Bronze
Axle Bearing Sheila: Malleable Iron
Axle Bearing Shells: Semi-Steel
Axle Bearings: Bronze
Axle and Armature Bearings: With or Without Bab-
bitt Lining: Base, Lead or Tin
Armatiirc Colls
Armature Stiafte
Bolts, SiMJclal for Motors and Trucks
Brtishholder Parte
BruBhhohJers, Complete
Commutators, All Types
Dowel Pins for Armature and Axle Bearings
Field Coll Terminals
Field Colls
Gear Cases: Malleable Iron
Gear Cases: Sheet Steel, Welded or Riveted
Motor Covers
Pinion Xute
Thrust Collars
RATCHET BRAKE HANDLES: Bronze
Ratchet Brake Handles: Malleable Iron
THIRD RAIL SHOE BEAM: Repair Parte
THIRD RAIL SHOE BEAMS.
TROLLEY CONTACT WASHERS.
TROLLEY HARPS.
TROLLEY POLES.
TROLLEY WHEELS. COLUMBIA.
Trolley Whee's to Specifications
TRUCK PARTS:
Brake Pins
Brake Rigging for All Types of Brakes
Brakes, for Maxlmtun Traction Trucks, Columbia
Patented
Coupling Pins
Equalizers
Gusset Plates
Journal Box Covers
Journal Box Shims
Journal Boxes
Journal Brass Wedges
Journal Brasses
Journal Check Plates
Tumbuckies
for instance
— just consider one item from
this partial list of our products
COLUMBIA
Trolley Wheels
Correctly designed as to depth and shape of groove,
carefully cast of purest metals, and accurately
machined true as to balance and symmetry.
Columbia Trolley Wheels will give long and
satisfactory service — and due to quantity produc-
tion, and efficient shop management, we can
confidently predict that our price quotations will
secure your order.
Copper prices have been showing a tendency to
harden. Better lay in a stock of wheels now while
prices and deliveries are favorable.
And write us about any items on the list in which
you are interested, or ask us about any other
special castings, forgings or special work you have
on hand.
The Columbia Machine Works and Malleable
Iron Company
Atlantic Ave. and Chestnut St.
Brooklyn, N. Y.
A. A. Green, Sates Mgr.,
Brooklyn, N. Y.
E. Keller,
Brooklyn, N. Y.
F. C. Hedley,
Brooklyn, N. Y.
J. L. Whittaker,
141 Milk St., Boston, Mast.
E. Allison Thornwell
1513 Candler BIdg., Atlanta, Ga.
W. McK. White,
343 South Dearborn Street,
Chicago, III.
F. F. Bodler,
903 Monadnock Bldg.
San Francisco, Cal.
November 19, 1921
Electric Railway Journal
Brill
■less" Car
Current Collector Main-
tains Efficient Contact
with Overhead Wires
when Operated as far as
16,ft. off Center.
This collector includes a series
of pivots, which allow motion in
every direction necessary to
efficient operation as the car
moves around other vehicles in
the roadway.
For "Rail-less" Transportation within
Electric Railway Field of Operation
Composite Body
Construction
The car body is constructed prin-
cipally of wood with sheet steel
sheathing outside the posts. Its
underframing consists of wooden
sills and channel crossings con-
structed according to the best car-
building practices.
The introduction of Brill "Rail-less" Cars as feeders to
existing electric railway lines can be better accomplished
because this electric vehicle comes within the field of
operation of the Electric Railways.
Extensions of service which have been prohibitive under
the high cost of installation can now be made with "rail-
less" cars which will furnish an economical and satisfactory
transportation service.
The Brill "Rail-less" Car seats 28 passengers and there is
provided standing space for 22 additional passengers. It is
21 ft. 2 in. long over bumper and 7 ft. 6 in. wide overall.
The J. G. Brill Company
American Car Co.
ST. UOUIS IVIO.
Phiii_a.de: L-PMiA.. Pa..
CC. KuHLMAN Car Co.
CI.EVEI-/^NO, OHIO.
Was ON Manf'c Co.
SPR I NOFI Cl-O. MA.SS.
Canadian Brill Company, Ltd., Preston, Ont., Canada
Electric Railway Journal
' "■■" 'U'L'l"l'J*~]
THE history of the de-
velopment of car card
advertising in the United
States is the history of the
Collier Organization.
The reason behind the
prestige that car card pub-
licity has achieved may be
summed up in two words —
Collier Service.
• CANDLER BtJILDIWQ. THb' BOMB OF COLLIEB
SEBVIOB. — -
Candler Bldg., New
^U
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jiiiiiiiiiin
McGraw-..iU Co., Inc.
November 26, 1921
Twenty Cent* Per Copy
^l
^1.^
H
AGASOTF
^ ^ (Trade Mark) *"^
for roofs, outside panels, headlining
and wainscoting
PANTASOTF
A (Trade Mark) '^
for curtains and upholstery
THE PANTASOTE COMPANY
ay, New York Peoples Gas Bldg., Chicago 751 Monadnock Bldg., San Francisco
Electric Railway Journal
November 26, 1921
Consistent Purchasing
isdom, in the selection of renewal
parts and supplies, is as essen-
tial to the success and welfare of the oper-
ating company, and the service to patrons,
as is the choice of the original equipment.
Ihether or not armature coils,
bearings, and other supplies
are satisfactory is best determined by their
performance and not by their price. Poor
quality means frequent renewals, entailing
not only disrupted service but increased
labor expense for maintenance.
estinghouse Quality, given such
unquestioned recognition by all
operators when purchasing new, complete
equipments, is the sameinall Westinghouse
Renewal Parts, they are made with the
same materials; the same tools; and sub-
jected to the same rigid inspection.
Let Us Have More
Material Specifications
THE practice of purchasing railway materials anrf
supplies on accurate and practical specifications is
becoming more and more extensive. The standing com-
mittees of the American Electric Railway Engineering
Association pre^pjited at the recent convention a number
of such specifications which were approved. Every
encouragement should be given to the committees to
prepare and increase the number of such specifications
which can be adopted as standard.
One way that railways can reduce costs is by using
better materia! for making repairs. It costs no more
to apply good material than poor, and when the latter
fails in service additional material must be purchased,
and the labor cost of one application and removal is
lost. This adds to the maintenance cost and, in addi-
tion, the increased number of failures and delays in
service will cost the company much in the loss of good
will from its patrons.
Another advantage arising from the use of specifica-
tions is that railway companies are enabled to go into
the open market for material and thus profit by trade
competition and also have a greater variety from which
to select. Manufacturers in general prefer to furnish
material to intelligently drawn specifications, as they
know in advance exactly what requirements are expected
and can supply materials that will prove satisfactory.
During the war it was frequently necessary to use
inferior materials in order to keep equipment running,
but now this practice should be discontinued.
To obtain the minimum maintenance cost consistent
with safe, clean and reliable service requires close fol-
lowing of every detail that goes into the equipment.
Whether or not material is standing up in service and
producing the desired results can be best determined by
a periodical checking of the amount ordered, the amount
on hand and the amount used. It always pays in the
end to purchase durable material, owing to the reduced
maintenance and operating costs. No matter how cheap
the first cost may be, any material requiring frequent
repair, patching or renewal is expensive.
Editorial reproduced from the October 22d, 1921
Issue of Electric Railway Journal.
We Have The Knowledge, The Experience, The Material and The Equip-
ment to serve you.
Westinghouse Electric & Manufacturing Company
East Pittsburgh, Pa.
W^stingtiouse
Vol. 58, No. 22
New York, November 26, 1921
Pages 931-976
Electric Railway
Journal
Henry W. Blakr and Harold V. Bozell, Editors
Henry H. Norkis, Managing-Editor
Contents
Double-Truck, One-Man, Two-Man Cars in Milwaukee
The distinctive features are their adaptability to light or heavy traffic, unusu-
ally light weight, separate exit and entrance, special design of trucks, and
advantages to the patrons in safety, comfort and improved service . . . Page 933
Statistics of New York City Traffic
Much interesting information in the way of statistics was presented by the
engineers and other experts of the commission at the hearing into the affairs
of the railways before the New York Transit Commission last week . . Page 941
Experiments in Burning Pulverized Anthracite Waste
0. M. Rau tells of the results of tests obtained by burning pulverized anthracite
coal in the Philadelphia Rapid Transit Company's power plant. Pulverizing
equipment installed for ten boilers. One boiler in operation to date. .Page 945
Editorials 931
Chicago Loop Rerouting Proposed 938
Featherweight Pressure Gate on the Inter-
borough 940
Electric Trucks for Line Repairs 944
New Model Calculating Machine 944
Cincinnati Road Uses Containers 949
Presidio Terminus of Union Street Line in
San Francisco 950
Handling Doubled Traffic with Dispatch. . 951
Zone Collections by Machine 953
Revenue Increases from Increased Rates. . . 954
Remedy for Trouble with Door Guides 954
Electric Railway Publicity 955
C. E. R. A. Engineering Section Meets 957
American Association News 958
News of the Electric Railway 961
Financial and Corporate 965
Financial News Notes 968
Traffic and Transportation 969
Transportation News Notes 972
Personal Mention 973
Manufactures and the Markets 975
McGRAW-HILL COMPANY, INC., Tenth Ave. at 36th St., NEW YORK
JAMES H. McGBAW. PreBident
ABTHUB J. BAIiDWm. Vice-President
J. MALCOLM MtJIE. Vice-President
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JAMES H. McGEAW. JB., Secy, and Treasurer
Cable Address "Machinist, N. Y."
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Copyright, 1921, by McGraw-Hill Company, Inc.
Published weeliiy. Entered as aecond-daw mat-
ter, June 23. 1908, at the Post Office, at Mew
York, under the Act of March 3, 1879.
Circulation of this issue, 6,000
Advertising Index— Alphabetical, 34; Classified, 30, 32; Searchlight Section, 29
Electric Railway Journal
November 26, 1921
DH-16
"Bungalow" Type
Air Compressor
for all classes
of cars
up to 35,000 lbs.
WHILE predominant in the Safety Car field, and thought of chiefly
perhaps in connection with that branch of the traction industry,
the Westinghouse DH-16 is by no means adapted exclusively to
the requirements of Safety Cars.
It has proved equally efficient and satisfactory on cars of all sizes and
designs up to 35,000 lbs. in weight, this arbitrary line being drawn to set
apart that class of service which normally requires of a compressor not
more than 16 cu. ft. of air per minute to assure adequate braking force
and dependable operation.
Hundreds of installations testify to the efficiency and economy of DH-16
compressors as adapted to medium-weight, double truck cars of the type
pictured above.
Westinghouse Traction Brake Company
General Offices and Works: Wilmerding, Pa.
Boston. Mass
Chicag-o. Dl.
Columbus. O.
Denver. Colo.
Houston. Tex.
OFFICES :
Los Angeles
Mexico City
St. Paul. Minn.
St. Louis. Mo.
New York
Pittsburgh
Washington
Seattle
San Francisco
WestinghouseTractionBrakes
November 26, 1921
Electric Railway Journal
One of the SO double-truck units recently converted into
Safety Cars by the Denver Tramway Company, Denver, Col,
SAFETY DEVICES MAKE
A SAFETY CAR
THIS was again emphasized when the A.E.R.A. Committee on
Safety Car Operation wrote into its 1921 report:
"The committee suggests the uniform use of the term 'Safety
Car' to designate all types of car operated by one man and equipped
with adequate safety devices. Cars of older types rebuilt for one-man
operation but lacking adequate safety devices cannot properly be
described as Safety Cars."
Living Up to the Name
Many companies are now finding it expedient to convert their big
cars. These cars can measure up to the accepted Safety Car standard
and render the service for which they are intended only when
equipped with the apparatus which is recognized as an integral part
of the genuine Safety Car — ^The Air Brake and Safety Car Control
equipment of the Safety Car Devices Company.
SafetyCar Devices Oo.
OF St. Louis, Mo.
Postal and Olographic Address:
Wilmerding^Pa.
CHICAGO SAN FRANCISCO NEW YORK ^VASHINGTON PITTSBURGH
Electric Railway Journal
November 26, 1921
^ Jnsurance plus
-Marsh &Ji{^jO>ennan Service
A Brick Wall That Paid Big Dividends
A corporation in the middle west was operating
a repair shop in one end of a large warehouse.
They were paying a premium on the building
and contents, based on the rates charged for a
repair shop.
At the recommendation of Marsh & McLennan
they built a fire resistive wall, separating the
repair shop from the warehouse. The expense
was small — the saving in insurance cost was
large.
Let us tell you how this service will benefit you.
MARSH & MCLENNAN
175 W. Jackson Blvd. Chicago, 111.
Minneapolis
Denver
San Francisco
Winnipeg
New York
Duluth
Seattle
Montreal
Detroit
Columbus
Cleveland
London
November 26, 1921
Electric Railway Journal
St. Louis Safety Cars are equipped with OB Bases, O-B Catchers
and Crouse-Hinds Imperial Headlights.
The latest t pe St. Louis double truck car also uses O-B Base,
O-B Catcher and Crouse-Hinds Imperial Headlights.
Toralinson Automatic Couplers Simplify train operation in St. Louis
St. Louis Relies on
O-B Car Equipment
There could be no better endorse-
ment of O-B Car Equipment than
the mute testimony of these United
Railways of St. Louis cars.
While each individual device has
its specific virtues, you can always
find these three things in all O-B
Car Equipment — simplicity, rugged
construction, complete interchange-
ability of parts.
O-B Car Equipment includes:
Catchers Retrievers Bases
Sander Equipment Couplers •
Whistles Trolley Pick-upss
Emergency Hose Bridges
Crouse-Hinds Imperial Headlights
are sold exclusively in U. S. by
The
Ohio
Mansfield
Brass
Co.
Ohio,U.S.A.
New York Philadelphia Pittsburgh Charleston. W.Va. Chicago Los Angeles San Francisco Paris, France
Products: Trolley Materiol. Rail Bonds. Electric Railway Car Equipment, High Tension Porcelain Insulators. Third Rail Inaulatora
Electric Railway Journal
November 26, 1921
Action!
Get Busy Now!
Don't delay that track rehabilitation
any longer!
The public now expects better quality service
and the rubber-tired motorbus looks pretty
good in some places. Start putting your
tracks in shape at once. Extra gangs can be
employed now at reasonable wages and addi-
tional highest-grade welding and grinding
equipment can be secured at attractive prices
and for quick delivery.
AJAX
Electric Arc Welder
A 155 lb. high capacity resistance welder, especially
designed and built for efficient maintenance of
railway track.
ATLAS Rail Grinder
An efficient rotary grinder, high speed, light and
suitable for working under heavy traffic conditions.
RECIPROCATING
Track Grinder
Unsurpassed for removing all trace of corruga-
tions from straight and curved track.
RAILWAY TRACK- WORK CO.
3132-38 E. Thompson St.
Philadelphia, Pa.
November 26, 1921
Electric Railway Journal
^"K/Ai^amd
A seat for
every motorman
Be he short or tall the motorman will
like the Keystone Adjustable Seat. Out-
side of the motorman's comfort and good
will what other considerations are there
in providing cars with motormen's seats?
None, excepting the type of seat.
Keystone Motormen's Seats, when in use,
are so placed as to be in the proper
relative position for operation of the con-
troller and brake valve, and arranged so
that the motorman may readily operate
the foot gong or a foot valve from his
sitting position.
They may be instantly collapsed by
simply giving the under supporting rod
a kick with the foot.
Stationary or Portable.
All Types are Adjustable.
Send for data sheets
KEYSTONE
Car Specialties
Check off your wants then write
for complete data sheets
D Keystone Air Sanders
n Keystone Air Valves
n Golden Glow Headlights
n Illuminated Destination
Signs
n Keystone Steel Gear
Cases
n Safety Car Lighting
Fixtures
D Keystone Motormen's
Seats
D Faraday Car Signals
D Keystone Trolley
Catchers
□ Shelby Trolley Poles
n Samson Cordage
D International Fare Reg-
isters
n Fare Register Fittings
Q Keystone Cord Connec-
tors
n Keystone Rotary Gongs
□ Standard Trolley Harps
D Standard Trolley Wheels
D Automatic Door Signals
n Keystone Trailer Con-
nec'ors
Electric Service) Sxjpi>i;iks Co.
Manufacturer of Railway Material and Electrical Supplies
PHILADELPHIA NEW YORK CHICAGO
17Ui and Cambria Streets 50 Church St. Monadnock Building
Branch Offices: Boston, Scranton, Pittsburgh Canadian Distributors: Lyman Tube & Supply Co.. Ltd., Montreal, Toronto
10
ESlecteic Railway Journal
November 26, 1921
Long after these cows
are forgotten
this Armco Culvert will still be giving efficient
service. Fourteen years ago it was installed in
the bed of this creek and when the photograph
was taken recently not the slightest trace of
deterioration could be detected.
We have records of many installations such as
this, proving the permanence of Armco Culvert
installations. The pure metal of which Armco
Culverts are made (99.84 per cent pure iron) is
the secret of their rust-resisting qualities.
November 26. 1921
Electric Railway Journal
111
Modernize/
Pneumatize!
^tion fiUIs in
\FRANKFORD ''V CAR DOORS
CANT CATCH AC OAT TAlV
Safely Feature vn Exits Make Them Spring Open at Any Ob]
struction — Noiseless Operation Promised — 51 Passengers
Caii Sit and 39 Can Hang JVhen Wheels Begin to Turn
jiiat
when
liig the
9uced
Irork
'.I'ho possibility of iiicroascd speed, I
Improved safety devices which reduce |
to a minimum the likelihood of acci-
dent. Mid in'iveased sweating capacity,
mail; t'ae improvements in the first car
completed of the fifty which have been
ordered for tJic Frankford "L."
The car, a product of the J. G.^
Brill Company, will be inspected by
Mayor Moore in company with sev-
eral of the city transit officials tomor-
row afternoon.
Eacli door is cquiijpeii with specially
dcuigncal spring cushion.s containing
electric contac^ts. If the i\oor closes on
an obstraction. such as a person's body,
contact is made with electric wires and
the door springs back into place. More-
over the train cannot start until every
door is closed and the circuit is com-
plete.
On each side of the car there are
three of these doors, each four feet In
width. One is at the center and the
others about one-third from each end.
There are no end partitions. Bei'ause
of the lai'ger doors It is expected the
cai^ can b« emptied and tilled in lesj
time, thus decreasing the time for r
The contract for fifty cars was,
th.the Bri
tract, eacli of the fifty cars wa.« to cost!
•$17.1G5. This waf the lowest bid offered J
by any car-building concern. Members^
of the Brill Company said tiic buildinji
of the fifty cars by their fin;; mep
that 800 men would coiitiuuc in
employ, instead of being laid
would have' been necessary- '^^
tract had been awarded
pany oul.'nde the city.
According to Dire
Depnrtmrnt of Ci[
cars will be virtv;
are fitted with .sgj
The new rnvA
live feet long^J^
■on the M,
This peyj!
niaklQ^' t^
have, ■ ^
From Philadelphia
li# Public Ledger
Sept. 28, 1921
Right, oh!
But they will help to catch and
hold the patronage of many a
contented passenger.
"Faster schedules with greater safety" are not the prerogative of the rapid
transit, non-surface line alone. The National Pneumatic "Rushour" line has
gone on thousands of other cars as well as in every kind of service. From this
line, as set forth below, we can help you to select and install the equipment that
will give you more revenue miles per hour, and more passengers per revenue mile!
The National Pneumatic Rushour Line
Door and Step Control Door and Step Operating Mechanisms
Motorman's Signal Lights Safety Interlocking Door Control
Multiple Unit Door Control
Manufactured in Canada by
Dominion Wheel & Foundries, Ltd.
Toronto, Ont.
National Pneumatic Company, Inc.
Originator and Manufacturer
50 Church St., New York Edison Bldg., Chicago
Works: Rahway, N. J.
12
Electric Railway Journal
November 26, 1921
It Doesn't have to wait
This mechanically
sensitive "feeler"
Acts instantly
and automatically
It doesn't have to await any release or other action by the motorman.
His whole attention is given to stopping the car.
H-B LIFE GUARDS
have this automatic trigger-action feature.
Instead of using even a fraction of a second to attend to the fender
part of the equipment, the operator depends on that to take care of itself,
while he does his best to bring the car to a stop before striking the
person who is in the way.
At 20 miles per hour a car travels thirty feet in one second. Isn't the-
first fraction of one second worth saving?
Consolidated Car Fender Co.
Providence, R. I.
General Sales Agent
Wendell & MacDuffie Co.
61 Broadway, N. Y,
November 26, 1921
Electric Railway Journal
IS
Standard Helical Gears
Gear Pinion
Dotted //he shows tooth-form
14^° im^olute. Solid line shows
tooth-form of Nuttall ffel/ca/s
All Westinghouse Electric jnd
Mfg. Co. District Office:, are
Salet Representatives in the
United Slates for Nuttall Elec
trie Railway and Mine Haulage
Products.
RDNUmiL COMPANY
PITTSBURGH l§| PENNSYLVANIA
r*
-"^^ ^g gp^r
/
Tooth Form
Preserved
The action of engagement
from one side of the tooth
to the other is practically
one of pure rolling, the
action from the tip to the
root of the tooth is sliding
and rolling.
A result of rolling contact
across the face is after the
tooth is in full mesh — tip,
pitch line, and base contact
— -this preserves the orig-
inal tooth form.
AA^
14 ElectricRailwayJournal November 26, 1921
A Special Invitation to Subscribers to
Electric Railway Journal
Beginning January, 1922, the McGraw-Hill
Company will publish
BUS
TRANSPORTATION
a monthly section of
Electric Railway Journal
In launching this new publication the McGraw-
Hill Company is actuated by the belief that the
trackless vehicle is destined to play a part of
increasing importance in passenger transpor-
tation ; that men in the electric railway field must
know all there is to know about bus accomplish-
ments and potentialities ; that this subject is such
a broad and vital one that it deserves to be cover-
ed in a journal devoted solely to this one phase of
transportation activities.
Electric Railway Journal readers are assured
that this publication will be a typical McGraw-
Hill Journal — authoritative, comprehensive,
backed in fullest measure by the experiences
and resources of an organization with forty
years of constructive service in the field of pas-
senger transportation.
The mission of this paper is to stabilize and
develop bus transportation wherever and when-
ever it contributes to the welfare of the com-
munity; and to aid in the co-ordination of all
passenger transportation agencies. The passcn-
November 26, 1921 Electric RailwayJournal 15
ger transportation industry can achieve its
maximum strength and usefulness only by seek-
ing and advancing the mutual welfare of all
responsible transportation agencies. It is obvi-
ous, we believe, that the best interests of electric
railways, bus transportation organizations and
the public are identical.
The subscription rate is to be $2 a year, or, in
combination with Electric Railway Journal,
$5, with an additional charge to cover zone post-
age west of the Mississippi, amounting to $.25.
For a limited time only, however, we will include
the Bus Transportation Section as part of
existing Electric Railway Journal subscrip-
tions for the period of their present subscription
term provided the accompanying coupon is
mailed.
Only those subscribers who say that they wish the
new Bus Transportation Section will receive
this monthly supplement as part of their
Electric Railway Journal subscription. This
reservation is necessary to avoid waste and to
make sure that every copy is a useful copy,
rendering a real service to every one who
receives it.
To make sure that your name is on the list to
receive the first issue of this paper, fill in and
mail the coupon — TODAY.
*Fill in and meal this coupon today'
Electric Railway Journal
Tenth Ave. at 36th St., New York
I accept your offer to send me from January 1, 1922, to the end ai my present subscription to Electric Railway
Journal your monthly Bus Transportation Section. It is understood that my present Electric Railway Journal subscrip-
tion pays also for this additional service.
-Name
* Address
_, _ . City and State.
16
Electric Railway Journal
November 26, 1921
TROLLEY WHEELS:
V-K Oilless. M-J Lubricated
HARPS: V-K Non-Arcing
BEARINGS :"r«ser" Bronze
Axle and Armature
ARMATURE BABBITT
and Similar Products
1500 Revolutions
A trolley wheel attains a speed of 1500 revolu-
tions a minute when a car is running 20 miles^
an hour. That makes the trolley wheel a high
speed tool.
Compare the "V-K trolley wheel with the re-
quirements for the H.S. tool.
V-K Wheels are properly balanced and mechan-
ically perfect. The metal from which the V-K
Wheel is made is exceedingly tough, but not so
hard that it will grind away the metal of the
wire — that means durability for both wheel and
wire. Perfect lubrication is taken care of with
a patented oilless bushing (graphite and bronze
gauze) which is non-insulating, heatproof, long^
lived and easily interchangeable.
In a V-K non-arcing harp, the wheel "stays
put" and thus eliminates arcing, due to worn
pin-holes.
"Trolley Wheels", an illustrated booklet, is full of informatioi^
useful to the railway man who is interested in reducing operating
expense. Send for a copy of it.
MORE-JONES BRASS & METAL CO.
St. Louis, Mo.
HORE-JONES
November 26, 1921
ELECtRic Railway Journal
IT
Galena'
the
High ^ -^"^
Quality Oils ^'
Have
Longer Life
On the powerful turbines, reciprocating engines and other machinery
of the power house Galena Oils demonstrate the superior lubricating
efficiency of quality products.
Galena P. H. Valve Galena Turbine
Galena P. H. Engine Galena Air Compressor
Galena Dynamo
are oils made by Galena process from the finest stocks obtainable,
built with the care and precision that insures uniformity. In hun-
dreds of power houses they are delivering exceptional service and
demonstrating their economy by their longer life and body-holding
properties.
GALENA QUALITY
is the heritage of over fifty years of experience in the development and
improvement of railway equipment lubrication, a business that this
company has, through specialization, reduced to a science.
It is our absolute and unwavering confidence in Galena Quality that
enables us to guarantee the delivery of stated service from these oils,
by written contract — a condition that manufacturers of the lower
grade products have found by experience they are unable to meet.
"Galena Quality Is Our Bond and Your Security!"
Galena-Signal Oil Gbmpanyi
New York Franklin, Pa. v Chicago
* and offices in principal cities ^
18
Electric Railway Journal
November 26, 1921
Strong line material bearing the name of a reliable
maker relieves street railways of much trouble and
expense
Form S Strain Ear
Big Savings
In these little devices
THE strength of G-E Form S Strain
Ears is a bulwark for trolley "over-
head." But the value of these Ears is not
limited to their strength. The shoes are
detachable and can be renewed without
disconnecting the bodies from the wire.
Sherardizing makes their weather-resist-
ance high.
Form S Strain Ears, mounted on the line
at intervals to maintain uniform tension
and prevent "creeping" are designed so
that they cannot pocket a wild trolley.
These Ears save money not only on firet
cost but continuously by their low
upkeep.
G-E Strain Insulators of many tyjjes—
moulded compound, solid porcelain, and
wood— are made for every service. For
downright worth they are unexcelled.
<
Moulded Compound
Strain Insulator
jfc&ialMtAft
Solid Porcelain
Strain Insulator
Wood Strain
Insulator
General Office
Schenectady. N.Y.
Sales Offices in
all large cities «-!«
fi#
Electric Railway Journal
Consolidation of Street Railway Journal and Electric Railway Review
HENRY W.BLAKE and HABOLD V.BOZELI/.Edltors HENRY H.NORBIS.Managlng Editor
HARRY L.BROWN, Western Editor N.A.BOWERS.Paclflc Coast Editor H.S.KNOWLTON.New England Editor C.W.SQUIER.Associate Editor CARLW.STOCKS. Associate Ed;tor
G.J.MACMUBBAY.News Editor DONALD F.HINE.Edltoriai Representative PAL'L WOOTON, Washington Representatire
Volume 58
New York, Saturday, November 26, 1921
Number 22
Nail the Lie
at the Right Time
MESSRS. SCHWAB AND GARY have done a good
work in nailing the lie that the steel makers are
more interested In war than they are in peace. Among
the unthinking it has been accepted at 100 per cent that
the steel men were the accomplices of Mars. Even dram-
atists no less renowned than Shaw, in his "Major Bar-
bara" with its millionaire Undershaft, have done much to
keep the silly idea alive. The limitation of armament
conference, however, afforded just the necessary back-
ground for the authoritative statement by Mr. Schwab,
a statement which, if made at any other time, would
have provoked derision except from the few who knew
it to be true. It has been the despair of leaders in in-
dustry everywhere, this lie about their business, which
persists in spite of the fact that its disproof is so simple.
In the electric railway business the number of errone-
ous notions about the industry that persist through
the ages is probably greater than surrounds any other
industry with the exception of the steam railroads.
First there is the prevalent idea of overcapitalization.
Again there is the idea that the interests of the company
and the public cannot possibly be the same — the idea
that the railway manager lives only to carry as many
passengers in as few cars as physical limitations will
permit. Another is that rush-hour traffic is immensely
profitable. These are just a few that occur offhand.
It would do no good for the industry to disclaim all
these things out of hand, but it would be well for elec-
tric railway managers everywhere to be on the lookout
for just such opportunities as the disarmament confei--
ence presented to the steel makers to disprove these silly
notions. A fixed plan for carrying the message of dis-
proof to the public would fail of its purpose, but coupled
with the proper incident in the history of the company
at the time of the making of that history a great deal
more can be done than has been accomplished in the past
toward correcting misconceptions about the industry
such as those which have been cited.
Momentous Decision
for Des Moines
NEW YORK has its Mayor Hylan. Chicago has its
Mayor Thompson. And Des Moines has its former
Corporation Counsel Byers. All of them are of the same
political kidney. They are traction baiters first, last
and all the time. They are the type of politicians that
are the despair of the statesman and a conundrum to
the historian.
Mr. Byers doesn't like the proposal for a new grant
to the Des Moines City Railway to be voted on by the
people of that city at the election there on Nov. 28 and
has aligned himself with a property owner as the in-
stigator of a suit for an injunction to prevent the elec-
tion. He sees lurking in the franchise a gentleman of
dark persuasion discernible to none but him. The
trouble with Mr. Byers is of course not with his eyes,
but because he is suffering from the gall of previous
defeat. If he came to the court without prejudice
the case might be different. Under the circumstances
the chances appear to be slight that this avowed hater
of the railway will be permitted to thwart the will of
the Council and jeopardize the future of the city.
However unwise Des Moines may have been in the
past in her dealings with the railway, it seems altogether
unlikely that the city will do anything less than over-
whelmingly adopt the new railway grant. For Des
Moines the choice that she makes on Nov. 28 will be
momentous. Unless the city has gone stark mad there
can be but one outcome at the impending election.
Who Will Buy
Junior Issues?
THE practical difficulties of financing junior issues
of public utility corporations at the present time
have been set forth on a number of occasions, but per-
haps never more clearly than in a paper presented by
Mr. Peirce, a banker of San Francisco, at the last meet-
ing of the Investment Bankers' Association of America
and published in the issue of thfs paper for Nov. 12.
Admittedly, the question of a proper and adequate re-
turn on a public utility security is a difficult one. When
the average member of the public is paying his trolley
fare or lighting bill an 8 or 10 per cent return looks
high, although it takes on a ridiculously small appear-
ance to that same individual when he is considering
what investment he shall make with his savings. Never-
theless, as the number of people who pay fare is much
larger than those that have to consider how they are
going to invest their savings, commissions have felt
that they had to be conservative in their allowance of the
percentage of return permitted. But if bonds or pre-
ferred stock have to be put out at around 8 per cent,
how are the junior securities to be marketed? Obvi-
ously there is very little opportunity of marketing them
at all. Nevertheless, a corporation without a large part
of its assets represented by common stock is top heavy
and a menace to all who have to do business with it.
There are two possible solutions to the problem. One
is that the public will become reconciled to the earning
of a higher return by the successful utilities so that
there will be a chance to issue more common stock.
The theory upon which the return permitted has been
kept down in the past has been that the utility had a
monopoly of a necessity and so was immune in a very
large measure to the risks encountered by ordinary com-
mercial undertakings and that the safety of the invest-
ment was a compensation for the smallness of the return
permitted. This idea will have to be revised, at least
to some extent, in view of the events of the last few
years. Many investors are now disposed to look upon
utility enterprises as possessing a considerable number
of hazardous factors.
The other solution, or rather a condition which will
help in financing junior issues of utilities, is a general
lowering of interest rates. This may not be so far off
as many believe, in spite of the large amount of finan-
932
Electric Railway Journal
Vol. 58, No. 22
cing which will have to be done by our own government
and foreign governments during the early future. Al-
ready the cost of call money on the New York Stock
Exchange is considerably less than the average of the
last three or fo^lr years, although of course it is still
high compared with the pre-war situation. Some re-
cent financing of utility securities in New York, as cited
in our financial and corporate department this week,
indicate that for certain securities there is a good de-
mand. While this reduction in interest rates is due to
some extent to the depression in business and lack of
demand for money for commercial undertakings, it is
probably also due to the general building up of surplus
credit.
Organization Plan of C. E. R. A.
Engineering Council
ONE of two things will likely prove necessary if the
section meetings of the Central Electric Railway
Association Engineering Council are to meet with a
success equal to that of the meetings of the Pennsyl-
vania-Ohio master mechanics which were superceded.
Either a substantial attendance of track, overhead and
power engineers as well as equipment engineers must
be brought about, or the different classes of engineers
must be segregated into separate meetings.
In organizing the engineering council, it was thought
that the geographic grouping of all classes of engineers
of the C. E. R. A. territory into four sections would
reduce the average distance of travel necessary in
attending meetings and that there would be broaden-
ing benefits and perhaps more comprehensive conclu-
sions reached from the joint consideration of questions.
There is some logic in this reasoning but it is certain
that little can be accomplished in discussing a track
problem, for example, at meetings attended by only one
or two track men but many mechanical men.
Even if it were possible to insure a -more representa-
tive attendance than has been had at the early meet-
ings of the engineering sections, there is room for
much doubt that the present plan is the best. Nearly
every one seems to be agreed that the much-talked of
success of the Pennsylvania-Ohio master mechanics'
meetings was due to the fact that all present were
master mechanics — every one interested in the same
topics. In the joint gathering of all engineers, it is
quite to be expected that discussions of equipment prob-
lems will dominate the meetings because there are ten
or maybe a hundred equipment problems to one track
or power problem. And there is much greater uniform-
ity of practice in the track, line and power work than
with rolling stock. Consequently it is a question
whether there will be enough good resulting from the
attendance of these other engineers at the meetings of
the master mechanics, in the few cases where a joint
discussion of the problem is desirable or necessary, to
justify the former in sitting through a great deal of
discussion in which they have only a secondary or
remote interest. Those few non-mechanical men who
attended the Youngstown meeting, reported in this
issue, felt that their time was largely wasted — and it
was, for the double reason of small attendance of these
men and natural predominance of mechanical questions.
In view of these aspects of the new engineering or-
ganization, it may be well worth while for the annual
meeting of the C. E. R. A. in January to give considera-
tion to a change in the organization scheme. It would
seem to be a more efficient plan to continue the
geographic sections now organized, but make them ex-
clusively for the equipment engineers and retain the
present schedule of meetings. In addition, one or two
meetings a year of the line and power engineers of the
entire C. E. R. A. territory, and similarly one or two
meetings for the civil engineers, would probably provide
ample opportunity for interchange of ideas in these
branches of the engineering work. Then all engineers
would have contact and opportunity for joint considera-
tion of any common problems at the time of the annual
meeting as provided in the present plan.
One outstanding advantage of the new C. E. R. A.
engineering council over the Pennsylvania-Ohio master
mechanics' association is evident. The C. E. R. A. has
provided the instrumentality through which these meet-
ings can be made to show real accomplishment. Before,
the men just met and discussed, and each learned from
the other. Now, in addition, the discussion can be
directed toward a definite conclusion and the adoption
of standards or the recording of best practice.
Increased Train Operation Does Not Mean
Less Popularity of the Safety Car
THE large increase in the practice of train operation
which has taken place this year shows that electric
railway companies favor the use of trailers in many
cases of congested traffic. The justification of train
operation depends, of course, upon the extent to which
the saving in time from a reduction in number of units,
plus the saving in platform labor, overbalances the loss
caused by the increased number of stops required by a
train over two individual cars to receive and discharge
passengers. Hence, train operation is particularly
adapted to heavy traffic and to congested centers, be-
cause it is here that street congestion would require
many stops in any event and a reduction in the number
of operating units is most effective in speeding up the
whole line. Of course, such trains have also to run to
some extent into the outlying districts, but where the
required stops are fairly far apart, the net decrease in
running time caused by the use of two cars is not
seriously felt.
This increase in train operation, in many cities,
should not be interpreted as a tendency away from the
use of safety cars, which are adapted to an entirely dif-
ferent set of conditions. These small units have proved
of exceptional value for light and average service re-
quirements. The increased tendency toward train oper-
ation has also been influenced to some extent by the fact
that trailers have a low first cost and operating cost in
comparison with the motor cars. In this latter respect
it enters the field of one-man car operation.
On systems where safety cars are in use train opera-
tion during the peak period does not interfere with the
safety car operation. In many cases the safety cars
are operated over the same tracks through the congested
sections that are used by the trains, but in most in-
stances they are on different lines. The safety car
headway is determined largely by the service necessary
in the outlying sections which they serve rather than
in the dense centers.
Both multiple-unit and trailer operation have individ-
ual advantages, and it is difficult to make an accurate
comparison between the two because multiple-unit oper-
ation has certain inherent flexibilities that cannot be
obtained with trailers. Both, however, are essential
factors in the solution of heavy traffic problems and do
not encroach on the safety car field.
November 26, 1921
Electric Railway Journal
933
Milwaukee's New One-Man, Two-Man Double-Truck Car
Double-Truck, One-Man, Two-Man Cars in Milwaukee
Distinctive Features Are Their Adaptability to Light or Heavy Traffic, Unusually Light Weight, Separate
Exit and Entrance, Special Design of Trucks, and Advantages to the Patrons
in Safety, Comfort and Improved Service
THE Electric Railway Journal of Aug. 20
made mention of the commencing of one-man car
operation in Milwaukee and discussed briefly the
new light-weight, double-truck, low-floor cars equipped
with standard safety devices which were developed by
the Milwaukee Company in preparation for this in-
stallation. This Milwaukee car, embodying as it does
distinctive features of design, is believed by the com-
pany to be an up-to-date and satisfactory solution of
the problem of adapting one-man car operation to the
use of a metropolitan community in such a way that the
new service does not suffer by unfavorable comparison
with the old. The Milwaukee installation offers to the
riding public there such superior advantages in the
way of speed, safety and comfort that this innovation
in service was practically assured of successful accept-
ance and support before it was started. The time and
careful thought spent by the Milwaukee management in
analysis of construction and operating features of de-
sign are plainly in evidence. The fundamental ideas of
the design are accredited to S. B. Wlay, vice-president
and general manager, the details having been worked
out by T. W. Faber, engineer of car construction, though
due acknowledgment is made by these gentlemen to
advice and suggestions received from the transportation
and other company departments.
The arrangement of this car for either one or two-
man operation makes it readily adaptable for use on
any line of the system, hauling either heavy or light
traffic or for operation on the same line as a one-man
car in non-rush and as a two-man car in rush hours.
At the time of this writing, two lines are being oper-
ated with the new cars as one-man cars all day, using
the two-man three-truck trains, described in the
Electric Railway Journal for Jan. 15, 1921, page 131,
for the additional rush-hour equipment required, as
this keeps the line entirely on the basis of one man
per car.
To speed up loading at congested points, auxiliary
street collectors are used, these cars being equipped with
a shaft extending out from the steps and connected to
the door-operating mechanism by beveled gears, so that
these collectors are enabled by using a crank, to open
the rear right-hand door and admit passengers. By thia
Floor Plan Showing Layout of Seats and Platform Equipmbnt and Various Dimensions
934
Electric Railway Journal
Vol. 58, No. 22
means, it has been possible to maintain practically the
same schedule speed as that prevailing when the lines
were operated with all two-man cars.
The arrangement of the separate entrance and exit
doors makes possible a rate of loading and unloading
equal to that of the older two-man cars on the system,
and these doors are arranged for independent opera-
tion, sc- that the operator can close the exit when all
passengers have alighted and confine the ingress of pas-
sengers to the entrance door. This independent opera-
tion of doors is similar to that provided for the rear
Cross-Section Showing Floor, Side Post and Roof Construction
platform and is of advantage in preventing loss of fares
and also minimizes the loss of heat in cold weather.
The platform floors are practically on the same plane
with the body floor, a very slight ramp giving easy step
heights, facilitating passenger movement. Weight and
cost in construction are economized to a great extent
by the elimination of platform wells, and this feature
should also reduce accidents. Aisles wider than those
on any other cars on the system give greater freedom
of movement of passengers through the car, which is
very necessary in a car where the passenger movement
is to and from the same platform as in the one-man
operation. Despite the 28-in. clear aisle space, the seats
are wider than most of the other cars, the width being
36 in.
IMP^VED Service Afforded
Because of the more economical operation possible
with these cars, the company has been enabled to give
its patrons a more frequent service. On the Thirty-
fifth Street line, on which operation of the new cars
was begun on June 19, a base headway with forty-four
seat two-man cars of eight minutes in the morning and
nine minutes in the afternoon was replaced with an
eight-minute headway all day using the fiftj'-eight seat
one-man cars. A stretch of single track made it
impossible readily to shorten the headway under eight
minutes. The average schedule speed of 9.67 m.p.h. of
the two-man cars on this line was reduced to 9.24 m.p.h.
with the new cars. The seats per hour past a given
point was formerly 330 in the morning and 293 in the
afternoon as compared to the present 435 all day.
A further improvement in service was made on the
Twenty-seventh Street line, on which the new cars were
installed on Aug. 1. Here the former base service was
ten minutes in the morning and eight miiiutes in the
afternc-on, while the new headway with one-man cars is
eight and one-half minutes in the morning and seven
minutes in the afternoon. The former schedule speed
was 11.05 m.p.h. and is now 10.97 m.p.h. The very
slight reduction in schedule speed is more than com-
pensated for from the standpoint of the patron by the
shorter period he must wait for a car. The relatfve
number of seats per hour on this line in the morning
was 264 with the two-man forty-four seat cars and 406
with the new cars. On the afternoon schedule, the
former service provided 330 seats per hour as compared
to 545 in the new service.
An idea of the density of traffic on the two lines on
which these new cars have been installed can be gained
from the following figures: On the Twenty-seventh
Street line, the average number of passengers per car-
mile as computed from recent figures is 10.51, while
that of the Thirty-fifth Street line is 9.88. These may
be compared with a city system average of 9 53 passen-
gers per car-mile and with the heaviest city line which
carries 13.54 passengers per car-mile.
With the lower cost for operating these cars, lower
cost for platform labor, less for power on account of
the light weight and the small motors used, less for
maintenance of equipment and reduced track main-
tenance the company is able to give the patron more
for his money.
General Layout of the Cars
The new Milwaukee cars known as the "800"' series
are of semi-steel, arch-roof construction with under-
frame, side framing, posts and letterboards of steel, and
roof, doors and interior trim of wood. The bodies are
mounted on special arch-bar trucks designed by the Mil-
waukee Company and equipped with 26-in. rolled-steel
wheels and four mptors. Thirty of the cars are
equipped with General Electric type 264 motors and
seventy with Westinghouse type 508 motors. The com-
paratively low weight per motor gives these cars a good
running speed. They accelerate rapidly, coast freely
and get ever the line in better time than the bigger and
heavier cars. The energy consumption of this car is
about 1.75 kw.-hr. per car-mile as averaged from a
week's operation of one car. The air brakes are the
November 26, 1921
Electric Railway Journal
935
standard safety-car control equipments of the Safety
Car Devices Company, interlocking operation of power,
brakes, doors, steps and sanders to insure maximum
safety in operation, the same as on the safety car.
As indicated in the tabulated matter accompanying
this article, a vei'y detailed study was made of the
weight distribution, and every effort consistent with
adequate strength was made to produce a car of mini-
.num weight, and the result of such careful designing
is shown in the actual scale weight of 31,820 lb. of
car completely equipped. With a seating capacity of
fifty-eight in summer (one cross-seat being removed to
make room for the stove in winter) this gives a weight
per seat of 548 lb. The Milwaukee climate requires
insulation in the steel car body, headlining under the
roof, an inside lining of the body, double floors and
Differing from the platform arrangement of the com-
mon type of safety car, the operator's position was made
in the center of the platform behind the middle win-
dow instead of at the left-hand side. The operating
department considers that the center location gives
safer operation, while it sacrifices but little of the load-
ing well space available when the operator is stationed
at the left side of the platform. The two locations of
the fare box for one-man and two-man operation are
shovra in the drawing. Platforms are as long as re-
quired to provide for separate entrance and exit passage-
ways. Railings are used to separate boarding and
alighting passengers. The pipe rail dividing the en-
trance and exit passageways is carried in a vertical
position on the rear platform when the car is operated
with one man, thus leaving the rear platform seats clear
INTERESTING
FEATURES OF THE
MILWAUKEE CARS
No. 1 — ^Wide aisle and
wide cushion cross seats
are features of interior.
No. 2 — Straight front
view of the new Milwau-
l<ee car.
No. 3 — Arrangement at
front end for one-man op-
eration.
No. 4 — Rear doors and
location of fare box when
conductor is employed.
No. 5 — Double doors and
fare box location at front
end when used as one-
man car.
coal-burning, hot-air, forced-circulation heaters. The
full spring cushion seats weigh slightly more than a
springless type which might have been used, but their
desirability, from the viewpoint of the passenger who
has to ride any distance, is obvious.
The car is 45 ft. long over buffers and approximately
30 ft. long over the body corner posts, each platform
being 7i ft. long. The trucks are at 20 ft. 9 in. centers,
giving an overhang of 12 ft. li in. The width over the
side sills is 8 ft. 6 in. Other dimensions are: Height
from rail to top of floor at door, 30 A in.; height from
rail to top of step, 16 in.; height from step to floor,
14-1% in.; height from rail to top of roof, 11 ft. llil in.
The seating arrangement, position of conductor when
one is used, arrangement of control equipment on the
platform, etc., are seen in the accompanying drawings.
It will be noted that the seating arrangement has been
laid out to give the maximum number of cross seats,
which are more popular with the public, one three-
passenger longitudinal seat being used at either end at
diagonal corners to provide a small well.
of obstruction. This rail is reversible, so that it can be
used for pay-as-you-enter fare collection arrangement
on either end of the car by motorman or conductor.
At the front end of the car, the entrance doors only
are air operated and controlled from the brake valve
handle. The exit doors are operated by hand. Both
conductor's doors are mechanically operated by hand.
The conductor's rear or entrance doors are the
ones connected to the auxiliary shaft and opened from
the outside by street collectors when the cars are oper-
ated with one man. The conductor, under two-man
operation, is stationed opposite the rear exit door at
the far side of the platform. All doors have been made
to open outward in order to retain all possible platform
space for loading purposes, particularly when using a
conductor. As explained earlier, selective operation of
all entrance and exit doors on both ends of the car is
provided to make most of the advantages that inde-
pendent operation gives in the control of fare collection
and the minimizing of loss of heat in the winter season.
Ample ventilation is provided through twelve Gar-
936
Electric Railway Journal
Vol. 58, No. 22
Table I — Weight Analysis of Milwaukee One-Man Double-Truck Car
Two truckfi witbo ut motors
ElectTicnl EnuipmenI
Two K-35 controllers 554
One economy meter 26
Two No. 50J-D canopy switches 50
Four GE-264 motors 3,840
Two U.S. thirteen trolley bases 240
One controller handle
One grid resistance (large) . . . ,
One grid resistance (small) . . .
One armature ciicuit fuse box
One M.P. lij;htning arrester .
One choke coil
One fu?e box — main
Four axle collars
Two trolley poles, harps and wheels
Two trolley catchers
260 ft. trolley and ground cable (7 — .0974) ... .
(2901b. 1,000 ft.)
1,220 ft. motor and res. cable (7- .0545)
.,„, , (1201b. 1,000 ft.)
130 ft. motor cable (7— .0688)
(1701b. 1,000 ft.)
Two trolley catcher sockets
Steel supports , ,-
Wood supports
BcJf!
28 ft. 1-in. conduit
2
112
62
56
7.5
1.5
11.5
68
76
37
75
146
22
2.5
25
30
10
30
Brake Apparatvs
One WeStinshouee D.H. — 1^ air compressor. .
One set air compressor suspension irons
One 8-in. suction air strainer .-»
One type S^6-B compressor governor
One |-in. air strainer for compressor governor.
One 8xl2-in. type '*S'* brake cylinder
Two 12x48^in. enameled air reservoirs
Two sets air reservoir hangers and blocks..
One type E- 1 safety valve
One I()xl24n. sanding reservoir
One saiid reservoii hanger and block
One type K- 1 emergency valve and bracket. . .
One No. 1 5 double check valve
Two circuit breaker cylinders
Two foot and cutoff valves
Two |-in. check valves for sand line .
» 3i-in
Two M-28 brake valves.
Two 3i-in. single pointer air gages.
Two door and step controllers.
Two snap switches
Two controller handle base portions 1
Two controller pilot valves / '
Two |-in. insulating joints
One f -in. cutout cock
One fuse block and fuse
Two i-in. drun cocks
Apparatus supports, rods, levers, chain etc. .
1 84 ft. I-in. pipe
24f ft. J-in. rope
2 ft. J-in. pipe
21 ft. I-in. pipe
23 ft. 2-in. pipe
^2J ft. \i-m. pipe
Pipe fittings
Total weight of brake apparatus
105
212
0.5
35.25
84
5.68
105
Fendera
Seatt
Twenty cross seats at 59 lb 1 , 1 80
Kight vestibule folding seats 117
Two longitudinal seat cushions 63
Two longitudinal seat bacics 44
Two longitudinal seat frames
WaH ena supports for cross seats .
Pq>e supports for vestibule seats. .
Sash
Twenty side lower sash
Four lower side sash
Two vestibule center top sash
Two vestibule center bottom sash .
Two vestibule storm sash center . . ,
Four vestibule sash side .......
Four vestibule storm sash side .
Twenty side upper sash
Fovn: side upper sash
Sath Olats
Four lights side upper, 24 J-in. wide
Twenty lights side upper, 25^ in. wide ... .
Four lights side lower, 25Jx26i in
Twenty lights side lower, 25ix26i in
Two vestibule center top glass, 6^x16} in..
Total Percentage
Weight of Total
Lb. Weight
8,600 27
5,504
17.3
585
23.75
12
35
2.25
125
174
14
3
35
2.75
33
7
10
21
.75
2.25
48
104
1.25
18
1.5
1.25
I
I
2,334
450
1.6
7.3
1.4
Two vestibule center bottom glass, 27xl6| in.
Two vestibule center storm glass, 1 6^x34} in..
Four vestibule side glass. 34Jx33i in
Four vestibule side storm glass 33x34} in
53
80
43
110
20
3.88
8.63
7.75
22.25
21.00
48.00
9.00
9. 3 sq.ft.
47.4
18.8
96.1
.7
6.1
7.9
32.5
31.6
1,580
250.4 sq.ft.
10
Peroentam
Total of Total
Weight Weii^t
Sash Glass
250.4 sq.ft. at 1.641b 4101b.
Storm sash fixtures 10
Sash ','_ 250
Sash racks |0
Total for sash, including fixtures 680 2.1
Dorrs
Wood 229
Glass 113
Castings 632
Steel (including door operating mechanism)... 562 1,536 4.8
Vnder/rame
Center construction steel 1,938.66
Center construction rivets 1 10.82
Center construction bolts 8.72 2,058.20 6.5
Superstructure
Steel, 2,933.73
Castings 1 82 . 00
Rivets 85.27 3,201.00
Roof
Roof carlines steel 126.37
Roof carlines, wood 1 30 00
Roofing 417.00
Running boards and saddles 133.00
Trolley baseboard 18. 00
Roof side stringers 86 10
Bolts 6.50
Canvas 31.50 950.47 3
Floor
Floor stringers 390
Floor stringer steel supports 64
Floor stringer bolts 55
Flooring (double) 1,274
Nails 15
Paper 50 1,828 5.7
Inside Finish 55Q 1.4
Light Wiring
Lamp receptacles 6
Lamp blocks 7
Wire moulding 24
Wire— 550 ft. No. 14 36
Lamps 2.5
Reflectors |
One three-way switch, 3 amp ,75
Three three-amp. switch and cutouts 3 . 75
Screws I 82
Passenger Signal
Twenty-six push buttoms 7
One interrupter resistor 9.5
Two buzzers — I lb. 5 oz. each 2 5
Wire— 490 ft. No. 18 20 39
Misrellaneous
Six motorman's roof steps 6.00
Two push pole pocketa 1 7. 00
Two coupling pm pockets 18.00
Drawbar, pin and bracket 125.00
Two gongs 14. 75
Twelve ventilators, complete 145. 00
Twenty-four side curtains 100. 00
Two motorman's curtains 16. 00
Two motorman's seat sockets 3. 50
One motorman's seat 8.50
One switch hook and two holders 1 1 . 75
Two sand traps 24. 00
Eight grab handles and sockets 63. 00
Heater duct and shields 65. 00
One jack 98-lb. and one jack stick 7 lb 105. 00
Two turtles 46.00
One tool box 146.00
Window guards 185.00
Pipe railings 145.00
Two front destination signs and boxes 48. 00
Two headlights 22 . 00
Step treads 40.00
Safety treads 48.00
Two single stroke bells ; 6.87
Two door signal boxes 12.00
Eight step springs 16. 00
Door signal switches 2. 00
Twosandboxes 15.00 1,464.37 4.6
Paint 600
Total estimated summer weight 31,316
Actual scale weight of car complete, ready for
summer operation 31,820
November 26, 1921
Electric Railway Journal
937
land exhaust ventilators, and with good ceiling height
the results obtained in eliminating odors and changing
air even under crowded conditions are most satisfactory.
The lighting consists of five circuits of 23-watt Mazda
lamps, the bare lamps being set in such relation to the
ceiling as to make best use of the light-colored enamaled
surface as a reflector. The number of lamps used is
rather more than is ordinarily thought necessary for
a car of this size, but the bright and cheerful appear-
ance of the car by reason of the extra light is very
pleasing to the passenger.
In this Milwaukee car, brass sash has been used to
good effect in adding to the appearance of an excep-
tionally bright, neat equipage. In engineering for
weight reduction, it was determined that, including the
1 sq.ft. of additional glass required, the brass sash
was 13 oz. heavier per unit than the wood sash of
equivalent size would be, but appearance and reduced
maintenance cost weighed more in making the decision
for its use. In other words, while saving in weight
was important and wonderful results in this direction
were accomplished, it was not obtained by any sacrifice
of strength, safety, comfort or appearance, such as has
been the case with some of the efforts along this line
in the past. Window curtains of standard material and
full length are provided for all windows, push-button
buzzer signals are available for the passengers, and the
car carries a full equipment of illuminated destination
signs, jacks and necessary tods for emergency purposes.
Some Details of Body Construction
A side girder of steel is made the main carrying mem-
ber of the car. Pressed channel cross members are
employed to transmit the load to the side girders. The
side sills are made of 3-in. x 2J-in. x A-in. rolled-steel
angles extending on either side of the car from buffer
channel to buffer channel. At the door openings, the
side sills are rein-
forced with A - in.
pressed - steel chan-
nels and a ll-in. x A-
in. open-hearth steel
bar extending from
the first body side
post to the buffer
channel. The side
sheathing consists of
T^-in. patent leveled
plate steel made up
in three pieces on
each side of the car.
The belt rail at the
window sills consists
of a 3-in. x A-in. bar
extending from cor-
ner post to corner
post on each side of
the body. Rolled
channels, 4 in. x 5i
in., bent to a 5-ft.
radius, form the buffers. The superstructure is of par-
ticularly light construction. The side posts are "U"
shaped pressings made from -^-in. open-hearth steel.
They are li in. wide and 3 in. deep with flanges at the
open side of the "U" to which are riveted the side girder
plates. The letter-boards are also made of -^-in. pressed
steel and reinforced at the door openings with i-in.
pressed steel plates extending from the second body side
Steel Underframe of Milwaukee
Car
posts to the vestibule corner posts. At each side post a
li-in. X A-in. steel carline forged to a shape to conform
to the roof curvature is riveted to the top flange of the
letter-boards. To each steel carline is bolted a IJ-in. x
U-in. ash carline, and an additional intermediate wood
carline is provided between each set of main carlines
between bulkheads.
A very light roof construction was secured by using
Specially Desiuneu Aitcii Bar Truck of Light Weight
i-in. X 2i-in. poplar, tongue and grooved, covered with
No. 8 cotton duck laid in white lead and oil. Inside
the body, headlining of A-in. agasote is used, but no
headlining is provided in the vestibules. The interior
trim is in cherry, with all furring designed to serve its
purpose with the least possible weight. The double
flooring is made up of an under layer of 5-in. yellow pine
with I-in. maple on top.
Design of the Trucks
The low weight of 4,300 lb. per truck without motors
was o-btained through the use of chrome vanadium steel
in the arch bars. The use of this special alloy steel
for the side-frame members made it possible to employ
a lighter section with safety and hence reduce the
weight. The elastic limit of these special steel members
is 50 per cent greater than that of ordinary steel, a
characteristic which is expected to avoid the trouble
which some companies have had in the past with break-
ing the bottom arch bar. The top arch bar of these
trucks is made of i-in. x 3i-in. flat bar, the bottom
arch bar of 3-in. x 3i-in. bar and the arch bar tie bar
of i-in. x 3i-in. flat bar. No springs are provided over
the journals. Full double elliptical springs with long
(34-in.) centers and comparatively thin (i-in.) leaves
are provided in the bolsters. The springs have six
leaves and are very resilient. While no auxiliary
springs are employed over the journal boxes and no
equalizer bars are used, the car rides well. Simplified
truck design contributes materially to reduced ' main-
tenance cost.
The brake head on the dead lever side of the trucks
is hung directly by the dead levers, eliminating the
customary brake hangers. The axles are of special
design, made of heat-treated carbon steel and are 3i in.
in diamjeter with 31-in. x 6-in. journals. A hole U in.
in diameter was bored through the entire length of each
axle, producing a saving of 115 lb. per car and reducing
by that much the unsprung weight. As a result of this
hallow boring, the strength of the axles was decreased
but slightly over 3 per cent. Ninety-nine car bodies
are being constructed by the St. Louis Car Company
and the trucks for these cars are being built in the
company's own shops, where the car bodies and motor
equipment are mounted.
938
Electric Railway Journal
Vol. 58, No. 22
Adequately to prove out all the ideas incorporated in
the design, the Milwaukee Company constructed a
sample car in its own shops early last year. This car
has been in operation since March 1, 1920, or about
eighteen months, and a considerable number of this type
of car have been in operation for six months or more
this year. The cars have been in the heaviest service,
carrying 100 to 125 passengers per car in rush-hour
trips, on occasions, although the rush-hour standards
for a three-day average on this property would limit the
load to eighty-five passengers. Actual operation of the
cars has developed no structural or other weaknesses
nor has it suggested any substantial modification in
design.
Chicago Loop Rerouting Proposed
Beeler Plan Submitted to Public Utilities Commission by
Chicago Surface Lines Will Ek]ualize Traffic and
Materially Improve Movement of Cars
ON DEC 30, 1920, the Illinois Public Utilities Com-
mission ordered the Chicago Surface Lines to sub-
mit within sixty days "preliminary plans for such switch
and turn-back service and such revision of routing as
they may deem practicable and calculated to facilitate
the movement of cars, reduce congestion of traffic in
the Loop, or otherwise bring about improvements in
Car Flow Chart in Downtown District, Chicago
Under Present Routing
service." Accordingly, on Feb. 23, the Surface Lines
forwarded to the commission a suggested plan of rerout-
ing in the Chicago Loop district as prepared by the
Beeler organization, which had been working on
various service improvements for the company. The
proposed plan did not become public at that time, but
recently, in connection with the fare case before the
Illinois Commerce Commission, Mr. Beeler and Mr. Buck
testified against the rerouting plan submitted by the
city and offered their plan as one which would better
accomplish the results sought.
Ten changes in routing are recommended. They are
based on the principle of obtaining a more equitable dis-
tribution of the cars within the district, a more evenly
balanced traffic on each street, a minimized turning
movement and the substitution, so far as practicable, of
right-hand movements for the more difficult left-hand
ones.
Beeler Rerouting Plan
The accompanying car flow charts show the present
and proposed routing. The plan contemplates no
changes on State Street or Wabash Avenue. On the
other streets it requires the addition of special track-
work only for four quadrants at four different street
intersections.
The number of straight intersectional movements
would be reduced from 7,518 to 7,187 during the maxi-
mum hour, or an average reduction of 331 per hour.
The simple right-hand turns would be increased from
1,200 to 1,340 per hour, while the left-hand turns would
be decreased from 1,120 to 855. Other benefits derived
include the removal of curve movements from Washing-
ton Street between Franklin and State Streets, a very
heavy traffic section; the removal of one-half the cars
from the eastbound track on Van Biiren Street, now
badly congested; provision of good car service between
the Union Station and the Loop hotels, where none is
now given; greater utilization of the eastbound Madi-
son Street track, now but little used, and release of the
Car Flow Chart in Downtown District, Chicago,
Under Proposed Routing
stub terminal at Adams and State Streets for the ex-
clusive use of the Harrison Street line.
The principal advantages claimed for this plan may
be briefly summarized as follows :
1. A more even distribution of the cars in the Loop
district will be obtained.
2. There will be no radical changes in the present
Loop routing, the proposed loops conforming to the
present routing as far as practicable.
3. The interlocking features of the present loops will
be minimized.
4. Greater segregation of the routes should prevent
confusion and facilitate loading.
November 26, 1921
Electric Railway Journal
939
5. A reduction in car traffic through the heaviest in-
tersections will be obtained.
6. The car traffic will be more evenly balanced on the
two sides of the street.
7. The total number of turns required in the Loop
district will be decreased.
8. Right-hand turns will be substituted for one-sixth
of the present left-hand turns.
9. Better service will be provided between the Union
Station and the Loop hotels.
10. All turning movements will be eliminated from
Washington Street between Franklin and State. Since
this is one of the heaviest east-and-west traffic thorough-
fares street congestion should be reduced materially.
11. Greater use will be made of the eastbound Madi-
son Street track in the heart of the Loop district.
12. The stub terminal on Adams Street at State will
be released for the exclusive use of the Harrison Street
line.
13. One-half of the cars now operated eastbound on
Van Buren Street will be removed, thus balancing the
car traffic on that street.
14. The traffic flow at several other heavy points will
be reduced. Eastbound on Washington Street between
La Salle and Clark the maximum flow will be reduced
from 201 cars per hour to 105 cars per hour, and west-
bound on the same street between Clark and Wells the
maximum flow will be reduced from 160 to 120 cars per
hour.
15. No changes will be made in the State Street or
Wabash Avenue lines.
16. The proposed plan requires but a minimum
amount of track consti-uction, this being limited to four
new connecting curves, all of the simple inside type.
One great feature of the entire plan is that but little
change in the habits of the car riders will be neces-
sary, and only minor changes in transfer arrangements
will have to be made. No claim is made for greater
economy of ojjeration, although there will be with the
present service a reduction of some 300 car-miles per
day, amounting to a saving of about 100,000 car-miles
in the course of a year. This alone was not considered
of sufficient importance to feature as a reason for
making the change.
Jackson Rerouting Plan
The routing plan in the Loop district as proposed by
George W. Jackson, whose testimony formed the back-
bone of the city's case, is reproduced herewith. It con-
sists almost entirely of single-track loops and would
do away with the necessity for special work intersec-
tions now in use to the extent of an investment of
approximately $2,000,000, which would have a scrap
value estimated at $137,000. It would also cost con-
siderably o^er a million dollars to take up the track and
special work not required and repave the streets. There
would also be a cost of $1,000,000 required for rebuild-
ing cars to permit the left-hand loading contemplated on
State Street and Wabash Avenue, where it was proposed
to use long loading platforms located in the devil strip.
Mr. Jackson claims that this Loop routing plan would
increase the capacity of the system from a present abil-
ity to take in and out of the Loop 75,000 people hourly
to a capacity of 150,000 people per hour, it would save
60 per cent of the time now required for running cars
in and out of the Loop, would save at least 60 per cent
in operating costs of all cars operated in and out of
the Loop, would save the enormous cost of installing
two, three and four-way switches, would make a very
large saving in the cost orf repairs to the special work
and maintenance of equipment, and would do away with
the noise made by the cars operating over the special
trackwork.
Questioned for their opinion of the Jackson plan, Mr.
Beeler and Mr. Buck testified before the commission
that the Jackson plan would terminate routes two to
eight blocks away from where the people wanted to go.
This would greatly add to the congestion of the side-
walks, which are already overtaxed. It would virtually
do away with the present transfer system, which is
limited by ordinance to distances of 200 ft. The amount
of short riding would be reduced as compared to the
.Z«
mu u
innnan
•"IJiDODD
Eizzi [zzi cm 4 I
¥>^
Iniiicates LoaUlug Platform
Rbroutinq of Street Cars in Chicago Loop District
Proposed by City
present routing and there would be less service to the
railroad stations.
Operation of cars in the Loop would be at a lower
speed than at present because there would be the same
number or a larger number of turning movements to be
made in a shorter distance. The plan would involve
more left-hand turns, would introduce the loading of
greater numbers of passengers per stop because of the
fewer stops, and hence would make the length of stop
very long. The plan would also result in making fewer
outlets from the Loop, which would mean a greater
number of cars per outlet, and introduce a headway
which would probably exceed the capacity of the track.
Cars would be taken out of the tunnels where they
operate at high speed and put onto bridges, where the
speed is low, and thus again reduce the speed. It would
result in greater interference from left-hand turns and
would at the same time provide so few connections for
emergency routing that it would be practically fatal to
good service.
Mr. Beeler testified that the service given by the
Chicago Surface Lines in general compared very favor-
ably with that in other large cities and that he knew
of no city in the country where a better schedule speed
is made.
940
Electric Railway Journal
Vol. 58, No. 22
Featherweight Pressure Gate on
the Interborough
Congestion Will Be Relieved and About 1,500 Station Em-
ployees Released by Complete Installation of This Type
of Turnstile, Which Makes a Xickel the Ticket
THE Interborough Rapid Transit Company, New
York, after more than two years study of the prob-
lem of how to save the annoyance to and time of pas-
sengers in buying subway and elevated tickets, has now
developed a light-weight, foolproof turnstile, several of
which are being installed in each station of the Lexing-
ton Avenue line. Where these gates have been installed
a nickel will be the ticket, while no other coin will un-
lock the gate. Any other which is inserted in the slot
will be returned without unlocking the gate. When the
gate is unlocked the passenger need exert scarcely more
than featherweight pressure to pass through.
The initial installation of the featherweight pressure
gate was made at the Fifty-first Street station of the
Lexington Avenue subway some six months ago, since
which time more than 3.000,000 passengers have passed
The new gates serve as exits as well as entrances, as
they turn freely in the opposite direction for persons
going out. The incoming and outgoing passengers do
not interfere with each other. During the rush hours
there is little conflict, for the great flow of traflSc is uni-
directional.
Not only will these gates facilitate fare collection and
reduce the passenger's delay to a minimum, but it will
also effect a very substantial saving to the company.
Hereafter, only one man to nlake change will be neces-
sary instead of two ticket agents and two choppers, as
were formerly necessary in most of the stations. When
the system is completely equipped about 1,500 station
employees will be released, whose services will then be
utilized in other departments. As a fare-collecting and
recording device the machine leaves little to be desired.
It is evident that there is no way for a passenger to
enter without paying. The human element of em-
ployees is entirely eliminated, because every coin that
is inserted is automatically counted on a recorder. There
is no longer the opportunity for either the passengers or
employees to practice the abuses formerly common.
.A.T Lkft, Subway Statio.v Showing Two of the Tlenstiles in Use — At Right, Close-up of a Complete
■Feathebweight Pekssuek Gats" Unit
through these gates. During that time there has not
been a single line-up of more than three or four pas-
sengers at the change booth or the slot machine. At
the ordinary ticket selling booth from ten to forty people
in the rush hours have frequently formed in line.
Twenty passengers a minute may pass through a single
gate, or about 160 passengers a minute can enter the
Fifty-first Street station through four gates. Their
combined capacity exceeds any anticipated demand.
A very interesting observation has been made which
goes to show that the traveling public will take advan-
tage of any device to save their time. From the very
beginning, the regular patrons using this station ac-
quired the habit of having their nickel ready. For some
time an actual count was kept of the number of pas-
sengers passing through these gates and the percentage
of those who, coming without the proper change, had to
procure it at the change booth. For a few days only
was the change clerk kept even fairly active in busy
hours. At the present time only four passengers out
of each hundred, on the average, require change.
The mechanical operation of this gate is extremely
simple yet very reliable. The insertion of the nickel
makes an electrical contact, which operates a solenoid.
Air is admitted to a piston throrugh a valve actuated by
this solenoid. The gate is then free to turn, for the
piston has withdrawn the dog which held it from turn-
ing. In the same operation the gate has also been locked
against rotation in the opposite direction. However,
there is a commutator on the gate shaft which releases
the dog holding the gate when turning in that direction
after the passenger has advanced about half way
through it. Since both air and 110-volt current are
available from the signal system, conditions are quite
favorable to their rapid installation.
Frank Hedley, president, and J. S. Doyle, superin-
tendent of equipment of the Interborough Rapid
Transit Company, are the inventors of this gate. About
500 machines have already been built, the contracts hav-
ing been divided among the National Pneumatic Com-
pany, the Columbia Machine Works & Malleable Iron
Company and the Westinghouse Air Brake Company.
November 26, 1921
Klectric Kailway Journal
941
Statistics of New York Traffic
statistics Presented at the Hearing Into the Affairs of the Railways Before the New York Transit
Commission Last Week Show Intimate Facts Regarding
the Various Properties
DURING the hearing now being conducted by the
New York Transit Commission into the affairs of
the railways in New York City to determine the
best method of straightening out the existing tangle,
much interesting information has been presented in the
way of statistics by the engineers and other experts of
the commission. Included in this information are the
two charts presented herewith, compiled by Daniel L.
Turner, consulting engineer of the commission and
formerly chief of the Transit Bureau of the Public
Service Commission of New York, First District.
The first chart shows graphically the increase in
traffic in the Borough of Manhattan during the past
twenty-two years for the surface lines and nineteen
years for the rapid transit lines. The statistics are for
the fiscal year ended June 30 in each case. Table I con-
tains the information upon which this chart was based.
In discussing this chart Mr. Turner said it showed
that the total traffic in Manhattan doubles about every
fifteen years. For the entire city the total traffic on all
lines last year was approximately 2,365,000,000, or ap-
proximately double the number of passengers on all of
the steam railroads of the country during the same
time. The increase over 1919 was 285,000,000 pas-
sengers. The figures quoted in each case are for rev-
enue passengers, and one reason for the apparent in-
crease during the past two years is the decrease in the
number of free transfers given.
Another chart shows car-miles and number of
Wvenue passenger receipts in cents per car-mile on the
surface lines in Manhattan by. routes. The left side of
the drawing carries two vertical lines, one showing the
average operating expenses for all lines and the other
<^ to - _.
O O O o _ _
o^ oi <r> cn 0) a> 0>
<T* c^o>a> tf»ff»«r*ff)0^ tf^o^cno)
OS
1 \ I I I T"
Rapict transit
Surface
0,5
Ratio of Surface and Rapid Transit
Traffic to Total Traffic
in Manhattan Borough
Ratio in
6real«rKt
ffitflOOOOOOOOOO — — — — — — — — — — (vjrJr-J
«oooo^iyiffi<DO>oo^fl^ff>o>ffidff^(j^ff^(jiffi(r>o^(J>ffi<nffi
Year Endinq June 30
PASSENGER TRAFFIC IN MANHATTAN BOROUGH
The line showing the total number of passengers carried Is
constantly climbing and has doubled in the last fifteen years.
The surface traffic is about continuous. The upper diagram gives
the percentage of division between rapid transit and surface traffic
by years and for the whole city for 1921.
TABLE I.
STREET
RAILWAY PASSENGER TRAFFIC-
-MANHATTAN, 189S-I921
( Revenue Passengers in
Thousands)
.;* ri\..a;.
N.Y.M.
Subways
. — Total : Surface — ■
Ratio of
Second and
Sixth and
and
Year
and Rapid
Transit
^-Surface
Railroads^
Surface
■ — Rapid Transit —
Third Avea.
Ninth Aves.
Center
Ended
Per Cent
Per Cent
to Total
Per Cent
Elevated
Elevated
I.R.T.
Steeet
June 30
Total
Increase
Total
Increase
Transit
Total
Increase
R.R.
R.R
Subways
Loop
1898
305,116
99
343,559
12.60
1900
360,003
4.80
01
373,570
3.80
02
581,845
388,947
4.12
0.668
192,898
88,186
104,712
03
616,460
5.94
396,570
1.96
0.642
219,890
14.0
106,502
113,388
04
646.455
4.86
389,928
—1.67
0.602
256,527
16.7
124,275
132.252
05
679,948
5.17
374,554
—3.94
0.552
305,394
19.05
119,589
116,031
69,774
06
746,556
9.80
391,708
4.58
0.524
354,850
16.20
121,074
106,087
127,689
07
778,624
4.28
377,017
—3.75
0.484
401,607
13.20
133,650
114,791
153,166
08
785,555
0.89
363,292
—3.64
0.463
422,263
5.14
132.621
115,032
174,610
09
789,111
0.46
357,760
— 1.52
0.453
431,351
2.15
129,606
112,500
189,245
1910
836,465
6.00
371,166
3.75
0.444
465,299
7.87
139,084
116,817
209,398
11
853,667
2.12
382,047
2.93
0.446
471,620
1.36
142,217
117,871
211,532
12
884,039
3.55
395,238
3.45
0.445
488,801
3.64
141,513
118,656
228,632
13
930,520
5.26
419.722
6.19
0.450
510,798
4.50
141,253
119,153
245,027
5,365
14
951,133
2.23
420,662
0.22
0.441
530,471
3.80
144,161
118,925
254,041
13,344
15
949,555
1.66
415,551
— 1.22
0.438
534,004
0.66
138,725
114,161
257.161
23,957
16
1,003,955
5.73
427,374
2.85
0.426
576,581
8.00
141,885
119,914
277,577
37,205
17
1,004.743
0.08
349,788
—18.15
0.348
654,955
13.57
157,144
137,572
310,058
50,181
18
1,031,909
2.72
371,136
6.11
0.360
660,773
0.95
152,437
137,823
304,546
65,967
19
1,088,261
5.46
370,085
—0.28
0.340
718.176
8.70
137,500
143,610
340,677
96,389
1920
1,212,350
11.40
348,960
—5.70
0.289
863,390
20.40
155,155
154,800
435,700
117,735
21
1,273,343
5.00
384,128
10.09
0.304
889,215
3.00
149,042
155,715
454,729
129,729
New York City,
1921
Ratio Manliattan
2,491,857
977,600
0.392
1,514,257
to rjew York,
1921
0.511
0.393
0.587
942
Electric Railway Journal
Vol. 58, No. 22
Clock Diagram of Distribution of Trapfic on
interbobouqh subwat
the average passenger receipts for all lines, both on a
car-mile basis. It will be noted that the expenses are
slightly in excess of the receipts. The receipts, how-
ever, as charted, do not include receipts from other
sources than from passengers, as from advertising.
Mr. Turner said it took about five years to build a
subway and that the most effective way of immediately
caring for traffic growth in anticipation of new facili-
ties is to spread the traffic peak. The two-hour morning
and evening peak in New York is from 7:30 a.m. to
9:30 a.m. and from 5 p.m. to 7 p.m. During each of
these periods on the Interborough Rapid Transit subway
lines about 17 per cent of its total twenty-four-hour
traffic is carried. During the maximum fifteen-minute
period during the day the traffic in each direction on the
subway is about 20 per cent of that of the maximum
two-hour period in each direction and is 3.4 per cent of
the total twenty-four-hour traffic in both directions.
Similarly, the maximum half-hour period in one direc-
tion is 31.2 per cent of the maximum two-hour period in
one direction and is 5.3 per cent of the total twenty-four-
hour period in both directions. Similarly, the maximum
one-hour traffic in one direction is 60 per cent of the
maximum two-hour traffic in one direction and is 10.2
per cent of the total twenty-four-hour traffic in both
directions. The maximum half-hour period is between
8:30 and 9 a.m. and in the evening between 6 and 6:30
p.m. During the fifteen-minute period the Interborough
Rapid Transit Company provides 23,300 seats in one
direction as against 68,000 passengers, and during the
half-hour period it provides 46,600 seats as against
106,000 passengers.
Mr. Turner presented with these figures a clock chart
published herewith but explained that the chart and the
statistics quoted herein are based on Interborough sub-
way traffic figures which are not fully up to date.
Nevertheless, conditions vary from day to day and
month to month and it is believed the percentages are
approximately correct at the present time.
Spread of Peak Period Advocated
Mr. Turner declared in his testimony that it would
be very desirable if this fifteen-minute peak could be
spread over a longer time by means, of staggering the
hours of business as was done during the influenza epi-
demic in New York. He estimated that if the fifteen-
minute peak was spread over two hours it would in-
crease the subway capacity 60 per cent. His detailed
analysis follows:
The maximum daily traffic which has been carried on the
Interborough subway system is 2,361,822 passengers on
Feb. 9, 1920. On what may be called a normal business
day, during the busy season of the year, namely Dec. 22,
1919, 2,118,753 passengers were carried. For the purposes
of my calculations, I have assumed a maximum daily
traffic of 2,000,000 passengers. Using the percentages
set forth above and with the assumed daily traffic of 2,000,-
000 passengers, we obtain ^
(a)
Maximum flfteen-minute period 68.000 passengers
Maximum half -hour period 106,000 passengers
Maximum one-hour period 204.000 passengers
Maximum two-hour period . .340,000 passengers
Averaqe
for
all lines
Operating expense .
cents per car-mile '
Passen^r receipts
cents per car-mile'
-L
r
Third Avf, Ord Ave)
Eighth Ave.CSth Ave.)
4th & Madison AveS.(N.Y.&H.l
Lexington Ave, CN.YR)
Broddwciy-Trh Ave.tNYR.)
14 th St, Wm'b-g.B'dbe (N.Y.R.)
Ninth Ave, (9th Ave)
7th Ave,-Deloncey St(N.Y.R,)
Broadway Branch (42ndStM.ecSt,N,)
5ixthAve. (N.YRl
Second Ave. (2nd Ave)
Twenty-third 5t(N,Y.R,)
Thirty-fourth 5t(N.YR.)
First Ave, (2nd Ave)
Columbus-Lenox AvesCN.Y.R.)
Kingsbridge (JrdAve.)
Grand St. (Dry Docli)
59th St.Crosstown -(Belt Line)
42nd St,Cro55town-(42nd 5tM.«L5t,N.)
Post Office BKIyn.(Dry Dock)
Avenue B. (Dry Dock)
Tenth Ave,(42nd StM &5tN,)
86th 5tCro55town(N.Y8<H)
Eighth St.(N.Y.R,)
12b th St.Crosstov/n (3rd Ave)
B'way - 145 th St. (Jrd Ave.)
BWay Branch (3rd Ave)
Sprinq.Delancey St5.(N.YR,)
IIOth~3l (42nd St.M.acSt.N.)
West Belt (Belt Line)
86th St.(2ndAve.)
Fifty-third SKNYR.)
nlismes-
\ Si Miles
^ SO Miles
9.f4;;;es \
\SSM::es
wt S.I Miles
miZMiles-
kn Miles
^2 1 Miles
ml 4 Miles
tii Miles
mm4.(i Miles
mi.e Miles —
m 1.4 Mile;
\l.a Miles
\l 9 Miles
>3.l Miles ■«■
i5.9 Miles T "■ "
4.9 Mites 4>
'1.7 Miles I <■
^^Zi Miles
^m2.iMiles~
mmUMiles
*4.9Hiles
S/
XQSeMiles
anmies
ims} Miles
*iS Miles
Passengers Receipts,
Cents per Car- Mile
Car- Miles
The Lines at the Right Show the Cab-Mileage of the Routes in Manhattan BorAgh. The Lines at the Left Showthk
Passenger Receipts per Car-Mile. The FionRES ..Vre for the Last Fiscal Year
November 26, 1921
Electric Railway Journal
943
If it is assumed that some plan could be effected which
would distribute the two-hour traffic evenly throughout the
two hours, then there would be carried during the
(b)
Fift?en-niinute period 42,500 passengers
Half-hour period 85.000 passengers
One-hour period 170.000 passengers
Two-hour period 340,000 passengers
as compared with the maximum figures as set forth in (a).
At the present time, from information furnished me by
TABLE IL RAPID TRANSIT AND SURFACE RAILROAD COMPANIES
NEW YORK CITY
Comparative Statement Sliowing Total Cost (Cents) per Revenue Passenger for
Operating E3q)en8e3 and Fixed Charges for the Fiscal Years Ended
•lune 30, 1915 to 1921, Inclusive
Total, All Companies (b)
1915 1916 1917 1918 1919 1920 1921
Operating expenses 2.78 2. 74 2.92 3.07 3.65 4.06 4.30
Taxes 0.32 0.33 0.37 0.42 0.38 0.31 0.30
Fixed charges:
Interest 0.91 0.93 0.83 0.86 1.00 0.98 1.05
Rente 0.75 0.76 0.78 0.76 0.76 0.64 0.65
Other 0.02 0.02 0.05 0.06 0.12 0.13 0.13
Total 4.78 4.78 4.95 5.19 5.91 6.12 6.43
Interborough Rapid Transit Company (Subway^
Operating expenses 1.79 1.85 1.96 2.20 3.12 3.10 3.41
Taxes 0.13 0.14 0.19 0.39 0.19 0.07 0.07
Fixed charges:
Interest 0.77 0.74 0.69 0.80 1.30 1.23 1.24
Rents 0.68 0.64 0.58 0.57 0.53 0.41 0.38
Other 0.00 0.09 0.26 0.25 0.26
Total 3.37 3.37 3.42 4.05 5.40 5.06 5.36
Interborough Rapid Transit Company (Elevatedi
Oi>erating expenses 2.23 2.28 2.42 2.82 3.40 3.67 3.79
Taxes 0.56 0.59 0.59 0.60 0.65 0.59 0.61
Fixed charges:
Interest 0.11 0.21 0.32 0.54 0.60 0.63
Rents 1.95 1.90 1.74 1.77 1.85 1.74 1.74
Other 0.03 0.11 0.12 0.13
Total 4.74 4.88 4.06 5.54 6:55 i6.72 6.90
Manhattan Surface
Operating cxpen.ses 3.28 3.12 3.73 3.59 4.08 5.08 6.15
Taxes 0.37 0.38 0.46 0:47 0.50 0.46 0.44
Fixed charges:
Interest 1.25 1.38 1.23 1.16 1.18 1.40 1.30
Rents 0.50 0.49 0.60 0.57 0.55 0.47 0.44
Other 0.04 0.05 0.23 0.13 0.18 0.31 0.24
Total 5.44 5.42 6.25 5.92 6.49 7.72 7.57
The Bronx Surface
Operating expenses....... 3.66 3.52 4.52 4.14 4 41 4.42 4.52
Taxes 0.31 0.33 0.35 0.36 0.35 0.29 0.28
Fixed charges:
Interest 0.60 0.60 0.72 0.64 0.68 0.63 0.62
Rente 0.25 0.40 0.32 0.46 0.53 0.49 0.41
Other 0.04 0.05 0.06 0.06 0.06 0.05 0.04
Total 4.86 900 6.17 5.66 6.03 5.88 5.87
1915 I9I6 1917 19!8 1919 1920 1921
New York Consolidated Railroad Receiver (Subway and Elevated)
Operating expenses 2.80 2.82 2.80 2.95 3.48 4.00 4.63
Taxes 0.32 0.28 0.33 0.31 0.28 0.26 0.27
Fixed charges:
Interest 1.18 1.03 0.89 0.78 0.65 0.52 0.51
Rente 0.11 0.38 0.54 0.69 0.78 0.78 1.04
Other 0.00-1- 0.00-t- 0.00+ 0.00-1- 0.01 0.00-1- 0.004-
Total 4.41 4.51 4.56 4.73 5.20 5.56 6.45
Brooklyn (a) Surfao)
Operating expenses 3.20 3.14 3.23 3.38 3.88 4.62 4.72
Taxes 0.25 0.27 0.33 0.31 0.35 0.30 0.25
Fixed charges:
Interest 0.70 0.70 0.69 0.72 0.81 0.74 0.82
Rents 0.73 0.59 0.67 0.67 0.54 0.21 0.19
Other 0.00-(- 0.00+ 0.00+ 0.00+ 0.00+ 0.00+ 0 00+
Total 4.88 4.80 4.92 5.08 5.58 5.87 5.98
Queens Surface
Operating expenses 4.27 4.31 4.56 5.05 5.21 5.38 5.63
Taxes 0.21 0.21 0.23 0.28 0.28 0.28 0.24
Fixed charges:
Interest 0.76 0.74 0.96 1.16 1.10 1.05 0.96
Rents 0.21 0.21 0.22 0.26 0.25 0.23 0.24
Other 0.01 0.01 0.01 0.02 0.01 0.01 0.00+
Total 5.46 5.48 5.98 6.77 6.85 6.95 7.07
Richmond Surface
Operating expenses 4.05 3.98 4.21 4.69 5.25 5.99 7.80
Taxes 0.20 0.20 0.26 0.30 0.30 0.36 0.31
Fixed charges:
Interest 1.29 0.31 1.37 1.36 1.30 1.46 1.09
Rente 0.16 0.16 0.18 0.17 0.17 0.18 0.20
Other 0.00+ 0.00+ 0.01 0.01
Total 5.70 5.65 6.02 6.53 7.02 8.00 9.40
(a) Includes Bush Terminal. Van Brunt Street and Erie Basin, Manhattan
Bridge 3-Cent Line and Marine.
(b) Includes Hudson & Manhattan Railroad.
the transit bureau of the commission, I estimate that the
Interborough Company provides during the
<c)
Maximum fifteen-minute period 23,300 seats
Maximum half-hour period 46,600 seats
Maximum one-hour period 78,200 seats
Assuming the seats provided in (c) as having to accom-
modate the traffic estimated in (a), and :?urther assuming
that the load has been evenly distributed as in (b), we
find that on the average there would be carried with
Whereas with ( b )
Traffic the Loads
(a) Loads during the Would Be Reduced
Maximum fifteen-minute period. . 290 per cent 182 percent
.Maximum half-hour period 227 per cent 182 per cent
Maximum one-hoiu" period 261 percent 217 percent
In other words, if the traffic could be distributed over
the two hours, instead of a large part of it being con-
centrated in fifteen minutes, the overloading in the trains,
assuming the same daily traffic carried, would be greatly
reduced — ^from 190 per cent overloads to 82 per cent over-
loads.
But this is not the most important thing that would be
accomplished by the spreading of the traffic peak. The
most important thing is the increased traffic which the
TABLE III. NUMBER OF DELAYS EXCEEDING FIVE MINUTES
ON VARIOUS NEW YORK R.\ILWAYS, 1915 AND 1921
(Compiled by the Bureau of Equipment and Operation, Accident Division,
New York Transit Commission)
UNDERGROUND CONDUIT LINES
1915 1921 Increase
New York Railways Company:
Car-miles 34,891,203 13,606,428
Derailmente 321 315
Defective equipment 273 384
Total derailments and defective equipment 594 699
Derailments and defective equipment per
million car-mile3 17.02 51.37 34.35
Third Avenue in Manhattan
Car-miles 16,641,462 9,744,156
Derailments 678 663
Defective equipment 152 515
Total derailments and defective equipment 830 1,178
Derailmente and defective equipment per
million car-miles 49.87 120.89 71.02
Second Avenue Railroad
Car-miles 3,013,016 1,916,730
Derailmente 24 2
Defective equipment 34 27
Total der.ailments and defective equipment. 58 29*
Derailmente and defective equipment per
mUUon car-miles 19.25 15.13 4.12
Eighth Avenue Railroad
Car-miles t 2,848,693
Derailments 15
Defective equipment 256
Total derailments and defective equipment 271
Derailments and defective equipment per
million car-m'les 95.13
Ninth Avenue Railroad
Car-miles t 1,549,379
Derailments 13
Defective equipment 1 24
Total derailmente and defective equipment 137
Derailmente and defective equipment per
million car-miles 35.92
New York & Harlem Railroad
Car-miles." t 3,175,011
Derailmente 0
Defective equipment 1 .469
Total derailments and defective equipment 1,469
Derailmente and defective equipment per
million car-miles 462 . 67
OVERHEAD TROLLEY LINES
Brooklyn Rapid IVansit System , „, .„,
Car-milca. , 61,819,359 47,207.892
Derailmente 1,359 994
Defective equipment 574 i'?! ,
Total derailmente and defective equipment. 1,933 2,211
Derailmente and defective equipment per
million car-miles 31.27 46.83 15.56
Third Avenue System in Bronx _., ..„„,,„,
Car-miles... '<.3'*-?15 "•""'•'95
Derailmente 288 647
Defective equipment 220 542
Total derailments and defective equipment. 508 1 , 1 89
Derailments and defective equipment per ,, ,„ .„„ „, „ ,^ "
million car-mUes 34.28 108.03 72.75
Queens Surface Linesf .. , ,„.
Car-miles 8,734,190 6,740,681
Dera'lmente 351 980
Defective equipment 200 1" ! ??
Total derailments and defective equipment. 551 2,143
Derailments and defective equipment per ,, „„ ,.,„,,,,„,
million car-miles 63.08 317.92 254.84
(*) Second .\ venue Railroad figures for 1921 not reliable.
(t) Long Island Electric, New York & Long Island Traction and New Yorkji
Queens County Railway.
(t) Formed part of New York Railways in 1915.
944
Electric Railway Journal
Vol. 58, No. 22
spreading of the peak would permit the existing facilities
to carry.
If the traffic could be evenly spread over the two-hour
maximum traffic period, and, as the increase in traffic
occurred, if the facilities could be utilized throughout the
entire two-hour period to the same extent that they are
now utilized during the maximum one-hour period, then
during the two-hour period, twice as much traffic could be
accommodated as is now accommodated in the maximum
one-hour period — or the traffic which would be developed
under such conditions would amount to (200,000 x 2) 400,000
passengers during the two-hour period. This is an increase
of 60,000 passengers over the present maximum two-hour
traffic of 340,000 — or it is a 20 per cent increase. Similarly,
as the traffic increases, if the facilities are utilized through-
out the entire two-hour period to the same extent that they
are utilized during the maximum half-hour period, then
(106,000 X 4) 424,000 passengers could be carried during
the two hours, or an increase of 24.7 per cent. Similarly,
if the facilities are utilized throughout the entire two-hour
period to the same extent as they are utilized during the
maximum fifteen-minute period, then (68,000 x 8) 544,000
passengers could be carried during the two hours, or an
mcrease of 60 per cent. This would mean in the case of
the Interborough alone, that it could carry 3,200,000 pas-
sengers instead of 2,000,000 passengers a day. But what
this would really mean in the case of all city-owned lines
can best be shown by measuring the increase in capacity
with the cost of new facilities which would be necesp^ry
to provide for it with the present degree of use.
Cost of New Facilities
Contracts 1, 2, 3 and 4, covering all of the city-owned
rapid transit lines in operation, have cost the city and
companies together to produce to date, approximately
$454,000,000. Sixty per cent of this is $272,000,000. A
large portion of these facilities were constructed under
pre-war prices. To reproduce them now would probably
cost at least $500,000,000. Therefore, spreading the traffic
peak evenly over the two hours morning and night, would
in this sense increase the capacity of the existing facilities
as much as new facilities costing perhaps from $200,000,000
to $300,000,000 could represent.
During the five years that must elapse before new
traffic facilities can be made available, there will be a
gradual increase in traffic, which judging from past growths
will be from 7 to 10 per cent annually, or say a total of
40 per cent at the end of five years. This increase must
in some manner be taken care of.
The traffic volume has already reached the point where
during the peak the overloading of the trains and the
crowds on the platforms are such that the train move-
ment is retarded and thereby the capacity reduced at the
very time when the need for it is greatest. If the traffic
could be evenly spread over the two hours maximum traffic
period, not only would the discomfort of traveling be less-
ened, but there would be in increased capacity, sufficient to
provide for the growth of traffic. Even if the 60 per cent
increase indicated above cannot be obtained, but instead
40 per cent increase were secured (two-thirds of the maxi-
mum possible) the conditions would be greatly improved.
Since a transit line will develop during the twenty-four
hours of the day an amount of traffic proportional to its
capacity at the peak traffic, an increase of 40 per cent
during the two-hour peak would be accompanied by a cor-
responding increase during the remainder of the day. so
that the maximum daily capacity on the basis of present
carrying would be 2,800,000 instead of 2,000,000.
Table II was introduced by Frederick W. Lindars,
chief accountant of the commission, giving a compara-
tive showing in total cost per revenue passenger, operat-
ing expenses and fixed charges for the fiscal years ended
June 30, 1915 to 1921. He explained that the figures
given for fixed charges represented sums that in many
cases had not been paid and that there were also some
earnings in addition to those received from passengers.
He also said that one reason why the taxes on the
elevated were materially higher than on the subway was
because the subway was partly city owned.
Harry N. Latey, engineer of equipment and operation
of the commission, presented the figures given in Table
III, covering the delays for pull-ins of cars for defects.
These figures, he explained, did not include the delays
to cars caused by traffic congestion.
Electric Trucks for Line Repairs
By G. H. McKelway
Engrineer of Distribution Brooklyn (N. T.)
Rapid Transit Company
AN ELECTRIC truck fitted with a tower as used for
electric line work in Johannesburg, South Africa,
was described in the Aug. 20 issue of the Electric
Railway Journal. While the use of this type of
truck for such work in the United States is some-
what unusual when compared with the number of
gasoline-driven trucks used still there are quite a num-
ber in successful operation in various parts.
Some of the disadvantages found with electric trucks
are: High first cost, as they average almost twice as
much as a gasoline truck of the same capacity; they
have a comparatively low speed, and their working
radius is limited by the necessity of recharging the
battery. The truck used in Johannesburg was said to
Electric Trucks for Overhead Line Kepairs
be able to run at a rate of 20 m.p.h., and to make 50
miles on a single charge of the battery. For city work,
where the paving is good and where there is little
interference from snow, the working radius of this type
of truck will undoubtedly be ample.
The electric truck has some advantages over the gaso-
line truck, which include reliability, ease of handling,
low maintenance cost and long life. Results from the
use of such trucks indicate that they are seldom in the
shop, and that an expert chauffeur is not required for
their operation. The accompanying illustration shows
an electric truck used in emergency service eight and
one-half years and is still giving good satisfaction.
New Model Calculating Machine
THE Monroe Calculating Machine Company, New
York, has just brought out a new model calculat-
ing machine to be made up in three sizes — of twelve,
sixteen and twenty place capacity. The machine case
and carriage case are aluminum castings and the back-
ground under the keys is an enameled green.
Some of the advantages claimed by the manufactur-
ers for this machine include a light key touch with
short stroke which insures speed and accuracy; the
crank motion is fast and smooth and the key and dial
numbers are large and conveniently placed. Mechanical
locks are provided to eliminate errors. In operating,
the repeat key is pressed if it is desired to retain num-
bers on the keyboard and the non-repeat key when it is
desired to release them at each turn of the crank.
November 26, 1921
Electric Railway Journal
945
Burning Pulverized Anthracite Mine Waste
Results of Tests Obtained by Burning Pulverized Anthracite Coal in the Philadelphia Rapid Transit
Company's Power Plant — Pulverizing Equipment Installed for Ten Boilers
— One Boiler Put in Operation to Date
By 0. M. Rau
Consulting Engineer, Philadelphia, Pa.
ACCUMULATION of culm from anthracite mines
i\ has been going on for years until mountains of
X A. this material have formed in these mining
regions. The creeks and streams draining this area of
the country contain deposits which, if recovered, would
add materially to the anthracite fuel supply. Estimates
of the total tonnage of these accumulations vary from,
fifty to one hundred million tons and the recoverable
coal in the streams alone is estimated at millions of
tons.
This material in the past was considered waste inci-
dent to anthracite mining and averaged approximately
10 per cent of the coal mined, and up to the time of the
fuel shortage during the war, little if any effort was
made to use it. At this time the high B.t.u. value
of this material attracted the attention of engineers
to its possible use as a fuel for steam boilers, resulting
in extensive reclaiming operations being started by the
mining and other interests to work over these accu-
mulations. The high price of steaming sizes of an-
thracite left sufficient leeway to sell this reclaimed coal
at a price that made these operations profitable, although
only a small portion of the fuel was recovered, since
only the larger particles found a market, owing to the
difficulty in burning the finer material economically.
The use of the fine coal as fuel has not been attended
with any great degree of success, although a number
of plants have furnaces equipped with suitable grates
and stokers. While its use was attractive during the
peak prices for coal, this interest is being largely
abandoned with the present conditions of the coal mar-
ket. Particularly is this true in the use of so-called
river and creek coal, the reclaiming of which resulted in
establishing a substantial industry along the different
creeks and streams in the anthracite district, which was
reclaiming approximately 10,000 tons a day, up to the
time the prices of steaming-size coal were lowered.
As power expert for the United States Shipping
Board the author made an extensive survey of the
power situation in the Philadelphia district, and as a
result of this survey an investigation was undertaken
to ascertain the possibilities of utilizing this mine
waste in pulverized form. The large percentage of non-
combustible and the difficulty of pulverizing to a fine-
ness that would assure efficient combustion were out-
standing obstacles. Studies were made of various meth-
ods of screening, jigging and other devices for the
reduction of the ash. The method known as Trent
process, which at that time was being developed at the
United States Bureau of Mines, makes possible a reduc-
tion of the ash to a predetermined amount.
The pulverizing of anthracite culm, silt or river coal
was found to be attended with difficulty and considerably
more expense than the cost of pulverizing bituminous
or other soft coal. The various attempts to pulverize
anthracite were analyzed and the action on mills of
the Fuller, Raymond, tube and pebble types was noted.
Boiler Room Before Pulverized Coal Burning
Equipment Was Installed
with the result that it was found to be commercially
feasible on a basis of a mill capacity of one-half that
obtained with bituminous coal and with about double
the maintenance expense.
Experiments were then made to burn pulverized
anthracite in existing installations. A 1,000-ton ship-
ment of culm was sent to the Lima Locomotive Works
to make a practical demonstration. This plant was
selected as it had seven boilers in operation on pulver-
ized bituminous coal. The only change made in the
operation of the plant was to deliver the anthracite to
the pulverizers in place of bituminous as formerly. The
test developed no difficulties in burning this fuel, but
indicated the desirability of modifications in the design
of the installation if the best results were to be obtained.
With these preliminary studies completed and the
possibilities of a material saving in power costs assured,
the Philadelphia Rapid Transit Company approved a
trial installation in its Thirteenth and Mount Vernon
Street power plant. This plant was selected as the
boilers were hand-fired, and being located in a semi-
residential neighborhood it was restricted to the use
of anthracite fuel. The plant operated part time as a
peak-load power source and carried upward of 10,000
kw. for short periods during the evening loads, oper-
ating at a reduced output during the rest of the day
with little or no load nights and Sundays. In addition
to the change from hand-firing and the use of low-
grade fuel it also would eliminate the use of coal for
banking.
The plant consisted of 20 B. & W. boilers, each having
3,917 sq.ft. of water-heating surface, five Weatherall
compound Corliss engines direct-connected to 1,500-kw.
946
Electric Railway Journal
Vol 58, No. 22
direct-current 500-volt generators exhausting into two
800-kw. direct-current vertical Curtis exhaust-steam
turbines, giving the plant approximately a total capacity
of 10,000 kw.
A portion of the electric railway system's downtown
section is operated from this plant, and until the high
coal prices it was able to deliver power to the trolley at
a cost that compared favorably with that delivered from
the substations in this vicinity. The fuel used was
No. 1 buckwheat at $3.50 per ton; when this coal in-
creased to $5 and finally reached a price of $8 per ton.
type coal bunker, so that each boiler would have its own
pulverized-coal storage bin with a capacity of approxi-
mately 25 tons. Beneath the coal bunker and supported
therefrom 20 Quigley screw-type pulverized-coal feeders
(two for each boiler) were installed. These were
driven from a shaft extending the full length of the
bunker and operated by a 15-hp. motor arranged for
duplicate installation in case of motor trouble. Each
feeder is equipped with a clutch engaging with a chain
drive from the main shaft.
Primary and secondary air is provided by two sets
Cross-section of Boiler Plant Showing General Arkangement of Pulverized-Coal Equipment
the plant was restricted to peak-load service. This
resulted in a considerable expense for coal to maintain
fires between peak periods and the cost per kilowatt-
hour became excessive.
The boilers are set in two rows of ten each with a
stack midway in each row. Only ten boilers on the
north side of the stacks were selected to be equipped
for burning pulverized fuel, since the increased rating
at which the boilers can be operated with this fuel over
hand-firing would give ample steam to operate the plant
at full capacity.
In the boiler room the principal changes consisted of
placing dust-tight partitions in the existing Berquist-
of direct-connected Clarage fans supported on a plat-
form at a level with the top of the boilers, so as to
eliminate all unnecessary bends in the air lines. Each
set of fans supplies the necessary air for five boilers.
The primarj- fans have 25-hp. motors and the secondary
fans 15-hp. motors. The secondary air supply is
controlled by grid-type air gates, which insure a
distribution of the air through the entire area of the
pipe, independent of the quantity delivered. The pri-
mary air is controlled with a diaphragm which, after
proper adjustment, is permanently set.
The furnace changes consisted of combining the
former combustion chamber and ashpit and extending
November 26, 1921
Electric Railway Journal
947
this space in front of the boiler so as to form one large
combustion chamber, into this chamber the Quigley
burners enter at an angle through the top of the ex-
tended portion in front of the boilers. The total volume
of the combustion chamber as constructed is 1,542
cubic feet.
Two 14-in. burners are required for each boiler. The
fuel is fed into the burners through a 3i-in. pipe
entering in the center of the secondary air elbow and
extending approximately 2 ft. into the burners. The
primary air and fuel enter the burner through
this pipe and mix with the secondary air entering
through the large opening. This allows for a thorough
combination of the mixture into a combustible dust
before being discharged into the furnace.
To insure rapid ignition of the anthracite when put-
ting a boiler into service, which, owing to the low per-
centage of volatile in this kind of coal, does not ignite
Raw coal is elevated to a 100-ton bin and is fed with
a screw feeder to the drier, from which it is elevated to
the dry-coal bins above each mill, into which the feed
is by gravity. The pulverized fuel is discharged
through cyclone collectors above the roof of the building
into a pulverized-fuel bin over the transport tank. This
tank rests on a platform dial scale and can be charged
with such amounts of fuel as desired, up to 10,000 lb.
Air pressure is then applied and any portion of fuel in
the tank can be transported to any one of the coal
bunkers in front of each boiler. By means of a signal
system the boiler-room attendant can notify the milling
plant when coal for any bin is required, and by adjust-
ing the switch valve for the particular bin the amount
of fuel required is automatically delivered.
This equipment installation was completed by the
Quigley Furnace Specialties Company in the latter part
of 1920. As soon as the combustion chamber under one
. BoiLEK Equipped for Burning I't'LVERizED Anthracite Coal
as readily as bituminous, the furnaces were equipped
with two oil burners. These burners are capable of
operating the boilers with oil fuel at their rated capac-
ity. Burners of this size were selected so that in case
of difficulty in obtaining raw coal, or accident to the
pulverized-fuel system, oil could be temporarily used.
This arrangement insures continuous operation and
avoids expensive duplication of plant equipment. Owing
to the similarity of the combustion chambers for burn-
ing oil with those for pulverized coal, the latter allow
the use of oil with very efficient results, an advantage
not possible with furnaces equipped with other methods
for burning coal. The amount of oil required to ignite
the pulverized coal varies from 30 to 40 gal. with a cold
boiler and 10 to 20 gal. between peak-load operating
periods.
The milling plant, which is adjacent to the boiler
plant, is in a separate steel structure covered with
corrugated iron and equipped with two highside Ray-
mond mills, one Ruggles-Coles drier and a Quigley air-
transport system.
View of Pulverized-Coal Milling Plant
boiler was ready, this boiler was put into service and
operated for a short period, during which time some
modifications were made in the combustion chamber and
the burners were equipped with mixing vanes. On Nov.
23, 1920, the formal test was made, indicating full per-
formance of the guarantees with the exception of the
amount of combustible in the ash. However, as the
effect on the efficiency was negligible, the plant was
accepted.
These test data were limited to the conditions of the
guarantee, which did not take into consideration the
boiler efficiency, but were based on the specific per-
formance of the furnace and were specified as follows:
(a) Capacity of pulverized fuel plant.
(b) Fineness of pulverized coal.
(c) Capacity of feeders.
(d) Percentage of unconsumed combustible in ash.
(e) Percentage of COj in products of combustion.
(f) Abrasion or effect on refractories in combustion
chamber.
Further experimental operations were continued by
948
Electric Railway Journal
Vol. 58, No. 22
the Philadelphia Rapid Transit Company's engineers to
determine the most effective procedure for the equipment
of the additional nine boilers. Careful observations were
made of all parts of the installation to note develop-
ments of any defects or changes that might suggest
themselves. Particular attention was paid to the con-
dition of the combustion chamber, and after approxi-
mately six months of intermittent operation of the equip-
ment, it was decided for comparative observation to
reconstruct the combustion chamber, change the burners
and install a new feeder.
The feeders furnished with the installation are of the
screw type, having a capacity of 2,200 lb. per hour each,
and when the coal supply is permitted to become low in
the bins and then filled up, there is a tendency for the
feeder to flush, which is inherent to all screw feeders of
this type, and which can be practically eliminated in
regular operation by keeping the proper amount of coal
in the bins. To avoid the necessity of close attention
to the coal bins it was decided to install a feeder, sug-
to a theoretically perfect combustible mixture, it would
relieve the combustion chamber of functioning as a
mixing chamber. Therefore the combustion chamber
12
'BuHtrfly ralve
to prtvenf heat
trayeling into
burner during
non-openxting
perioc/.
Section Through Remodei.ed Furnace
gested by the writer and designed and built by the
Bailey Meter Company, of the bucket type with an at-
tachment to record accurately fuel fed to the furnace.
The burners were replaced by two multi-mix burners,
and the combustion chamber was redesigned and con-
siderably reduced in size. It was assumed that by pro-
viding these special means of mixing the air and fuel
Original
InatallatioQ
Kmd of boiler B. &W.
Volume of combustion chamber, cu.ff 1,542
Number of burners 2
Distance of fiame path to heatmg surface, ft 24
Water-heating surface 3,9 1 7
Ratio of combustion-chamber Tolume to water-
heating surface 1 to 2.54
Date of test 1 1/23/20
Duration of test, hours 12
Steam pressure, gage 148
Temperature of feed water entering boiler, deg. F — 45.4
Temperature of escaping gases leaving boiler, deg. F 447
Temperature side walls of combustion chamber, deg. F 2.400
Moisture in coal as fired, per cent 0 . 87
Total weight of dry coal.... 25,987
Percentage of ash m pulverised coal 18.2
Total combustible fired 21,304
Total water evaporated 182,217
Factor of evaporation 1.218
Total eqxiivalent evaporation 221,941
Dry coal fired per hour , 2,165.6
Dry coal burned per hoiir, per cu.it. of furnace vol-
ume, lb , . 1.4
Equivalent evaporation per hour from and at 212
deg. F., lb. . . 18,495
Per cent of rated capacity developed 143
Calorific value of I lb. of dry coal ■. . ' 2,02^*
Calorific value of 1 lb. combustible 1 4,630
Per cent efficiency of boiler and furnace 69
Revised
Installation
B. A. W.
800
2
14
3,917
I to 4. 87
8/23/21
10
149.2
77
487
2,500
0.46
25,950
18.5
21,150
168,270
1.183
199,400
2,595
3.25
19,940
154
11,990
14,720
62.2
Boiler-Rating SchedulS Chart
could be materially reduced in size, which is a desirable
advantage in the application of pulverized coal to old
installations.
In rebuilding the combustion chamber, a change was
made in the location of the burners so as to allow for
the construction of an ignition chamber to be built
around the burner nozzles as they enter the furnace.
Instead of the burners entering the top of the furnace
as in the original designs, they were installed as near
the bottom as practical.
With these changes further tests were conducted, the
conclusion of which indicated that as good or better
results were obtained with the original equipment with
the exception of the combustible in the ash. By adding
an ignition chamber to the original design, placing the
burners in the lower portion of the furnace and main-
taining the volume of the combustion chamber as first
installed it is believed that the complete burning of the
combustible in the fuel can be accomplished, with effi-
ciencies equal to mechanical stokers on high-grade fuels.
9 AVo-..
'^^IGHTS
Per Cent COj Chart for Boiler Fires with Pulverized
Anthracite Coal
These tests were limited to furnace performance, as
the boilers were of a very old type and therefore the
guarantees were confined to furnace results only. The
tests, however, include general data on boiler and mill-
ing plant operations.
Abstracts of the principal items of the tests covering
the results of the original and of the revised installa-
tions are shown comparatively in the table.
November 26, 1921
Electric Railway Journal
949
It will be noted that the efficiency of the test with
original equipment was higher than after the changes
were made, although the combustible in the ash was less
in the revised installation. The burned-out ash is ac-
counted for by the effect of the ignition chamber, and
the lower eificiency by the failure of completing com-
bustion of the fuel in the smaller chamber, causing a
larger percentage of combustible to escape up the stack.
The results of these experiences remove all doubts
as to the successful burning of anthracite mine waste or
river coal in pulverized form. When the remainder of
the installation at the Thirteenth and Mount Vernon
Street plant is completed, with the improvements and
changes suggested by the preliminary operation, it is
expected that efficiencies in excess of 76 per cent at
ratings as high as 250 per cent will be obtainable. The
4
W
1
:E = EEp
W
w
mmtmtf
;-
=j--
iTl ' rTT+fT —
:
:\5KorKi-pass ttmperaturt 4=
i in hundred degree =t
1 n 1 1 1 1 n 1 1 1 1 1 'r
K)
c--^— :
:-:: =— ±
H--
+-
n h 1 \ w i i\ P. n —
cPpZZ— rOo*.».ui^--iq>«)o — ^ —
s
1 — r— 1-
Furnace temperatfvre_
in hundred degree F.
5
Boiljsr-Operation Charts
tests and operation of this boiler have fully demon-
strated the exceptional control possible by pulverized-
coal firing, comparing very favorably with oil or gas
firing. As shown by the boiler-meter chart, which
recorded the performance of the boiler during a ten-
hour period on a predetermined schedule of rating,
the results were as follows:
Schedule
Delivered
Furnace
Rating,
Rating Average,
Temperature,
Time
per Cent
per Cent
Average, Deg. F
8 to 9
150
145
2,375
9 to II
175
170
2,372
llto 12
125
130
2,350
12 to 2
100
107
2,320
2 to 4
150
145
2,425
4 to 5
175
170
2,5C0
5 to 6
200
190
2,510
Industrial Rehabilitation in Germany
IN VIEW of the growth of German competition both
with British and American manufacturers, a quota-
tion will be of interest from a speech by Sir Trevor
Dawson, managing director of Vickers, Ltd., at a ship-
building, engineering and machinery exhibition held in
London during September. He said that, when in Ger-
many a month previously, he had visited a large elec-
trical works and an important steel and engineering
works. Both were hives of industry and output was
high. The electrical works wrote down their book value
during the war to a nominal sum. There had been no
taxes like the munitions levy and th6 excess profits duty
in England so the industry had been able to collect
working capital. Wages ran about four marks per hour
for an eight-hour day. It will be noted that at the
present rate of exchange between Germany and Britain
four marks is little more than a nominal rate of wage
in sterling.
Cincinnati Road Uses Containers
Freight Is Collected and Placed in Containers' in the
Business Section of the City and Then Is Hauled
to Terminal at Edge of City for Loading on Cars
THE Cincinnati, Lawrenceburg & Aurora Electric
Street Railroad, which operates between the out-
skirts of Cincinnati and Aurora, Ind., has introduced a
new method for handling freight by traction lines. The
freight is collected from shipping points in Cincinnati
and assembled in containers which are conveyed by
motor trucks to
the Cincinnati
terminal, where
they are loaded
on cars for ship-
ment.
When L. C.
Van Ness, gen-
eral manager,
took charge of
the road for the
receivers last
July he saw pos-
sibilities for in-
creasing the rev-
enues through
the freight pack-
age system
which the man-
agement already
had under con-
sideration. Due
to the fact that the company has no entrance into the
heart of Cincinnati, some plan had to be devised to
overcome this disadvantage because prospective ship-
pers could not be induced to convey freight at their
expense to the company's Cincinnati terminal, which is
far removed from the commercial activities.
It was vitally necessary that any plan of freight
movement adopted should be satisfactory to prospective
shippers with reference to the time consumed in mak-
ing shipments because of the fact that the traction com-
pany was obliged to meet the competition of two large
railroads, the Baltimore & Ohio and New York Central
Lines, both of which parallel the line of the traction
company. In addition there were a number of inde-
pendent truck lines which were bidding for the business
of hauling freight. To be successful any plan of freight
transportation must therefore combine speed and
thoroughness to the manner of shipment.
Method of Handling
With the plan as adopted freight is assembled at a
receiving station almost in the heart of the Cincinnati
business district, loaded into wooden containers and
transported on trucks to the Cincinnati terminal of the
Loading Small Containers Into
Larger One
950
Electric Railway Journal
Vol. 58, No. 22
traction company, a distance of 6 miles, and then is
transferred to an electric freight car and shipped over
the line at one cost to the shipper. The transferring of
the containers from the trucks to the freight cars or
vice versa can be done in five minutes. The lifting is
Placing a Container in Position on a Freight Car
done by overhead cranes at the receiving station and at
the terminal.
These cranes have a hoisting capacity of 10 tons and
are electrically operated with the exception of the one
located at the terminal, which has a hand traveler.
In order to place two containers on the freight car at
one time it was necessary to cut the cars in the middle
and lengthen them 12 ft. Trailers are also used to
haul freight to a designated point, where they are put
on a siding and the freight distributed to points sur-
rounding the station.
The containers are furnished by the Cincinnati Motor
Terminal Company, which also dores the hauling. They
measure 17 ft. 6 in. long, 7 ft. 6 in. wide and 7 ft. high.
In addition to the large containers, which are of 5 tons
capacity, there are several small containers of which
six can be placed in one large container. Each one of
the small containers has approximately 152 cu.ft. of
space. They are made of wood with hinged end doors.
Legs at the four bottom corners elevate the con-
tainers so that a jacklift truck can be run underneath
either at the ends or sides. The trucks used are manu-
factured by the Lewis-Shepard Company of Boston,
Mass. After the jacklift is in position under the small
container it is elevated to provide clearance by operating
the handle. This raises the load by means of a simple
mechanical jack mechanism. The load can be raised or
lowered with the handle in any position and the lifting
is vertically, so there is no tendency for the load to
shift. With the container free from the floor it can
be readily hauled into or out of the large container and
thus the necessary time and labor are greatly reduced.
The small containers are used principally for shipping
perishable goods and when their destination is reached
they are removed by a jacklift and left for the station
agent to empty. The company started the freight busi-
ness on Aug. 15 and there has been a noticeable increase
in the volume of freight tonnage weekly. The cost
to the traction company for transportation of the con-
tainers from the receiving station to the Cincinnati
terminal is figured both by tonnage and mileage. If
the container is loaded to capacity the transportation
is computed on tonnage basis, and if partially filled on a
mileage basis.
The freight rates of the company are on a par with
the railroads, and the classification of freight is based
on the same method except that classes 5 and 6 are
omitted and incorporated in class 4. The rate is com-
puted from the receiving station to all points on the line.
If the company had been compelled to haul the freight
in loc-se shipments instead of using the container system
^^^^^^^Er^^M^RT^"'^^ "^^^^^^E
3
Electric Frbioht Car and Trucks Loaded with Containers
from the receiving station to the terminal the freight
package business would not be possible because the
transfer costs would consume the earnings. As the
company is not equipped to handle carload shipments
this class of business is not sought.
Livestock is not handled except when crated. A list
of commodity rates for such items as eggs and chickens
is being worked up. Commodity rates will only be in
effect on such items as are in abundance and where other
carriers are offering competition.
While the plan of using containers is new to the ship-
pers along this road, they are gradually realizing that it
eventually will prove to their advantage and get their
products to Cincinnati in quicker time than otherwise
and in some instances at a reduced cost.
Presidio Terminus of Union Street Line
in San Francisco
THE Presidio terminus of the Union Street line
of the Municipal Railway of San Francisco consists
of a loop and a concrete landing platform with a gal-
vanized iron umbrella shed adjacent to the track fur-
nishing shelter for railway patrons. The Municipal
Railway contributed the sum of $1,000 from the operat-
ing funds and the national government spent almost
Presidio Terminus of Muml
• AN Francisco
$4,000 additional in the erection of a small stucco finish
building near the landing platform, which contains a
news stand, bootblack stand, restaurant, toilet facilities,
and a room for the storage of tools and sand for the
railway, and a telephone.
November 26, 1921
Electric Railway Journal
951
Handling Doubled Traffic with Dispatch
Kansas City Railways, with Half of Its Personnel ex-Service Men, Earns Widespread Commendation on
the Effectiveness of Its Preparations to Carry the Crowds Brought to the City
by the Recent American Legion Convention
Caks Had to Be Operated Through Crowds Like This at the Site of the
Kansas City Libertt Memoriai, Monument
THE experience of the Kansas City (Mo.) Railways
during the American Legion convention held in
that city during the four days from Oct. 30 to
Nov. 2, presents an interesting example of efficient serv-
ice in transportation by a street railway. The traffic
demands upon the company on one day reached nearly
twice the usual requirements. The company met the
emergency in an excellent manner by maintaining sched-
ules and operating without serious accident to person or
property. Perhaps the most remarkable incident of
the performance is the fact that the company, owning
723 cars, had 723 cars in continuous operation during
the entire convention, and had 723 cars still in serv-
ice the night the convention closed.
The American Legion convention brought to Kansas
City the largest crowd it had ever entertained. The
total reached around 150,000 on Nov. 1, the day of the
parade and of the dedication of Kansas City's Liberty
Memorial. There were more than 50,000 men and
women in the parade on that day, which was viewed by
a crowd estimated at nearly half a million. About half
this number attended the dedication of the Liberty
Memorial, the services closing at noon. Within an
hour and a quarter after the close of the dedication
service, the crowd had been moved, and within an hour
and a half after the close of the parade in the after-
noon the street cars had finished their task.
One item in the Legion program was the aerial meet
at a flying field southwest of the city. The Sunset Hill
line with a single-track terminal was the nearest track
to that locality, while the next nearest was the double-
tracked Country Club line. Of the 150,000 people at-
tending the aerial meet, the great majority was car-
ried by street cars. There were football games, and
other events in other districts on various days, for
which the street railway provided the bulk of the trans-
portation facilities.
To take care of the visitors as they arrived special
schedules were maintained from the station to the busi-
ness district, the headway on this line being as close as
thirty seconds at certain times. This headway was
maintained even when the streets bore crowds totaling
as high as hundreds of thousands, swarming over the
tracks ahead of and behind the cars.
Traffic Changes Published in Booklet
Many reroutings were necessary for the convention
period to provide for the special events in various parts
of the city, and to carry the crowds from downtown
congestion. The reroutings and other information con-
cerning the transportation department were scheduled
in a booklet prepared by the company. These were is-
sued to all employees, the police and the legion depart-
ments before the convention opened.
The preparedness of the company with reference to
the condition of its equipment was not due to special
effort, for it had been in practically perfect condi-
tion for several weeks under the program of mainte-
nance already well established. No additional men were
employed for the occasion so that the special training
of extra men was unnecessary. It was found possible
to draw from the various departments about 450 em-
ployees with experience in the departments to which
they were specially assigned for the convention. These
extra men were assigned to transportation facilities in
the following capacities: 60 car dispatchers; 40 inspec-
tors; 125 street fare collectors, 30 special officers; 50
mechanical and electrical workers and 150 conductors
and motormen. These served in the capacities men-
tioned together with the regular employees.
Preparedness consisted chiefly in planning and in the
distribution of the workers. The motor repair cars
and trucks of the company were so distributed, for in-
stance, that any point on the system where trouble
952
Electric Railway Journal
Vol. 58, No. 22
might arise could be reached within five minutes after
the failure had occurred. And in fact, in no instance
was traffic delayed more than ten minutes by any acci-
dent.
The accident record presents an interesting display.
For the five days of extraordinary traffic volume, from
Saturday, Oct. 29, to Wednesday, Nov. 2, there were
161 accidents. This contrasts with a total of 141 acci-
dents during the five days immediately preceding the
period mentioned — showing an increase of only four a
(O \Vi4e llorM Pholo
Leoionairks Passing i.v Review Along thb Crowded
Streets of Kansas City
day in accidents of all kinds during the period of the
convention. No person was even seriously hurt in any
street railway accident, although there were several
fatalities during the convention due to automobile acci-
dents in which no street cars were involved.
The list of accidents presents a curious situation in
view of the large volume of trafliic, the crowds on the
streets, and the natural haste of the traveling public.
For instance, there was not a single accident in which a
person was hurt alighting from a moving car; and there
was only one person slightly hurt due to a car starting
while the passenger was boarding. A total of but 161
accidents during the period suggests a remarkable de-
gree of safety even for persons ignorant of practice
and in congested circumstances of present-day street
railway equipment and operation. Only two of the
company's employees were injured.
Among accidents to property, the largest number
consisted of collisions with automobiles — ninety of
these. There were only nine collisions of street cars,
six collisions with persons and three with vehicles. Only
one street car was damaged in any accident, requiring
that it be taken to the shop. This car was again in
service the same evening.
The record of only six collisions with persons is the
most interesting to one who observed the packed masses
of people on the downtc-wn streets, extending for many
blocks. Yet the cars moved through these crowds with
little or no delay in schedules, and few accidents. At
the same time, there were hours during which motor
cars could not pass through these crowds. The density
was not the o-nly bar, for the hilarious celebrants fre-
quently turned back motor cars, or forced them to other
routes.
But Legionaires, assuming direction of traffic dur-
ing the high fever of the celebration in evenings, were
solicitous to keep street cars moving. With Twelfth
Street almost a solid mass of people for hours, street
cars moved the length of Twelfth Street and across it
without hindrance. Ex-top kickers with whistles ar-
bitrarily directed traffic, each having twenty-five or
thirty assistants. While celebrants manhandled auto-
mobiles, rode on bumpers, and attached trash cans to
motor cars, there was not an instance of molestation of
street cars.
Half of Employees Ex-Service Men
Several factors contributed to the efficient handling
of the crowds, one of which was the high degree of effi-
ciency and loyalty of the street railway employees.
More than 50 per cent of the employees are former serv-
ice men, totaling 1,500 men who themselves had a vital
interest in the success of the American Legion conven-
tion. Each of these wore a badge announcing his
former service. Every employee worked an average of
fourteen hours a day, while many were on duty as long
as fifteen hours, even though they were doubtless eager
to attend meetings and sporting events. The visitors
recognized the legion character of the personnel.
Another factor was the familiarity of Kansas citizens,
and indeed of a great many visitors with the fare tokens
used in Kansas City. Local people who might often be
careless regarding purchase of tickets or tokens sup-
plied themselves before the convention, and visitors soon
"caught the idea." Dash cards on cars, signs at the
Union station, and suggestions by street fare collectors
and conductors advised the riders to buy two tokens for
15 cents when boarding a car or five tickets for 35 cents
at stations. This advice was generously heeded for 70
per cent of the fares were paid with tokens, 17 per cent
with tickets, and only 13 per cent with the 8-cent cash
fare.
There was no power-house accident, nor suspension
of current, and there was ample power for the service.
A Half Million Passengers Daily
The largest volume of traffic in number of passengers
was on Monday, Oct. 31, when 522,000 passengers were
carried. The receipts on the four big days were as
follows: Oct. 30, Sunday, $26,802; Oct. 31, Monday,
$39,411; Nov. 1, Tuesday, $38,458; Nov. 2, Wednesday,
$35,791.
These were the four largest days in the history of the
company. But it is interesting to note that the largest
previous day was but two weeks before the convention
period — on Oct. 15 when receipts were $33,724. On
other big days during the past ten years the passenger
revenue has averaged at such times about $26,000.
There was not a complaint made against the service
publicly during or after the convention, but many let-
ters were received complimenting the company and in-
dividual employees.
The Kansas City Post published the following edi-
torial, on Nov. 4 regarding the street railway service :
Public commendation is due the Kansas City Railways for
the admirable way in which it operated the street car serv-
ice during the American Legion convention. The task was
terrific, but the job was handled literally "with neatness and
dispatch." The cars carried the crowds and carried them
safely. No street car passenger suffered serious injury and
no pedestrian was run down. No complaints of discourtesy
upon the part of the car crews were made. To the con-
trary, many visitors were heard to compliment the con-
ductors and motormen on their cheerfulness under ex-
tremely aggravating conditions.
November 26, 1921
Electric Railway Journal
953
"They simply laughed their way through," said Senator
Wilson, one of the receivers for the railway company, allud-
ing to the crews that took cars through the jammed
thoroughfares downtown.
Zone Collections by Machine
The Beaver Valley Traction Company Adopts New Method
of Issuing Zone Checks on One-Man Cars — ^The
Method Is to Be Extended to the Entire System
FOR fare collection purposes the lines of the Beaver
Valley Traction Company of New Brighton, Pa., are
divided up into 5-cent zones, and up to recently a con-
ductor would go through the car when it crossed a zone
line and collect another nickel from each passenger. A
few months ago the company decided to introduce one-
man cars on a number of its lines so that some other
method of collecting zone fares on these cars had to be
adopted. The railway system of the company consists
0^ about 26 miles of street and 51 miles of track, extend-
ing along the Ohio River and Beaver River. Its routes
vary in length from those of one zone to one with eight
zones. A map of the system was published in the
Electric Railway Joltrnal for April 9, 1921.
Obviously on a line with only one or two zones no
special method of fare collection is necessary, as the
car can be operated pay-enter, or pay-enter in the first
zone and pay-leave in the second zone. On the longer
zones, however, some zone ticket has to be used with
one-man cars. On these routes the company is using
Shanklin ticket-issuing machines and these machines
have been ordered for all routes which are more than
two zones in length.
An illustration of the ticket issued by this machine
accompanies this article. The day of the month, "in"
or "out" and hour are punched at the terminal, the time
punch representing the time at which the car left the
terminal. This leaves only the "zone from" and "zone
to" to be punched on the trip. The operator on entering
a zone presses a button on the machine to the proper
"zone from" position. Then, when a passenger boards
the car, all the operator has to do is to inquire the
passenger's desired destination, see that the right fare
,^iP©lW?4^
his day card he gives the opening and closing numbers.
If a passenger wishes to transfer, the operator col-
lects the fare only to the next zone beyond the intersect-
ing transfer point, and at the transfer point he lifts
the ticket and issues a regular transfer. When the per-
son boards the car to which he is transferred, the con-
Front and Back op Fare Receipts Used
WITH Zone System
is deposited in the box, push down one of the buttons
and operate a foot lever. The machine then delivers
the ticket properly stamped and punched. As the pas-
sengers leave the car they hand their tickets to the
operator, who has only to notice from the "zone to"
punch that the passenger has not over-ridden. The
tickets thus collected are then bundled up and turned
in by the operator at the end of each day's work. On
One-man Cab Operator Issuing Fare Receipts
ductor on that car asks his destination and lifts the
transfer, and the passenger drops into the fare box the
amount of cash required to carry him to His destination,
provided it is beyond the next zone limit on that line.
Outside of the first day or two after this ticket was
introduced, when both passengers and trainmen were
unaccustomed to both it and the one-man cars, there
have been practically no delays due to the use of either
tickets or one-man operation. During the first day or
two the company used two operators on each car from
the time the cars left the carhouse until 10 a.m., and
again from 3 p.m. until 7 p.m.
There has been no change in the running time. The
route on which the ticket shown is used is 13 miles in
length, and the cars make the round trip in two hours
and forty minutes with six minutes lay-over at one end
of the line and four minutes layover at the other end.
This is the same time taken when the cars were operated
with two men.
On the first day or two there was considerable differ-
ence between the amount shown by the zone checks as
due and the amount in the fare box. Now the two
amounts are very close each day. The company has
equipped seventeen one-man cars with these machines.
One important advantage of the machine, in the opinion
of the management, is that it is possible by tabulating
the slips returned to have an absolute traffic check on
the number, time and direction of the trips taken on the
cars. This, it is believed, will be found very useful in
laying out future schedules.
954
Electeic Railway Journal
Vol 58, No. 22
Revenue Increase from
Increased Rates
The Writer Shows by Means of Diagrams How to Estimate
the Change in Revenue Which May Be Expected
from a New Fare Schedule
By J. Kappeyne
Consulting Engineer. Syracuse, N. T.
IN TIMES of insufficient income, when applicaticii
is being made for an increase in rates, it is desirable
to be able to estimate, within reasonable limits of
accuracy, the revenue to be derived from a proposed
higher fare schedule. The present tendency of electric
railway rates, as established by the regulatory author-
ities, seems to be toward a basic straight cash fare
combined with a reduced rate ticket that can be pur-
ventional nickel fare. Subsequent increases in the
amount of fare result in fairly uniform decreases in
traffic when the results are averaged over a long period
of time and by taking as the basis of comparison the
percentage increase in the average fare paid.
Fig. 2 is the result of a number of traffic statistics
after modifications have been made to make conditions
as nearly comparable as careful analysis will permit.
In this analysis statistics relating to the initial increase
from the original nickel fare are eliminated.
By properly combining the results shown in Fig. 1
and Fig. 2 the estimated increase in revenue to be
TABLE I— BASIS OF CASH AND TICKET FARE ASSUMPTIONS
120
.1" 110
^ JOG
S,y80
;ssio
£|60
£ 50
<0
Present Fore Schedule
6 F E D C B A
/
/
/
/
/
Fl».l
«70
S
.60
550
X30
izo
/
/
f
/
/
/
FIG.2
Schedule
A
B
C
D
E
F
G
H
I
J
K
L
M
Cash Fare
(Cents)
6
7
7
7
8
8
8
9
9
9
10
10
10
Reduced Rate Ticket*
Unit Price
(Cents)
6
6i
7
n
8
8}
■9
9J
Sold in
Lots of
Saving
Unit Ticket
(per Cent)
4 at 24
4 at 26
4 at 28
4 St 30
4 St $2
4 St 34
4 at 36
4 at 38
14.
27
15
5
25
12
56
16
0
5
.0
5 10 15 20 25 30 35
Percent Increase in Reventie
derived from a change from one particular fare schedule
to another can easily be computed.
For example, assume the successively increasing fare
schedules, shown in the accompanying table.
Fig. 3 shows the expected increase in revenue that
will be obtained, all other conditions affecting traffic
remaining unchanged, when changing over to any one of
the above fare schedules from a straight 6, 7, or 8-cent
fare or intermediate fare schedules.
For example a company operating on a straight
7-cent fare, Schedule D, may expect an increase in oper-
ating revenue of 16.5 per cent when the rate of fare
as shown in Schedule I becomes effective. This 16.5
per cent is arrived at by taking the abscissa of the inter-
section of the diagonal curve representing the initial
fare of 7 cents with the horizontal line representing the
proposed fare Schedule I.
Similar diagrams may be computed for any set of
initial and proposed fare schedules.
Although the local conditions obtaining during the
time the proposed new fare schedule is in effect will
undoubtedly alter the actual results, it is believed that,
for purposes of calculation, assuming that other condi-
tions remain unchanged, the data as shown in Fig. 3
'0 10 20 30 0 10 20 30
Per Cent Saving of Per Cent Decrease
Reduced Ticket Fare in Traffic
oyer Cash Fare
Charts for Computino Increase in Revenue Resulting
FROM A New Fake Schedule
chased in small lots. The average fare realized from
such a fare combination depends upon the proportion of
passengers which ride on the reduced fare tickets.
A number of statistics are available giving the rel-
ative proportion of reduced ticket fares and of cash
fares obtained with different fare schedules. In some
instances, a certain lack of uniformity exists in the
resulting ratios between different cities having the
same fare schedule. This is also true as between differ-
ent months of the same year, nevertheless a fairly
constant relation is found when the results are averaged
over a long period of time when the basis of comparison
is taken as the percentage saving of the reduced ticket
fare over the cash fare.
It is realized that the amount of the cash outlay
required to purchase tickets at reduced rates is also a ^n gjyg fairly accurate results for average conditions,
factor which will to some extent tend to produce non-
uniformity of results. Within reasonable limits, how-
ever, the relation as shown in Fig. 1 will be the result.
The revenue to be derived from an increased fare
will depend upon the falling off in traffic due to the loss
of the so-called short rider. Available statistics are of
little value unless local conditions are properly analyzed.
Usually increased fares are put in effect at times of
general business depression and often the falling off in
traffic is only partly due to the fare increase. There
seems to be a tendency of traffic coming back, although
not to its full extent, after a certain lapse of time, all
other conditions remaining unchanged. Furthermore,
the normal increase in the population served, the pos-
sible variation in the riding habit, the change in fre-
quency of the service furnished, increased competition
by other means of transportation, are all factors affect-
ing the volume of traffic.
The relative greatest proportionate loss in traffic
occurs when the first increase is made from the con-
Remedy for Trouble with Door Guides
THE Portland (Ore.) Railway, Light & Power Com-
pany had difficulty in holding the angle iron door
guides on its Birney safety cars due to the screw holes
becoming worn in the wood. The company found that by
electric welding these guides to a i-in. plate that would
Plate Welded to Angle Iro.v Door Guide
just fit into the space at the top of the door and by
drilling screw holes in a new place the difficulty would
be overcome. The accompanying illustration shows a
plate welded to the door guide.
Birney Enters Peoria Amid
Newspaper Heraldry
New Type Birney Street
Cars Coming to Peoria
Witbin Ifar nrxt few dayi Ua
new t>Tw Bimry Mr will be imt
ia Dppraliaii ou eouo ot (lie my
/Irrct railwaj' line*.
liiCrodiietioii Of toe Dkih:;' car
Ml IVoriii it in no »ny »i c»|>cri-
iii.'Til, for lliix Dinltm. light
viijtht car hu bcru tkeroUKli'v
T .4 nnd (mIhI Hiider t)i« nifwt'
' < ii"trs(Ttr c<>nitilioM ill bthcr
-L.-<' ■n'i propv««lvi> citii'S.
For Um prwcnt, only tht kt
ond. Ltuceln »ad MonrM itrcct
liMt an bclnf equipped la
New— and More of Them
More Frequent Serviee
More Fleiible Service
Mori Comfortable Service
—and Safer Service
Peoria Railway Company
LONG before
u Nov. 16, the
inaugural date
of the Birney
safety car in the
city of Peoria,
111., patrons of
the Peoria Rail-
way had been in-
formed through
a detailed and
comprehensive
publicity c a m -
paign by means
of booklets and
advertisements
just what the
railway was
planning in re-
gard to this new
method of oper-
ation. Prelimi-
nary to the start-
ing of the twenty
Birney cars on
the Second, Lincoln and Monroe Street lines the com-
pany, through its general superintendent, R. F. Palm-
blade, printed and distributed to the public an interest-
ing booklet containing news of the outside and inside
of the car, modern seating and standee arrangement,
etc. The booklet gave a short history of the new type
A Recent Advertisement in a Peoria
Paper Introducing the New Car
OPtRA-
CHAIR'
SIYU
SEAT.*;
ARE
PLAfin
CROSSW
,?^ ■
'^mk
i;.;iL
tOMtl, \Vj
fllll S!PI'
WAI' L^NSli 01,
^JI»lWg_wf#i|iji|||»yi.,.,.,j,,.,^.,.
of car, its use in some of the large cities and its im-
proved features over the old type of car. Specific in-
structions on the conduct of passengers traveling on the
Birney car were also outlined in the pamphlet.
Not only through the distribution of this pamphlet
did the railway tell the public about the new system and
seek its co-operation in making this safety car experi-
ment a success but also through some newspaper dis-
play advertising. One advertisement, entitled "Birney
Type Street Car Is Really New," told the story of the
long wheelbase which makes it easy riding and the ar-
rangement of the interior so that more passengers are
seated. Graphically, it told the story of the crosswise
seating arrangement with seats raised in "opera-chair"
fashion and also showed an interesting trio waiting
patiently to enter the car, but "Doors Cannot Open
Until Car Stops and Step Drops." Another instructive
advertisement entitled "Things to Remember About
New Birney Cars" showed the front entrance of the
car, the advantage of having the exact fare ready and
the correct method of dropping fare in the borx.
One of the Inside Paoer of the Booklet Used in the
Publicity Campaign
Magazine Commemorates P. R. T. Picnic
DETAILED accounts of the events and the success
of the August picnic of the Co-operative Welfare
Association of the Philadelphia (Pa.) Rapid Transit
Company are given in the picnic number of the Co-oper-
ative Record. Cuts in profusion of babies, of officers,
of members, of daughters, of wives, and full stories of
all the happenings of the two-day picnic make the maga-
zine a happy commemorative record.
The most striking feature of the publication is the
great number of pictures. Approximately 145 halftones
are reproduced in the fifty-two pages, and in addition
the front and back covers are a continuous picture of
the big get-together meeting. Every phase of the two-
day outing is covered by the camera. Sports, recreation,
entertainment, baby show, first aid contest, the dedica-
tion of the colors, find their permanent record in this
issue of the Co-operative Record.
The message of the magazine is the Fifty-fifty Plan
of the Philadelphia Rapid Transit Company, of which
the picnic was the manifestation. Excerpts from the
speeches at the picnic of Mr. Mitten, lyesident of the
Philadelphia Rapid Transit Company; of C. Edward
Hendrickson, president of the Co-operative Welfare As-
sociation, and of other officers of the employees' organi-
zation express the spirit of the plan and reflect the
co-operation existing throughout the company.
Mr. Hendrickson showed the stand of the Co-opera-
tive Welfare Association in the following statement,
quoted from his talk :
Our position as an organization in this time of general
depression is one of which we may be proud. By the work
of our hands, by good fellowship and by foresight we have
built for ourselves a house with a solid rock foundation. Yet
in our victories we are not boastful nor unmindful of the
wants of others. The entire spirit of this picnic has been
as though it were a great Thanksgiving service.
956
Electric Railway Journal
Vol. 58, No. 22
Program of ''Get-Together Meetings**
1921 PICNIC
-g
1. P. R. T. Bind irxi BujJe Corpi. •Thun<ierer"
CoMlwIrJ by Ua CmmmJo }oh* PkOv S«U4
2. Address of Welcome by Prejident Hendrick»on
of Co-operative Welfare Association
Stotesbury Cup»~tst Day
3. PresenUtwn of .... - , . n.
Athletic Cups — 2nd D>>'
4. Introduction of Athlete Winning Highest Num-
ber of Points
Introduction of Prize Baby
Introduction of Largest Family
5. Community Singing Led by Mr. Rodeheaver
6. Address by President Mitten
7. P.R.T.Band Firale/'TheSur^ngled Banner"
CcwIwm! hy PnJ. H.' R. Axlm
P. R. T. Kiltk BanJ »at ItaJ auJktHt
to end Jfom Tcoilk>n
CHILDREN'S EVENTS
OPEN TO OWN CHILDREN AND BROTHERS AND SISTERS
OF EMPLOYES
AUGUST 3M AND AUGUST Sltl
1M» A. M.
Entries lo these events to be taken on the field.
Contestants must report to Judges oii Field not
later than 9.30 A. M.
CLASS
"A
CkiUr«. U»4« IT YMn— 4 F*«
It I.(k«* or U» « H>i|
BOYS
GIRLS
50- Yard Dash
50- Yard Dash
3- Legged Race
Potato Race
Shoe Race
Egg and Spoon Race
CLASS
-B
Ckildr** UxUr IT Ym
ri-Or^
4 FmI If iKk*. U H.I|ht
BOYS
::iRLS
lOO-Vard Dash
50- Yard Dash
3-Leggcd Race
PoUto Race
Shoe Race
Baseball Throw
Obsucle Race
Egg and Spoon Race
None but contestants and Sports Officials allowed on the
irack^and athletic field. Tltere is plenty o( roomsurrounding
the field (or spectators.
Prizes for children's events will be awarded on the field
immediately after the close of thai group of events.
SENIOR EVENTS
■aI PnM C«» will b« •war4*J I* lk« Dtpmrtmmm* wiM
il pMnIa (lotd both dajri) w Vmtk wtd vator cr**!*
OPEN TO ALL EMTtjOYEES
MEN
100- Yard Dash
Halt MUcReUy
SackRjicc
Obstacle Race
J-LojBcd Race
SO- Yard S«m
220-yard Dash
100-Y»rd S«im
Shoe Race
400- Yanl Swim
Tue ot War
Canoe TillinE Contest
WOMEN
50- Yard Dash
Potato Race
Baseball Throw
Obstacle Race
220- Yard Relay
SO- Yard Swim
Balloon Blowing Contest lOO-Yard Swim
320- Yard Mixed Relay Swim
Diick Race for all employees
Program of Events at Picnic of Co-operative Welfare Association of P. R. T.
The magazine includes a four-page section called
"Service Talks," which are intimate editorial com-
mentaries on matters of method, ethics, results, goals
and, of course, co-operation.
A spirit of good will pervades the Co-operative Rec-
ord. The running story of the picnic is told in a chatty,-
vivid style and lends unity to the various interesting
accounts. These opening sentences give the tone of the
entire publication:
Another picnic is over — another milestone passed, but the
remarkable two-day outing at Willow Grove gave stress to
the fact that the miles, in passing, have been carefully
measured. In the heart of depressing times, the great P. R.
T. family stepped out to demonstrate once again that their
Philadelphia "Fifty-fifty plan" which they created and in
which they believe, was storm-proof.
The magazine is Number 5 of Volume 1 of the
Co-operative Record.
Railway Exhibit at State Fair
THE accompanying illustration shows an exhibit
which the Louisville Railway recently placed in the
new $300,000 Merchants' & Manufacturing Building of
the Kentucky State Fair, held at Louisville during the
week of Sept. 11 to 17. The company occupied two
spaces, one in the name of the Louisville Railway and
one in the name of the Louisville & Interurban Rail-
road. Photographs of cars were shown, beginning with
the old horse-drawn cars and including the present most
modern equipment.
In the Louisville & Interurban Railroad space views
were shown of the terminal building, freight station and
United Railways States Issues
IN AN effort to make clear its position, the United
Railways of St. Louis has issued a detailed statement
of the traction situation there to counteract alleged
erroneous reports of the press. Comparison of the
St. Louis conditions to those in San Francisco is de-
clared unfair, and a minute comparison with the New-
York Transit Commission proposals follows. The an-
nouncement says "that in St. Louis we have an approach
to municipal or public ownership so close that the local
situation has maay of the advantages of the New York
plan without the city itself assuming the transportation
obligations."
To eliminate the $4,000 loss incurred daily by the
company, and to give adequate transportation and build
the needed extensions, the company states emphatically,
"the car fare must be adequate."
The circular closes with the following statement from
the company :
"When the valuation of the property is completed by
the Public Service Commission, St. Louis will have a
car service on a cost basis, absolutely. In the mean-
time it is getting it at less than cost. What the future
service will be is largely a matter for the public to
decide."
Exhibit of thb Lorisvii.i.B Railway at the
Kentucky State Fair
of the right-of-way. A pair of wheels mounted on an
axle were arranged so that they could be rotated by
power controlled through a grid resistance and con-
troller. All parts of the equipment, such as the motors,
controllers, resistors, fuse boxes, choke coils, lightning
arresters, circuit breakers, etc., were lettered for the
public's information. Types of rail in use from the
years 1864 to 1921 Were displayed. Also steel ties, con-
crete base, granite paving, etc. The costs of the vari-
ous parts were posted for the public's information.
November 26, 1921
Electric Railway Journal
957
Publicity Campaign Launched in Dallas
TRAINMEN of the Dallas (Tex.) Railway have been
given an opportunity to do a real worth-while job —
to convey a message to the public and patrons of the
railway property in that city. In addition to operating
cars, collecting fares, etc., they have been asked to "sell
service," to tell residents and visitors to the city what
the railway is trying to accomplish, how it is striving
to give satisfaction to its customers and what the spirit
of the organization really means.
This "selling service" stunt, which has far-reaching
effects, will be conducted through the publicity depart-
ment. All trainmen have been invited to submit copy
for the car card advertisements which appear on each
end of the car. An acceptable piece of copy will be
awarded a prize of $5.
One need not be learned nor have the gift of beau-
tiful expression, but just the ability to talk to the car
patrons in a simple straightforward manner — to have
something to say about the service that is offered that
will bring home to every rider the fact that the Dallas
Railway is "selling transportation." In announcing the
contest Mr. Crampton waimed against any formal ad-
vertising copy and said that the determining factor in
passing criticism on copy would be the reading matter,
which should be such that it could be read easily from
the center of the car.
The Nov. 15 issue of Partners, the official publication
of the Dallas Railway, in explaining the reason for
launching this "publicity campaign" tells what the
Dallas Railway officials believe is the real relationship
which should exist between an agency rendering service
and the public whom it serves. In part it is as follows :
The most valuable asset a public utility can have is a
satisfied public for its customer. Too many times the public
is inclined to think of such enterprises as large corporations
without interest in public welfare beyond the income that
can be derived from each individual user. Personality in
service is lost sight of entirely. The Dallas Railway is
fortunate in having a corps of employees who are thoroughly
capable, loyal and interested in selling their services. The
ordinary rider thinks of the company in terms of motormen
and conductors. His opinion, good or bad, is molded by the
reaction these men give when he uses their cars.
The purpose of the car card is to convey the spirit of this
organization to the passenger who uses the street car. He
should be made to feel that he is being cared for by capable
men who are interested in his satisfaction and who will go
to any reasonable length to give him the highest type of
service that is possible.
C. E. R. A. Engineering Section Meets
First Meeting of the Eastern Section of the Engineering Council Points to Real
Accomplishment Along Mechanical Lines
THE first meeting of the Eastern
section of the newly formed C.
E. R. A. Engineering Council was pre-
sided over by Director P. V. C. See,
superintendent of equipment Northern
Ohio Traction & Light Company, at
the Ohio Hotel, Youngstown, on Nov.
15. G. T. Seely, chairman of the Engi-
neering Council, was present at inter-
vals and aided the section in establish-
ing procedure. There were thirty-
two in attendance, practically all of
whom were equipment men, as there
was only one track engineer, one over-
head superintendent, and two power
engineers present. Consequently the
discussion of questions propounded on
track and power matters presented
only limited view and led to no par-
ticular conclusion.
However, the equipment problems
were the subject of lively and valuable
discussion and the interest closely ri-
valed that at the meetings of the
Association of Electric Railway Men,
the loosely formed organization of the
equipment men of Pennsylvania, Ohio
and West Virginia, which was started
and sponsored by the Westinghouse
Electric & Manufacturing Company
and was discontinued with the organi-
zation of the Engineering Council of
the C. E. R. A. This section meeting
differed from the earlier similar meet-
ings of the independent organization in
that an effort was made to have the dis-
cussion lead to some definite conclusion.
The motion to make some definite dis-
position of the subjects discussed was
made by Guy H. Kelsay, superintendent
of power and equipment, Cleveland,
Southwestern & Columbus Railway.
This led to considerable discussion as
to what should be the proper procedure
of the section. In the absence of any
definite plan from the Engineering
Council, it was decided that after a
discussion developed the fact that wide
divergence of opinion or practice ex-
isted, a committee was to be appointed
to make a thorough study of that sub-
ject and report back to the next meet-
ing, of the section, presenting, if pos-
sible, a detiaite recommendation for
the members to discuss, revise and act
upon with a view to passing it on to
the Engineering Council as a recom-
mendation for a new standard or a
recommended practice. Committees
appointed by Director See to give
special study to subjects discussed at
this first meeting were as follows:
Standardization of car wheels, aside
from contour — • A. B. Creelman,
Youngstown, Ohio, chairman; Walter
Goodenough and H. P. Meyers.
Building up flanges by electric weld-
ing— Rufus Moses, Youngstown, Ohio,
chairman; P. J. Wood and C. W. Fol-
well.
Standardization of length of trolley
pole — Terrence Scullin, Cleveland,
chairman; Clyde Doolittle and F. C.
Martin.
Power saving — Guy H. Kelsay, Ely-
ria, Ohio, chairman; A. A. Crawford
and Carl Knittle.
A discussion as to the relative merits
and economy of trolley wheels versus
trolley shoes brought out some interest-
ing information and a wide divergence
in the mileage obtained. C. F. Doo-
little, master mechanic Cleveland &
Erie Railway, Girard, Pa., said that the
trolley shoe is far better as a current
collector than the wheel and that on
his property the cost has been less than
it was with wheels. Shoes have been
in use on this property for four years
and the maximum mileage obtained
was 7,200, with an average mileage
of about 4,500. After wearing a
groove so that removal is necessary,
Mr. Doolittle said that some of these
shoes have been built up by electric
welding with medium steel and 2,000
miles additional service secured, but
he thought it cost about as much to do
this as the additional mileage was
worth. The trolley wire was calipered
for wearing resulting from the sliding
contact, and in one year's time the
greatest wear at any of the test points
was found to be .003 in, and the aver-
age wear .0015 in. He considered that
the quieter operation of the shoe was
a very important consideration. An
important thing is to see that the cur-
rent shunt on the shoe does not come
off, for if it does it is possible for the
shoe to catch on a span wire, should
the shoe jump off the wire, and pull
the overhead down. He said it is im-
possible to back up with the shoe after
it becomes worn and it is necessary for
the conductor, therefore, always to
take hold of the trolley rope when back-
ing up. In comparing the mileage ob-
tained with wheel and shoe, Mr. Doo-
little said he had never been able to get
more than 1,500 miles out of 5-in. trolley
wheels.
On the other hand, A. B. Creelman,
Youngstown, with an average mileage
of 6,000 with trolley wheels, had had
very much better results with the wheel
than with the shoe, and he said that
this experience on the Youngstown
Municipal Railway covered practically
all possible conditions of motors, volt-
age, trolley stands, overhead, etc. He
pointed out that much better results
are obtained with the shoes where they
are not mixed in with wheels, as the
latter leave a certain amount of pitting
and roughness on the wire, which tends
to wear out the shoe, whereas the use
of all shoes on a line tends to make
the wire slick and smooth and reduces
wear.
The discussion as to the possibility
of standardizing on the length of trol-
ley pole developed the fact that poles
of 12-ft., 13-ft. and 14-ft. lengths are
used on city and interurban cars and
that there appears to be no very defi-
nite reason for the use of one length
as against another. The committee
appointed to study this matter will en-
deavor to tabulate the maximum
heights of trolley, car heights and over-
hang and then determine through what
ranges of these values a certain length
of pole can be used, looking to the
adoption of a single standard if pos-
sible.
R. D. Miller, master mechanic. Stark
Electric Company, in responding to a
958
Electric Railway Journal
Vol. 58, No. 22
question about the results obtained
with energy saving devices, stated that
a very substantial saving had been
made on his property with the use of
Economy watt-hour meters. In addi-
tion to the energy saving, they had
been responsible for a brakeshoe sav-
ing of 5 per cent and a reduction in
armature trouble of 30 per cent. A
good spirit of competition among the
motormen has continued after two
years use of the meters.
The discussion then turned to some
troubles that had been experienced
with safety car equipment. Mr. Creel-
man related how on two or three oc-
casions a motorman had complained
that he could get no air on one stop,
but that it worked all right before and
after that particular stop. At first he
thought it was due to the motorman
throwing his valve into the wrong posi-
tion, but it was later found that it is
possible for the double-check valve to
get gummed up or corroded and stick,
so that the operator would get no air
momentarily. He pointed out that it
pays to take this valve off and clean
it periodically; in fact, he was inclined
to think that the double-check valve
might be done away with altogether.
Another trouble mentioned was that of
receiving an emergency application of
the air when only the ordinary appli-
cation was wanted, one of the dele-
gates stating that this had happened
on several different cars. Mr. Good-
enough had had the same trouble and
had found it to be the result of scale
in the pipe, or lead from the fittings,
etc., a thing which is very likely to hap-
pen when cars are new, resulting in
clogging up the triple valve.
It had been suggested that it would be
very valuable to compile some compara-
tive cost data on car maintenance. Mr.
See presented a tentative suggestion
as to the items to be covered in this
tabulation and it was decided to utilize
a portion of this suggested form and
apply it for the present only to safety
cars. This work will be done between
now and the next meeting, at which
time members were requested to bring
in additional suggestions as to what in-
formation it is desirable to have tabu-
lated. The data that will be compiled on
this first study will be the cost as
divided between repair and inspection,
for the following: Total cost per car-
mile; total cost per car operated; man-
hours per 1,000 car-miles; man-hours
per car operated; men per 1,000 car-
miles; men per car operated; cost of
car cleaning per 1,000 car-miles; man-
hours per car cleaned; lubrication per
car cleaned; lubrication cost per 1,000
car-miles; brakeshoe cost per 1,000
car-miles; pull-ins per 1,000 car-miles;
pull-ins per cent of cars operated.
Committee on Pipe Flanges and
Fittings Starts Work
THE sectional committee of the
American Engineering Standards
Committee appointed to standardize
pipe flanges and fittings held its first
meeting Friday, Nov. 18, in the rooms
of the American Society of Mechanical
Engineers, New York City. Prof. Col-
lins P. Bliss of New York University
was elected chairman and A. A. Aina-
worth of the committee of manufactur-
ers on standardization of fittings and
valves was chosen secretary.
The sponsors of the work being under-
taken by this committee are the Amer-
ican Society of Mechanical Engineers,
the Committee of Manufacturers on
Standardization of Fittings and Valves
and the Heating and Piping Con-
tractors' National Association. In addi-
tion to these three societies twelve other
associations, among which is the Amer-
ican Electric Railway Engineering
Associatipn, have representatives on
the committee.
It was decided to divide the work to
be undertaken into three divisions. The-
first includes the revision and extension-
of the present so-called "American" or
"U. S." standards for pipe flanges and
flanged fittings for working pressures-
of 50, 125 and 250 lb. The second in-
cludes the revision and extension of
standards for pipe flanges and flanged
fittings for working pressures greater
than 250 lb. to the square inch, and the
third comprises the work of standard-
ization of the dimensions of malleable^
cast iron, steel and non-ferrous screwed
fittings. Sub-committees were ap-
pointed on these three subjects. Due to-
work already accomplished by commit-
tees of the three sponsor bodies the
work of the third division on stand-
ardization of screwed fittings is welt
advanced and it is thought that this
subject can be cleaned up shortly. A
large amount of work is necessary in
connection with subjects 1 and 2, and
in order to avoid duplicating work in
the collecting and assembling of various
information these two committees will
work together as a joint committee for
the present.
American Association News
Mr. Shepard Will Lecture on
Trunk Line Electrification
F. H. SHEPARD, director of heavy
traction, Westinghouse Electric &
Manufacturing Company, will give an
illustrated lecture on "Electrification of
Trunk Line Railways," at the Brook-
lyn Academy of Music under the aus-
pices of the Brooklyn Institute of Arts
and Sciences on Wednesday evening,
Nov. 30, 1921. It will be Mr. Shepard's
purpose to present a comprehensive but
general picture of the present status
of heavy electric traction in a popular
and interesting way, and also to out-
line its possibilities and limitations.
American Association Com-
mittees Appointed
PRESIDENT TODD has announced
the following committees of the
American Association for the associa-
tion year 1921-1922. The committees
as named below are practically com-
plete but are not necessarily final. All
those named have been invited to serve,
and most of them have accepted, and
there will possibly be some additions to
some of the committees.
The committee work is getting
started with an impetus this year, and
augurs well for the year's work. The
committees are being appointed early,
as noted, there is a good geographical
representation and everything points
to a successful year's work for the va-
rious committees.
This list of committees constitutes
all those regular committees provided
by the constitution and those special
committees authorized by the executive
committee, except the one on arrange-
ments for the mid-year dinner, names
of which were given in last week's
issue.
Committee on Finance
J. H. Pardee, chairman, J- G. White
Management Corporation, New York.
J. G. Barry, General Electric Company,
Schenectady, N. Y.
R. P. Stevens, Pennsylvania-Ohio Elec-
tric Company, New York, N. Y.
Committee on Policy
Britton I. Budd, chairman. Metropoli-
tan West Side Elevated Railway,
Chicago, 111.
Henry G. Bradlee, Stone & Webster,
Inc., Boston, Mass.
H. E. Chubbuck, Illinois Traction Com-
pany, Peoria, 111.
Thomas N. McCarter, Public Service
Railway, Newark, N. J.
Paul Shoup, Pacific Electric Railway,
San Francisco, Cal.
Guy E. Tripp, Westinghouse Electric
& Manufacturing Companv, New
York, N. Y.
J. R. Lovejoy, General Electric Com-
pany, Schenectady, N. Y.
Committee on Subjects and Meetings
C. D. Emmons, chairman, United Rail-
ways & Electric Company, Baltimore^
Md.
C. S. Kimball, Washington Railway &
Electric Company, Washington, D. C^
J. D. Mortimer, New York, N. Y.
L. H. Palmer, United Railways & Elec-
tric Company, Baltimore, Md.
C. G. Rice, Pittsburgh Railways, Pitts-
burgh, Pa.
F. E. Webster, Massachusetts North-
eastern Street Railway, Haverhill,
Mass.
H. V. Bozell, Electric Railway Jour-
nal, New York, N. Y.
Harlow C. Clark, Public Service Cor-
poration of New Jersey, Newark,
N. J.
H. F. Dicke, Utah Light & Traction ,
Company, Salt Lake City, Utah.
Charles R. EUicott, Westinghouse Air
Brake Company, New York, N. Y.
Harry Reid, Interstate Public Service
Company, Inc., Indianapolis, Ind.
Committee'On Publicity
J. N. Shannahan, chairman, Newport
News & Hampton Railway Gas &
Electric Company, Hampton, Va.
P. S. Arkwright, Georgia Railway &
Power Company Atlanta, Ga.
Barron G. Collier, Barron G. Collier,
Inc., New York, N. Y.
Walter A. Draper, Cincinnati Traction
Company, Cincinnati, Ohio-
P. H. Gadsden, United Gas Improve-
ment Company, Philadelphia, Pa.
L. E. Gould, Economy Electric Devices
Company, Chicago, 111.
W. F. Ham, Washington Railway &
Electric Company, Washington, D. C.
November 26. 1921
Electric Railway Journal
959
W. S. Huff, Third Avenue Railway,
New York, X. Y.
H. D. Shute, Westinghouse Electric &
Manufacturing Company, East Pitts-
burgh, Pa.
L. S. Storrs, The Connecticut Company,
New Haven, Conn.
Committee on National Relations
Charles L. Henry, chairman, Indian-
apolis & Cincinnati Traction Com-
pany, Indianapolis, Ind.
W. R. Alberger, San Francisco-Oakland
Terminal Railways, San Francisco,
Cal.
Henry G. Bradlee, Stone & Webster,
Inc., Boston, Mass.
Arthur W. Brady, Union Traction
Company of Indiana, Anderson, Ind.
C. D. Cass, Waterloo, Cedar Falls &
Northern Railway, Waterloo, la.
B. C. Cobb, Hodenpyl, Hardy & Com-
pany, Inc., New York, N. Y.
Samuel M. Curwen, The J. G. Brill
Company, Philadelphia, Pa.
John J. Stanley, Cleveland Railway,
Cleveland, Ohio.
L. S. Storrs, The Connecticut Company,
New Haven, Conn.
Committee on Publications
L. S. Storrs, chairman, The Connecti-
cut Company, New Haven, Conn.
Harlow C. Clark, Public Service Cor-
poration of New Jersey, Newark,
N.J.
E. C. Faber, The Aurora, Elgin & Chi-
cago Railroad, Aurora, HI.
M. B. Lambert, Westinghouse Electric
& Manufacturing Company, East
Pittsburgh, Pa.
C. E. Morgan, Brooklyn City Railroad,
Brooklyn, N. Y.
Charles C. Pierce, General Electric
Company, Boston, Mass.
A. M. Robinson, The J. G. Brill Com-
pany, Philadelphia, Pa.
Martin Schreiber, Public Service Rail-
way, Camden, N. J.
Committee on Company and
Associate Members
F. R. Coates, chairman. Community
Traction Company, Toledo, Ohio.
W. R. Alberger, San Francisco-Oak-
land Terminal Railways, Oakland,
Cal.
F. G. Buffe, Kansas City Railways,
Kansas City, Mo.
L. E. Gould, Economy Electric De-
vices Company, Chicago, 111.
J. H. Hanna, Capital Traction Com-
pany, Washington, D. C.
P. N. Jones, Pittsburgh Railways, Pitts-
burgh, Pa.
M. B. Lambert, Westinghouse Electric
& Manufacturing Company, East
Pittsburgh, Pa.
Henry H. Norris, Electric Railway
Journal, New York, N. Y.
W. S. Rodger, Detroit United Railway,
Detroit, Mich.
E. M. Walker, Terre Haute, Indian-
apolis & Eastern Traction Company,
Terre Haute, Ind.
E. P. Waller, General Electric Com-
pany, Schenectady, N. Y.
Rolla Wells, United Railwavs of St
Louis, St. Louis, Mo.
E. F. Wickwire, Ohio Brass Company,
Mansfield, Ohio.
Committee on Company Section and
Individual Membership
Martin Schreiber, chairman, Public
Service Railway, Camden, N. J.
P. S. Arkwright, Georgia Railway &
Power Company, Atlanta, Ga.
J. P. Barnes, Louisville Railway, Louis-
ville, Ky.
F. G. Buffe, Kansas City Railways,
Kansas City, Mo.
Walter A. Draper, Cincinnati Traction
Company, Cincinnati, Ohio.
J. H. Mallon, Metropolitan West Side
Elevated Railway, Chicago, 111.
Charles C. Pierce, General Electric
Company, Boston, Mass.
J. N. Shannahan, Newport News &
Hampton Railway Gas & Electric
Company, Hampton, Va.
Committee on Co-operation with
Manufacturers
E. F. Wickwire, chairman, Ohio Brass
Company, Mansfield, Ohio.
E. C. Faber, Aurora, Elgin & Chicago
Railway, Aurora, 111.
Frank Gale, General Electric Company,
Schenectady, N. Y.
P. N. Jones, Pittsburgh Railways,
Pittsburgh, Pa.
J. C. McQuiston, Westinghouse Electric
& Manufacturing Company, East
Pittsburgh, Pa.
Committee on Co-operation with
State and Sectional Associations
W. H. Sawyer, chairman. East St.
Louis & Suburban Railway, East St.
Louis, 111.
C. P. Billings, Wheeling Traction Com-
pany, Wheeling, W. Va.
Luke C. Bradley, Stone & Webster, Inc.,
Houston, Tex.
F. D. Burpee, Ottawa Electric Railway,
Ottawa, Canada.
T. B. Donnelly, West Penn Railways,
Connellsville, Pa.
W. V. Hill, California Electric Railway
Association, San Francisco, Cal.
Louis D. Pellissier, Holyoke Street Rail-
way, Holyoke, Mass.
R. V. Prather, Illinois Committee on
Public Utilities Information, Chi-
cago, 111.
J. P. Pulliam, Wisconsin Public Service
Company, Milwaukee, Wis.
Harry Reid, Interstate Public Service
Company, Indianapolis, Ind.
John Shartel, Oklahoma Railway, Okla-
homa City, Okla.
B. E. Tilton, New York State Railways,
Syracuse, N. Y.
H. E. Weeks, Tri-City Railway & Light
Company, Davenport, la.
Committee on Education
Edward Dana, chairman, Boston Ele-
vated Railway, Boston, Mass.
Edward J. Blair, Metropolitan West
Side Elevated Railway, Chicago, 111.
H. C. Donecker, Public Service Rail-
way, Newark, N. J.
Thomas Finigan, American Brake Shoe
& Foundry Company, Chicago, 111.
M. B. Lambert, Westinghouse Electric
& Manufacturing Company, East
Pittsburgh, Pa.
F. R. Phillips, Pittsburgh Railways,
Pittsburgh, Pa.
A. E. Potter, United Electric Railways,
Providence, R. I.
Thomas H. Schoepf, Cincinnati Trac-
tion Company, Cincinnati, Ohio.
William Von Phul, Market Street Rail-
way, San Francisco, Cal.
Edward A. West, Denver Tramway
Company, Denver, Col.
Thomas S. Wheelwright, Virginia Rail-
way & Power Company, Richmond,
Va.
Committee on Electrolysis
W. J. Harvie, chairman. Auburn &
Syracuse Electric Railroad, Auburn,
N. Y.
L. P. Crecelius, Crecelius & Phillips,
engineers, Cleveland, Ohio.
M. B. Rosevear, Public Service Railway,
Newark, N. J.
W. H. Sawyer, East St. Louis & Sub-
urban Railway, East St. Louis, 111.
G. W. Van Derzee, The Milwaukee Elec-
tric Railway & Light Company, Mil-
waukee, Wis.
Committee on Mail Pay
L. H. Palmer, chairman. United Rail-
ways & Electric Company, Baltimore,
Md.
Gordon Campbell, York Railways,
York, Pa.
G. K. Jeffries, Terre Haute, Indianapo-
lis & Eastern Traction Company,
Indianapolis, Ind.
R. A. Leussler, Omaha & Council Bluffs
Street Railway, Omaha, Neb.
Samuel Riddle, Louisville Railway,
Louisville, Ky.
W. S. Rodger, Detroit United Railway,
Detroit, Mich.
C. L. S. Tingley, American Railway,
Philadelphia, Pa.
H. B. Weatherwax, United Traction
Company, Albany, N. Y.
Committee on Special Taxes
C. D. Emmons, chairman. United Rail-
ways & Electric Company, Balti-
more, Md.
Edwin Gruhl, North American Com-
pany, New York, N. Y.
W. F. Ham, Washington Railway &
Electric Company, Washington, D. C.
A. M. Robertson, Twin City Rapid
Transit Company, Minneapolis, Minn.
Henry B. Sawyer, Stone & Webster,
Inc., Boston, Mass.
Committee on Trackless
Transportation
H. B. Flowers, chairman, United Rail-
ways & Electric Company of Balti-
more, Baltimore, Md.
R. E. Danforth, Public Service Railway,
Newark, N. J.
W. J. Flickinger, The Connecticut
Company, New Haven, Conn.
Samuel W. Greenland, Indiana Service
Corporation, Fort Wayne, Ind.
C. W. Kellogg, Stone & Webster, Inc.,
Boston, Mass.
R. V. Miller, Sapulpa Electric Interur-
ban Railway, Sapulpa, Okla.
H. A. Mullett, The Milwaukee Electric
Railway & Light Company, Milwau-
kee, Wis.
960
Electric Railway jouenal
Vol. 58, No. 22
D. W. Pontius, Pacific Electric Rail-
way, Los Angeles, Cal.
H. B. Potter, Boston Elevated Railway,
Boston, Mass.
J. N. Shannahan, Newport News &
Hampton Railway Gas & Electric
Company, Hampton, Va.
Committee on Valuation
J. P. Barnes, chairman, Louisville Rail-
way, Loiysville, Ky.
Arthur W. Brady, Union Traction Com-
pany of Indiana, Anderson, Ind.
Robert M. Feustel, Indiana Service
Corporation, Fort Wayne, Ind.
Williston Fish, Chicago Surface Lines,
Chicago, 111.
W. H. Maltbie, attorney-at-law, Balti-
more, Md.
Albert S. Richey, Worcester, Mass.
William H. Sawyer, East St. Louis &
Suburban Railway, East St. Louis, 111.
Paul Shoup, Pacific Electric Railway,
San Francisco, Cal.
Engineering Association
Committees Appointed
PRESIDENT KIMBALL of the Engi-
neering Association announces the
following committee personnel for the
association year 1921-1922, which rep-
resents the committees in so far as
they have been named, to date.
The committee on buildings and
structures will be completed shortly
and its personnel announced.
Committee on Equipment
R. H. Dalgleish, chairman, Capitol Trac-
tion Company, Washington, D. C.
Daniel Durie, sponsor, West Penn Rail-
ways, Pittsburgh, Pa.
W. S. Adams, The J. G. Brill Company,
Philadelphia, Pa.
H. A. Benedict, Public Service Rail-
way, Newark. N. J.
A. H. Daus, Metropolitan West Side
Elevated Railway, Chicago, 111.
L. J. Davis, Brooklyn City Railroad,
Brooklyn, N. Y.
J. L. Gould, Wilmington & Philadelphia
Traction Company, Wilmington, Del.
J. M. Hippie, Westinghouse Electric &
Manufacturing Company, East Pitts-
burg, Pa.
J. C. C. Holding, Midvale Steel & Ord-
nance Company, Philadelphia, Pa.
Robert Long, Altoona & Logan Valley
Railway, Altoona, Pa.
A. J. Miller, representative Association
of Manufacturers of Chilled Car
Wheels, Chicago, 111.
M. O'Brien, United Railways of St.
Louis, St. Louis, Mo.
C. M. Pittenger, Steubenville, East
Liverpool & Beaver Valley Traction
Company, East Liverpool. Ohio.
E. D. Priest, General Electric Company,
Schenectady, N. Y.
^■^f- .^y^' Carnegie Steel Company,
Pittsburgh, Pa.
C. W. Squier, Electric Railway Jotjb-
NAL, New York, N. Y.
Committee on Power Distribution
M. B. Rosevear, chairman, Public Serv-
ice Railway, Newark, N. J.
Charles R. Harte, sponsor. The Con-
necticut Company, New Haven, Conn.
J. R. B. Armstrong, Brooklyn City Rail-
road, Brooklyn, N. Y.
C. C. Beck, Ohio Brass Company.
Mansfield, Ohio.
H. S. Burd, National Conduit & Cable
Company, New York, N. Y.
R. W. Eaton, Public Service Engineer,
Providence, R. I.
Prof. D. D. Ewing, Purdue University,
Lafayette, Ind.
L. F. Griffith, Little Rock Railway &
Light Company, Little Rock, Ark.
H. D. Hawks, Anaconda Copper Mining
Company, Chicago, 111.
G. C. Hecker, Westinghouse Electric &
Manufacturing Company, East Pitts-
burgh, Pa.
Adrian Hughes, Jr., United Railways &
Electric Company, Baltimore, Md.
Charles H. Jones, Metropolitan West
Side Elevated Railway, Chicago, 111.
F. McVittie, New York Stete Railways,
Rochester, N. Y.
G. Hall Roosevelt, General Electric
Company, Schenectady, N. Y.
F. J. White, Okonite Company, Pas-
saic, N. J.
Committee on Power Generation
E. H. Scofield, chairman, Minneapolis
Street Railway, Minneapolis, Minn.
A. B. Stitzer, sponsor. Republic Engi-
neers, Inc., New York, N. Y.
L. D. Bale, Cleveland Railway, Cleve-
land, Ohio.
Walter E. Bryan, United Railways, St.
Louis, Mo.
HE. Davis, New York State Railways,
Utica, N. Y.
W. S. Finlay, American Waterworks &
Electric Company, New York, N. Y.
Frank G. Frost, New Orleans Railway
& Light Company, New Orleans, La.
C. A. Greenidge, J. G. White Manage-
ment Corporation, New York, N. Y.
F. C. Hanker, Westinghouse Electric &
Manufacturing Company, East Pitts-
burgh, Pa.
H. A. Kidder, Interborough Rapid
Transit Company, New York, N. Y.
G. Hall Roosevelt, General Electric
Company, Schenectady, N. Y.
George W. Saatnoff, Henry L. Doherty
& Company, New York, N. Y.
A. E. Stierly, Newport News & Hamp-
ton Railway, Gas & Electric Com-
pany, Hampton, Va.
G. W. Welsh, East St. Louis Railway,
East St. Louis, 111.
Committee on Purchases
AND Stores
W. H. Staub, chairman. United Rail-
ways & Electric Company, Baltimore,
Md.
L. C. Datz, sponsor, American Cities
Company, Birmingham, Ala.
William C. Bell, Virginia Railway &
Power Company, Richmond, Va.
C. A. Harris, Pittsburgh Railways,
Pittsburgh, Pa.
J. R. McGivney, New Orleans Railway
& Light Company, New Orleans, La.
W. D. Pierie, Philadelphia Rapid
Transit Company, Philadelphia, Pa.
W. S. Simonds, Denver Tramways Com-
pany, Denver, Col.
Committee on Standards
Martin Schreiber, chairman, Public
Service Railway, Camden, N. J.
H. L. Andrews, General Electric Com-
pany, Schenectady, N. Y.
Edward J. Blair, Metropolitan West
Side Elevated Railroad, Chicago, 111.
C. H. Clark, Cleveland Railway, Cleve-
land, Ohio.
L. P. Crecelius, Crecelius & Phillips,
Cleveland, Ohio.
E. R. Hill, Gibbs & Hill, New York, N. Y.
C. G. Keen, American Railways, Phila-
delphia, Pa.
John Lindall, Boston Elevated Railway,
Boston, Mass.
George P. Lyman, William Wharton,
Jr., & Company, New York, N. Y.
H. H. Norris, Electric Railway Jour-
nal, New York, N. Y.
N. W. Storer, Westinghouse Electric &
Manufacturing Company, East Pitts-
burh. Pa.
N. B. Trist, Carnegie Steel Company,
Pittsburgh, Pa.
Committee on Unification op
Car Design
H. H. Adams, chairman, Chicago Sur-
face Lines, Chicago, 111.
H. A. Johnson, sponsor. Metropolitan
West Side Elevated Railway, Chi-
cago, 111.
H. A. Benedict, Public Service Rail-
way, Newark, N. J.
J. A. Brooks, J. G. Brill Company,
Philadelphia, Pa.
J. W. Hulme, International Railway,
Buff'alo, N. Y.
G. L. Kippenberger, St. Louis Car Com-
pany, St. Louis, Mo.
John Lindall, Boston Elevated Railway,
Boston, Mass.
Victor R. Willoughby, American Car &
Foundry Company, New York, N. Y.
Committee on Way Matters
W. F. Graves, chairman, Montreal
Tramways Company, Montreal, Que-
bec, Canada.
R. C. Cram, sponsor, Brooklyn Rapid
Transit Company, Brooklyn, N. Y.
C. A. Alden, Bethlehem Steel Company,
Steel ton. Pa.
V. Angerer, William Wharton, Jr., &
Company, Inc., Easton, Pa.
S. Clay Baker, East St. Louis Railway,
East St. Louis, 111.
W. R. Dunham, Jr., Engel and Hevenor,
Engineers, New York, N. Y.
E. B. Entwisle, Lorain Steel Company,
Chicago, 111.
H. Fort Flowers, Differential Steel
Company, Findlay, Ohio.
C. F. Gailor, consulting engineer. New
York, N. Y.
Howard H. George, Public Service Rail-
way, Newark, N. J.
J. H. Haylow, Memphis Street Rail-
ways, Memphis, Tenn.
Eugene P. Roundey, New York State
Railways, Utica, N. Y.
E. M. T. Ryder, Third Avenue Rail-
way, New York, N. Y.
Francis Tingley, Washington Railway &
Electric Company, Washington, D. C.
W. W. Wysor, United Railways & Elec-
tric Company, Baltimore, Md.
News of the Eledric RaJways
FINANCIAL AND CORPORATE :: TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
City Operation Ends
Argument I
Meridian Light & Railway Retains
Ownership Under Municipal Board
For Three Year Experiment
City operation of the Meridian Light
& Railway Company, Meridian, Miss.,
is the basis of the agreement reached
between the municipal authorities and
the company after months of negotia-
tions. The contract will be subject to
ratification at the polls.
Under the agreement, the City Coun-
cil is granted the right to operate the
entire plant of the company, which fur-
nishes the city with gas, power and
railway service, through a board of di-
rectors. This board is to be composed
of three members appointed by the
Council, three appointed by the com-
pany, and the Mayor, who shall be the
chairman. The board has the power to
fix rates. The balance of power in the
board rests with the city.
The city under the proposed contract
does not guarantee to the company
either earnings or interest returns, and
no fixed capitalization is agreed upon as
a basis for rate making. On the other
hand, the company agrees to pay the
city in full the total amount already
expended by the city in establishing a
municipal light and power plant. The
city agrees not to build any gas, light
or street railway plant during the term
of the contract.
The contract is to run for three years,
and_ is subject to renewal thereafter.
It is an experiment only, so that the
city may, by actual operation, determine
the cost and expense of service fur-
nished. Thereafter a permanent agree-
ment is to be made.
This understanding, which must be
approved by the Cities Service Com-
pany, holding organization for the
Meridian Light & Railway Company,
concludes the long disagreement be-
tween the city and company. For several
years the city has been preparing to
construct a plant of its own, and re-
cently the citizens voted $600,000 for
the purpose. Another election will now
be necessary to approve the new con-
tract.
The company has left to the city the
responsibility to operate the plant for
the best interests of the citizens. It is
generally agreed that both company and
city displayed good faith in the inten-
tions of the other in coming to an
understanding, and making possible the
amicable settlement. Two representa-
tives of the company on the board are
to be chosen by the committee of bond-
holders and the other is to be selected
by the City Service Company.
The reduction will affect all officials
of the road, the personnel of the gen-
eral offices, motormen, conductors,
passenger and freight agents, freight
handlers, employees of the main shops
at Monroe and the branch shops at
Sherman and Waco. The employees on
the local lines in Sherman, Denison,
Waco, Corsicana, Waxahachie and
McKinney wUl also be affected.
The Texas Electric Railway employs
approximately 954 men, of which num-
ber 242 are motormen and conductors.
Approximately 300 work in the shops,
and the others in the various offices
of the company, or as its traveling
agents. The payroll for the entire
system last month was $77,690.
Officials of the company declared
that they faced the alternative of re-
ducing the force or cutting the pay,
and the wage cut was decided on be-
cause laying off any number of men
would aggravate the unemployment sit-
uation in Texas.
Wages Cut 10 Per Cent at Dallas
The Texas Electric Railway, Dallas,
Tex., announces that wage cuts of ap-
proximately 10 per cent will be put into
effect over its entire system on Dec. 1.
Shrmkage of a $500,000 in passenger
receipts since Jan. 1, 1921 is assigned
as the reason for the reduction.
Albany Strike Declared Off
The strike of the 714 trainmen em-
ployed on the lines of the United Trac-
tion Company, Albany, N. Y., which
has been in progress since Jan. 29, was
called off on Nov. 22 by a vote by
ballot at a meeting of the union follow-
ihg the calling off of the strike in Troy
by the troUeymen's union there on
Nov. 21.
The vote to call off the strike on
the Albany division came after a two-
hour debate at which many members
of the union voiced opposition. The
vote stood at the close of the ballot-
ing ninety-four in favor of calling off
the strike and sixty-five for continuing
it. When the result was announced a
resolution was passed at the suggestion
of Joseph S. Droogan, president of the
Albany union, making the vote unani-
mous.
The immediate effect of calling off
the strike is the sanctioning of the
riding on the cars of the general pub-
lic, many of whom have remained off
the cars since the starting of the strike.
Members of the union declared that
there was an understanding that a
large percentage of the present con-
ductors and motormen would be dis-
missed and that old men would be
placed on jobs as fast as possible.
Political and business leaders in
Albany and Troy are said to have been
behind the movement to bring about
peace. Over half of the old men are
engaged in other occupations and the
union, except in name, is virtually
broken. The United Traction Company
under its system of one-man cars will
not be in need of as many men as be-
fore, and this coupled with the fact
that some of the present employees
will be kept on their jobs, is expected
to result in some of the former em-
ployees being prevented for several
months from being returned to their old
positions. The men will return to work
at the rate against which they struck,
45 cents an hour. The majority of the
men seemed elated over the fact that
the strike had been called off.
Des Moines Campaign
Closing
Restraining Order Sought from Court
on Eve of Putting Franchise
to Public Vote.
Opponents of the new franchise pro-
posea for the Des Moines (Iowa) City
Railway have sought to prevent by in-
junction proceedmgs the franchise
election which had been set for Nov.
28. Grant Van Horn, a member of the
North Des Moines Improvement
League, on Nov. 18 filed a petition in
the District Court asking a temporary
order restraining the election.
Mr. Van Horn had his petition pre-
pared by a group of attorneys inimical
to the franchise, among whom was H.
W. Byers, former corporation counsel,
who has been waging an emphatic
fight against the Des Moines City Rail-
way.
Claim is made by Mr. Van Horn as
the principal reason for enjoining the
election that the City Council did not
comply with the statutes by having
the franchise published four consecu-
tive weeks before it was passed by the
Council. Mr. Van Horn also contends
that the Des Moines City Railway is
insolvent and that for this reason the
city does not have proper guarantee
that the company will bear the ex-
pense of the special election. Atten-
tion is also called to the fact that no
bond has been filed by the company.
Another claim is that in view of the
company's insolvency the city has no
guarantee that the franchise terms will
be carried out by the company.
The business and civic interests of
the city have, however, been roused
and it seems that there is a determi-
nation to put the franchise across. A
committee of fifty representative citi-
zens and women has now been named
and the conduct of the campaign will
be guided by an executive committee
of which Alex. Fitzhugh, former presi-
dent of the Chamber of Commerce, is
chairman. One of his two associates
is Miss Luella Clark, head of the De-
partment of Women's Affairs of the
Chamber.
Women will play an important part
in the campaign. Miss Clark, who is
heading up the women's campaign, is
authority for the statement that they
have pledges from 5,000 business
women and 6,000 club women to vote
for the franchise.
Straw votes taken by one of the
daily newspapers indicate that the
franchise will carry.
Bus operation has gradually been
curtailed since the railway service was
restored until there are now only
twenty-five or thirty buses running as
against a maximum of 125. Many
lines have been abandoned entirely by
thp bus operators.
The hearing on the iniunction case
was not comnleted on Nov. 2.'?. Mr.
Bvers took up mo<!t of Nov. 23 with
his arp-ument and Mr. Gamble, the rail-
way attomev. had barely started his
arcnment when the court adjourned
until Nov. 26.
962
Electric Railway Journal
Vol. 58, No. 22
Mr. Shearn Stresses Inter borough Dividend Policy i
Examination by New York Commission Is Devoted Principally to the Affairs of
Interborough Company — Auditor Gaynor and President
Hedley Chief Witnesses
The hearing into the affairs of the New York transportation companies,
begun Nov. 15, has been continued during this past week. The plan followed
has been first to establish certain data, then examine the officials of the different
companies on these data. During the early part of the week the chief point
discussed was the inclusion in the Interborough balance sheet at cost of the
stock of unprofitable trolley lines in Queens Borough, as well as the inclusion
of advances to those and other unprofitable controlled lines. Stress was also
laid on the large dividends paid up to 1919 by the Interborough Company and
its failure to amortize certain organization expenses.
ATTORNEY SHEARN of the com-
. mission declared at one point in
the examination that this purpose in
asking certain questions relating to
past financial acts was not to place
obloquy upon any person living or dead,
but to get facts so as to bring about
a remedy. In addition to the summary
printed below of the hearings, some of
the charts and tables presented at the
hearing will be found on page 941 of
this issue.
At a hearing on Thursday morning,
Nov. 17, the first testimony presented
was in regard to the abandonment of
routes. It was shown that the total
amount abandoned was 189 miles, of
which 108 miles were on the Brooklyn
surface lines, 9 miles on the Queens
surface lines, 11 miles on the Bronx
surface lines, and 60 miles on the Man-
hattan surface lines. This figure is
larger than the miles of track aban-
doned to the extent of the length of
track formerly used jointly by t;wo or
more companies and abandoned by one
but still used by another or others.
Interborough Balance Sheet
Considered
Frederick W. Lindars then testified
as to the outstanding capital stocks and
bonds of the different companies in
New York, which aggregated $1,165,-
849,431. Of this amount $850,228,126
is in the hands of the public. He also
testified as to what portion of the
capitalization of each company is in
the hands of the public and what
owned by another company, the divi-
dend records, the interest payment
dates, and the approximate market
value of the securities as shown by re-
cent quotations, when they were avail-
able. He said among other things that
the Interborough Rapid Transit Com-
pany showed a deficit for 1917 after
dividends of $139,607; for 1918, of
$1,462,241, and in 1919 of $5,560,340.
The differences between the deficits
thus shown and the amount paid out in
dividends, Mr. Shearn, counsel for the
commission then intimated, must have
been paid out of surplus, if there was
a surplus, or out of capital if there
was not any surplus. Mr. Quacken-
bush declared that the surplus from
previous years supplied these divi-
dend pajnnents.
E. F. J. Gaynor, auditor Interbor-
ough Rapid Transit Company, who
then went on the stand, was asked
about the balance sheet of the Inter-
borough Rapid Transit Company, par-
ticularly the account of miscellaneous
investments, consisting of the stock of
associated companies which totalized
$19,378,244. This account includes
stock of the New York & Queens
County Tfailw»i' with a iir value of
$3,204,800, which cost th° company
$2,895,160, and was carried on the
books as that amount. Mr. Shearn
pomted out that the last annual report
of the New York & Queens County
Company to the commission showed a
corporate deficit of $4,677,949, and a
net loss in operation for the year of
$635,855, and he asked Mr. Gaynor
whether there was justification for
carrying in the Interborough balance
sheet that stock as an asset when the
company had been showing year after
year a net loss in operation. Mr.
Shearn also called attention to the in-
clusion in the assets of the advances
made to this company by the Inter-
borough amounting to over three mil-
lion dollars, and also accounts receiv-
able from other railway companies, in-
cluding the New York Railways.
The question then arose as to the
amount at which these securities
should be carried in the Interborough
balance sheet, Mr. Gaynor declaring
that the rules of the commission re-
quire that they should be carried at
cost. After some discussion Mr.
Shearn asked the witness whether the
stock of a company is carried in a bal-
ance sheet as an asset and the stock
is worthless that report gives a true
statement of the condition of the com-
pany. Mr. Gaynor claimed that this
situation did not apply in this case as
he did not know the value of the stocks
in question, but Mr. Sheam said the
question was a hypothetical one, and
the commission said it would ask the
witness to reply to it at the next ses-
sion, or at that on Nov. 21. Before the
close of the session Mr. Quackenbush,
attorney for the Interborough, ex-
plained that the witness and the com-
pany had no desire to evade any ques-
tions. He said that he himself was
ready to answer "yes" to the question,
on behalf of the company, but that he
believed the investigation by the com-
mission's experts would show that the
value of the Queens County Company
was not far from the book value.
Subway Earned $67,000,000
It was also brought out in Mr. Gay-
nor's testimony that unpaid taxes of
the Interborough Company at the end
of the fiscal year, June 30, 1921,
amounted to $2,165,162. The reason
they had not been paid was that the
company last year lost four and a half
million dollars on top of a loss of about
the same amount the year before, and
it was extremely short of cash.
At the hearing on Monday, Nov. 21,
Mr. Lindars, accountant for the com-
mission, was again the first witness
and testified that the accounts of the
Interborough Rapid Transit Company
showed that its total dividends during
the eighteen years of its life amounted
to $65,625,000, and that its entire net
income during this time, after surplus
adjustments, was $67,867,878.48, leav-
ing as a surplus $2,242,878.48. He
said that this amount did not include
any deductions for worthless stock,
many uncollectible debts, and open ac-
counts and bills receivable. The divi-
dends paid amounted to 187i per cent
on the capital stock of the company,
and to 306 per cent of the actual cash
capital of the company. The witness
also said that during these eighteen
years the company had paid under its
lease of the Manhattan Railway Com-
pany as dividends to the stockholders
of that company $75,336,000, which,
Mr. Shearn declared, was within
$4,000,000 of the entire cost of tEe
original elevated railway, according to
the reports which he had from the
valuation department of the commis-
sion.
Mr. Latey, engineer of equipment
and operation of the commission, then
testified as to changes in the Interbor-
ough train schedule between 1916 and
1921, showing on some routes fewer
trains run and on other routes more
trains. Testimony was also presented
as to the cars run by other companies
in New York during the rush hour and
mid -day.
Amortization Depreciated Assets
Recommended
Mr. Gaynor was then recalled and in
reply to the question, "If your account
on its asset side includes among the
assets stocks to the extent of millions
of dollars which are in fact worthless,
then so far as that item is concerned,
the account does not truly set forth
the condition of the company," an-
swered "Yes." Mr. Shearn then asked
whether, if the investments were put
down at cost there ought not to be set
up on the opposite side of the account
in a reserve an amount to represent
what was written off, as well as to
cover advances which had been found
uncollectible. At the same time he de-
clared that the rules for uniform ac-
counting provide for optional reserves
as well as for required reserves and
that in an amount of $29,000,000 set
up as coming from accruals on contract
No. 3, the company did not let that
stand on the assets without some re-
serve against it on the liability side.
The witness replied that in that case
the change was ordered by the com-
mission. Mr. Shearn then quoted the
practice of the Third Avenue Railway,
which had established a reserve ac-
count to carry losses sustained on
stocks of controlled companies and
other items some of which had been
proved worthless. Mr. Gaynor thought
that had been done because of the re-
organization of the company. Mr.
Shearn then asked the witness in re-
gard to whether reserves had been es-
tablished for amortizing the cost to the
company of acquiring the Rapid Tran-
sit Construction Company. He then
brought out the fact that John G. Mc-
Donald, who held the original subway
contract, had transferred three-quar-
ters interest in this contract to the
construction company. Then when the
Interborough took over this contract it
had issued for the stock of the con-
struction company its own stock for
$9,600,000 and had paid $2,400,000 in
cash, or $12,000,000 in all for the con-
struction company. In addition, it paid
Mr. McDonald $2,500,000 for his quar-
ter interest, and Mr. Belmont $1,500,-
000 for his services in procuring the
contract and for certain property,
November 26, 1921
making a total of $16,000,000. Mr.
Gaynor, however, pointed out that in
acquiring the construction company
the Interborough had also acquired a
company with $6,000,000 of cash paid
in by the shareholders of the company,
so that the cost of the subway lease
was about $10,000,000. No part of this
has been written off by the company.
A discussion then followed as to the
extent to which these reserves, had
they been established by the company,
would have affected the surplus shown
by the company during some of the
years when dividends were paid, and
Chairman McAneny suggested that it
niight be well to invite the directors
of the company to testify on these
pomts. Mr. McAneny said in part, in
this connection:
»„**'"j <'3y"o'" can tell us about matters of
nfi'jr^;^"? cannot tell us about matters
or Judgment where the company in its action
has been represented by its own directors,
ihe commission has no desire to rake
m\,Tt»^''l' '* merely old. but until these
JJf thl^ ^^^"*' f!f''",,'"'s''"5' adjusted none
of them are old. Moreover, a great deal
has been produced that is di.<=tinctlv nlw
and important and tending to indicate tS
the inquiry should proceed further into the
direction of responsibility
r»Z.Vl5'"?u^r 9,VP^tions here already on the
record that will intimately affect the matter
withes'",*? ^-aluation: there are quStions
nf"?.,r''''*'^ •° **><= strength or propriety
of the position taken by the company in
the immediate past in relation to i^ abll-
J^l }° I'^l^l^^ proper service- there are
points that have developed here this Ifter
^°o" that raise in my mind, and I am sure
in the minds of mv assoctates as 4en
serious questions as tq the practical r^ult
Electric Railway Journal
963
It is expected that some of the di-
rectors w;ll be called next week
tZ.a ^'■^t'^'' part of the hearing on
Tuesday, Nov. 22, was given up to
the exammation of jthe operating ex-
penses of the Interborough Rapid
Transit Company for June, 1921. Mr
kll^"!' *^^. auditor, explained how
n«vr.if •"""^"/'"^ audited and how the
hp f^n ^'^u'^*" HP and checked, and
to m T'f ^^r^"^^ ^ ""'"b^'- of items
to Illustrate the manner followed. In
the discussion on the power accounts it
developed that the cost of a. c genera-
t\Zi,^\l^^ switchboard at the Fifty-
ninth Street power station for the
T.l'l °^ ^^T^ ^°' 1921, was 0.8289
cents per kilowatt-hour. The cost of
coa was 0.6247 cents. The question
of the disposition of the bonuses voted
to different people several years ago
for their services in negotiating for the
subway contracts was inquired into, and
bp^i^^"°^ i^'-*^ ^^^^ these were now
being carried m a suspense account.
Jhe co^"o/°.;f"°*^"'" 'i"«««°" I'e said
the cost of the recent publicity work
IS considered operating expense
Ihe morning of Wednesday. Nov 2.<?
ntnif'^^^^ to the examination of' Mr.'
Hedley, who said that he had been
elected president in October 1919
Prior to that time, while vice-president
and general manager, he had given
special attention to operation, consTmc-
tion and maintenance. He has bppn
borotrr°' °^^'"^"''." -ith thfln'te"
Borough Company since the subway
was opened, under different titles '^
When asked in regard to the last
pa trc^uIaH^lh^'-^'f ^"'"P-y and more
particularly the inclusion in it at cost of
wMl ^^Z \?'^ f Queens County stock a^
well as debts of some of the controlled
companies said to be uncollectible, Mr
Hedley said he would not admit the
stocks were worthless or all debts un-
collectible. All reports of the company
to the commission had been made up,
he understood, in the manner required'
by law. He did not believe that any
investor had been misled by these re-
ports. He believed that in balance
sheets, assets which were known to be
worthless should be written off. He
welcomed the fact that a tribunal w.as
planning to take up and straighten out
the trajisportation situation in New
York, and he said that the commission
would have his lull co-operation.
When asked why the Interborough
company continued to supply power to
the Queensborough lines when it was
not being paid for such service, he said
that if this supply was not continued
the cars would stop. This would be a
serious matter for both the company
and residents of Queens Borough. The
board of directors hoped that the situa-
tion with regard to the Queens lines
would be improved as a result of the
present hearing. He justified the
charges to operating expenses for pub-
licity because he thought the custom-
ers of a railway company were entitled
to know about its condition. The
information put out to a large extent
was not propaganda for an 8-cent fare,
that not having been mentioned for a
long time.
Mr. Hedley saiJ he had about come
to the conclusion that if he was going
to operate cars in New York, 5 cents
was all he would get for some years.
When asked if his personal judgment
favored the payment by the company in
dividends of a large proportion of its
profits, he declared that, as events had
turned out, it would have been better
to have provided a substantial reserve
in cash and in liquid investments.
Nevertheless, if it had not been for the
war, the Interborough could probably
have kept up dividends. No dividend
had been declared since he became
president. If any dividends had been
paid with borrowed money, as inti-
mated, he disapproved of that course.
The Manhattan lease for a long time
was profitable, but recently the Man-
hattan elevated lines had not earned
their guaranteed dividends. In Mr.
Hedley's opinion, this was due in a
arge part to the increase in prices of
labor and material brought about by
the war. The recent reduction in wages
on the subway and elevated would
"lean a saving to the company of about
$2,600,000 a year. This reduction was
niade voluntarily by the men in spite
" • u u f"*^*^ t^'^at they had a contract
with the company to run until Dec. 31,
1921. Mr. Hedley said he had told the
men that if there was no reduction in
wages the company would probably
have to go into the hands of a receiver.
The men did not want a receiver, so
they accepted the reduction.
The commission solicited Mr. Hedley's
personal opinion on its proposed plan
for readjustment of the traction situa-
tion m this city, with a 5-cent fare and
three operating companies. He criti-
cised the proposed board as dangerous
because it might be controlled by poli-
ticians. He said:
of these rapid transit lines in New Tork
it is my opinion that you will immediately
step down the factor of safety and effi-
ciency; and everything should be done to
positively prevent politics from representing
the majority on that board.
Wants All Represented
My remarks apply to all the boards that
vyiU be created if this plan of the commis-
sion IS carried out. There should be no
board in my judgment where the majority
of that board could possibly be made up
ot politicians or people that were in poli-
tics, people appointed by a political party.
I tell you in all candidness that if you
ever bring about any condition in this city
where any man appointed to public office
wlio more or less is a politician, has any-
thing to say about the character of the
men that go in the subway and the things
to do m order to make it safe and efficient,
you are going to do a very serious thing
to the public of New York. The manage?
unresnHct'ed'"' ''''^°'"'«'y' '" "^y Judgment,
I believe that the board of directors in
Ro^^i'i'^"^^^'"''.^' "^"^ development of these
Rapid Transit properties should have
representatives of the city representing the
public, representatives of the owners, and
also representatives of the employees. Then
v?,V. y.^X'' "° chance of having any secrets.
You have got to lay all your cards on the
^ni^' /IJ"- "^S* P'*^^ "P' ^""^ that is my
way of doing business.
At the end of the hearing the com--
mission thanked Mr. Hedley for his
testimony and promises of co-operation,
and he said that he would be ready to
come again at any time "during the
!:fe of the commission."
When the hearings are resumed next
Monday morning, the commission will
take up the case of the New York Rail-
ways, now in receiver's hands.
The owners of the new securities which
tne commission proposes to issue have the
privilege of electing three directors; the
Mayor names three. The six name the
seventh, providing they agree. If they
(ion t agree they come back to the com-
mission and the commission names the
seventh.
Now. you have the opportunity of hav-
■vi?. ".? 'hat board to control the trans-
hip Jh^.-i^^l"''" ^°-"r politicians. I think
im-Li.^ "''' ,^ positively avoided. If you
introduce politics into the actual operation
Court Asked to Modify
Master's Finding
Exceptions and motions to modify and
confirm have been made regarding the
report of Master Commissioner Okey to
the Court of Common Pleas in the ac-
tion which the Columbus Railway,
Power & Light Company, Columbus,
Ohio, brought against the Clark inter-
ests, formerly affiliated with the utility
as its managers. A number of in-
stances are cited in the 250 page plea
filed vidth the court, in which it is urged
that the master's decree was not in ac-
cord with the evidence presented.
The attorney for the company has
made as his first exception the omission
by the master to print or refer in any
way to the resolution of the present
company or its predecessor that grants
authority to proper officials to draw
funds of the company "to meet the
ordinary business transactions of the
company." This is regarded as the
basic feature of the court proceeding —
the thing on which the complaint
mostly rests.
In his report the master said that it
was not possible to find from the evi-
dence the amount of railway funds
contributed by Mr. Stewart, the treas-
urer of the company, to the Ohio Sun.
Further the master said that as it was
not possible to make even a remote
guess or estimate of the amount so
spent, it was idle to indulge in censure.
The company contends that Mr.
Stewart in the course of his examina-
tion expressed the unqualified opinion
that the amount he thought was con-
tributed toward defraying the indebted-
ness of the Sun was more than $100,-
000. As stated previously, this is only
one of many instances in which the
company feels the master's finding was
not in accord with the evidence.
The finding of the master was re-
viewed at length in the Electric Rail-
way Journal for Oct. 15, page 714
964
Electric Railway Journal
Vol. 58, No 22
Respite Granted in Detroit
Conference Planned Between City and
D. U. R Looking Toward Agreement
for Mutual Rights
The City Council of Detroit, Mich.,
has agreed to suspend the ouster ordi-
nance temporarily to permit negotia-
tions between the Detroit United Rail-
way and the city. This action was
taken upon receipt of word from Elliott
G. Stevenson, attorney for the Detroit
United Railway, that a decision had
been reached at a meeting of the board
of directors of the company to submit
a plan for the approval of the city offi-
cials proposing mutual running rights
over certain municipal railway and
company lines.
The enforcement of the ordinance,
which was passed at the Nov. 8 elec-
tion, would oust the company from Fort
Street and Woodward Avenue where
franchises have expired.
In a statement by Mayor Couzens the
fact was brought out that the Detroit
United Railway had asked for permis-
sion to submit to the city a proposal
concerning mutual running rights in
place of its being required to remove
the tracks from Fort Street and Wood-
ward Avenue. The city consented to en-
tertain a proposition if the same were
approved by the company's directors.
The negotiations, according to the
Mayor, may take two or three weeks.
A mutual exchange of running rights
would help to bring the day-to-day lines
and the Woodward and Fort lines into
service in connection with the exist-
ing municipal lines. Operation of the
municipal cars will be over certain sec-
tions of the Detroit United Railway sys-
tem only and vice versa. An exchange
of transfers will probably result from
the contemplated arrangements.
The problem of the company's inter-
urban service will also be solved by the
exchange of running rights. The De-
troit United Railway interurban system
is one of the most complete in the coun-
try, as it is strategically located in
southern Michigan connecting up other
cities with Detroit.
The city will probably not decide upon
the monorail elevated line, for which a
proposal was submitted by the Michi-
gan Elevated Railway, until after the
present controversy with the Detroit
United Railway is settled.
Elgin Officials Disagree
on City Policy
Elgin will not join Aurora, Yorkville
and Carpentersville to force the third-
rail lines of the Aurora, Elgin & Chi-
cago Railroad to continue service, if
Mayor Price is successful in his present
plans.
Other city officials of Elgin do not
agree with the Mayor, however, and
a statement issued by the commissioners
made it clear that the city will be rep-
resented at the hearing on Nov. 21.
to investigate financial conditions of
the railroad company.
The attitude of the commissioners
that Elgin should be interested in the
future of the company -is more har-
monious with that of the other cities
vvhich would be affected by a discon-
tinuance of railway service in Elgin
and Aurora and the interurban service
between Yorkville and Aurora, Aurora
and Elein, and Elgin and Carpenters-
ville. The corporation counsel of Aurora
issued the statement that "it is not in
my judgment the law that a public
utility can separate its paving proper-
ties from its unpaying pruperties and
operate the former ana stop the latter."
Mayor Price's demand for a 5-cent
fare is considered useless by the com-
missioners until the hearing called by
Federal Judge Evan A. Evans has de-
tei mired whether the traction company
is making money under the present
rates. If not, then a reduction to a
5-cent rate could not be expected, the
commissioners said.
iiiiiiiiiiiiiiiimim
News Notes
Wage Decision Awaited
in East St. Louis
The board of arbitration hearing the
wage scale controversy between the
East St. Louis & Suburban Railway,
East St. Louis, 111., and its employees,
members of the Amalgamated, has
completed the taking of testimony,
listened to final arguments, and is sx-
pected to hand down a decision in a
few days.
President W. H. Sawyer, in summing
up the company's side of the case,
argued that the wages should be re-
duced from the 60 cents an hour scale
to a graduated pay ranging from 40
to 49 cents an hour. He contended
that the present cost of living, as com-
pared with war-time conditions, justi-
fied this decrease and would permit the
employees to live in about the same
manner as formerly. William McMor-
row, an international vice-president of
the union, argued against a reduction.
Popular Vote in Pomeroy Upholds
Railway Against Council
As the election returns are reported
from different sections of the country,
other instances are shown of electric
railway issues supported by popular
vote. Several of these were reported
in recent issues of this paper. Another
example was the case of the Ohio River
Electric Railway & Power Company,
Pomeroy, Ohio.
In October, 119, this comoany se-
cured from the municipal Council a
franchise that was considered work-
able, which it was proposed should be
accepted. A referendum petition, how-
ever, was filed, within the thirty-day
limit against this franchise which made
it ineffective. This was voted on at the
election in November, 1920, and the
franchise was sustained by a majority
vote of four to one. Under the law
the company had thirty days in which
to make its acceptance, but before this
was completed, the municipal Council
passed an ordinance purporting to re-
peal the franchise upon which such an
overwhelming vote had been cast.
Another referendum petition was cir-
culated and filed. This was brought
to the vote of the people at the election
Nov. 8, 1921. This repealing ordinance
was not sustained, the vote being two
to one in favor of its rejection. It
has thus taken two years to make ef-
fective the franchise of 1919, but the
public indorsement for street railway
service in this case is decisive.
To Beautify Grounds. — The officials
of the Dallas (Tex.) Railway Com-
pany have reached an agreement with
the city for the beautification of the
land before the promenade of the
State Fair Grounds. It is planned to
level the grounds, put down sod and
keep the grass trimmed and the plot
beautified.
Electric Encourages Church-Going.
— -The Trenton, Bristol & Philadelphia
Street Railway, Philadelphia, Pa., has
begun a campaign to have attend-
ants at church use its cars as a
means of traveling to and from the
services.
Protests Made Against Track Re-
moval. — The Oklahoma Corporation
Commission will hold a hearing on the
complaint of the residents living in the
southeast part of the city of Tulsa
again.st the tearing up of the Oklahoma
Union Railway's tracks from Eleventh
to Eighteenth Street.
Revenue from Chewers Spurned. —
The city'- utilities committee of the
City Council of Seattle, Wash., has re-
jected a proposal to enter into a con-
tract with a private company to in-
stall gum-vending machines on all Se-
attle Municipal Street Railway cars.
The company estimated the machines
would add about $30,000 to the yearly
revenues of the railway.
Plans for Citizens to Vote on Fran-
chise.— Alderman Kinard at Ottawa,
Ontario, has filed a motion for pres-
entation to the City Council, asking
that the city counselor be instructed
to prepare the necessary by-law to
permit of the vote being taken at the
January election on the question of a
definite franchise of the Ottawa Elec-
tric Railway for thirty years.
People Will Decide Issue. — Muskegon
and Muskegon Heights, Mich., will hold
special elections within the next month
to decide whether electric railway or
bus transportation is desired. If the
people vote against eliminating two
competing bus lines, the commission
will allow the Muskegon Traction &
Light Company to discontinue service
Dec. 20. The buses making short hauls
charge 5 cents, while the street cars
charged 10 cents cash fare or four
tickets for 30 cents.
Will Discuss Railway's Problems. —
Conferences between William L. Harri-
son, newly elected City Commissioner,
who has been assigned to the depart-
ment of public utilities; J. S. Pevear,
president of the Birmingham Railway,
Light & Power Company, and Lee C.
Bradley, receiver for the company, will
be arranged in a short time. Litiga-
tion now pending between the city and
the company and the policy to be
adopted by the new city administration
in regard to the electric railway will be
discussed at these conferences.
Ashtabula Refused Ownership. — By
a vote of nearly two to one, the pro-
posal was defeated that the city of
Ashtabula. Ohio, take over the prop-
erty of the Ashtabula Rapid Transit
Company at $197,000. Two years ago
the electors voted to buy the property
at $296,000. The defeat of the plan
to acquire the present transit system
was somewhat of a surprise, inas-
much as it had been accepted at a
previous election and at a much higher
price, and in the face of the approval
of the special committee of the Cham-
ber of Commerce, which investigated
the plan.
November 26, 1921
Electric Railway Journal
965
Financial and Corporate
Promising Conditions
in Youngstown
Condition of Physical Property Much
Improved Partly Through Aid
of City Financing
There is an optimistic feeling about
the outlook for the Youngstown
(Ohio) Municipal Railway and the
neighboring railway lines of the
Pennsylvania-Ohio Electric Company.
Patronage is picking up a little,
though the present year has not been
a good one. The companies at Youngs-
town, which as a steel center ranks
next to Pittsburgh, were hit excep-
tionally hard by the general business
depression. The number of passengers
carried as compared with last year,
declined 30 per cent to 35 per cent on
the different divisions. By diligent
study of all details of operation, how-
ever, the operating expenses have been
reduced in even greater proportion
than the revenues have fallen.
All the surplus earned this year,
and such outside capital as could be
secured, have been put back into the
property, including $207,000 for pave-
ment financed by the city of Youngs-
town, so that the physical property
has been improved materially in con-
dition over the status that attained
a year ago. The maintenance expense
during the coming year will therefore
be much lighter than it was this year
because the accumulated deferred
maintenance has been very largely
taken care of. In fact, it is estimated
that only a little more than half the
sum expended this year on maintenance
and renewal will need to be spent next
year.
Despite the heavy reduction in rid-
ing, the economies that have been
worked have been brought about by
refinements in management rather
than by cuts in service, which has
contracting to pave a portion of the
street, merely took over a part of the
obligation of the city to the people.
Since the company was unable to
finance the repaving on a street where
it was badly needed, the obligation
simply reverted back to the city. The
city therefore financed the work, com-
prising approximately 6 miles of single
track, and will look to the future for
the refunding of this outlay for the
company, the same as for any other
taxpayer. The plan worked out gives
the company nineteen years to reim-
burse the city. The city secured the
money by the sale of its general bonds
and accepted a contract from the
Youngstown Municipal Railway to pay
off the loan in annual installments.
Two Ohio Companies Sold
The Plymouth & Shelby Traction
Company and the Sandusky, Norwalk
& Mansfield Electric Railway of Ohio
have been sold, according to an an-
nouncement of A. G. Taylor, receiver
for both companies. The Plymouth line
sold for $20,000, bid by S. S. Burts-
field, principal bondholder. The Wil-
coff Company, Pittsburgh, bid $60,000
for the Sandusky, Norwalk & Mansfield
line. Neither line attracted bids at
regular sales and will be junked. The
road ceased operation more than a year
ago.
It had previously been reported that
the defunct South line between Nor-
walk and Plymouth, part of the San-
dusky, Norwalk and Mansfield Railway,
would be kept in operation by the use
of gasoline cars.
Petition for Merger Rehearing
The Indiana Electric Corporation has
filed a petition with the Public Service
Commission asking for a rehearing of
the proposal to merge the properties
been reduced only 10 per cent, so that ^HZ^^B^Z^e^ It^
with practically no increase ,n car are back pf the corporation, proposed
practically no increase in car
mileage, 50 per cent more passengers
can be carried. The road would thus
appear to be over-serviced at present,
but this is, not the fact when due con-
sideration is given to the need for
liberal service on account of jitney
competition. Fourteen new safety cars
have just been received, and these, to-
gether with an application of one-man
operation to some of the present
double-truck cars, will aid further in
reducing operating expenses. A very
successful work in accident elimination
is also having its effect on operating
costs.
Hence, as business gradually comes
back, the company's financial position
should steadily improve as the result
of lower maintenance costs, safer
operation, more passengers with little
or no increase in platform expenses, a
service-at-cost franchise, and a cash
rate of fare of 9 cents or six tickets for
50 cents, which is felt to be as high
as is needed.
In referring further to the paving
work financed by the city, this is the
first time the city of Youngstown has
thus assisted in relieving the burden
upon the street railway. The city
acted on this theory: The company in
in the original petition to issue ap-
proximately $21,000,000 of securities to
be used in effecting the merger. This
proposal was denied by the commis-
sion, after an extended investigation
and hearing, on the ground that the
value of the properties, estimated at
approximately $19,000,000 by the cor-
poration, is not sufficient to warrant
the issue of securities asked.
The corporation indicates that the
amended petition would ask for author-
ity to issue securities of smaller
amount, but the total of securities to
be proposed has not been determined.
As stated in previous issues of the
Electric Railway Journal, the cor-
poration proposes to purchase seven
companies: Merchants' Heat & Light
Company, Indianapolis; Indiana Rail-
ways & Light Company, Kokomo; Elk-
hart Gas & Fuel Company; Valparaiso
Lighting Company; Wabash Valley
Electric Company; Putnam Electric
Company, and the Cayuga Electric
Company.
The original petition indicated that
the proposal includes plans to erect a
central power station near the Indiana
coal fields as an economy measure in
the production of electricity.
Maloney Plan Modified
Valuation Having Been Fixed, Com-
pany Insists Upon Issue of Cumu-
lative Common Stock
The local papers at New Orleans,
La., published on Nov. 17 what pur-
poiteu to be the principal points
reached by the conferees to the modi-
fied Maloney plan of settlement of the
public utilities matter up to the time
that the prohibition order of the Su-
preme Court abruptly terminated the
negotiations.
While unwilling to disclose the full
text of the agreement, Commissioner
Maloney outlined some of the outstand-
ing points of the financial "set up,"
report of which has already been pub-
lished briefly in the Electric Railway
Journal.
Briefly, the valuation of the prop-
erty of the New Orleans Railway &
Light Company for rate-making pur-
poses is placed at $44,700,000, divided
as follows: gas plant, $8,652,000; elec-
tric light and power plant, $10,048,000;
street railway property, $26,000,000.
The valuation is to start from Dec. 31,
1920. The fares, rates and charges
are to net 7i per cent, after deduct-
ing operating expenses, taxes, renew-
als, replacement and reserves.
The reorganization of the company
is to start at once, the city to have the
naming of four members of "the board
of directors.
The outstanding underlying bonds
are not to be disturbed and the out-
standing 4J per cent general mortgage
bonds due July, 1935, are to be ex-
changed, 25 per cent in cash and 75
per cent in new general lien bonds,
due July, 1935. The new 4i per cent
bonds are to have preferred position,
in that they will rank after the new
first and refunding open mortgage
bonds.
Income bonds, bearing 6 per cent in-
terest, and maturing November, 1949,
to the amount of $5,129,000 are to be
used in refunding the outstanding re-
funding and general lien 5 per cent
bonds, due November, 1949, upon
which interest is still due.
Preferred 7 per cent cumulative
stock to the amount of $3,955,000
is to be used in refunding the out-
standing 7 per cent gold reserve
bonds, upon which both interest and
principal are now in default.
The balance up to the amount allow-
able as a rate base, at the date of or-
ganization, is to be in common stock
issued to represent the equity in the
present property now represented by
the $10,000,000 of preferred stock and
$20,000,000 of common stock.
Two reserve funds are provided to
preserve the financial integrity of the
company.
Provision is made for the creation
of a fund of $200,000, 50 per cent of
which is to be used for betterments
and improvements, and the remainder
for the purchase and retirement of the
new 4i per cent bonds, at their lowest
bid value.
This fund is to be created before
disbursements of any kind are made
in the fiscal year out of earnings or
surplus to securities junior in rank to
the new 41 per cent bonds.
Provision is made for the creation
of an additional fund of $100,000 to
be expended on the same basis as the
$200,000 fund, before disbursements
are made on the preferred stock.
To effect the sale of common stock,
at par, for financial purposes, a divi-
966
Electric RaiLiWay Journal
Vol. 58, No. 22
dend of not exceeding 9 per cent per
annum in the aggregate is allowable.
No cash distribution, or stock dividends
are permissible; to the common stocK
in excess of the foregoing limitations.
The points yet to be adjusted include
the creation of the two reserve funds
and whether or not the dividends on
the common stock shall be cumulative.
The company takes the position that
the reserve funds should come out of
the earnings, or from the sale of se-
curities junior in lien to the 4J per
cent bonds. It also claims the divi-
dend on the common stock should be
cumulative because the city -allows a
return of 7i per cent on the value for
rate making but limits disbursements
to the existing securities to approxi-
mately 6 per cent.
No new securities are to be issued
by the company without the consent
of the Council, the city to have a per-
petual option on the property of the
company at the valuation stipulated
as of Dec. 31, 1920, plus such addi-
tions as may have been made.
Car fare is to be fixed at 7 cents and
the gas rate at $1.30 per 1,000 cu.ft.
upon termination of receivership.
Electric light and power rates are to
remain unchanged. No change in
rates is to be made for the test period
of twelve months.
The litigation instituted in the Fed-
eral District Court against the city
by the receiver is to be dismissed
when the agreement is closed and suf-
ficient funds are to be provided the re-
ceiver by the security holders' com-
mittees for the purchase and installa-
tion of equipment for the electric light
and power plants upon acceptance of
the modified Maloney plan of settle-
ment by the Commission Council.
The further announcement was made
at New Orleans on Nov. 17 that the
State will be urged to drop the suit
against the city, in the Civil District
Court, which has resulted in cessation
at the negotiations looking to a solu-
tion of the utilities problem.
Attorney General Coco of Louisiana
on his return to New Orleans contra-
dicted the published statement that the
State had any intention of lifting the
restraining order of the Civil District
Court placed upon the city in the mat-
ter of the 8-cent fare.
In discrediting the published state-
ment, .attorney General Coco went on
record as denying the authority of the
Commission Council to assume rate-
making powers over the railways of
New Orleans. He reiterated the opin-
ion of the late Assistant Attorney
General Luther E. Hall, that such
powers were vested solely in the Pub-
lic Service Commission. He also ques-
tions the valuation placed upon the
property of the New Orleans Railway
& Light Company, declaring it to be
ex parte, in his opinion, having been
made by persons with a direct interest
m the outcome of the controversy. He
states the valuation should be sub-
jected to "judicial ascertainment."
Attorney General Coco expresses
himself, however, as anxious to have
the railway matter settled properly.
Value Placed on Canadian Property.
—The Hydro-Electric Power Commis-
sion of Ontario recently placed a valua-
tion unon the Ottawa Electric Rail-
way line and equipment within the
Province of Ontario. The figure in-
cludinsr an amount necessnrv fnr the
operation of the system is $4,110,922.
Coal Properties Sold
4,675 Acres of Coal Land Disposed of
by Electric Railway to the Con-
solidation Coal Company
The Monongahela Power & Railway
Company, Fairmont, W. Va., has sold
its entire coal holdings to the Consoli-
dation Coal Company. The property
that passes in this deal consists of
3,500 acres of Pittsburgh coal, 1,000
acres of Sewickley coal, 175 acres of
surface land, and 300 standard gage
coal cars for the marketing of the
product. The purchase price was ap-
proximately $2,600,000.
One of these mining operations is
known as the Stafford mine. This
plant is located on Paw Paw Creek 6
miles north of Fairmont. This is a
shaft mine 250 ft. deep. It is thor-
oughly equipped with compressed air
mine haulage machinery. Electrically
driven compressors furnish the air for
the mechanical power used within the
mine. The coal is brought to the
surface by a steam hoist and is loaded
into the railroad cars over a steel tipple
which is equipped with self-dumping
cages. The mine has a capacity of
1,000 tons a day.
The Stafford mining town is known
as Baxter. It is one of the most at-
tractive mining centers in the State.
There are 150 dwelling houses for the
employees of the mine.
Many Acres of Undeveloped
Land IMcludeo
The second plant is known as the
Rivesville mine. This plant was in-
stalled about two years ago. It con-
sists of a shaft mine which is located
immediately adjacent to the Rivesville
power plant. It was developed by the
Monongahela Power & Railway Comr
pany for the purpose of supplying fuel
for the operation of the power plant.
The mine consists of two concrete
lined shafts 100 ft. deep. One of these
shafts is equipped with an electrically
driven hoist for lifting coal from the
mine. The other shaft is utilized for
supplying air for the ventilation of the
mine. The mine is equipped with
electric cutting machines for cutting
the coal. The development of this
mine is only partially complete. It has
a capacity of 500 tons a day. Thirty-
five modern houses make up the min-
ing town.
The 1,960 acres of undeveloped coal
included in the deal are situated on
Little Paw Paw Creek immediately to
the north of and adjoining the Stafford
mine property. This tract of coal was
acquired by a subsidiary concern of
the Monongahela Power & Railway
Company about three years ago. This
is one of the best tracts of undeveloped
coal in Marion County.
The 300 steel hoppers included with
the sale of the coal property are
standard railroad equipment hoppers
built in 1917 of 105,000 lb. capacity
each.
The sale of this property will enable
the Monongahela Power & Railway
Company to give all of its attention
to its power and railway business and
to devote its revenue to the improve-
ment and extension of its system.
A long-term contract for coal with
the Consolidation Coal Company in-
sures the railway of always having an
ample supply of fuel for its operations.
The proceeds from the sale of the
property will be apnlied to the reduc-
tion of the company's bonded indebted-
ness which will make a material de-
crease in the interest charges and thus
operate directly to the benefit of the
stockholders whose equity in the com-
pany's property will be proportionately,
increased.
The Monongahela Power & Railway
Company is the new name adopted last
May for the old Monongahela Valley
Ti action Company. The company
serves an extensive territory in and
around Fairmont with railway facili-
ties and gas. Besides owning traction
lines in Fairmont, Clarksburg and
other towns, it owns nearly 200 miles
of trackage in interurban lines.
The operation of the mines purchased
in this sale will be taken over by the
Consolidation Coal Company as soon
as the details of the sale can be
worked out.
Valuation Hearing Will
Be Resumed
Notice has been forwarded to the re-
ceiver of the United Railways, St.
Louis, Mo., and the City Counselor,
that the valuation hearing will be re-
sumed before the Missouri' Public
Service Commission on Dec. 19. In
the meantime the commission has ex- '
tended the 7-cent fare, which was to
have expired Jan. 1, to June 30, 1922.
The present fare is based on a ten-
tative valuation of $50,000,000 for rate-
making purposes, but the receiver ex-
pects to show that the property is
worth not less than $80,000,000, no
matter what method of valuation the
commission may follow.
Touching upon the valuation question
and the entire railway situation, the
management has issued in pamphlet
form to its natrons a statement of
more than 2,000 words, in which these'
paragraphs are featured:
It is to be hoped that the press will not
rontinue to pander to the uninformed or'
the misinformed, and that politicians will
refrain from attempting to ride into office
on a false street railway i-ssue. There is
about as much logic in attempting to l?gis-
late the rate of car fare by popular vote'
as there would be in fixing the price of-
paving by ordinance or charging for water
service without considering cost, unless the
city is prepared to take care of deficits out
of general tax funds. It must be paid for
as a business proposition, on a cost basis.
In the approaching valuation hearings be-
fore the Public Service Commission we hope
unreasoning prejudice, born of the past but
not justified in the present situation, will
not enter the councils. A square deal is
necessary if the service is not to be further
crippled but restored, improved and ex-
tended. A fair policy is needed to pave
the way toward further developments and
rapid transit.
In former years transportation forged
ahead of the city's growth — population and
indu.stry followed the trolleys. Franchises
were sought. Now it is the other way.
Populous and growing sections of the city
are waiting, suffering for car service which
we should like to give them. The manaee-
ment knows what and where these needs
are, and has earnestly studied the best
means of meeting them. Franchises have
been rejected because there is no money to
finance them.
Millions of dollars are needed today to
give St. Louis adequate transportation and
huild the sorely needed extensions More
millions will be needed in the future to
provide rapid transit if the citv is to grow
properly. 'Where and how are these millions
to be raised?
The money cannot be raised unless our
citizens make up their minds that the u.>!e
of the money must be paid for at fair in-
terest rates, and to do this the car fare
must be adequate. 'Whether the city .should
undertake the financing of the lines or pri-
vate capital should be further enlisted,
makes no difference In one respect. The
service must be paid for. And if private
investors are expected to furnish the money
another thing is sure: Reasonable security
will be demanded — nublic good will, freedom
from unjust attacks, the assurance of a
square deal from an Informed public.
November 26, 1921
Electric Railway Jouknal
967
Pittsburgh Receivership Apparently Nears End
Ordinance Now Before Council Assures Reorganization of Pittsburgh Railways
With Municipal Participation in Control — Valuation
Set at $62,500,000
The City Council of Pittsburgh has approved on first reading an ordinance for
reorganization of the Pittsburgh Railways. This is in effect the proposed
plan evolved by the city, and the company some months ago. It has lately been
under discussion by all the public, civic, engineering, and other organizations
in Pittsburgh and suburban towns. The plan, with slight revisions, has met
with general approval. As both of the parties to the contract are understood to
be in favor of the ordinance it is presumed that the plan for reorganiztion will be-
come effective without delay as soon as the ordinance has been enacted into law.
cleaning taxes the new company will
pay the city an annual lump sum of
$100,000 in quarterly installments. In
lieu of street repaving charges the
new company will pay the city $200,-
000 annually in quarterly installments.
If it appears that for three consecu-
tive months revenue is insufficient to
meet approved expenditures and ap-
BY THE adoption of the plan the
Pittsburgh traction situation, for
many years in an unsettled condition,
will be completely altered and the af-
fairs of the company, now in the hands
of receivers, will be reorganized under
a new company whose assets are set at
$62,500,000, the valuation fixed by the
Public Service Commission. Into this
new company will be merged 114 com-
panies constituting the present railway
system, intended eventually to be
operated under one franchise and
financed as a unit.
The new company is entitled to an
annual net return of 6 per cent, or
$3,750,000, out of its earnings from
all sources for a period of ten years, in
addition to all operating expenses, a
yearly depreciation allowance and taxes.
The Philadelphia Company, as the prin-
cipal stockholder of the railways com-
pany, will provide for finally bringing
all subsidiary companies into one com-
pany and the conversion of the present
mortgages into a single mortgage. The
new company will authorize securities
not exceeding $62,500,000 which it will
endeavor to issue from time to time to
refund all outstanding stocks, bonds or
other evidences of indebtedness. An
endeavor also will be made to borrow in
the Pittsburgh district $5,000,000 to be
spent in rehabilitation of the Railways
system.
City to Have Voice
An important element in the reor-
ganization is the participation of the
city in the conduct of the company un-
der a board of control. This board of
control will be composed of four mem-
bers, two of which are to be appointed
by the Mayor with the approval of two-
thirds of Councils. Members may be
removed by the Mayor only by the
same approval. The various cities,
boroughs and townships combined will
appoint a third member and the new
company will name the fourth mem-
ber. The salaries of the members of
the board, with expenses, are not to
exceed $20,000 annually.
Thirty days before the end. of each
fiscal year the new company will sub-
mit to the city and the board of con-
trol a budget of gross receipts and
proposed expenditures, this budget to
be subject to revision by the board of
control. If either the city or the com-
pany is dissatisfied with the board's
action the matter will be submitted to
arbitration, the board of arbitration to
be composed of three members, one
appointed by each side and these two
to appoint the third, or, failing in
agreement, the third member to be ap-
pointed by the Public Service Commis-
sion.
In lieu of present municipal franchise
taxes of various kinds, bridge tolls,
pole, car, wire, gross receipt and street
What Reorganization of Rail-
ways in Pittsburgli Means
The reorganization of tlie FittsbuTKli
Railwa.VN in accordance witli the ordi-
nance Just pasKed means:
Orgranization of a new company with
a capitalization of $62,500,000.
Annual return fixed at 6 per cent or
$3,750,000.
Itourd of control to liave voice in
afTairN of company, two members to be
appointed by city, one by other muniol-
palitieH and one by company.
Termination of receivership.
New company to raise $5,000,000 to
rehabilitate traction system.
Present traction system, comprislne
114 companies, to i>e merged into one
company under one franchise, with all
obligations to be assumed by the new
company.
New company assumes damage claims
payable within ten years.
Fixed payment In place of toUs, taxes
and other charges.
City claims settled for $526,091.
Fares to be reduced If there is a
surplus from operation and increased if
there is a deficit.
Agreement between city and company
for ten years.
parently will continue, on report of the
board of control, the city agrees to can-
cel repaving charges during that period
or will not object to an increase in
fares.
Regulation of Fares
Any annual surplus is to be paid
to the board of control within thirty
days, the board to prorate the money
among the different municipalities in
proportion to the trackage, one-third
of the surplus due to economies to be
returned to the company.
If the annual surplus is such as,
in the opinion of the board of control,
would justify a reduction in carfare,
application for a reduction may be made
to the Public Service Commission by
either the city or the board without
objection by the company. On the
other hand, if there is a deficit, such
as to justify it, the company has the
right to apply for an increase in fare
without objection by either the city or
the board.
The city agrees to accept for Its
claim against the company $526,091, in
full payment up to Jan. 1, 1921,
which amount with accruing charges
against the receivers will be paid or
secured by the new company. The new
company will also agree to pay all
judgments and adjust all claims against
the railways company prior to appoint-
ment of receivers, arising from per-
sonal "injury or death, paying within
ten years without interest, the first
payment to be made within two years.
Rbceiveks to Be Discharged
Upon approval by Mayor Babcock,
the plan will be presented to the Public
Service Commission. Thirty days af-
ter approval by the commission steps
will be taken to terminate the receiver-
ship and discharge the receivers.
The only dissenters to the plan have
been a few suburban boards of trade
that wished to substitute a settlement
based on the Cleveland plan. George
N. Monroe, Jr., assistant city solicitor,
who prepared the ordinance, explained
in an open meeting last week that the
Cleveland plan could not be used in
Pittsburgh as it delegated to the city
powers which are expressly reserved to
the Public Service Commission by law.
Ohio has a "home rule" law through
which a city can make any contract it
desires with public utility companies,
while Pittsburgh's power is restricted.
The Cleveland plan was considered in
the preparation of the Pittsburgh plan
and certain elements of it embodied, as
were also parts of plans used in other
cities. Those who have drafted the
Pittsburgh proposal therefore believe
that they have a plan which includes,
as far as Pittsburgh is concerned, the
most meritorious ideas embodied in the
settlements in other cities.
An indication of the action the
Mayor will take on the ordinance may
be had from a statement he 'made at a
meeting last week as follows:
I want to commend every member of
Council. I am proud of your action. You
iiave given earnest and careful considera-
tion to this situation for several years and
now you have accomplished something.
The traction situation has been a live Is-
sue during this entire administration. It
has t)een before the public for fifteen years.
Its settlement is the biggest thing that
could be accomplished in this administra-
tion.
The action which the railways will
take was made clear by a statement at
the same meeting by A. W. Thompson,
president of the Philadelphia Company.
He said;
Some of the members of our board of di-
rectors feel that this plan is very unfair
to the company and it has been so criticised.
However, although we do not agree with It.
I stand ready and am properly authorized
to sign it.
It will be recalled as already men-
tioned in these columns that foreclos-
ure proceedings by the bondholders of
one of the subsidiary companies of
the Pittsburgh Railways are now pend-
ing in the courts. This has had a
tendency to speed up consideration and
passage of the present plan and ordi-
nance as there was imminent danger
of a_ comnlete dissolution and disinte-
gration of the system into its integral
companies. It was realized that this
would be an immeasurable calamity.
William A. Magee was elected on
Nov. 8 to be the next Mayor of Pitts-
burgh. He is of the same political
party as the present Mayor. In defer-
ence to wishes expressed by Mr. Magee,
the Council on Nov. 21 returned the
franchise ordinance to the committee
until Mr. Magee has an opportunity to
study It. A meeting of the members of
the Council was held on Nov. 22 with
the Mayor-elect and minor changes were
suggested by him in the grant as passed
on first reading.
968
Electric Railway Journal
Vol. 58, No. 22
Foreclosure Decree Entered
Legal Counsel for Security Holders
Give Notice of Appeal from
Master's Finding
A final decree has been prepared by
the Court of Appeals and sent to the
Butler County Court, fixing the amount
which must be paid to the Citizens'
Savings Bank & Trust Company, Cin-
cinnati, Ohio, under the mortgage
covering the bonds issued by the
Cincinnati & Hamilton Electric Street
Railway and ordering the sale of all
property under the mortgage to
satisfy the judgment, as well as ap-
pointing a master commissioner to
place a minimum valuation upon all
assets, and take testimony as to
further disposition of the funds to be
received. Last summer a decree was
prepared but objections to it caused
the court to take the matter into its
hands and prepare its decree.
Under the decree it is held that the
Citizens' Savings Bank & Trust Com-
pany, trustee under the mortgage from
the Cincinnati & Hamilton Electric
Railway, to the American Trust Com-
pany, now consolidated with the Citi-
zen's Trust Company, due from the
Cincinnati, Dayton & Toledo Traction
Company, on bonds payment of which
was assumed, is entitled to recover
$482,344 with interest from April 11,
1921.
It further is decreed that the mort-
gages delivered by the Cincinnati &
Hamilton Electric Street Railway is
a valid first lien upon all property real
and personal, franchises, ordinances,
privileges and rights formerly owned
by that company, including its real
estate in College Hill, Ohio, and in
Fairfield Township, Butler County,
Ohio, upon which power houses and
depots are erected, and upon the line
now operated by the Cincinnati, Dayton
& Toledo Traction Company, between
College Hill and Hamilton, Ohio.
By the terms of the decree the judg-
ment must be paid within five days
from the date the decree or the fore-
closure will operate and a sale of the
property by George Sohngen, receiver,
will be made. Order for this sale,
contingent upon the judgment not be-
ing paid, is contained in the decree
and names Receiver Sohngen as master
commissioner to make the sale.
Attorney Froome Morris of Cincin-
nati is named to be Master Commis-
sioner to take testimony and report
the lowest price for which the sale
may be made, and as soon as this
price has been fixed and approved by
the court, Receiver Sohngen is in-
structed to advertise for bids; and if
none is received which equals or ex-
ceeds the minimum valuations to read-
vertise the sale. Upon a sale of the
property the proceeds are ordered to be
applied as follows:
1. To the payment of all costs.
2. To the satisfaction of the amount
due the Citizen's Savings Bank & Trust
Company.
3. To the payment of unpaid balance
due trustee under the mortgage from
the Southern Ohio Traction Company.
4. To the Cincinnati & Dayton Trac-
tion Company.
The decree also fixes the • status of
all mortgages and the ownership in
all rolling stock, power plants and
rights-of-way. It also instructs the re-
ceiver to continue the lines in opera-
tion.
That no one on either side of the
controversy was satisfied with the de-
cree as finally ordered was manifested
by the fact that all counsel gave notice
of exception to the onler.
Net for P. R. T. for Ten
Months $1,267,738
The Philadelphia (Pa.) Rapid Transit
Company for the ten months of opera-
tion ended Oct. 31 shows an operating
revenue of $35,131,600 against $31,191,-
066 for the same period a year ago.
The expenses including taxes increased
$2,170,233 over 1920 operation and
taxes.
After subtracting a fixed charge sum
of $8,185,640 from the gross income
of $9,453,378 the net income for the
ten months of 1921 stands at $1,267,-
738 against a deficit in 1920 of $418,-
356. The accumulated deficit for the
twenty-two months period to Oct. 31,
1921, is $1,100,197.
Third Avenue Railway Reports
Deficit of $876,611
The report of the Third Avenue
Railway, New York, N. Y., for the
fiscal year ended June 30, 1921, shows
a deficit of $876,611, which includes full
interest on adjustment mortgage 5 per
cent income bonds. For the previous
year the deficit was $845,396. The total
operating revenue for the year is $13,-
499,226, against $11,752,069. There
was an increase of ' $1,752,885 in the
operating expenses, which amounted to
$11,037,607 for the present year.
In his remarks to the stockholders
S. W. Huff, president of the railway,
said that a decrease in operating costs
has been felt since the summer and
as a result of the 10 per cent reduc-
tion in wages which went into effect in
Aug:ust of this year net earnings have
been steadily improving. He said
further that greater economy had been
effected through the extension of one-
man operation and the abandonment of
useless lines.
Toledo Company Shows Surplus
The net surplus from the operation of
the Community Traction Company, at
Toledo, Ohio, for the month of October
was $21,308, which was enough to take
care of deficits in all funds and enable
the payment of $2,010 into the fare
stabilization fund. This is the first
payment made into that fund and from
now on it is predicted the fund will be
built up considerably each month.
The sinking fund trustees of the city
who have control of the municipal own-
ership fund of the railway have pur-
chased $75,000 of the 6 per cent bonds
from Henry L. Doherty and his asso-
ciates, and they now have $84,374 in
cash which can be used for the same
purpose. As soon as bonds are pur-
chased they may be cancelled and com-
mon stock issued to the city in exchange
for them. The earnings from the
bonds go into the stabilization fund as
long as they are held as such.
The interest on bonds held by the
sinking fund trustees, amounting to
$764, was paid into the stabilizing fund.
The further purchase of bonds will
enable $420 of earnings to be applied
to that fund each month. The stabiliz-
ing fund is now at a level of $55,344,
but it will have to climb to $500,000
before fare reductions may be made.
The ratio of operating expense to in-
come for the month of October was
76.508 per cent, a reduction from the
previous month of approximately a
little more than 9 per cent.
During the month of October there
was an increase in passenger revenue
of $13,111. Operating expense was de-
creased, on the other hand, by $2,065.
The operating expenses per car-mile of
36.72 cents for September was de-
creased to 35.25 cents a car-mile.
In October 4,746,700 revenue passen-
gers were carried — an increase of
233,832 over the previous month. It is
estimated that 150,000 may be assumed
as the increase due to an additional day
of operation. The operation was in-
creased by 19,388 car-miles in October,
for a total of 625,758 car-miles.
First and Refunding Bonds Offered.
— Bonbright & Company, New York,
N. Y., recently offered at 82i and in-
terest, to yield about 7.45 per cent, a
block of first and refunding mortgage
5 per cent gold bonds, 1912 series, of
the United Light & Railway Company,
Grand Rapids, Mich.
Refunding Operation Planned. — The
West End Street Railway, operated
under lease by the Boston (Mass.)
Street Railway, has petitioned the
Massachusetts Department of Public
Utilities for authority to issue $2,700,-
000 of thirty-year 7 per cent bonds to
refund a similar amount maturing on
Feb. 1, 1922.
No Common Dividends Paid This
Year.- — No dividend has been paid on
the common stock of the Fort Dodge,
Des Moines & Southern Railroad, Fort
Dodge, Iowa, this year. Dividends
paid this year on the preferred stock
were: 7 per cent on Feb. 1 and 13 per
cent May 1. No dividend was paid on
the preferred stock on Aug. 1.
Indiana Company Nets $69,735. —
Report of Receiver J. H. McClure for
the Indiana, Columbus & Eastern Trac-
tion Company, Cincinnati, Ohio, in
federal court here showed that opera-
tion for September had netted a bal-
ance of $69,735. The receipts were
$223,763 and the disbursements
amounted to $154,027.
Permanent Financing Planned. —
During the past three months the
Commonwealth Power, Railway &
Light Company, Grand Rapids, Mich.,
has reduced its total indebtedness by
$539,708 through the payment ( of
$182,708 on account of purchase money
contracts on coal properties and car
trust certificates, and $357,000 on ac-
count of one-year 7 per cent notes due
Nov. 1, 1921, leaving the amount of
the latter obligation $3,123,000. The
company is now said to be looking for-
ward to maturing a plan to take care
of a material part of the indebtedness
of the company so as to put its financ-
ing on a permanent basis. For the
twelve months ended Sept. 30, 1921,
the company reports gross earnings of
$31,558,895 as compared with $30,157,-
334 for the previous year, and a bal-
ance or surplus of $1,515,252 for the
twelve months ended Sept. 30, 1921, as
compared with $933,510 for the pre-
vious year.
November 26, 1921
Electric Railway Journal
969
Wants to Maintain
Existing Rate
Suggestion Made that City Council of
Cincinnati Eliminate Franchise
Tax as Rate-Making Factor
In a statement accompanying the
budget of the Cincinnati (Ohio) Trac-
tion Company for 1922, received by W.
Jerome Kuertz, Street Railway Com-
missioner, W. Kesley Schoepf, presi-
dent of the traction company, an-
nounces that "it is reasonable to
anticipate that at least the 7i-cent
rate of fare could be maintained
throughout the entire year," if the
franchise tax to be paid to the city
of Cincinnati, when earned is not to be
charged as a deficit for rate-making
purposes.
The estimated gross receipts of the
railway from all sources for next year
are $8,708,000. The operating costs
are estimated at $5,277,500, of which
transportation costs are $2,500,000;
power, $997,055; way and structures,
$610,455; equipment, $617,500; traffic,
$2,500; general and miscellaneous,
$550,000.
Other expenses include taxes other
than city of Cincinnati and Norwood,
$798,300; rentals, $1,234,937; interest
and sinking fund on new capital,
$547,572; sinking fund and interest on
reducible debt, $199,450; return on in-
vestment, $747,280; Cincinnati fran-
chise tax, $350,000; Norwood franchise
tax, $6,000. The total expenditures
for the year are approximately $9,-
161,000, making a deficit of approxi-
mately $453,000 for the year. To over-
come that deficit the suggestion is
made that the City Council again pass
an ordinance making it possible to
eliminate the franchise tax as a rate-
making factor in order that the exist-
ing rate be maintained.
Mr. Schoepf says in his statement:
Your attention is directed to the fact that
the city franchise tax for 1920 and 1921
does not appear in the statement because
not having been earned and having been
deferred it does not become due unless a
surplus over all current ordinance require-
ments is earned. On the other hand the
current franchise tax for 1922 becomes a
direct charge on and after Jan. 1. 1922,
and if not earned fares must be raised until
It Is earned.
The only way in which fare increases
can be avoided wfll be that the city place
the 1922 franchise tax in the same posi-
tion as the tax for 1920 and 1921 ; that is,
that it shall be paid if it also can be earned
without increasing fares.
Railway Officials Opposed to
Additional Bus Permits
At a recent hearing before the Pub-
lic Utilities Commission of Washing-
ton, D, C, on the applications for the
establishment of four additional bus
lines the electric railways through their
officials openly voiced their opposition.
W. F. Ham, president of the Wash-
ington Railway & Electric Company,
told the commission that he did not see
the necessity for bus lines unless it
were shown that the electric railways
were not providing adequate facilities.
In expressing this view he reflected
the views of G. E. Hamilton, president
of the Capital Traction Company, and
J. E. Zimmerman, president of the
Washington-Virginia Railway.
It is said that the real opposition
on the part of the railway officials
was to the application of the Wash-
ington Rapid Transit Company for a
Union station-Georgetown line.
An official of the bus company stated
that the petition for the new route
had been the result of the demand from
patrons on the Sixteenth Street bus
line for a route to Union Station.
Houston Company Directed to Sell
Tickets at Five Cents
The Houston (Texas) Electric Com-
pany has until Nov. 27 to reply to the
proposed city ordinance directing the
company to sell twenty tickets for $1.
The fare in Houston is now 7 cents,
this rate having been put into effect
following a decision in the Federal
Court holding that the old fare was
confiscatory and failed to provide ade-
quate return on invested capital guar-
anteed under the federal statutes.
A new franchise was framed as a
compromise between the city and offi-
cials of the company, and this proposed
franchise was referred to the voters of
Houston at an election held on Nov. 4,
and rejected by an overwhelming vote.
Since the election conferences have
been held and agreement sought on a
reduced fare scale, but without result.
The city has now taken the initiative
and had City Attorney Myer draft an
ordinance directing the company to sell
twenty tickets for $1. The company
asked time in which to prepare data to
show that such an ordinance would be
unfair, and an extension was granted.
Freight-Carrying Trucks Under
Jurisdiction of Commission
The State Railroad Commission of
California in asserting recently that
truckmen operating under contracts of
employment were answerable to the
commission, said: "If one engaged in
the business of automotive transporta-
tion could avoid the provisions of the
law by operating at irregular times, a
handsome premium would be placed
upon poor service to the public."
At _ a previous hearing before the
commission this point was warmly de-
bated by truck owners, whereby they
maintained that the commission had no
jurisdiction over them. On Oct. 18 the
commission definitely settled the point
in granting an application for freight
truck service between Stockton and
Oakdale to an applicant. This appli-
cant had previously operated under a
theory that as he was working under
i)rivate contract he was not forced to
seek the approbation of the commis-
sion. He also pointed out that he ran
at irregular times. On this point the
commission's opinion continued:
"The shipping public is entitled to
know when and under what conditions
transportation is available. As to op-
erating under contract, every ship-
ment involves the establishment of a
contractual relation between the ship-
per or passenger and the carrier.
Jitneys Quit Railway Field
Eastern Massachusetts Lines Freed
from Pest — Fares Coming Down
in Consequence
The Eastern Massachusetts Street
Railway has now cleared itself of all
jitney competition in all cities and
towns in which it operates, except
in Hyde Park. Jitneys operate in
Gloucester and on a line out of Wo-
bum, but the railway has withdrawn
service from both of those places.
The line it gave up to the jitney in
Woburn is between Woburn and Bil-
lerica, Mass.
The districts in which the railway
had to fight the jitney, and the order
in which these districts officially dis-
missed the jitneys so as to save the
trolley are Lawrence, Salem, Brock-
ton, Quincy and Lynn. The jitney men
in Lynn were the last to give up the
fight.
Ten-Cent Fare at Start
Thus controlling its territory again,
the Eastern Massachusetts is making
a number of operating changes. It
announced on Nov. 21 a reduction of
fares in Fall River to 5 cents per
ride when tickets are used; it now
sells twenty-ride tickets at the rate
of $1, which is the cheapest rate on
the system.
When the property was taken over
by the public trustees, now operating
it, the fare on all the lines was fixed
at 10 cents. Since then there has
been a reduction in every district, made
available through the purchase of
tickets, so that the rates to-day in
the several operating districts on the
system are as follows: Fall River,
twenty tickets for $1; Lowell, fifteen
tickets per $1; Lawrence fifteen,
Haverhill thirteen, Salem sixteen, Lynn
eighteen, Chelsea fourteen, Melrose
fourteen in the interurban zone and
eighteen in the city zone; Taunton
fourteen.
Fall River the Banner City
Single cash fares are still 10 cents,
but the tendency is downward on the
tickets, varying from time to time in
the several districts according to varia-
tions in earnings. Fall River, which
now has the lowest fare, is the only
district that has earned cost every
month since the trustees took control
of the line.
Greenville Changes Its Mind —
Will Operate Buses
The city of Greenville, Tex., which
recently acquired at receiver's sale the
railway lines and other property con-
nected therewith announcing that the
municipal government would operate
the street cars, has changed its plans.
Announcement is now made that the
city will soon establish motor bus lines,
municipally operated, instead of
street cars.
It is asserted that motor buses
operated along fixed routes and on
regular schedule will solve the trans-
portation problem for small cities not
large enough to warrant operation of
an up-to-date railway system, and the
officials of Greenville believe that tliey
will prove that this is true. After a
try-out of the motor buses, Greenville
will vote on the selection of a transpor-
tation system, and if the voters express
preference for the motor bus lines they
will be maintained.
970
Electric Railway Journal
Vol. 58, No. 22
Five-Cent Fares Result in
Increased Patronage
J. P. Potter, manager of the Bridge-
port division of the Connecticut Com-
pany, said early during the week ended
Nov. 26 that the first day's trial
(Sunday) of the 5-cent fare in that
city was an unqualified success, both
from the public point of view and that
of the company. It was declared that
patronage on Bridgeport lines during
the first few days of the new schedule
since Sunday was considerably more
than under the old rate of 10 cents.
Disapproval of the decision of the
Connecticut Public Utilities Commis-
sion in ordering a 5-cent fare test in
Bridgeport was expressed by a major-
ity of the federal trustees of the Con-
necticut Company at their meeting
Nov. 19. The trustees are of the opin-
ion that all lines of the company should
be treated as one unit and that there
should be no discrimination in fare
rates on separate divisions of the com-
pany's system. The company has re-
cently reached a position where it is
earning a return on its investment,
and the Bridgeport order disturbs the
situation, in the opinion of the trustees.
The report of the Connecticut Com-
pany, New Haven, Conn., furnished the
Connecticut Public Utilities Commis-
sion on the results of a week's opera-
tion on a 5-cent fare basis in Norwalk,
over a distance of about a mile and
a half, states that the fares increased
over 3,000 during the first week of the
reduction from 10 cents. Monday,
Nov. 21, was the beginning of the
ninety-day experimental test for the
5-cent fare as ordered by the Public
Utilities Commission, and the report
received by the Commission is for
one week.
Though there was an increase in
fares, the Connecticut Company oper-
ated the line at a loss as shown at
the end of the week. Only on one day
of the first week did the receipts for
the day exceed the operating expenses
and the excess receipts amounted to
$9.27.
Lucius S. Storrs, president of the
company, is quoted as having nothing
to say.
Fare Suit Dismissed by United
States Supreme Court
The United States Supreme Court on
Nov. 21 decided that fares in Chicago
are subject to regulation by the Illinois
Public Utilities Commission, the court
dismissing the case brought by the
city, for want of jurisdiction.
The case was heard on Nov. 7.
Chester E. Cleveland, special traction
attorney for Chicago, presented the
city's side. For the Chicago Surface
Lines, attorneys James M. Sheehan and
Harry Webber appeared. This case
came before the United States Supreme
Court as a result of an appeal made
by the city of Chicago from the decision
of the Illinois Supreme Court rendered
on Feb. 18, 1920.
The city contested the right of the
Illinois Public Utilities Commission to
increase the rate of fare above 5 cents
in view of the contract the city had
with the companies which specified this
rate of fare during the life of the
grant. The court held in this case that
the State Legislature had never dele-
gated to the city the authority to fix
rate of fare or regulate service.
The Interborough Rapid Transit
Company, New York City, sought to
intervene in the Chicago case before
the United States Supreme Court in
order that it might be a party to the
decision, but the court refused to
permit this.
Injunction Against
Fare Order
Chicago Surface Lines Appeals from
Commission Ruling Ordering Re-
turn to Five-Cent Fare
An order for a 5-cent fare on the
Chicago Surface Lines was issued on
Thanksgiving Eve to become effective at
midnight Thanksgiving by the Illinois
Commerce Commission. The ruling was
not unexpected. Seemingly incontro-
vertible evidence had, however, been
presented by the company showing that
no reduction from the present 8-cent
fare was justified until operating ex-
penses could be reduced.
The commission, however, ordered a
3-cent reduction and wrote a lengthy
order to show that the condition im-
posed could be met by the installation
of numerous economies, the elimination
of inefficiencies of management, cessa-
tions of payments to the renewal fund
as provided by ordinance, release from
paving and sprinkling obligations upon
concurrence of the city and reduction of
allowable rate of return from 7i per
cent to 6 per cent, though 6 per cent is
all that has been earned with an 8-cent
fare.
The order makes no mention of a
wage reduction in relating possible
economies. It declares that the service
given IS exceedingly deficient; that the
service Orders of the commission and
Its predecessor have not been lived up
to, and that the service being given is
not worth more than 5 cents. The
order is replete with statements that
are most unusual in view of the evi-
dence submitted at the hearings.
T T^^ ^company petitioned Federal
Judge George A. Carpenter on Thanks-
giving Day for an injunction to restrain
the commission order and a temporary
restraining order was issued the same
day so that the 5-cent fare did not be-
come effective. The petition is to be
considered on Dec. 2 and a decision
reached then whether the injunction
shall be made permanent. Judge Car-
penter has called Judges Baker of In-
diana and Geiger of Wisconsin to as-
sist him in this connection.
On Nov. 25 Judge Baker ordered im-
mediate issuance of rebate slips for
fares m excess of 5 cents. Inasmuch
as considerable time would be required
to print such slips the court has
ordered that the last transfer issued
each passenger shall serve as a rebate
slip.
Indianapolis Mayor Favors
Six-Cent Fare
That he had agreed at one time with
iJr. Henry Jameson, chairman of the
board of. directors of the IndianapoUs
(Ind) Street Railway, that the city
would not oppose a 6-cent fare was
disclosed by Mayor Charles W. Jewett
recently. The fact came out in a dis-
cussion of the railway situation with
the traction head and other officials of
the utility before the Board of Public
Works.
The Mayor later suggested that the
railway temporarily operate some cross-
town bus lines to determine what kind
of demand there really is for crosstown
service at various points. Although the
traction men did not flatly refuse to
act upon the suggestion, they gave
city officials no encouragement.
Dr. Jameson and Robert I. Todd,
president and general manager of the
company, repeatedly stated that the
traction men do not believe the com-
pany can successfully operate upon a
5-cent fare. The city officials pointed
out that the company officials led them
to believe that if jitney competition
were eliminated the city might expect
better service on the basis of a 5-cent
fare.
Bus Permits Refused
Mayor Peters, Boston, Mass., recently
vetoed the licenses of three jitney com-
panies which were seeking permits for
operating in the Hyde Park district.
He explained his non-indorsement of
the bus operation on the ground that
he had recently approved a license
granted to the Norfolk & Bristol Bus
Company.
He said further that the residents of
the district had voiced a unanimous
approval of this company, and that he
himself believed the people were better
served by one company than by many.
Suburban Line Must Carry
Local Passengers
Suburban cars of the Minneapolis,
Anoka & Cuyuna Range Railway com-
ing into the city over the lines of the
Twin City Rapid Transit Company must
stop at intersections to pick up pas-
sengers and must give transfers to
passengers paying full fare in the
city limits. This fare must be only
5 cents. The Anoka line carries
passengers to the city limits over the
Minneapolis Street Railway tracks and
thence on its own rails to Anoka. Go-
ing out these cars will not be required
to take local passengers and need stop
only for suburban passengers. This is
the ruling of the city attorney. For
years this line lias utilized these tracks
but has not carried local passengers
and has not given transfers to city
lines. Operating under the old fran-
chise this line cannot charge the 6-
cent fare granted the local railway
under an ordinance passed in 1920. The
Anoka company runs into the city over
the Second Street Northwest lines to a
terminal in the heart of the city.
Conditional Five-Cent Fare
Establislied
The Corpus Christi Railway & Light
Company, Corpus Christi, Tex., effec-
tive on Nov. 1, announced a reduction
in fares from 10 cents to 5 cents, con-
ditioned on the purchase of coupon
books of twenty tickets for $1. Unless
coupon books are purchased, the in-
dividual fare will remain at 10 cents.
E. H. Eldridge, general manager, at
the same time announced changes in
the operation which included the cut-
ting off of some of the urban and sub-
urban lines which have proved unprofit-
able, and establishment of twelve-
minute service on the remaining lines.
This will be an improved service.
The new plan is an experiment, and
its retention will depend entirely on the
acceptance of the public, as manifested
in increased traffic. The Corpus Christi
Railway & Lighting Company is now
in process of being taken over by Mor-
rison & McCall, San Antonio, Tex.
November 26, 1921
Electric Railway Journal
971
Six Motor Buses Lose $15,000 in
Nine Months
On the first nine months working of
the six motor buses used by the
Cardiff (Wales) Corporation to supple-
ment the tramways service, the loss was
nearly £3,000. The city treasurer has
reported to the tramways committee
that the loss on the buses to Sept. 30
averaged 5.63d. per car-mile, totaling
£2,746.00.0. The revenue account
showed a loss of £1,285.16.4, to which
had to be added loan charges amount-
ing to £1,507.14.8. The traffic ex-
penses consumed 8.81d. per car-mile,
general expenses 1.6d. and general re-
pairs and maintenance 8.51d., making
an average running expense of 18.89d.
per car-mile. The traffic receipts
amounted to £8,013.5.6, giving an aver-
age per car-mile of 16.44d., a deficit of
2.54d. per car-mile carried to net
revenue account.
R. L. Horsfield, general manager of
the tramways, in commenting on these
figures, said the omnibus services in
the city were purely experimental and
had been tried when costs were at their
very highest. The future success of
the buses depended upon working out-
side the city boundaries.
Councillor Sydney Jenkins, the chair-
man, said Mr. Horsfield hit the nail on
the head when he said that in Cardiff
they were not likely to make much
with the buses, seeing that the tram-
ways service was an efficient and com-
prehensive one. Personally he believed
the chief cause of the loss was trade
depression. The sub-committee, how-
ever, had the matter under considera-
tion and would report later. He was
prepared to support the withdrawal of
some of the buses after proper notice
to the public.
He explained that a tentative ar-
rangement had been made with the
Newport Corporation whereby it would
have been able to take its buses right
into the town of Newport, but that the
corporation had been prevented by the
Monmouthshire County Council for-
bidding the buses to cross the roads,
an attitude which the Ministry of
Transport considered altogether un-
reasonable.
Various suggestions were made by
members of the committee as to the
manner in which the bus service might
be made to pay. These included a
reduction of fares to the level of those
of the tramways, running the buses in
direct competition with the tramcars
on the most congested routes and the
introduction of short stoppages.
The chairman and the general man-
ager were finally empowered to experi-
ment in any direction they considered
desirable.
or a decrease of 18.1 per cent. Com-
plete checks were made to include
mishaps involving the company's cars
with automobiles, trucks, vehicles of
all kinds, pedestrians and also board-
ing and alighting accidents involving
passengers.
Success in the reduction of accidents
of these various classes is attributed
by officers of the company to the fact
that regular "Safety First" instruction
work is carried on among employees.
The railway's record is in marked con-
trast to the showing of traffic mishaps
in which the company's cars are not
involved, this class of accidents show-
ing a steady increase.
"Safety First" Propaganda
Succeeds in Portland
According to figures recently com-
piled by the Portland Railway, Light
& Power Company, Portland, Ore.,
organized and persistent efforts in
combating the constant menace of
traffic accidents in the streets of Port-
land have been producing substantial
results. For the months of August
and September, the report shows a
considerable improvement as com-
pared with the same months of last
year.
The total number of accidents
in the two months of this year were
1038 as compared with 1268 last year.
New Jersey Fare Hearings
in December
It is probable that on Dec. 15 former
U. S. Judge Thomas G. Haight, acting
as special master, will begin the taking
of testimony on the question of the
permanency of the 8-cent fare on the
lines of the Public Service Railway,
Newark, N. J., recently allowed lay
Judges Rellstab and Wooley. The rail-
way is to put in as much of its case
as it is possible beginning Dec. 15 and
continuing Dec. 16, 19, 20, 21, 22
and 23.
555,179 Passenger Vehicles in
New York State
According to "Greater New York,"
the bulletin of the Merchants' Associa-
tion of New York, 721,488 motor ve-
hicles have been registered in New
York State for the first half of 1921
up to July 10.
Of these 555,179 are passenger ve-
hicles, 131,578 commercial, 28,495 om-
nibuses, 2,661 trailers and 3,575 cars
exempt from tax registration. Of this
number New York City has 223,435
cars, 156,116 being passenger cars,
52,658 commercial and 12,664 omni-
buses. Manhattan has 58,191 passen-
ger vehicles and 25,782 commercial,
Brooklyn being next virith 54,692 pas-
senger and 15,475 commercial.
Railway and Jitney Men Agree
Both the Public Service Railway,
Newark, N. J., and the jitney men re-
cently appeared before the Board of
Public Utility Commissioners to oppose
the granting of a permit for an addi-
tional bus on the Park Avenue line
operating in Woodcliff, Guttenberg,
West New York and Weehawken with
a terminus at the West Shore Ferry.
The railway, whose Palisade line
covers the same territory as the Park
Avenue buses, declared that though the
number of passengers was greater than
the seating capacity between rush
hours, still during other hours of the
day the traffic was very light.
The board will check the traffic in
this area before a decision is made in-
the matter.
Jitney Service Again Discontinued
— Mayor Approves Operation
Jitney service to the Cowen Park
District of Seattle, Wash., started by
the Sound Transit Company, operating
under a certificate of necessity issued
by the State Department of Public
Works, was again summarily discon-
tinued recently when W. R. Crawford,
attorney for the auto company, and
twenty-nine bus drivers were arrested,
charged with contempt of court, by
reason of an order issued by Presiding
Judge Everett Smith. The arrests were
made, when the company continued
operating jitneys after a restraining
order had been issued by Judge Smith,
enjoining jitneys from operating within
city limits without city permits.
In the meantime, Corporation Counsel
Walter F. Meier obtained an affi-
davit, sworn to by Director E. V. Kuyk-
endall of the State Department of Pub-
lic Works, declaring that the Sound
Transit Company's certificate of nec-
essity for the Roosevelt Heights jitney
line does not authorize operation of
motor vehicles within the corporate
limits of Seattle, without due sanction
of the City Council. This affidavit is
being used as an exhibit in resisting
for the city the injunction proceedings
brought by the jitney interests to pre-
vent the city from arresting bus drivers
for operating without city permits.
In the hearing before Judge Frater,
Mr. Crawford asserted the city's jitney
regulatory ordinance would conflict
with the terms of the state certificate
of necessity in matters of route and
fares, and contended that the Sound
Transit Company is seeking to operate
a stage line, and not a jitney line. He
said that the operation of stages does
not come under the jurisdiction of the
city's regulatory ordinance.
"Trolley Topics" Once a Month. —
Baltimore Trolley Topics, published
for the employees of the United Rail-
ways & Electric Company, will here-
after come out once a month instead
of semi-monthly. It has been an-
nounced that the magazine will in this
way have a greater opportunity to im-
prove its standard. A promise is made
"to develop its features 'and add new
ones."
Birmingham Equal to Occasion —
Shows What It Used to Be
During Semi- Centenary Week at
Birmingham Ala., when the city en-
tertained President Harding and wife
and thousands of visitors the Birming-
ham Railway, Light & Power Company
through the efforts of Lee C. Bradley,
receiver, provided additional service on
the important Avondale, Avenue C, and
"Tidewater lines, also on the East Lake
line. Some of these lines have the pay-
enter feature, on schedules four, five
and six minutes. Information where
to catch cars was advertised.
During this important week atten-
tion was called in the local press by
pictured illustrations to the progress
of transportation facilities in Birming-
ham and vicinity. Light and power
company lines between Birmingham,
Bessemer, Ensley, Fairfield and Gate
City were pictured with views of the
present day cars.
Seeks Higher Fare in Portsmouth
The State Corporation Commission
recently heard the petition of the Vir-
ginia Railway & Power Company,
Richmond, Va., for an increase in fare
in Portsmouth. The fare at present is 6
cents and the petition asked for a 7-
cent fare, the rate in effect in Richmond.
Thomas S. Wheelwright, president of
the railway, in answering the criticisms
of the residents of Portsmouth on the
service rendered, said that the com-
pany had endeavored to get together
with the City Council to effect some
settlement but had been unsuccessful.
972
Electric Railway Journal
Vol. 58, No. 22
7riiiiHrnrinTiTiTiiTTtiiii]ii
Transportation
News Notes
Lower Fares in Honor of Foch. —
The various traction lines operating out
of Indianapolis, Ind., offered a round
trip rate of one fare on these lines
on account of the nationwide interest
and historical importance of the visit
of Marshal Ferdinand Foch of France
to Indianapolis, Nov. 4.
Second Bus Line Started. — Another
motor bus line, the second to be put
in operation in Hartford, Conn., by the
Connecticut Company, was started on
Nov. 10. The bus will make regrular
trips, with transfer privileges, from
the South Green to Cedar Hill, a lo-
cality which the Common Council de-
clared was not served adequately by
the electric railway.
Wants Lower Fare. — At the next
meeting of the Public Utilities Board
of Wilmington, Del., a resolution will
be presented petitioning for a reduction
in fares on the lines of the Wilming-
ton & Philadelphia Traction Company.
The present rate is 8 cents or four
tickets for 30 cents. It is contended
that four tickets for 25 cents would
result in increased riding.
Eight-Cent Rate Extended.— The Mis-
souri Public Service Commission re-
cently issued an order authorizing the
Kansas City Railways to extend its
8-cent fare rate for six months begin-
ning with Nov. 18. The railway had
asked for a year's extension. The com-
mission accountants reported that the
company could not earn a reasonable
return if rates were reduced at this
time.
Buses Supplant Cars. — A motor bus
line is superseding the horse-drawn
street cars in Iquique, Chile. The buses
are American chassis, equipped with
locally made bodies. They seat four-
teen persons and are arranged with a
front entrance, on the pay-enter plan,
so that no collector is needed. The fare
is 20 centavos (about 2 cents at present
exchange), while the fare on the street
cars is 40 centavos.
Council Increases Fare. — The City
Council of Cape Girardeau, Mo., re-
cently passed an ordinance authoriz-
ing an increase in fare from 5 cents to
7 cents on the lines of the Cape Girar-
deau-Jackson Interurban Railway. A
petition with 1,500 names had been
presented to the Council asking for an
increased rate in order that the system
might make the improvements neces-
sary to provide an adequate service.
Jitney Passengers Increase.— Ac-
cording to the report made by J. J.
Kroehl, clerk in Newark, N. J., treas-
urer's office, and submitted to Director.
Breidenbach of the Department of
Revenue and Finance, jitneys carried
889,642 more passengers in October,
1921, than in September. The total
number of passengers carried during
the month amounted to 5,244,775. The
receipts amounted to $262,239, which
represented an increase of $44,482
over the previous month.
Writ of Review Denied. — Seattle jit-
ney owners having failed to obtain
from Associate Justice McKenna at
Washington, D. C, a writ of review
directed to the Supreme Court of the
State of Washington, in the matter of
the Seattle jitney ordinance case, re-
cently submitted, through Congress-
man Merrill Moores, a new application
to Chief Justice Taft at his residence.
This writ has been denied by Justice
Taft.
Fare Cut; Service Increased. — A
5-cent fare without free transfer for
local service was established in Soutn
Boston by the Boston Elevated Rail-
way on Nov. 14. In announcing this
reduction General Manager Dana de-
clared that there would be a substan-
tial increase in service by the use of
additional cars and that a new line
would be operated between Winthrop
Square, West Medford, and Maiden
Square via Pleasant Street.
Asks for Ten-Cent Rate. — According
to figures recently submitted by the
United Railways, Baltimore, Md., a 10-
cent fare will very likely be the charge
on the new auto bus line which the
railway proposes to establish on St.
Paul Street and Mount Royal Avenue.
It is shown, further, that the service
which is being planned cannot bring
any profit on a 7-cent fare. The mat-
ter has been referred to the Public
Service Commissioner for definite ac-
tion.
Auxiliary Bus Line Planned for Min-
neapolis.— As an auxiliary to the pres-
ent railway service in Minneapolis, a
crosstown bus line is being planned
by the Minneapolis Street Railway
for Lowry Avenue, which will be the
first such line in the city. The track-
less trolley will probably be installed
as an experiment. The grade crossing
is to be eliminated on Lowry Avenue,
and a bridge built across the Soo Line
railroad tracks in preparation for bus
service.
Bus Routes Restricted. — An ordi-
nance which has been passed by the
South Bend, Ind., City Council re-
stricts motor bus transportation to
streets not occupied by interurban lines
entering the city and also places an
annual license fee of $500 against the
firms now running buses between
Sotith Bend and surrounding towns.
The Chicago, South Bend & Northern
Indiana Railway showed that since the
buses were operating in streets through
which its cars ran a decrease of 30 per
cent in fares had resulted.
Skip-Stop Must Stop.— The Niagara
Falls, N. Y., City Council has instructed
City Manager Edwin J. Fort to order
the International Railway, Buffalo,
N. Y., to discontinue the skip-stop sys-
tem in effect on the Niagara Falls local
lines. Complaint against the skip-stop
system was first made by the Niagara
Falls Trades and Labor Council. The
City Manager also was instructed to
ask the railway to operate cars on a
more frequent schedule and provide
heat. Failure to comply with the sug-
gestions, the City Council decided,
would result in complaint being filed
with the Public Service Commission.
Bus Certificate Granted. — The Fron-
tier Automobile Transportation Com-
pany, Inc., has been granted a certifi-
cate of convenience and necessity by the
Public Service Commission for the oper-
ation of a regular motor bus service
between Niagara Falls and Lockport,
N. Y.., a distance of 22 miles, in com-
petition with the Buffalo-Niagara Falls
and Buffalo-Lockport divisions of the
International Railway, Buffalo, N. Y.
Service will be started between the
two Niagara county cities within the
next thirty days. Gustave Krueger,
Jr., of Niagara Falls will be manager
of the line, which will have offices in
Niagara Falls. At least ten buses will
be put in operation.
Bus Privilege Extended. — W. M.
Collins, operating an automobile pas-
senger, baggage and package service
between luiare and Porterville via
Lindsay, was authorized by the Cali-
fornia Railroad Commission recently
to give local service between Lindsay
and Porterville, serving Strathmore as
an internvediate point. The applica-
tion was opposed oy the Valley iransit
Company and by the Santa Fe &
Southern Pacific Railways. The com-
mission found that the Valley Transit
Company had not provided accommo-
dations for passengers in several in-
stances, and that while there was
ample rail transportation the commu-
nities do not patronize the railroads
but demand better stage service.
Commission Must Act in Fare Case.
— 'the New York, Westchester &
Boston Railway, New York, N. Y., has
obtained an order to compel the Tran-
sit Commission to show cause why the
commission should not be compelled to
grant permission to the railway to
charge a 7-cent fare. The proceedings
for the increase were started in 1919
before the old Public Service Commis-
sion, and in January, 1920, the com-
mission reported that the company
should be allowed the increase on the
merits of the case, but that the city
ordinances prevented. An appeal has
been upheld by the Appellate Division
and by the Court of Appeals, but the
Transit Commission has refused to
grant the higher fare.
Service Will Be Improved. — The Su-
pervisor of Public Utilities of Dallas,
Tex., has just completed a check of
traffic on the various lines of the Dallas
Railway. It is announced that orders
will be issued shortly for the placing
of more cars on a number of lines and
the speeding up of traffic generally.
Graphs showing the exact status of
passenger travel on the various lines
are being prepared by J. W. Monk,
inspector of service in the Supervisor's
department, and these graphs will be
used as a basis for orders that will be
issued directing improvement in serv-
ice. The Dallas Railway has expressed
a willingness to co-operate in every way
possible and marked improvement of
street car service in Dallas is expected
to result from the checks and orders
issued.
Jitneys in Beaumont Authorized. —
Jitney buses can resume operation in
competition with the street car lines
of Beaumont, Tex., under an oninion
rendered by City Attorney Charles
Smith, who issued a ruling that the
bus and hack ordinance recently en-
acted by the City Council repeals all
other ordinances relating to the regu-
lation of buses, hacks and all manner
of service cars. The fact that jitneys
can come back is evidenced by the
conclusion that jitneys fall under the
act's definition of service cars, and that
if jitneys will comply with the provi-
sions of the new ordinance relating to
service cars, they may resume opera-
tion. So far no jitneys have started
operation, but there is much talk of
several lines being established at an
early date. Officials of the traction
company so far have had nothing to
say about the prospective operation of
jitneys.
November 26, 1921
F i.ECTR ic Railway Journal
973
Railway Man Elected
E. M. Walker, Who Sold Terre Haute
on Safety Cars, Heads Electric
Light Body
It is not often that the central sta-
tion fellows reach out to put an elec-
tric railway man at the top of their
society tree. But a recent vote of the
members of the Indiana Electric Light
Association could be interpreted in no
other way than that there was a unani-
mous desire to have Edwin M. Walker,
general manager of the Terre Haute,
Indianapolis & Eastern Traction Com-
pany, as president of their organization.
These chaps, who are always hypnotiz-
E. M. Walker
ing people into buying percolators, curl-
ing irons and other things that con-
sume watts, evidently recognized in Mr.
Walker a friend and brother, for he,
too, understands supremely well the
salesman's art of inducing people to
purchase just a little bit more than
they had intended to. Concluding that
any one who can perform such a stunt
with the prosaic street car is a past-
master, the electric light men have cap-
italized on the fact that Mr. Walker
was one of them — hence the presidency.
Walker certainly would not be the
popiilar choice for the name of a man
who makes them ride in his 100 per cent
safety car city, but such is fate.
Although a native of England, Mr.
Walker escaped before the homeland
fog could chill his natural enthusiasm.
He was bom in Worksop, Nottingham-
shire, in 1875. With his family he set^
tied in Lockport, N. Y., shortly after
their arrival in the United States. In
the high school of that town the neces-
sary preliminary training was received
which enabled him in 1893 to attend
Williams College at Williamstown,
Mass., from which he was graduated in
1897. Between the terms of his college
career he worked for the Lockport Gas
& Electric Company, Lockport, N. Y.,
and became a full-timer there at the
termination of his college course.
Hardly a year's time had elapsed before
the Hyde Park Gas & Electric Com-
pany, Hyde Park, Mass., recognized the
ability of this young utility operator by
making him its manager. His selling
teeth sharpened on the hardened New
Englanders, he now felt equal to almost
any task. "The year 1903 found him one
of those protean public utility man-
agers, located in the Tennessee- Vir-
ginia town of Bristol in charge of a
gas, electric and street railway prop-
erty. From 1907 to 1912 a similar task
was his in Muscatine, Iowa, and then he
moved over to Dubuque for another
five years. His eyes then turned toward
Terre Haute, a city that threatened to
lose its place as a shrine of pilgrims
when Gene Debs made his headquar-
ters at Atlanta, but a city which Safety-
Car Walker has made the Mecca and
Medina of so many managers, mayors
and others who have been seeking their
salvation. Yes, it is the same Walker
who was later elected president of the
Illinois Electric Railway .Association.
Successful Salesmanship
B. R. Bigelow Sells Service and Safety
to the Inhabitants of Detroit
with Prose and Poetry
About this time last year, as people
were hurrying through Cadillac Square
in Detroit, Mich., their attention was
drawn to a spectacle for which the
more curious side of their nature de-
manded an explanation. The cynosure
of their wide-opened eyes was an en-
thusiastic and gesticulating man of
Herculean proportions. Beside him
stood what, in comparison to its
fervent exponent, appeared to be a toy
street railway car. Whether it was
the intention of the huge gentleman
on whom attention was focused to have
somebody "take one home for the
baby" or to entice a gullible public to
share in the profit's of a wonderful
new invention, many were at a loss to
decide. The conjectures and supposi-
H. E. Ross Western Manager of
"Electric Railway Journal"
Harry E. Ross, until recently busi-
ness manager of Electric Traction, will
hereafter represent the Electric Rail-
way Journal in the Western territory,
with headquarters at 1570 Old Colony
Building, Chicago. Mr. Ross, in his
connections with the former publica-
tion, has acquired an experience in the
field and an acquaintance with manu-
facturers which will enable him to
broaden the scope of Electric Rail-
way Journal service. As Western
manager he will succeed David Cam-
eron, who has been made manager of
the mid-Western territory, with head-
quarters in the Leader-News Building,
Cleveland, Ohio. Both Mr. Ross and
Mr. Cameron will represent also the
new McGraw-Hill publication, Bus
Transportation, the first number of
which will be issued in January, 1922.
Mr. Ross became connected with
Electric Traction ten years ago, and
three years later was made advertising
manager of the Kenfield-Davis Pub-
lishing Company, publishers of Elec-
tric Traction. For the past three years
he has served as secretary of the
company and business manager of
Electric Traction,
Ten Years Service and
Still Smiling
A speaking acquaintance with more
than 25,000 people, in Dallas, Tex.,
rnore than one-sixth the entire popula-
tion, is an asset possessed by few per-
sons, yet G. C. Swearingen, a conductor
on the Junius-Tyler line of the Dallas
(Tex.) Railway, claims to be on per-
sonal speaking terms with this num-
ber of Dallas residents, and has acquired
this acquaintance which in most in-
stances is personal friendship while
serving as conductor. He has been in
the employ of the Dallas Railway for
about ten years and has had runs on
various lines. He is jovial and always
has a kind word for every patron who
boards his car. "Of course, I find many
grouches," he says, "but the majority
of the people who ride street cars in
Dallas are kind and courteous, even to
a street car conductor."
B. R. BiGELOW
tions of those who gathered around
were not entirely allayed when words
to this effect reached their ears:
This car is known as the Birney safety
car. I presume some of you are wondering
why it is called a safety car. Is that name
one to sell it by or one to swear by? Well,
I hope to prove to you while I am here In
Detroit that this car is without question the
safest and best from the viewpoints of the
operator, the general public and the man-
ager and directors of the company. This
car is one-man operated, a feature that is
not only feasible but practicable.
Such talk as this could surely be
nothing but the forerunner to the
surreptitious appearance among those
engrossed listeners of a genteel person
inquiring solicitously, "Wouldn't you
be interested in sharing in the profits
to come from this invention which will
revolutionize the street railway in-
dustry? One man will be able to do
the work of two, etc." However, as
the demonstration progressed, the
pecunious aspirations of some were
damped whilfe others felt more at ease.
The demonstrator's explanation fol-
lowed in some such words as these:
I invite those present to take a trip in
fancy with me on this car. You will notice
that the car cannot be started when the
door is open because the brake is set. WTien
it is released the door automatically closes
and the step folds up. After the operator
has started the car with this controller he
must hold this handle down while he Is run-
ning. The mere removal of the operator's
hand from the controller handle automati-
cally cuts off the power, sands the rails and
sets the brake with no other effort on his
part. It also causes the doors, both front
and rear, to be easily pushed open by
any one.
This car has been brought here by the
974
Electric Railway Journal
Vol. 58, No. 22
Railway Commission of the city of Detroit
I am pleased to inform you that there are
over 150 cities throughout the United States
in which this type of car is in successful
operation and this city Is one of the largest
places where they are soon to be run.
This successful and magnetic demon-
strator was B. R. Bigelow, who has
. been appointed sales manager of
transportation for the Detroit (Mich.)
Municipal Railway. His working
model was a sample of the 100 safety
cars that were, several months later
when the track construction was com-
pleted, to assist materially in augment-
ing street transportation facilities.
Following up his first successful cam-
paign of selling the public on the
Bimey car, he later demonstrated the
Peter Witt type car with equal suc-
cess. This scheme of feeling the
public pulse was begun before any
orders had been placed by the commis-
sion and it was almost entirely due to
this stanch safety-car advocate that
the idea was sold to the commission
and city officials as well as to the
riding public.
Mr. Bigelow is the first man to hold
a position where his entire time is
devoted to the selling of electric rail-
way transportation. He was raised on
a farm in the hills near Lewiston,
Maine. His first electric railway work
was "bucking the line" on the extra
list. He soon became convinced that
a cheerful greeting cost nothing and
brought priceless rewards. For past-
time he wrote verse. Such experiences
as throwing switches at a lonely spot
on a rainy night or sleeping inclined
against a favorite post in the carmen's
room while waiting on the extra list
were the incidents to which he tuned
his lyre. One poem which he wrote
on the safety car was reprinted far
and wide.
Mr. Bigelow's practical experience
was gained as motorman and inspector
in Maine and later in Bridgeport, Conn.
His connection with the Bridgeport
division of the Connecticut Company
was severed when he became associated
with the Detroit Municipal Railway in
August, 1920.
During the World War Mr. Bigelow
acted as "Four-minute man," deliver-
ing addresses at the theaters and at
other public gatherings. He often re-
cited his original verses composed to
suit the particular occasion.
In January last, when he was made
sales manager of transportation, Mr.
Bigelow established an oifice on the site
of the municipal railway carhouse and
offices where permanent buildings are
now under construction. He lives on
St. Jean Avenue in a newly settled
section of the city where the first
municipal cars were started in opera-
tion in February, and good-naturedly
refers to the outlook from his window
as the "Belgian frontier."
The loyalty of the operators to whom
the sales manager has taught trans-
portation salesmanship was recently
evidenced by their giving him a ring
which is prized very highly by Mr.
Bieelow and which besides bearing his
initials and "M.O. 35" is inscribed "The
Pioneers."
Besides his sales talks to the car
operators, in which he drives home the
fact that courtesy is the keystone in the
arch of transportation salesmanship,
Mr. Bigelow has delivered safety talks
at the city schools with the full co-
operation of the principals and teachers
and has been requested to talk at
various clubs and churches. In his
talks to the school children, which must
be adapted to various groups from the
kindergarten up, he frequently gains
the attention of hi^ audience by jok-
ingly referring to his 310 pounds of
avoirdupois and the conspicuous ab-
sence of his hair. His endeavors
with the pupils are as earnest as any.
His ideas in his own words are:
The joy of service ever clings
And to our hearts its comfort brings.
Secretary Appointed
E. >J. Willis, of Long Utility Experience
in Texas, Occupies Southwestern
Association Post
E. N. Willis was recently appointed
secretary of the Southwestern Elec-
trical & Gas Association. Mr. Willis,
who took over the work as secretary
of the association on Nov. 1, is filling
the vacancy caused several months ago
by the resignation of H. S. Cooper.
This position affords Mr. Willis an
opportunity to continue his previous
efforts for the growth and development
E. X. Willis
of all the utilities in the Southwest.
He is well acquainted with the public
utility problems and personnel through-
out Texas and that section covered by
the membership of the association
through his connection for many years
with the Southwest General Electric
Company at Dallas, Tex. More re-
cently he was with Smith & Whitney,
power plant engineers, as manager at
Houston. Mr. Willis is anxious to
work with the members for the in-
creased usefulness of the association by
enlarging its membership and by mak-
ing it a clearing house for all informa-
tion of value to utilities in that section.
Mr. Willis was born in St. Lawrence
County, New York, in 1880. He was
graduated in electrical engineering from
the Lawrence Scientific School, Harvard
University, in 1903. He was connected
with the General Electric Company in
Schenectady in the test department and
as construction engineer from 1903
until 1911, when he went to Dallas,
Tex., with the General Electric Com-
pany of Texas. Soon after he was as-
sistant to the sales manager of the
Southwest General Electric Comnany.
In 1919 he became manager of the
Houston office for Smith i^ Whitney.
He has been in close touch with the
public utilities throughout the South-
west during the past ten years and
from both a commercial and onerating
standpoint is well qualified for the work
of the Southwestern Association.
H. H. Arnold Joins
Miami Property
H. H. Arnold, for the past fourteen
years connected with the Terre Haute,
Indianapolis & Eastern Traction Com-
pany, Indianapolis, Ind., has resigned
and accepted a position with the Miami
Beach Electric Company, Miami, Fla.
The latter company, which is owned
by Carl Fisher of Indianapolis, is a
large concern which furnishes power
for factories and beach lines in the
neighborhood of Miami, and but several
weeks ago agreed to lease and operate
the lines of the Miami Traction Com-
pany, which were recently purchased
by the city.
Mr. Arnold, who has had a very in-
teresting career since joining the trac-
tion company, came into the employ of
that corporation on July 1, 1917. For
several years he worked in various
capacities with the interurban system,
and four years ago he was made super-
intendent of the Crawfordsville divi-
sion. His resignation, which he
tendered to the Terre Haute, Indian-
apolis & Eastern Traction Company
recently, took effect on Nov. 15. Upon
leaving the company last week, Mr.
Arnold took a brief vacation, after
which he will leave for his new posi-
tion in Florida on Dec. 1.
Although no definite announcement
has been made, it is believed that
Frank Adair, Lebanon, Ind., will suc-
ceed Mr. Arnold as superintendent.
Mr. Adair has been with the Lebanon
branch for several years.
James C. Gardiner, employment
manager Chicago Elevated Railways,
died recently. He had been an em-
ployee of the Elevated Lines for over
twelve years.
Fred R. Fahlsing, claim agent In-
diana Service Corporation, Fort Wayne,
Ind., died Oct. 29 as the result of an
infection arising from a nasal opera-
tion. Mr. Fahlsing was forty-eight
years old. He was a native of Fort
Wayne and had been in the employ of
the Indiana Service Corporation and
its predecessor, the Ft. Wayne &
Northern Indiana Traction Company,
for twenty-seven years.
Charles C. Beckman, a veteran
employee of the Pennsylvania-Ohio
Electric Company, Youngstown, Ohio,
died recently. At the time of his
death Mr. Beckman was superintendent
of track and roadway of the Youngs-
town Municipal Railway Company, a
position he had held since the Youngs-
town city railways were segregated
under the service-at-cost plan of opera-
tion. Prior to that he had been super-
intendent of ways and structures of
the system, rising to that position
through years of faithful service.
Particularly in Sharon and vicinity was
his death keenly felt for it was there
as a citizen and as a railway man that
he had spent the greater number of his
years and it was there as n young man
he helped build and then operate the
street car line between Sharon and
Sharnsville. Mr. Beckman was bom
on Sent. 13, 1870. He was continu-
ously in the employ of the company
from his first construction job in 1893
till his death.
November 26, 1921
Electric Railway Journal
975
Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES BUSINESS ANNOUNCEMENTS
ULlillllimillil'iriiirmfn
"Pittsburgh Plus"
Opinions of Two Railway Purctiasing
Agents Differ as to Justice of
This Price Basis
There has recently been a lot of dis-
cussion in official circles and in the
newspapers about the "Pittsburgh
plus" system of fixing prices on rolled
steel, except light and standard rails.
This discussion has referred to the
trade practice of selling steel for a
price equal to the market price at
Pittsburgh, plus the freight from Pitts-
burgh to destination, no matter where
the shipping point may be.
Certain sections of the country feel
that this practice serves as a discrim-
ination where the purchasers happen to
be located close to a plant which may
be a long way from Pittsburgh. For
example: a Chicago purchaser of steel
must pay the Pittsburgh market price
plus a freight rate of 38 cents per 100
lb. in carload lots for steel shipped to
him from Gary, Ind., as this is the
rate from Pittsburgh, whereas the
actual rate from Gary to Chicago is
only 51 c^nts. Similarly, the l.c.L rate
that must be paid for steel bought in
Gary for shipment to Chicago is 54
cents, while the Gary-Chicago rate . is
only 17 cents. This represents a pre-
mium to the manufacturer in this par-
ticular case of 32J cents or 37 cents
per 100 lb. of steel sold, besides elim-
inating a base price that might be
lower if the Chicago market was in-
dependent of the Pittsburgh market.
The following views of Harry H.
Lloyd, purchasing agent Indianapolis
Street Railway and Terre Haute, In-
dianapolis & Eastern Traction Com-
pany, are particularly enlightening:
"I am frank to state that I have
never been able to definitely make up
my mind whether we would gain or
lose if the Pittsburgh plus practice
were abolished. If the mills were to
sell steel at approximately the same
price f.o.b. shipping point, it can
readily be seen that the consumer
living in the vicinity of any steel mill
would reap the benefit. But on the
other hand, if prices were about equal,
this would eliminate any competition
from steel mills at points farther away.
Lf we in the Central West were all buy-
ing from the Gary mills the Pittsburgh
mills would be eliminated from com-
petition unless they cut prices to
equalize the freight charge for the
longer haul. Suppose that after estab-
lishing business with the Gary mills,
they became overloaded with orders, or
through some disturbance had to cur-
tail production so that we could not
get material which might be needed in
a hurry, it might then be necessary to
go into the Pittsburgh district at a
higher price, because of the additional
freight The Pittsburgh mills might
be working up practically to capacity
on orders for the district where they
control business on account of short-
haul freight and they would not be
interested m our transient business.
The abandoning of the Pittsburgh plus
practice might thus give the steel mills
a price monopoly on the business in
their own district, but I do not believe
it would work out even this way in
actual practice.
"For example, if an Illinois steel
company were selling steel in the
Chicago district and its price was $5
or $6 per ton lower than the Pitts-
burgh market, because of the differ-
ence in freight rate, I am inclined to
think this company would advance its
price a sufficient amount practically to
absorb the difference in freight. The
Federal Trade Commission would have
no authority to interfere and the pur-
chasers in this district would have no
power to complain, because they would
be buying the steel at as low a price
as it could be obtained elsewhere. My
opinion is, therefore, that the practical
result of abandoning the Pittsburgh
plus practice would be to bring about a
price which would vary at the different
plants an amount sufficient to equalize
the variation in freight rates and main-
tain a perfectly uniform delivery price
to the consumer. The same' thing
applies today in certain bronze prod-
ucts used by all electric railways, on
which if one asks quotations from four
or five manufacturers located at
greatly varying distances a uniform
delivered price is bid.
"It has been suggested on occasions
that the Pittsburgh base be changed to
a Chicago base, and while this would
be of advantage to us' in tliis section,
it would discriminate against the East,
and particularly against the big in-
dependent plants. While I know it is
thought that the steel corporation
benefits by the Pittsburgh base, I
think that the plan is really more
equitable and of greater advantage to
big independent plants such as Bethle-
hem, Midvale and Jones & Laughlin,
as they are located in the Eastern dis-
trict and therefore could compete there
with any of the big plants of the steel
corporation.
"I am inclined to think that an aban-
donment of the Pittsburgh plus plan
would force the independents to cut
prices to secure business in localities
where the steel corporation could main-
tain a price level, having the effect of
putting the big independents out of
competition. To illustrate my point,
the steel corporation could compete on
even terms with Bethlehem, Midvale
or Jones & Laughlin in the Pittsburgh
district on account of the big Carnegie
plant. In the Gary district the cor-
poration could compete on even terms
with any local plant through the
Illinois Steel Company, or the corpora-
tion plant at Duluth. If the purchaser
was in the South, the steel corporation
would have the advantage through the
Tennessee Coal & Iron Company plant
at Birmingham. On account of the
difference in freight rates, the corpora-
tion would have the advantage over the
independents located in the Pittsburgh
district. Therefore, as one looks at the
plan from different angles, it seems
after all that in the final analysis the
Pittsburgh plus practice presents many
advantages to offset any seeming dis-
crimination."
George Kuhn, purchasing agent for
the various properties controlled by the
United Light & Railways Company,
expresses his view of the practice in
this way:
"We have felt since the Gary district
was opened up that the purchasers of
steel in the Central and Western sec-
tions of the country are not getting the
benefit of the location of the steel mills
in this territory. As I understand it, a
large amount of the ore used in the
Pittsburgh district comes from Mich-
igan or Minnesota and the cost of ship-
ping this should be less to Gary than
to Pittsburgh. Presumably the cost of
producing steel at Gary does not exceed
that at Pittsburgh, and we do not see
any reason why the Chicago district
steel producers should arbitrarily add
the Pittsburgh-Chicago rates on steel
that we in the West have to buy.
"On the other hand, I presume that
when the Gary mills sell steel east of
Pittsburgh they have to " meet the
Pittsburgh competition, losing the
freight that they pay on the finished
steel from Gary to Pittsburgh. How-
ever, this is only, an assumption. We
feel that when we are arbitrarily
charged the Pittsburgh market price
and the Pittsburgh-Chicago rate on our
steel we are paying for something we
do not get."
Foreign Commercial Laws
to Be Digested
The Commercial Laws Division of
the Bureau of Foreign and Domestic
Commerce, Department of Commerce,^
which was established some three
months ago with A. J. Wolfe as its
chief, has undertaken as its first task
the preparation of digests of the coni-
mercial laws of the principal nations of
the world. This undertaking was pre-
viously begun in a slightly different,
form, but never carried to completion.
Needless to say, such digests will be
invaluable to American firms having
dealings abroad. Another project
which the division will undertake is the
collection of names of reliable attor-
neys in all parts of the world together
with information as to the class of
business in which each specializes,
whether he undertakes the collection of
accounts and his scale of fees, whether
he can correspond in English and what
American clients he has satisfactorily
represented.
Japanese Railway Activity
An indication of the improvement in
business conditions in Japan since the
1920 critical financial stress of that
country is received from the recent
placing of an order with the Westing-
house Electric & Manufacturing Com-
pany for substation material amount-
ing to $76,000. This order covers the
complete equipment for two substa-
tions and includes eight rotary con-
verters, twelve transformers, two
complete switch gear equipment and
station lighting transformers.
Other large orders for railway ma-
terial recently have been placed an
this country by the Seto Electric Rail-
way, the Bisai Electric Railway, the
Nagasaki Electric Railway, the Tokio
Municipality and by other large Jap-
anese railway operating companies and
municipalities.
976
Electric Railway Journal
Vol. 58, No. 22
Rolling Stock
East St. LouiN. Columbia & Waterloo
Rallnay, Eai,t 8t. LiOnU, lil., has just com-
pleted the construction of one all-steel
express car
Miami, Fla, — As a resu't of the action
of the citizens of Miami in votin? a bond
issue of $100,000 to talte over the defunct
traction system in Miami, eight new cars
have been ordered.
BirminKiia-m Railway, L,lg:ht & Power
Company, Columbia, S. C, recently pur-
chased ten steel car bodies, which are
being repainted and equipped with new
motors in the shops of the company. The
new cars, each of which seats fifty-two
passengers, will go into operation about
Jan. 1. The cars were originally pur-
chased by the railway at Columbia, S. C.,
during the war for use on the line to Camp
Jackson, where they were used less than
ten months. WTien repainted their color
will conform to (he regulation of tile cars
on the Birmingham Railway, Light &
Power Company's lines.
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Track and Roadway
JackHonvilie (Fla.) Trartlon Company is
completing an extension on the Brentwood
line, which loops around and into the
Florida State Fair grounds.
Oklahoma RaUwa.v, Oklahoma City, Okla.,
has practically completed its Blackwelder
Avenue and Linwood Boulevard extensions.
The McNabb line to Lincoln Park will be
completed about Jan. 1.
L,oK AnKeles (Cal.) Railway has started
work on the renewal of tracks, ties and
flooring of the part of the East First Street
bridge used by the railway. New tracks
and ties have been installed on Spring
Street.
Plaza Rallwa.T, Charlotte, N. C, will
begin a program of improvement of its way
which will include repairing and ballasting.
It is expected the line will begin operating
within a month. The company was recently
incorporated.
Texas Electric Railway, Dallas, Tex..
may extend its line either from Corsicana
or Waco to the newly discovered Mexia oil
field. This proposition or the possibility
of a new line to serve this district has
been under di.scussion for some time and
has been referred to previously in the
Elex;tric Railway Journal.
Northwestern Elevated Railroad, Chicaso,
will install a ver.v complete interlocking
plant of the latest electro-pneumatic type
next spring. This will be located at the
branch-off from the main line to Evanston
into the .storage yard at Howard Avenue,
which is the city limit of Chicago and ter-
minus of a large number of the "L" trains.
Duluth (Minn.) Street Railway will com-
plete work on the Twenty-flrst Street trac-
tion extension by Jan. 1, 1922. This was
assured by Alfred Williams, sunerintendent
of the Superior division of the company
lines. The Wisconsin Railroad Commission
set this date as the limit for the construc-
tion work.
New York & Harlem Railroad, New York,
N. Y., has finished a connection on Eighty-
sixth Street between its tracks and those
of the Second Avenue Railroad, a portion
of whose shop buildings the former road
has remodeled to furnish facilities for re-
pair and maintenance of its cars. This
connecting link was necessary, as there
existed no other way by which the cars
of the New York & Harlem Railroad could
reach the Second Avenue shops at Ninety-
sixth Street and Second Avenue.
Mobile Light & Railroad Company, Mo-
bile, Ala., according to a press report has
suggested that the city permit it to operate
its suburban cars across St. Joseph Street
north to St. Francis Street as a relief for
congested conditions. In the event that this
permission is granted, J. Howard Wilson,
president of the company, said that the
railway would route the interurbans across
the street instead of down Dauphin and
around Water Street if the city would per-
mit a track to be laid along St. Joseph
Street.
Pacific Electric Railway, l/os Angelei,
Cal., according to engineer H. B. DeNyse,
announced recently that the so-called "left-
hand turn" at Seventh and Main Streets
in Riverside would be eliminated at once.
A new track lay-out has just been re-
ceived for this intersection and work of
putting it In place has been begun. There
was but a single track curve and Ijoth the
inbound and outbound San Beriiardino-Red-
lands cars used this curve. As there was
not sufl^cient room between tlie curt) and
the track for an automobile to pass a car,
there have been many narrow escapes at
this point. Fifteen thousand dollars has
been appropriated to provide the necessary
facilities and the work will be pushed
through as rapidly as possible, according
to Mr. DeN'yse.
FLiiiiiJiiiiiniiiinm]
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Power Houses, Shops
and Buildings
Phoenixville, Valley Forge & Stafford
Electric Railway, Phoenixville. Pa., is re-
ported to contemplate the construction of a
power plant at Williams Corners to meet
the need imposed by the operation here-
after by that company of the Montgomery &
Chester Electric Railway.
Hydro-Electric Power Cummlssion. Tor-
onto, Can., and the municipality will con-
struct facilities for transfer of passengers
and freight Ijetween cars 'of the city rail-
way system and those of the commission
at the northern part of the city. The com-
mission and the city will each bear one-
half the cost of construction and main-
tenance.
Mobile Liglit & . Railroad Company,
Mobile Ala., has expended the following
sums on improvements since the authoriza-
tion of the 7-cent fare: One tuscan steel
carhouse on Springhill Avenue, $24,688 ;
.special track-work at the central carhouse.
$25,213: one-story ofllce building at the
carhouse, $12,473 ; Birney safety cars,
$58,250; one boiler, $32,654.
Eureka (Cal.) Municipal Railway has an-
nounced that it intends to purchase soon a
new converter of somewhat larger capacity
than the one that now furnishes direct
current to the trolley system. The re-
liability and capacity of the present substa-
tion with but one unit is not considered
sufficient esi)ecially in view of higher stand-
ard of service that it is the intention of
the municipality to give to the public since
the system was taken over from its owners.
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Trade Notes
1.. H. Lund has been elected auditor of
the Westinghouse Electric International
Compan.v, to succeed F. N. Kollock, re-
signed.
Tnl«a (Okla.) Street Railway has pur-
chased forty-three watt-hour meters from
the Economy Electric Devices Company,
Chicago, for measuring the energy con-
sumption of the individual cars.
Holyoke (Mass.) Street Railway has pur-
chased fifty-four Sangamo Economy watt-
hour meters of the inspection dial type for
a complete equipment of the action cars
in Holyoke and Northampton.
Combustion Engrineering Corporation, 43
Broad Street, New York, recently opened
two branch ofllces, one at 216 Latta .\rcade,
Charlotte, N. C, in charge of T. B. Nott,
and the other at Seattle. Wash., where the
company is represented b.v Fryer-Barker
Company, 1133 Henry Building.
American Steel & Wire Company, Wor-
cester. Mass.. contemplates an expenditure
of $100,000 on its Worcester works at once
to give employment to its men who would
be idle otherwise. This is the local share
of the $10,000,000 which the United States
Steel Corporation has voted to expend in
the extension of its manufacturing plants.
Cincinnati (Oliio) Traction Company is
having electric lieaters installed on some of
its oars for experimental purposes. The
heaters now are in operation on all cars
on the Zoo Eden Park line, because it is
impossible to heat with coal, as the smoke
pipes interfere with the top of the Mount
Adams incline shed through which the cars
operate.
AVagner Electric Manufacturing Com-
pan.v. St. Louis. Mo., has announced the
appointment of F. T.' Coup as district man-
ager in charge of its Cincinnati office,
located at 20 East Ninth Street. Mr. Coup
is well acquainted with the Wagner line of
products, having been connected with the
company for many years and until recently
in charge of Its Milwaukee ofliice.
Edward M. Eliot has been appointed
assistant to tlie vice-president of the Under-
feed Stoker Company of America. He had
previously been service manager for the
Diamond Power Specia'ty Company, Detroit.
Mr. Eliot was engaged in power-plant de-
sign and construction for eight year.-i with
the Oregon Electric Railway, the Electric
Bond & Share Company and other com-
panies. He is a graduate of Massachusetts
Institute of Technology.
Virginia Corporation, .Alexandria. Va«.
has been granted a charter by the State
Corporation Commission to engage in the
business of building remodeling and re-
pairing railroad cars, electric cars. etc.
The ma.ximum capital stock is $100,000
and the minimum is $25,000. The officers
and directors of this concern are as fol-
lows: E. A. Morse. Washington, president;
L. D. Christie. Alexandria, treasurer, S. A.
Aplin. Wasliington, secretary.
Westinghouse Electric & Manufacturing
Company has established an oil testing
service wherein operators can mail samples
of insulating oil to the Westinghouse works
for test. it provides a thoroughly dry
bottle, a safe mailing container, which
when received at the works allows careful
testing by experienced men and a prompt
report of test results. This fills the needs
of many power plant operators who have
no good method of telling whether or not
their transformer oil is in perfect condition.
Detroit Seamless Steel Tubes Company,
Detroit, Midi., has again found it necessary,
since occupying its new modern plant, to
increase its sales staff. The position newly
created is that of assistant general mana-
ger of sales. C. C. Rosser, head of the depart-
ment, has announced the appointment of C.
H. Hobbs for this position. For over four-
teen .vears Mr. Hobbs was with the Lacka-
wanna Steel Company and for the last five
years was the district representative in
charge of the Detroit office.
Los Angeles (Cal.) Railway is preparing
twenty-five new steel cars seating 54 pas-
sengers for service. The cars have mul-
tiple-unit control and will be operated
singly or in two-car trains. The first of
the new cars will be in service about Dec.
1 and .some trains will be running by Christ-
mas. The car was designed by the engi-
neering department of the Los Angeles
Railway and built by the St. Louis Car Com-
pany. Westinghouse motors and air brake
equipment is being installed at the Los
Angeles Railway shops. Two 526 L Wes-
tinghouse motors are used. The car weighs
38.000 lb.
Ikutaro Inouye, an electrical engineer of
the government railways of Japan, has re-
cently come to the United States to study
electric railway operation. He is at present
in Los Angeles investigating the methods
in use on the Pacific Electric lines. He
will study as well the operating methods
in the repair and construction shops of the
company and in its power hou.ses and will
stud.v in particular the problem of connect-
ing communities on opposite sides of the
city.
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New Advertising Literature
Pawling & Harnisclifeger Compan.v, Mil-
waukee. Wis., now has available Bulletin
No. 206. dated October, 1921, illustrating
and describing radial rail drills.
American Steel & Wire Company, Chicago.
is distributing a l^ulletln describing two
resistors for welding rail bonds recently
developed by the company.
Allis-Chalniers Manufacturing Company,
Milwaukee. Wis., now has available for dis-
tribution bulletin No. 1108. whicli is a new
publication describing the various types and
sizes of power transformers built by the
company.
Root Spring Scraper Company, Kala-
mazoo, Mlcli.. has issued a new catalog of
its spring scrapers, lifeguards and acces-
sories which is well illustrated and pre-
sents in an instructive manner the details
of design and operation of these devices.
Jordan Brothers, 74 Beekman Street.
New Tork City, have issued a new publica-
tion covering their well-known commu-
tator truing devices. This type of device
is used to true commutators and slip rings
without taking armatures and rotors out
of machine.
AVestinghonse Electric & Manufacturing
Compan.v is distributing Vol. 3. No. 1 of
"Westinghouse Electrification Data." This
issue treats of the economy of railroad elec-
trification and includes a portion of the
progress report made by the Superpower
Survey to the Secretary of the Interior.
Among the installations mentioned are the
Norfolk & Western Railroad. New Tork,
New Haven & Hartford Railroad. Brie
Railroad. Grand Trunk Railroad and Chi-
cago, Milwaukee & St Paul.
November 26, 1921
Electric Railway Journal
19
PEACOCK PLEADS
Do It Now!
Fix Up Old Cars —
Before the irresponsible but speedier jitney takes your
profitable traffic, before the politicians decide to
compete with municipal railways, and before the jury
wipes out your resources with damage verdicts, modern-
ize and make your old cars safer.
-^v^»^9
PEACOCK IMPROVED BRAKES
are one essential unit of the various pieces of modern
equipment and apparatus you need to rehabilitate your
old rolling stock.
The saving in maintenance costs alone will pay for
the investment in Peacock Brakes, and the improve-
ment in operating conditions will be more profitable
still.
"Put your best foot forward." If you can't afford
new modern cars, make your old ones as modern as
possible.
Quicker Stops — Faster Schedules — Fewer Accidents
National Brake Company, Inc.
Ellicott Square, Buffalo, N. Y.
20
Electeic Bailway Journal
November 26, 1921
a-tvk.era ^ ^i:vgiive er^
115 BROADWAY, NEW YORK
Detailed Examinations by Experts
REPORTS FOR FINANCINO COYKRINO
Valnatlon Tomorar
Coats Reeerves Ratas
UTILITIES INDUSTRIALS SHIPPING
THE J. G. WHITE
ENGINEERING CORPORATION
Engineers — Constructors
Industrial Plants, Buildincs, Steam Power Plants, Watar
Powers. Gas Plants, Steam and Electric Railroads,
Transmission Systems
43 Exchange Place, New York
STONE & WEBSTER
Incorporated
EXAMINATIONS REPORTS VALUATIONS
ON
INDUSTRIAL AND PUBLIC SERVICE PROPERTIES
NEW YORK BOSTON CHICAGO
John a. Beeler
OPERATING. TRAFFIC AND RATE INVESTIGATIONS
SCHEDULES— CONSTRUCTION— VALUATIONS
OPERATION— MANAGEMENT
52 VANDERBILT AVE.. NEW YORK
SANDERSON & PORTER
ENGINEERS
REPORTS, DESIGNS, CONSTRUCTION, MANAGEMENT
HYDRO'ELECTRIC DEVELOPMENTS
RAILWAY, LIGHT and POWER PROPERTIES
CHICAGO NEW YORK SAN FRANCISCO
The Arnold Company
ENGI N EERS— CONSTRUCTORS
ELECTRICAL— CIVIL— MECHANICAL
105 South La Sails Straat
CHICAGO
ALBERT S. RICHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER, MASSACHUSETTS
WALTER JACKSON
ConMtdtant
FARES, BUSES. MOTOR TRUCKS
More revenue from mora rider*
143 Crary Ave., Mt. Vernon, N. Y.
C. E. SMITH & CO.
Consulting Engineers
2065-75 Railway Exchange Bldg., St. Louis, Mo.
Chicago Kansas City
Inveittgation*, Appraisals, Expert Testimony, Bridge
and Structural Work, Electrification, Grade Crossing
Elimination, Foundations, Power Plants
HEMPHILL & WELLS
CONSULTING ENGINEERS
Gardner F. Wells John F. Layng Albert W. Hemphill
APPRAISALS
INVESTIGATIONS COVERING
Reorit-iiization Management Operation Construction
43 Cedar Street, New York City
ENGELHARDT W. HOLST
Conaulting Engineer
Appraisals, Reports, Rates, Serrice Inyestigation,
Studies on Financial and Physical Rehabilitation
Reorganization, Operation, Management
683 Atlantic Ave., Boston, Mass.
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Traffic and Reorganization
Investigations
Fort Wayne, Indiana
E.W. CLARK & CO. MANAGEMENT CORPORATION
Engineers
Unit Power Plants insure low power costs
Huntington Bank Bldg., Columbus, Ohio
Parsons, Klapp, Brinckerhofi & Douglas
WH. EABCLAT PASSONS
BU6BNB KLAFF
H. M. BRIMCKERHOFF
W. J. DOUGLAS
Engineers — Constructors — Managers
Hydro-electric Railway Light and Industrial Plants
Appraisals and Reports
tXKVBLAND
743 Haoiu BIdt.
NEW TOKK
84 Plnr 8t.
L.E. GOULD
Consuiltant ancL Specialist.
Energy Measurement
For Electric Railways
Investigations • Tests
Old. Colony Bldg.
Recommenda-tions
Chicago
ENGEL & HEVENOR
Incorporated
TRACK
EngineeTS-~—Constructors'^Maintenanc€
AppraiMtUs— Valuation— Rmhabilitation
Steam and Electric Railroads
Estimates
220 BROADWAY, NEW YORK
November 26, 1921
Electric Railway Journal
21
Bates One- Piece Steel Poles
with Ornamental Lighting
This installation illustrates one of the possibilities of com-
bining Artistic Bates Poles with ornamental lighting units.
The excessive number of poles required where trolley con-
ductors and lighting units are installed on separate poles
is not only decidedly inartistic, but is also a needless waste
of good material. Of course, it is necessary that an
artistic steel pole be used for such a combination oi pur-
poses.
The series lighting conductor is run from pole top to pole top
eliminating the use of expensive, troublesome under(;Tound
cable.
The use of Bates Permanent Steel Poles with
ornamental lights represents maximum econ-
omy and the utmost in art.
andei
russljS.
208 South La Salle Street
CHICAGO, IlXCiOIS
■jiliiliiiiiiiiiniiiiiiiniiiittiiiiiiiiriiiiiiiniiiiiiiiiriiniiiiiiiiiiiiiriiiiiiniiiiiiiiiiiiiiiiriiiiiiiriiiriillllHllllillllilitiiiiiiliimiiilililliinii^
= B. A Hegeman, Jr., President =
§ Charles C. Castle, First Vice PreeideDt W. C. Lincoln, Mgr. Sales A Enilneerlns =
E Harold A. Begeman, Vice Free, and Treaa. Fred C. J. Dell, Secretary |
I National Railway Appliance Co. |
I 50 East 42nd St., New York City |
= Hegeman -Castle Corporation National Railwny Appliance Co. =
I 343 So. Dearborn St., Chicasro. HI. Munsey Bldg.. Washugton. D. C. e
= National Railway Appliance Co. =
I Little BIdff.. Boaton, Mass. i
t RAILWAY SUPPLIES I
DAY&ZIMMERMANN.Inc.
BMGIHEER^
T)£si^n , Construction
'RfpoHj', valuations, 'Management
NEW YORK PHILADELPHIA Chicago
Tool Steel Gears and Piniona
Anderson Slack Adjasters
^nesco Paint Oils
Dunham Hopper Door Device
Feasible Drop Brake Staffs
Flaxlinum Insulation
AnKlo-American Yarnlshes,
Paints, flnamels, Snrfacers,
Shop Cleaner
Johnson Fare Boxes
Drew Line Material and Railway
Specialties
Perry Side Bearings
Hartman Centering Center Plates
Economy Power Saving Meter
H & W Electric Heaters
Garland Ventilators
Pitt Sanders
National Safety Car Eqaipment
Go's One-Man Safety Cars
Reversible Sliding Trolley Shoes
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JAMES E. ALLISON & GO.
Consulting Engineers
Specializing in Utility Rate Cases and
Reports to Bankers and Investors
1017 Olive St., St. Louis, Mo.
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Heating and Ventilating
I , Let us demonstrate to you how we can heat and |
I ventilate your cars at the lowest possible cost. I
I The Cooper Heater Company
I Carlisle, Pa. |
"iiiiiiiiniiiiimimiiimiiimimnitii iiiiiiiiiiiiiiijiiiiiMiiriiiiiiiiiiiiiiiiiiMiiiiiiiiiiriiiiiiiiiiiiniiiiiiniiiiiiiniiiiiiiiiiiiiiiiiiJiiiiis
^"1" I iiiiiiiiiiiiNiiiniiiiiiiiMiiii miiifiiii mil iiiiiiiiiiiiiiimiii iiiiiiiiiiiiiMiiiiiiMiiiiitiiiiiiiiiimiiiii'.
I HORNE MANUFACTURING CO. I
3 Mercer and Colgate Streets, Jersey City, N. J. I
I Hand Brakes — Air Purifiers for Compressors — I
I Lighting Fixtures — Electric Vibrating Bells — |
I Thermostats — Switches, Receptacles and Plugs I
I — Junction Boxes, Portables and Reflectors. I
uiiuiiiiiiiiuiiiuiiiiiMiniiiiiiiiit niiniiiuiiiiiiiiiiiiiiiiiiiiiiiiniiitiiiitiiiiiiiiiiiitiimiimiiitiiiR
;iiiiitiiiiiiiiiiiitiinliiiiiiniiniiiiiiiiniiiiMiiiiiiHiiniiiiiiiiiirHiiiiiiiiiiiiriiiitiiiiiiiiiiiniiiniiiniiiiiiiitiiiniiiniiiiiiiiiiiiiiimmiiiii
THE P. EDWARD WISH SERVICE
BO Church St. DETECTIVES "31 State St.
NEW YORK Street Railway Inspection BOSTON
When writing the advertiser for information or
prices, a mention of the Electric Railway
Journal would he appreciated.
Electric Railway Journal
November 26, 1921
^glP#)f^f#!^f^f^f^f^f^f^f^f^f^t^f^f^f^^fOlf^f^f^f^f^^
^
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t
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2
^
he-
•B"
e
Factors Which Govern the Proper
Selection of Rail Joints in Paved Streets
e
A Thermit Insert Weld installed in the street.
6 — Range of Service
To determine the value of a joint, observe the effect of years
of service on it, not only in one property, but in several, and under
widely varying conditions of traffic intensity, types of rolling stock
and rail, climatic conditions, etc.
Above all, observe whether the wear on the joint has allowed
the rail ends to loosen, pound and cup.
You will find that the
THERMIT INSERT WELDS
installed as they have been in the neighborhood of about 40 different
cities widely scattered at all points of the compass throughout the
United States have by their obliteration of the joint eliminated cup-
ping and maintained a much greater average life out of the rail than
would be otherwise possible.
Let us know the section number of the rail which you
wish to weld so that we can ship welding material suit-
able for the purpose. On receipt of an order for material
and apparatus, we will send an expert demonstrator
to instruct your men so that you can carry on this work
yourselves.
Send for our latest Rail Welding Pamphlet 3932.
Metal & Thermit
120 Broadway
Corporation
New York
Pittsburgh
Chicago
Boston
S. San Francisco
Toronto
November 26, 1921 Electric Railway JOURNAL .28
■niiiiiiiiiiiiiniiiuiiimimiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiuHiiiiiiiiiiiiiiiiii mimiiiiuiiiiiiniiuiiiiuiiraiininiiMiiniiiiniiiiiiiiiiiiiiumiiiiiiiiiiiiiiniiniiiniuiiiiiiiuiiiiiuiiiniiiimiiiuiinilluiuiiiriiuiiimumiiiiiuuiiiiimiiiiriiie
I "STANDARD" I
Steel Tires
Steel Tired Wheels
Solid Rolled Steel Wheels
O. H. Steel and Malleable Iron Castings
Solid Forgfed Gear Blanks
Steel Forgings Iron Forgings
Forged and Rolled Steel
Pipe Flanges
Ring Dies
Rings
Roll Shells Steel Springs
•
♦ ^ T "The 'Stcmdftrd' Brand on your material ^ ^ ^
M^wM^ is an assurance of eventual economy." ^J^^T^
BRAND BRAND
STANDARD STEEL WORKS CO.
GENERAL OFFICES
500 NORTH BROAD ST., PHILADELPHIA, PA.
CHICAGO RICHMOND MONTEREY, MEX.
ST. LOUIS SAN FRANCISCO MEXICO CITY
HAVANA, CUBA NEW YORK LONDON, ENGLAND
ST. PAUL HOUSTON PARIS, FRANCE
atliiiiiiiiHiqmiiiiiiiiimiiimiiiiimiimiiMiiiiiiiiiiiimiimiiiiiiiiimiiiimimiiimmiiiiuiniiiiimiimiiimiiiHiiiiiiiMiiiiiiiHiiimHiiiiiMiiHiiiiiu iiiiiiiiiiHiiimiMiiimimiiiimMiiiiiiiiiiiiimniiiiiitMiiiiwiiiiiiiiimmiitutfiuiii
21
Electric Railway Journal
November 26, 1921
nmiiiiiiiiiiniiiiiiiiiiiiiiiiiimiiiiiiiimimiiiiiiiiiiiiiiiiiiiiiiniiiiimiiiiiiiniiiiiiiim luimiiiiiiiiiniiiiiiiiimiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiuiiiiimiiiniiniiiiiiiiiiiiiimiiiiiiuiiiiiiiiiiiMmiiiHiiiiiiittiiiiiiniimiiuiiiiiiiiii
St. Louis Trackless Trollicar
Driven by two standard safety car motors
Built and developed in
accordance with car
building practice for
street railway proper-
ties.
ST. LOUIS CAR COMPANY, St. Louis, Mo.
"The Birthplace of the Safety Car"
■iiiiiiiinuiiiiiiiiimiiniiimmiiniiiiiiiiiiiiiiiiniiiimimimiiiiimiii niiiimiiiiiii iiiiiiiuiiiiiiiiiuiiiiiiiimiiiiu iiiiiiiinniiiiiiiii ii iiiniiiiiuiiiii iiiiiiiniiii
ItlllUUIlltUMIKMIIIIItlH
November 26, 1921
Electric Railway Journal
25
GLOBE
Tickets and Transfers
— Time Savers —
Help to Keep the One-Man Cars Going
Where one operator does all the work, the car can't
start until he's received every fare or transfer, and
until he's punched all the transfers demanded.
Every transaction involves several motions, every
motion involves a second, and every second lengthens
out the schedule.
Globe Fare Tickets will save the motions of making
change. Every passenger with a ticket ready, in-
stead of a dollar bill to change, is a more prcfitablft
passenger to carry.
Globe P.M. Coupon Transfers ehminate the A.M.
or P.M. punching when issued, and save the neces-
sity of careful scrutiny when received. The pres-
ence or absence of the P.M. Coupon is an obvious
indication whether or not the transfer is being legiti-
mately used.
Let US tend you some samplet.
Globe Ticket Company, 112-114 North 12th St., Philadelphia, Pa.
lllimniniilimiimiiinMnMninntriiitriiiiiiiiniiniiiitMirMniiiiiiMiiiiniMniiiniiinuiiiiiiiiiiiiiiuMiiiillluuuUiiiHiailimiiiil 9iiiiiitiiiiMiiiiiiiiiniiiiiiniiiiiiiiiilliitiiiliiiiilliilll(llllliiitiliiiiiiiiiiniiiiiitiiiuiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiili>:
Brake Shoes
A. E. R. A. Standards
I Diamond "S" Steel Back is the Best Type
Standard
Patterns
for
SAFETY
CAR
D-67 for Narrow Treads
D-87 for Wide Treads
American Brake Shoe and Foundry Co.
30 Church Street, New York
332 So. Michigan Ave., Chicago Chattanooga, Tenn.
^iimiiniHiiiiiimiiimiiimiiiiiiimiiiimiiimiiiiHiiiittiiiiiiiiiittiiittiiimiiiiiiiiiiiiiiiiiiiimiimiiiiimiiiimiiitiimiiimiiiiiii
I i
They are uniform in quality
They talk for themselves
W. J. Jeandron
227 Fulton Street
New York City
Pittiburch Office:
636 Wabash Building
F-'uiuiiiiiniiiiiiiimiiimimiiiiiiimiiii
Canadian Distributoras
Lyman Tube & Supply Co., Ltd.
Montreal and Toronto
26 ^ ElectricRailwayJouenal November 26, 1921
'"""""""""""""""""""" ""'"""" ""I """ miiniiiiiiiiiiiiiiimimiiuiuiniiiiii.iiiiimniiiiiiimnii4 |iiuiiiimniiiiiiiii.Mi,Mm.iiii,™u«i.iimiiira.iiiini .,,,...1, i„i,..iiiiii,iriinm u,.,,^
AMELECTRIC PRODUCTS |
^BARE COPPER WIRE AND CABLE |
TROLLEY WIRE f
WEATHERPROOF WIRE I
AND CABLE I
ELRECO TUBULAR POLES
we *W1RC ^OCK
^ /
TBE CMAMFCRCO JOINT
COMBINE I
I Lowest Cost Lightest Weight I
I Least Maintenance Greatest Adaptability I
S Cataloe complete with englneertnc data sent on request. Z
I ELECTRIC RAILWAY EQUIPMENT CO. I
I CINCINNATI, OHIO |
1 New York City. 30 Church Street I
Siiiiinirainmiinmniiimiiirmrniiiiiiiiiiitiiiiiiijiiiiiiijiiinijiiiiiiiiiiiiiiiiiijiiijjiiiiiiiriiiiiiuiiiiiiiiiiiiimiiiiimiiiraiiiiriiiiiii«
gmiiniiiiiimiiniiiiimiiiiimiiiiiiniiiiiiiiiiiiiiiiiiminiii iMiiiiiinmniiiiiiiiiiiiiiiirMniiiiiii iiiriiuiiiiiiiiiiinriiriiiiiiiiii:
STANDARD
Wires and Gables
I B«. u. g. pu. (Mb. PAPER INSULATED
I 0«lv«l»«M™n^Md St..! UNDERGROUND CABLE
I Incandeieent Lamp Card
MAGNET WIRE
include a complete line of bare
and insulated copper, brass,
bronze and copper clad con-
*ductors to meet all kinds of service requirements.
IVrite our nearest office
Standard Underground Cable Co.
Pittsburgh, Pa.
Boston New York Philadelphia San Francisco
Washington Detroit Chlcaso St. Louis Atlanta .
Seattle Los Angeles
AMERICAN ELECTRICAL WORKS I
I PHILLIPSDALE, R. I. §
i BMtM. ir« radanl; Cklaaaa, Hi W. A4>Ma: ClncinamtL TlaOlM mitt • i
I N«w Toi*. Ill Vm: «u rnadiM. tli Hevaid: SmKI*. 1m im at^ W. i
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1^ ^■iiiiiiiiiiiiriiiiniK.iiiiiiiiniMiriiiiiiiiininiiitiiiiiiiirriKMiniiiiiiiMiiiiin iiiiiiiiiirniniiniuiiimiiiiiiininiiimiiuiiiniiiniiitt
Chapman ^%^1
I Automatic Signals "
I I Charles N. Wood Co., Boston
i ^■MiimmiimiiiiHiiitiiiiiiiiiiiiiiiiiiiiinnmmiiitiuiiiiimiuiiiiiiiiiiiiiiiiiiiiiiuiiiniiniiiiiiiiiiKii
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-jiMitiiiiriiiiiiiirtiiiiritiiriiniiititiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiui'>iiiiiiiiiiiiiiiiiiiiiiiiiit>ii(ii< ■MiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiitMiiiin
AETNA INSULATION LINE MATERIAL
Third Rail Insulators. Trolley Bases. Harps and Wheels. Bronze and
Malleable Iron Frogs, Crossings, Section Insulators. Section Switches.
Albert & J. M. Anderson Mfg. Co.
289-83 A Street. Boston. Mass.
Established 1877
Branches — New York. 135 B'way.
S Philadelphia. 429 Real Estate Trust Bldg. Chicago. 105 So. Dearborn St.
I London. E. C. 4 38-39 Upper Thames St.
riiiiimniiiriimiiniiiimiiminimiiiiimiimi iiniiiiin •iiuiiniimiiiiiirniiiniiinn iiiiiimiiiiiiiiiiiiii iiii
llluiiiiiiiiiiiuuilllliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiuiiiiiiiiiiniruiiiiiiiirinniinMiiiiiMiriiriiiiiiiiiiiiiiiiii.iiinr g<>i"i<iiiiiiiiiuimiiijuiiiiiiijiiiijjiiijiiiimijjijjiiiniiiiiiiiijuiiimiiiiiijiiiiiiiirniiiiiiiiii jiriiiiiiiiiii iiiiiiiijjiiiiiijiiiiimiu
""^ ~ U. S. Electric Contact Signals I
for I
Single-tiack block-signal protection §
Double-track spacing and clearance signals |
Protection at intersections with wyes 3
Proceed signals in street reconstruction work i
United States Electric Signal Co^ |
West Newton, Mass. g
iniiiniiniiiiiiiiiiiiiiiiiiiiiuiiiitinniittiiiininiiiuiiiiiiiriiniiiiiiiiniriiittiiininiiiiiitiiiuiiiiiriiiitiiiiiiriiiiuniiitiiiiiiiiiiiiiiiiHiia
ANACONDA
Fpf Copper Wire
*^- *-J in TiCMsAington St.ChicdffOg
i«i ii
rNiiiiiiiiuiiiinimMniiiriimiimmiimiimmsnmniiminiiniiiiimimiimiiiiniimiiiiiiiiiiiiiiiimiimraimiiiiiiniraiiiiiiiiiiiiiHc
aiiiiiiiiiuiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiimniiinjiiijiiiiiiiiiiiiniiiiiiiicniinjiiiir iiuj tiiiini iiiimiiniiiiiiiiiL ?<'""'"""''"'<"i<"""""""i>"i"ii"iiiiiiiiiiiiiiiiiiiiitiiiiiiiimimniiiiriiiiiiniiiitniaiiiriiiiiiiiMiiiiiiiiiiiiiiiriiiiiiiiiriiiiri>MiK
I FLOOD CITY nO[)PPERaADfeSTEELC0MR\NYl
i * *^^^^^»^ ^^A JL A i I OFFICE AND WORKS. ^S«lwESTERN SALES REPRESENTATIVES: i
I ail Bonds and Trolley Line Specialties |
I FloodCity Mfg. Co., Johnstown, Pa. |
niiriluilliilnriiiriniiiiiiiiiiniiHiiiiiiiiiiitilllllllllHllHllHlliniiniuiniiiniiiniiKiiiiiiinniiiiiiiiHiilillllliliiniliriiniliniMiiniluiiE
amiiiiiitiiiiiiiiiiiiiiitMiiiiiiiiiiiiniintiHiiitiiifiinnniiiiiiiiiiiiiiitiiiniiiiiiuiiniintiiiiiuiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinitiii:
Transmission Line and Special Crossing I
Structures, Catenary Bridges |
WRITE FOR OUR NEW DESCRIPTIVE CATALOG |
ARCHBOLD-BRADY CO. I
RANKIN. PA. BRADDOCKpa^^^STEELSALES CORPORATION. CHICAeailt _
I NEW YORK SALES OFFICE: 30 CHURCH STREET. NEW YORK CITY |
I COPPERWELD Wire— ma,/, by the Molten Welding Prtttn \
I Bare — Weatherproof— Strand — Twisted Pair — Nails i
^i:iMllliinin(siiliriiiitiiiriiitiiiiiiiriiiiiiiiriiiiHitiiijiiiniiiiiiiiiitiiHiirniiiiiiiiiuiiiiiiinnutMniniiMiiiiiiiniiiini)irriniiniii!ii^
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RDEBLINQ
Electrical
Wires
and
Cables
Engineers and Contractors
SYRACUSE, N. 1
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aHiiiiniiiiiiiuiiiiiiniuiiiniiiniiiiiiiiiHiuiiiiiiiiiuiuiiniiniiniiuiiiiiiiriiiiMiuinMuiiiiiinMiiiiMiMi'liniiiiiiiiiiiiiiiiiiiiiiniiniii'jf
NATIONAL!
TUBULAR STEEL POLES I
The Recogn/;ee<J Stanc/arcf |
forE/ecfr/c ffoi/tvai/ Puraoses i
, Ash tor "NATIONAL" Ballet in No. 14. I
NATIONAL TUBE COMPANY PITTSBURGH, PA. I
I JOHN A. ROEBLING'S SONS CO., Trenton, N. J.
viiiiiiiMiiiiiiiinirririMiiniiiniiniitiiiiiiiiiiuiiiiiiiirMiiiiiiiitiiiiiiiiiiiriiiiiiiiiitiiifiiiiriiiiiiiiiiiiiiiiiiirniiiMiiiiiiitiiiiiNiiiiiiiiiiiiifl
giiitiiiiiiiniiiiiiiiHiiiiiiriiiiiiiiriiniiniiHiiitiiiiiniiiiiiiiiiniiiiiiiiiMiiiiiiiiiiiiiiiiiiiniiiiuiiiiriiiiiiiiiiuiiiitiiitMimiiiiiiitMiitiiiii'
I AUTOMATIC SIGNALS
I Highway Crossing Bells
I Headway Recorders
I NACHOD SIGNAL COMPANY, INC.
I LOUISVILLE, KY.
^nlRiiiiiiiiiiiiitiiililllillllHiiMimiimiiitiimiiliiiMiiiiiiiiiuiiimmiiiiii
iiiiiiliMiniliiiiinntitiiimiiaiinilimiiuiiiii.fl
November 26, 1921 ELECTRIC Railway Journal
^imiiiiiuiiHiiiwiiiimiiiiiHmitiiiiiiiiiuiiiiimiiiuiiiiiiiiiiiiHiiMuiiiiimiiiiiiiiiiiiuiiiiiliiHiiiiiiiuiiiiiiiuiiiitlw^^^
27
aMiiiiiMniiiiiiiiiiiiuMiMiiiuuiiiiiiiitiiiiiiiiiiiiMiiiiiiiimiiiiiiiiiiiiiimiiiiiiiiiiitiiiiiiiiiiiiitiiniiiiiiiiiiiiMiiiiimiiiiiimiiiiiiim
American
Rail Bonds
CROWN
UNITED STATES
TWIN TERMINAL
SOLDERED
TRIPLEX
Arc Weld and Flame Weld
Send far new
Rail Bond book
American Steel & Wire
SSwvoRK Company
I I
3 £
No Delays to Traffic
caused by torn-up streets, when
tracks are laid on
Carnegie
Steel Cross Ties
with
Blast Furnace Slag Concrete
as a base. And its ultimate cost is
less because it is repair-free — put
down to stay.
Ask for our pamphlet — Steel Cross
Ties. Any district office will send
copies on request.
'.iMiuiiiiiiiiiiiiiiHiiiitiiiiiiiiniiuiiitiiiiiiiiiiiitiiitiiiiMiinMiiiiiiiiiiriiiiiiHiiitiiiiuiiiiiiiiiiiiiiiiiiiiMiiiiniiiiiiiiiiitiiiiiiiiiniiiHMV
_ iiiMiiiiiiiiiiUMiJiiuinriiiiniiiinmiiuiiiMnriiiirmtMiiMiiMnmuMirMnmimniiiMiiniinMiiMimMiiiHiiniiniiitiiiuiiiiiM
Carnegie Steel Company
I I General Offices: Carnegie Building, Pittsburgh, Pa. I
I i 1483 I
iiimimiNHmirMimiMniiiMnmimniiiiiiiMHimMiiiiiniinmiiiiiMmiiiiimiMUiiniiiiiiiniiiuMniiiniMiminriiiniiiiMiiimi^
9itfiitiiiHiiitiiiMiiMiuiiiiiiiMiiniiiiii)iiNiitiiiuiinniMiMiiMiiMniMiiriiiitiiiiiiiriiiiNiitiiirtiitiiiiriiiiiiiiiiiiiriiiiriiiitiiiiiiiiuiiirii!;
BARBOUR^TOCKWELL CO. | | IPPEC lALTRACKWORK
205 Broadway, Cambridceport, Mast.
Ettablithed 1858
■ the UK-lI-knoiun WHARTON 6u
o>7</Construction^
penoK- Desidns
Manufacturers of
Special Work for Street Railways
Frogs, Crossings, Switches and Mates
Turnouts and Cross Connections
Kerwin Portable Crossovers
BalkwiU Articulated Ca«t Manganese Crossings
Steel Castings
Converter and
Electric
Forcings
drop. hammer
AND Press
GasCylinders
seamllss
Steel
-JIIMIllllllltllllll
ESTIMATES PROMPTLY FURNISHED
iiiitiiiiiiiiiiiiiriiiitrii((iiiiiiitiiiinii(iiitiiiitiiiniiitiiiiiiiiiiiniiiiiiiiiiiitiiiiiiiiiiiniiiiiiiiiiiMiiiiiiiiiiiiiiiim
^imiiiiiiiiiiiiiiiiiiiiHiiiiflmiiiiiv.imiiMiiiniiHiiiiiiiiiiiiiiiiiiiii niiuiiitiiiniiitiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiniiiiiiiitie
^
O)
= Automatic Safety and Automatic Return Switch Stands for Pass- =
i inr Sidinrs. Tee Bail Special Work for Intemrbaa Lines and =
I Prirate Birhts of Way Manranese Conatroetlon a Speelalty. i
I Tt^-&.mr*.Tk.T» o I«»on "Wor**L.s I
= H I 1-iI.jB UR.N, INEW -VOR-K. =
s Plants •tHillbum.N.Y and NiogaraFoUt.N.Y. New York O^e.^O ChurcK Streci =
TtiiiiiiirMiiiiiiiiiiiliniitiiiiiiiniiiMiiiiniiiiiiiiiiiiiiiniiiiiiiiiiiiriiMiiiiiMlinilinillliiiiiiirriiiiMiiiiiniiiifiiliiiitiiitiMiiiiiiiiniliriiiH
giiiiiiiiiiiuiiiiiuiiiniiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiHMiiiiinniiiiiiiiMiiniiiiMiiiiiiuiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiniis
I BAKEUTE-DILECTO I
s Th« fldlds of usefulnMt for BakeUt»-Dllecto ut manj and Ttrled bwauu tC i
S ItB superior merit over materials heretorore tTalUbU In iheets. tubet or rodi. =
= Th« exceptional qualitlea of Bakellte-Dilecto are latisfTlnc rtaetrle ralhnjn i
5 all over the country. Investigate. =
I The Continental Fibre Co., NewaHc, Delaware |
£ Branch Office*:
s CHICAGO, 332 S. Michigan Ave. NSW YOBK. SSI Broadway
S PitUburch Office. 301 Fifth Are. San FraneUeo Offloe, SaS llarket 81. =
s Los Angeles Office. 411 S. Main St. 5
I CANADIAN OFFICE: 8S WelUnrton St. W., Toronto. Ont. |
^iiiiniiiiitiiiiiitiiitMiiiiimiiiituiiiniiiiimiimiiiiniiiiniiiiiiiiiitMimiiiniiiiiiiiiiuiiMiiifiiiiiiiiiHiiiniHtiiiiiiiiminiii^
I IVm.WhART0NJR.6.C0., IncEasfon.l
= ^P ( SubBidiary of Taylor-\Vkarton Iron 6f Steel Co., Hi^K Bridge. N. J.^
I i ORIGINATORS OF
I OhANGANESE steel in TRACKWORl^
^iiiitiiiiilirtiiiiiiiriiiiiiiiiiirfiiiiiiiiiiitiiiriiiiiiiiiiiiiiKiiHiiiiiiritirtiiiitiiiiiiiiiiiiiiMiiiiiiiii iiiiiiKiiiMiiiiiiiiiMirriniiiiiiiiriiitii:
gHiitiiiitiimiiiiiiiiiniiiiiitiiiiiiiiiiiiiiiiniiniiiniiiniiniiiniiiniiiiniiniintiHiiiiiitriinriiiniiiiiiiiHiiiiiiiimiiiiiiiiiiiiiiiiimnHiii
I Peirce Forged Steel Pins
I with Drawn Separable Thimbles
i Your best insurance against insulator breakage
I Hubbard & Company
I PITTSBURGH, PA.
?iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiMiiiiiiiiiiiiHiiii»ii>MiiiiiiinniiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiriiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiir
aiiiiiiiiiiiiiiiiiiiiiittiiitiiiiniitiliiiiiiiiiiuniiiliiitiiiiiiMinMiiiiiiiitiiiiMiiniiiiiiiiiiiiiiiiiniiiitiiiiiiiiniiiiiiiiiiiiitiiiiilliiillililtllli^
I RWB DYNAMOTORS I
i FOR i
I CARBON ARC RAIL JOINT WELDING I
CARBON ARC RAIL BONDING i
CARBON and METALLIC ARC GENERAL WELDING I
I Rail Welding and Bonding Co., Cleveland, O. |
^lllllimilllllllllllllllMIIUIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIM
§ i
28
Electric Railway Journal
November 26, 1921
iiiiiiirmiiiiii.iiiiiiiiiibuiiiimininiiiiininitiimiiiimmiiramiimiiiiimi iiiiiriiiiimimiiis ^iwiiiiiiii MiiiMiiiiuiiiiiinini niimiiniimiiiiimiiim tiiiiiiiiiiiiin nini iiiiiiii iiiiiiiiiiiiiiiiiiu
Don't
Take
Chances
when ha n- f
dling great |
weights. All- |
steel con- f
struction in- |
sures the I
FORD TRIBLOC |
against breaking iin- |
der extraordinary |
strains. Twin steel |
spur gears mtiltiply I
the power applied, f
and prohibit "backslid- f
ing." Swift, convenient |
economical, sure. I
Capacitiea up to 40 ton» i
Ford Chain Block Co. I
2ad and Diamond Sts, Phlla., Pa. |
Overseas Representative: i
ALLIED MACHINERY CO. i
OF AMERICA i
51 Chambers St. New York i
2191-D i
5linllllliitiiiiiiniiiiiiitiinMniiiiiliniiiiMiiiliriltllirrilriiltiiniitiiniiiiiHMHriiriiiiriiiiiirtittiiirMiriiiiMiiiiHnMiiiiitMittiiriiiriiiii^
I High-Grade Track
Work
I SWITCHES— MATES— FROGS— CROSSINGS
I COMPLETE LAYOUTS
I IMPROVED ANTI-KICK BIG-HEEL SWITCHES
I HARD CENTER AND MANGANESE
I CONSTRUCnON
I New York Switch & Crossing Co.
I Hoboken, N. J.
ailillllllliiiiililllliiirMiiiiiiMiiimiiiruiiiniiiniiitiiniiniiiillininliniiuMniiniiniiiiiiirriitiiiitiiiriiitiiiiiriiiililuiiiiiiiiiiiiiiiiiuii
uniiiiiiiniirriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiijiiiiiiiiiJiiiiiiiiiiin:
RICO
CONOMICAL
FFICIENT
RAIL BONDS
THE ELECTRIC RAILWAY IMPROVEMENT CO.
CLEVELAND. OHIO
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THE BABCOCK & WILCOX COMPANY
85 Liberty Street, New York
Builders since 1868 of ^^^^ Makers of Steam Superheaters
Water Tube Boilers /^0^^^ ^^^^^ 1^^^ ^^^ of Chain Grate
of continuing reliability W^^yk. Stokers since 1893
BRANCH OFFICES
Boston. 49 Federal Street
Philadelphia, North American Building
Pittsburgh, Farmers Deposit Bank Building
Cleveland, Guardian Building
Chicago. Marquette Building
Cincinnati. Traction Building
Atlanta, Candler Building
TrcsoN. Ariz.. 21 So. Stone Avenue
Fort Worth, Tex.. Flatlron Building
Honolulu, H. T.. Castle & Cooke Building
WORKS
Bayonne. N.J.
Barberton, Ohio
BRANCH OFFICES
Detroit, Ford Building
New Orleans, 521-5 Baronne Street
Houston, Texas, Southern Pacific Building
Denver, 435 Seventeenth Street
Salt Lake City, 705-6 Reams Building
San Francisco. Sheldon Building
Los Angeles, 404-6 Central Building
Seattle, L. C. Smith Building
Havana, Cuba, Calle de Aguiar 104
San Juan, Porto Rico, Royal Bank Building
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SPECIFY
For Driving Your Auxiliaries
TERRY STEAM TURBINE CO.
Hartford, Conn
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(«lQI,W/ai!!IB5Eg, WDS. M. S. <g.
g 1 Electrical Machinery, Steam Turbines, Steam Engines, |
i I Condensers, Gas and Oil Engines, Air Compressors, |
1 I Air Brakes. |
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I FOSTER SUPERHEATERS
I A ne^sity for turbinr orotection, engine cylinder economy and utilization of superheat for all its beoeSti
I POWER SPECIALTY COMPANY, 111 BROADWAY, NEW YORK
§ Boston Philadelphia Pittsburgh Kansas City Dallas Chicago San Francisco London, Eng.
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November 26, 1921
Elbcteic Railway Journal
29
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The Kalamazoo Trolley Wheels |
I have always been made of en- I
1 tirely new metal, which accounts
I for their long life WITHOUT
I INJURY TO THE WIRE. Do
I not be misled by statements of
I large mileage, because a wheel
I that will run too long will dam-
I age the wire. If our catalogue
i does not show the style you
I need, write us— the LARGEST
I EXCLUSIVE TROLLEY
I WHEEL MAKERS IN THE
I WORLD. I
I THE STAR BRASS WORKS |
I KALAMAZOO. MICH., U. S. A. |
s =
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I "Reproduction
I of Ajax Car
i Brais that ran
I 336,000 miles
I before wearing
I too thin for
I further lUte."
I This Car Brass was
I sent to us by a large
I Electric Railway System
S We do not guarantee all our Car Brasses to wear as lonf — ^but
5 this Time Record points to why, after thirty years' experience,
= AJax Metals stand at the top.
I AJax Car Brasses, Che«k Plates and Babbitt Metals help to
5 increase your dividends by wearing: lonrer.
THE AJAX METAL COMPANY
I Established I8S0
I Main Office and Works: Philadelphia, Pa.
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I SAMSON SPOT WATERPROOFED TROLLEY CORD I
Indicating Signals
Mechanical Sanders
Ventilators, Smokestacks
Pneumatic Sanders
cii c*il_ I A a. -= ^^^ Trade Mark fteg. U. S. Pal. Ofl.
Selector Switches, Lanterns, etc. | | u^^ „, ,^^^ g„aUty stock
3
THE NICHOLS-LINTERN CO. |
8404 Lorain Ave.» Cleveland^ Ohio |
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ftrmly braided and smoothly flniabed.
Carefully inspected and guaranteed free from daws.
Samples and iofonnation gladly sent.
SAMSON CORDAGE WORKS, BOSTON, MASS. |
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iffl SEARCHLIGHT SECTION *
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POSITIONS VACANT
A master mechanic wanted to take charge
of city and Interurban railway shop. In
Southern city of about 60,000. P-463,
Elec. Ry. Journal, Real Estate Trust
BIdg., Phlla., Pa.
FOREMAN wanted for carpenter repair
shop on repairs to passenger and freight
cars. Must have Initiative and be live
wire. Shop works 20 to 30 men. State
experience and salary expected. P-462,
Elec. Ry. Journal, Old Colony Bldg.,
Chicago, 111.
POSITIONS WANTED
SUPERINTENDENT of transportation,
with a proven record of seventeen years
on large city and interurban properties
desires a change. Capable and progres-
sive with high grade references as to
character and ability. Capable of taking
over details of transportation of any
property and getting results. PW-360,
Elec Ry. Journal, Old Colony BIdg., Chi-
cago, III.
Keep your eye on the
Searchlight and your
advertisements in it.
BOILER PLANT
We offer for sale all or part of a
boiler plant consisting of twelve 1000
hp. Edge Moor Boilers built A.S.M.E.
code for 200 lbs. — Foster Superheaters
— Taylor Stokers — Diamond Soot
Blowers — extra heavy piping — three
250 ft. X 16 ft. Self S\ipporting Steel
Stacks— two 3000 hp. Cochrane Feed
Water Heaters — complete with coal
and ash handling machinery — used
three to six months — subject to your
inspection — a bargain.
ROY BRENHOLTS, Trustee
1015 Outlook Building. Columbus. Ohio
= FOR SALE =
1 80— New Smith & Ward |
I Slack Adjusters for Trucks f
I TRANSIT EQUIPMENT CO. i
I 501 Fifth Ave., New York I
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For 20 Years
I we have been |
I Buying and Selling |
i Second-Hand Cars |
I Trucks and Motors [
I At Your Service |
ELECTRIC EQUIPMENT CO,
Commonwealth BIdg., Philadelphia, Pa.
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Buyers
Everywhere
know
"Searchlight"
Try an ad for what you
wish to sell.
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0232
IMMEDIATE DELIVERY
2 — 1000-Kw. Westinghouse Sjnnchronous
Motor Generator Sets
Motor end— 1400 kva. 2300/4000 volts, 80% P.F., 3 phase, 60 cycle, with direct
connected exciter.
Generator end — 1000 kw. interpole design, 600 volt, 1666 amp., speed 514 r.p.jn.
2—300 kw. 25 cycle, 3 phase, ROTARY CONVERTERS 360 volt» A.C. 600
volts, D.C., 500 r.p.m. with 15000/360 volt transformers. Will sell with
or without the transformers. Can sell at very low price.
OuMt* wert built to operate contintaoasly tmder SS degree rise in tempereture.
Send for ftrrther details and prieet.
ARCHER & BALDWIN, INC., 114 LIBERTY ST., NEW YORK CITY
TaUphonet 4337-4338 Rector
30
Electric Railway Journal
November 26, 1921
WHAT AND WHERE TO BUY
Equipment, Appcuvtas and Supplies Used by tlie Electric Railway Industry with
Names of Manufacturers and Distributors Advertising in this Issue
AdvDTtisliiK, street Oar
Collier. Inc., Barron O.
Ail Parlfler*
Home Ufff. Co.
Anchors, Gay
Electric Service Sup. Co.
Ohio Brass Co.
Westinehouse B. & M. Co.
Armature Shop Tools
Elec. Service Supplies Co.
Axlea
Bemis Car Truck Co.
■Cambria Steel Co.
Midvale Steel & Ordnance Co,
St. Louis Car Co.
Axles, Car Wheel
Bemis Car Truck Co.
Brill Co.. The J. Q.
•Carnegie Steel Co.
Standard Steel Works Co.
Westlnghouse B. Ig M. Co.
Axle Straighteners
Columbia M. W. & M. I. Co.
Babbitt Metal
Ajax Metal Co.
More-Jones Br. & Metal Co.
Babbitting Devices
Columbia M. W. & M. I. Co.
Badges and Buttons
Electric Service Sup. Co.
Internat'l Register Co.. The
Bettrings and Bearing Metals
Ajax Metal Co.
Bemis Car Truck Co.
Columbia M. W. & M. L Co.
•General Electric Co.
More-Jones Br. & Metal Co.
St. Louis Car Co.
Westlnghouse E. tt M. Co.
Bearings, Center and Roller
Side
Stuckl Co.. A.
Bells and Gongs
Brill Co.. The J. G.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
St. Louis Car Co.
Benders, Kali
2^iles-Bement-Pond Co.
Railway Track-work Co.
Bending Apparatus
Railway Track-work Co.
Boilers
Babcock A Wilcox Co.
Boilers, Tubes
Cambria Steel Co.
Midvale Steel & Ordnance Co.
National Tube Co.
Bond Testers
American Steel & Wire Co.
Rail Welding & Bondln* Os.
Bonding Apparatus
American Steel & Wire Co.
Electric Ry. Improv. Co.
Electric Service Sup. Co.
Ohio Brass Co.
Rail Welding & BoDdlnK 0*.
Bonds, Rail
American Steel & Wire Co.
Copper Clad Steel Co.
Electric Ry. Improv. Co.
Electric Service Sup. Co.
Genera! Electric Co.
Ohio Brass Co.
KailwRv Track-work Co.
Rail Welding & Bondln* Oo.
Westlnghouse E. & M. Co.
Book Publishers
McGraw-Hill Book Co.
Boring Tools, Oar Wheel
Niles-Bement-Fond Co.
Boxes — Junotloa and ftwflst
National Metal Moldloc Oo.
Brackets and Cross Arms
(See also Poles, Ties,
Posta, etc.)
Bates Exp. Steel & Tr. Co.
ETleetric Ry. Equip. Co.
Electric Service Sup. Co.
Hubbard & Co.
Ohio Brass Co.
Brake Adjusters
Hamilton & Hansen. Inc.
National Ry. Appliance Co.
Westlnghouse Tr. Br. Co.
Brake Shoes
Amer. Br. Shoe & Fdry. Co.
Barbonr-Stockweli Co.
Bemis Car Truck Co.
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
St. Louis Car Co.
Brakes, Brake Systems and
Ilmke Parts
Allls-Chalmers Htg. Oo.
Bemis Car Truck Co.
brill Co.. The J. G.
Columbia M. W. & M. I. Co.
Uciieiai Electric Oo.
Home Mlg. Co.
National Brake Co.
St. Louis Car Co.
Safety Car Devices Oo.
Westinghouae Tr. Br Co.
Brooms, Track, Steel or Kat-
tan
Amer. Rattan & Reed Mfg.
Co.
Brashes, Carbon
General Electric Co.
Jeandron. W. J.
Le Carbone Co.
U. S. Graphite Co.
Westlnghouse E. & M. Co.
Brush Holders
Anderson Mfg. Co., A. &
J. M.
Columbia M. W. & M. I. Co.
Buses, >Iotor
Brill Co.. The J. O.
Trackless Transportation Co.
Bushings
Nat'l Fibre & Insulation Co.
Nat'l Metal Molding Co.
Bushings, Case Hardened and
Manganese
Bemis Car Truck Co.
Brill Co.. The J. G.
Cables (See Wires and
Cables)
Carbon Bmshee (See Brushes.
Carbon)
Car Lighting Fixtures
Elec. Service Supplies
Car Panel Safety Switches
Westlnghouse E. it H. Oo.
Cars. Dump
Differential Car Co.
Cars, Passenger, Freight,
Express, et«.
American Car Co.
Brill (k).. Tbo J. G.
Cambria Steel C^o.
Kuhlman Car Co.. G. C
Midvale Steol & Ordnance Co.
National Ry. Apphance Co.
St. Louis Car Co.
Wason Mfg. Co.
Cars, Second Hand
Electric Equipment Co.
Transit Equipment Co.
Oars, Self-Propelled
General Electric Co.
Castings, Brass, Composition
or Copper
AJax Metal Co.
Anderson Mlg. Co., A. &
J. M.
Columbia M. W. & M. I. Co.
Eureka Co.
More-Jones Br. It Metal 0>.
Castings, Gray Iron and
Steel
American Steel Foundries
Bemis Car Truck Co.
Columbia M. W. &M.I. <^.
Standard Steel Works Co.
St. Louie Car Co.
Castings, Mallenble and
Brass
Amer. Brake Shoe & Fdry.
Co.
Bemis Car Truck (k).
Columbia M. W. & M. I. Co.
St. Louis Car Co.
Catchers and Betrievera,
Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Wood Co., Chas. N.
Catenary Construction
Archbold-Brady Co.
Celling Car
Panasote Co.
Circuit Breakers
Cutter Co.
General Electric Co.
Westlnghouse E. & M Co.
(Tlamps and Connectors for
Wires and Cables
Anderson Mfg. Co., A. &
J. M.
tnectric Ry. Equip. Co.
Electric Service Sup. Co.
(General Electric Co.
Hubbard & Co.
Ohio Brass Co.
Westlnghouse E. & M. Co.
Cleaners and Scraper •—
Track (See also Soow-
Plows, Sweepers and
Brooms)
Brill Co.. The J. O.
Ohio Brass Co.
CleaU
Nat'l Metal Molding Co.
Clusters and Sockets
General Electric Co.
Coal and Ash Handling (See
Conveying and Hoisting
Machinery)
Coil Banding and Windhig
Machines
Columbia M. W.* M.I. Co.
Electric Service Sup. Co.
Colls, Armature and Field
Cleveland Armature Works
Columbia M. W. & M. I. Co.
General Electric Co
Westlnghouse E. & M. Co.
Coils, Choke and Kicking
General Electric Co.
Westlnghouse E. & M. Co.
Coln-Conntlng Machines
Electric Service Sup. Co.
Intemat'l Register Ck).. The
Johnson Fare Box Co.
Commutator Slotters
Electric Service Sup. Co.
(Jeneral Electric Co.
Westlnghouse E. & M. Co.
Commatator Truing Devices
General Electric Co.
Commutators or Parts
Cameron Elec'l. Mfg. C!o.
Columbia M. W. & M. I. Co.
(}eneral Electric Co.
Westlnghouse E. & M. Co.
Compressors, Air
Allis-Chalmers Mfg. Co.
(Jeneral Electric Co.
Westlnghouse Tr. Br. Co.
Concrete Reinforcing Bars
Cambria Steel Co.
Midvale Steel & Ordnance Co.
Condensers
AllisCb .timers Mfg. Co.
(reneral Electric Co.
Westlnghouse E. & M. Co
Conduits, Interior
Nat'l Metal Molding Co.
Connectors, Sclderless
Frankel (ikinnector Co.
Westlnghouse E. & M. Co.
Connectors, Trailer Oar
Electric Service Sup. Oo.
Controllers or Parts
Allis-Chalmers Mfg. (^.
Columbia M. W. & M. I. Co.
General Electric Co.
Westlnghouse E. & M. Co.
Controller Regulators
Electric Service Sup. Co.
Controlling Systems
(leneial Electric Co.
Westlnghouse E. & M. Co.
Converters, Rotary
Allis Chalmers Mfg. Co.
(ieneral Electric Co.
Westinghouse E. & M. Co.
Conveying and Hoisting Ma-
chinery
Columbia M. W.* M.I. Co.
(k»pper Wire
Anaconda Copper Min. Co.
•Copper Clad Steel Co.
Cord Adjusters
Nat'l Fibre & Insolation Co.
Cord, Bell, Trolley. Register,
etc.
Brill Co.. The J. 6.
Electric Service Sup. Co.
Intemat'l Register Co.. The
Roebling's Sons Co., J. A.
Samson Cordage Works
Cord Connectors and Coup-
lers
Electric Service Sup. Co.
Samson Cordage Works
Wood Co.. Chas. N.
Couplers, Car
Amer. Steel Foundries
Brill Co.. The J. G.
Ohio Brass Co.
Van Dorn Coupler Co.
Westinghouse Tr. Br. Co.
Oanes
Allls-Chalmers Mfg. Co.
Niles Bement-Pond Co.
Cross Arms (See Brackets)
Crossing SignaU (See Sig-
nals, Oossing)
Oosslngs, Frog and Switch
Wharton, Jr.. & Co.. Wm.
Crossings, Track (See Track,
Special Work)
Crushers Bock
Allis-Chalmers Mfg. Co,
Culverts
Armco Culvert & Flume
Mfg. Co.
Curtains and Curtain Fix-
tures
Brill Co.. The J. G.
Electric Service Sup. Co.
Pantasote Co.
St. Loois Car Co.
Dealers' Machinery
Archer & Baldwin
Electric Equipment Co.
Derailing Devices (See also
Track Work)
Wharton, Jr.. & Co.. Wm.
Destination Signs
Columbia M. W.* M.I. Co.
Electric Service Sup. Co.
Detective Sen-ice
Wish Service. P. Edward
Dogs, Lathe
Williams & Co.. J. H.
Door Operating Devices
(^n. Car Heating C?o.
Nat'l Pneumatic Co. Inc.
Safety Car Devices Co.
Doors and Door (Fixtures
Brill Co.. The J. Q.
(General Electric Co.
Doors. Folding Vestibule
Nat'l Pneumatic Co., Inc.
Draft Rigging (See Couplers)
Drills. Track
American Steel & Wire Co.
Electric Service Sup. (Jo.
Niles-Bement-Pond Co.
Ohio Brass C^.
Dryers, Sand
Electric Service Sup. Co.
Electrical Wires and Cables
Amer. Electrical Works
American Steel & Wire Co.
Roebling's Sons Co., J. A.
Engineers, Consulting, Con-
tracting and Operating
Allison & Co.. J. R.
Archbold-Brady Co.
Arnold Co., The
Beeler. John
Clark & Co.. Mgr., Corp..
E. W.
Day & Zimmermann
Engel & Hevenor, Inc.
Feustel. Robert M.
Ford, Bacon & Davis
Gould. L. E.
Hemphill & Wells
Hoist. Englehardt W.
Jackson, Walter
Parsons. Klapp, Brinker-
hoff & Douglas
Richey, Albert S.
Sanderson & Porter
Smith & Co.. C. E.
Stone & Webster
White Engineering Corp..
The J. G.
Engines. Gas. Oil or Steam
Allis-Chalmers Mfg. Co.
Westinghouse E. & M. Co.
Fare Boxes
Cleveland Fare Box Co.
Economy Elec. Devices Co.
Johnson Fare Box Co.
National Ry. Appliance Co.
Fence
Cambria Steel Co.
MidvaleSteel & Ordnance Co.
Fences, Woven Wire and
Fence Posts
American Steel & Wire Co.
Fenders and Wheel Guards
Brill Co.. The J. G.
Cleveland Fare Box (3o.
Con. Car Fender Co.
Electric Service Sup. Co.
Fibre and Fibre Tubing
Continental Fibre Co.
Nat'l Fibre & Insulation (3o.
Westinghouse E. & M. Co.
Field Coils (See Colls)
FUters, Water
Scaife & Sons Co., Wm. B.
Floodlights
Electric Service Sup. Co.
Flooring Composition
Amer, Mason Safety Tread
Co.
Floor Plates
Amer. Abrasive Metals Co.
Forgings
Cambria Steel Co.
Carnegie Steel Co.
Columbia M. W. 4M.I. Oo.
MidvaleSteel & Ordnance Ck).
Standard Steel Works <3o.
Williams & (k)., J. H.
Frogs, Track
(See Track Work)
Funnel Castings
Wharton, Jr.. & Co.. Wm.
Fnses and Fuse Boxes
Columbia M. W. * M. I. Co
(Jeneral Electric Co.
Westinghouse E. & M. Co.
Williams & Co.. J. H,
Fuses, ReflUable
Columbia M. W. & M. I. (3o.
(roneral Electric Co.
Gages. Oil and Water
Ohio Brass Co.
Gaskets
Power Specialty (k).
Westinghouse Tr. Br. Co.
Gas-EIectrio Cars
General Electric Co.
Gasolene Torches
Economy Elec. Devices Oo.
Gas Producers
Westinghouse E. & M. C*.
Gates, Car
BrtU Ck)., The J. O.
Gear Blanks
Cambria Steel Co.
Carnegie Steel Co.
Midvale Steal & Ordnance Co
Standard Steel Works Co.
Gear Cases
Columbia M. W. A M. L (^
Electric Service Sup. <3o
Westinghouse E. & M. Co.
Gears and Pinions
Bemis Car Truck Co
Columbia M. W. & M I Co
Electric Service Sup. Ck)
General Electric Co.
National Ry. AppUance Co.
Nuttall Co , R. D
Tool Steel Gear & Pinion
Co.
Generating Sets, Oaa-Eleetrle
(Jeneral Electric <ki.
Generators
Allls-Chalmers Mfg. Co
(Jeneral Electric <k).
Westinghouse E. tt M. Co.
Gongs (See BeUs and (Jongs)
Greases (See Lnbricants)
Grinders and Grinding Sup-
plies
Metal & Thermit Corp
Railway Track-work Co.
Grinding Blocks and Wheels
Railway Track-work Co.
Guards, Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Harps, Trolley
Anderson Mfg. Co., A. &
Electric Service Sup. Co.
More-Jones Br. & Metal Co.
Nuttall Co., R. D.
Star Brass Works
Headllghto
Electric Service Sup. Co.
(Jeneral Electric Oo.
Ohio Brass (k).
St. Louis Car <k).
Headlining
Pantasote Cki.
Heaters, Car (Electric)
Con. Car Heating (k>.
Economy Elec. Devices Co.
(Jold Car Heating & Light-
ing Co.
National Ry. Appliance Co.
Smith Heater Ck>., Peter
Heaters, Car, Hot Air and
Water
(3ooper Heater Co.
Smith Heater Co.. Peter
Heaters, Car (Stove)
Electric Service Sup. Co.
Smith Heater Co.. Peter
Hoists and Lifts
Columbia M. W. * M. L Co.
Ford-Shaln Block Co.
Niles-Bement-Pond Co.
Hose, Bridges
Ohio Brass Ck>.
Hydranllc Machinery
A1lis-<%almer8 Mfg. Ck3,
Niles-Bement-Pond C*.
November 26, 1921
Electric Railway Journal
31
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r
JOHNSON Ch^' I I NIl!fes.BEMENT.POND CO.
Adjustable
The only changer on the market
which can be adjusted by the con-
ductor to throw out a Taryinr num-
ber ot coins, necessary to meet
changes in rates of fares.
Flexible
Each barrel a separate unit, per-
mitting the conductor to inter-
cbanere the barrels, to suit his per-
sonal requirements and to facilitate
the addition of extra barrels.
I JOHNSON FARE BOX COMPANY |
I RaTeniwood, Chicago, III. |
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I STEEL AND STEEL PRODUCTS | |
i MIDTALB STEEL AND ORDNANCE COMPANY I =
I CAMBRIA STEEL COMPANY f =
I Gmtral SaUt Office: WIDENEB BUILDING, PHILADELPHIA, PA. 1 =
S DISTRICT SALES OFFICES: S i
s Atlanta, Boston, Chicago, Cincinnati, Cleveland. Detroit, New Tork, PhlU- = =
I delphla, Pittsburgh. San Francisco, Salt Lake Cltr. = 1
s Seattle, St. Louis, Washington, D. C. i 1
i Coniolidated Steel Corporation, 25 Broadway, New York, li the lole | |
s exporter ot our commercial preducts. = =
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WE-FU-GD AND SCAIFE
m^
PURIFICATION B-VBrKMB
■ap~rKNiNa k fiutration
wan ■Oli-KK FKEP AND
AI.I. INOUaTRIAI- USES
I
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ELECTRIC HEATER EQUIPMENTS
GOLD CAR HEATING &
LIGHTING CO. (
NEW YORK CITY
PATENTED
Addren Ail
CommuQicationa
to
BUSH
TERMINAL
(220 36th St.)
Brooklyn, N. Y.
Literature on
Request
THERMOSTAT CONTROL EQUIPMENTS
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aa^vifi^iD^
Peerless Ingalatlon
Paper ha« 35 to
50 per cent higher
electrical resist-
ance.
Homflex Insola-
tion Paper has no
srain. Folds with-
out cracidiiff.
I. T. E.
Circuit Breakers
for heavy street railway work are
the best obtainable. Write for N«w
Complete Catalogue.
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111 BROADWAY, NEW YORK
MACHINE TOOLS
FOR ELECTRIC
RAILWAYS
Axle Latlia*
Wheel Presses
Car Wheel Lathes
Boring Mills
Lathes
Hammers
Cranes
General Machine Tools
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International
Registers
Made in various types and sizes
to meet the requirements of
service on street and city system.
Complete line of registers,
counters and car fittings.
Exclusive sellini; agents for
HEEREN ENAMEL BADGES.
Type a-10
WM.B.SCAIFE & 5DNS CD.PITTBBUREH.PA.
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I Car Seating, Broom and Snow Sweeper |
I Rattan, Mouldings, etc. |
I AMERICAN RATTAN & REED MFG. CO. I
I Brooklyn. N. Y. |
I AMERICAN means QUALITY I
I RATTAN SUPPLIES OF EVERY DESCRIPTION I
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The International Register Co.
IS South Throop Street, Chicago, Illinois
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I A Single Segment or a Complete Commutator
i 18 turned out with equal care in our shops. The orders ws
i fill differ only In mscnitude; small orders oonunand ogr utmost
i care and skill just as do larre orders. CAMERON qualiiy
1 applies to every coil or secmeot that we can make, as well as to
= eyery commutator we build. That's why so many electric rail-
I way men rel> absolutely on our name.
B
I Cameron Electrical Mfg. Co., Ansonia, Connectiaat
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ELECTRICAL CONDUITS
AND FITTINGS
.WRITE FOR BULLETINS
National Metal Molding (9.
PITTSBURGH, PA. "^
c^i
NATIONAL FIBRE & INSULATION CO.
Box 318, Yorklyn, Delaware.
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I BUCKEYE JACKS |
i high-grade R. R. Track and Car Jacks.
I The Buckeye Jack Mfg. Go.
I Alliance, Ohio
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siiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiJiiriJiiiiiiiiiii iriii luiimiiii t iitiiimiiii iiiiin iiniiuiiiiimiiim
W & B "RAILROAD SPECIAL" WRENCH
J. H. WILLIAMS & CO.
BROOKLYN
143 Bldurds St.
BUFFALO
143 Vulcan St.
CHICAGO
1143 W. 120th St.
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82
Electric Railway Journal
November 26, 1921
InBtramenU, MeasurinSf
Testlns and Recording
Bconomy Elec. Devices Co.
■lectric Service Supplies Co.
Oeneral Electric Co.
Westin^house E. & H. Co.
Inanlatlnc Cloth, Paper and
Tape
Seneral Electric Co.
Kat'l Fibre & Insulation Co.
Standard Undeivi^>und Cable
Co.
WestiQghouse E. & M. Co.
Insulation (See also Paints)
Anderson Mfr. Co.. A. & J. M.
RlGctric Bj. Equip. Co.
JUaotric Service Sup. Co.
Ann oral Electric Co.
Weatinfcbouse E. & M. Co.
Insulators
(See also Line Material)
Anderson Mfg. Co.. A. & J. M.
jneetric Ry. Equip. Co.
Electric Service Sup. Co.
Flood City Mlg. Co.
General Electric Co.
Oliio Brass Co.
Westinghouse B. & M. Co.
Insulator Pins
Electric Service Sup. Co.
Hubbard & Co.
Insurance. Fire
Marsli & McLennan
J»cU» (See also Cranes.
Hoists and UfU)
Buckeye Jack tSif. Co.
Columbia M. W. * M.I. Co.
Elec. Service Supplies Co.
Joints. Rail
Carnegie Steel Co.
Journal Boxes
Bemis Car Truck (3o.
BriU Co.. The J. Q.
Jnnction Boxes
Standard nnderground Cable
Co.
Lamp Guards and Fixtures
Anderson Mfg. Co., A. *
J. M.
Electric Service Sup. Co.
(Seneral Electric Co.
Weatinghoube E. & M. Co.
Lamps. Arc and Incandescent
(See also HeadlighU)
Anderson Mfg. Co.. A. & J. X.
General Electric Co.
Westinghouse B. A M. Co.
Lamps, Signal and Harlcer
NicnolB-Lintem Co.
Ohio Brass Ck>.
Lanterns, Classlfloatlon
Nlchols-Lintem Co.
Lathe Attachments
Williams & Co.. J. H.
Lathes. Oar Wheel
Niles-Bement-Pond Co.
Lightning Protection
Anderson Mfg. Co.. A. * J. M.
Electric Service Sup. Co.
(Seneral Electric Co,
Ohio Brass Co.
Westinghouse B. & M. Co.
Line Material (See also
Brackets, Insulators,
Wires, etc.)
Anderson Mfg. Co.. A. & J. X.
Archbold-Brady C!o.
Columbia M. W. * M. L (^.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
General Electric Co.
Hubbard & Co.
More-Jones Br. & Metal Co.
■ Ohio Brass Co.
Westinghouse B. & M. Co.
Locking Spring Boxes
Wharton. Jr.. & Co., Wm.
Locomotives. Electric
(Seneral Electric Co.
Westinghouse E. & M. Co.
Lubricating Engineers
Galena-Signal Oil Co.
Lubricants. Oil and Grease
Galena-Signal Oil Co.
Blacliine Toots
Columbia M. W. & M. I. Co.
Niles-Bement-Pond Co.
Machine Work
Columbia M. W. i M. I. Co.
Manganese Steel Castings
Wharton, Jr.. & Co.. Wm.
Manganese Steel Special
Track Work
Wharton. Jr.. & tk>.. Wm.
Meters (See Instruments)
Meters, Car. Watt-Honr
Economy Elec, Devices Co.
Holding Metal
Nat'l Metal Molding Co.
Money Changers
Galef, J. L.
Motor Bnses
(See Buses, Motor)
Motormen's Seats
Brill Co., The J. G.
Electric Service Sup. Co.
Wood Co., Chas. N.
Motors, Electric
Allis-Chalmers Mfg. (3o,
Westinghouse E. & M. Co.
Motors and Generators, Sets
General Electric Co.
Nails
Cambria Steel Co.
Midvale Steel & Ordnance Qo.
Nats and Bolts
Allis-Chalmers Mfg. Co.
Barbour-Stockwell Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Hubbard & Co.
OUs (See Lubricants)
Omnibuses
(See Bnses, Motor)
Packing
Elec. Service Supplies Co.
Westinghouse E. & M. Co.
Paints and Varnishes for
Woodwork
National Ry. Appliance Co.
Paving Material
Amer. Br. Shoe & Fdry. Co.
Pickups, Trolley Wire
Electric Service Sup. Co.
Ohio Brass Co.
Pinion Pullers
Columbia M. W. & M. I, Co.
Electric Service Sup. Oo.
General Electric (3o.
Wood Co.. Chas. N.
Pinions (See Gears)
Pins, Case Hardened, Wood
and Iron
Bemis Car Truck Co.
Electric Service Sup. Co.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Pipe
National Tube <3o.
Pipe fittings
Power Specialty Co.
Standard Steel Works Co.
Westinghouse Tr. Br. Co.
Planers (See Machine Tools)
Pliers. Insniatcd
Electric Service Sup. Co.
Plugs
Nat'l Metal Molding Co.
Pole Reinforcing
Hubbard & Co.
Poles. Metal Street
Bates Exp. Steel Truss Co.
Efleetric Ry. Equip. Co.
Hubbard & Co.
Poles, Trolley
Anderson Mfg. (?o., A. &
J. M.
Columbia M. W. AM. I. Co.
Electric Service Sup. Co.
National Tube Co.
Nuttall Cki.. B. D.
Poles, Tubular Steel
Electric Rjr. Equip. (^.
Elec. Service Supplies Co.
National Tube Co.
Poles and Ties Treated
Duncan Lumber Co.
Power Saving Devices
Economy Elec. Devices Co.
National Ry. AppUance Co.
Pressure Regulators
(Seneral Electric (^.
Ohio Brass Co
Westinghouse B. & H. Co,
Pumps
AlUs-Chalmers Mfg. Co.
Schutte & Eoei*ting Co.
Punches. Ticket
Bonney-Vehslaee Tool <3o.
Intemat'l Reg. Ck>.. The
Wood Co.. Chas. N.
Purifiers, Feed Water
Scaife & Sons Co., Wm. B.
Ball Grinders (See Grinders)
Rails, Steel
Cambria Steel Co.
Carnegie Steel C!o.
Midvale Steel & Ordnance Co.
Railway Safety Switches
Westinghouse E. & M. Co.
Rail Welding
Rail Welding & Bonding Co.
Ry Track-work Co.
Rattan
Amer. Rat. & Reed Mfg. Co.
Brill Co.. The J. G.
Electric Service Sup. (3o.
St. Louis Car Co.
Receptacles and Plugs
Home Mfg. Co.
Registers and Fittings
Brill Co.. The J. G.
Electric Service Sup. Oo.
Intemat'l Reg. Co.. The
Rooke Automatic Reg. Co.
Reinforcement, Concrete
American Steel & Wire Co.
Carnegie Steel Co.
Repair Shop Appliances (See
also Coil Banding and
Winding Machines
Columbia M. W. * M.I. Co.
Electric Service Sup, Co.
Repair Work (See also Colls)
Cleveland Armature Works
Columbia M. W. & M. I. Co.
(Seneral Electric Co.
Westinghouse E. & M. Co.
Repiacers, (^r
Columbia M. W. & M. I. Co.
Electric Service Sup. Oo.
Resistance, Grid
Columbia M. W, & M. I. Co.
Resistance. Wire and Tube
(Seneral Electric Co.
Westinghouse E. & M. Co.
Retrievers. Trolley (See
Catchers and Retrievers,
Trolley)
Rheostats
(Seneral Electric Co.
Westinghouse E. & M. Co.
Roofing Oar
Pantasote Co.
Rosettes
Nat'l Metal Molding Co.
Sanders. Track
Brill Co.. The J. G.
Columbia M. W. & M.I. Co.
Electric Service Sup. Oo.
Nichols-Lintem Co.
Ohio Brass Co-
st. Louis Car Co.
Sash Fixtures, Car
Brill Co.. The J. G.
Scrapers Track (See Clean-
ers and Scrapers. Track)
Seating Materials
Brill Co.. The J. G.
Pantasote Co.
Seats, C^ (See also Rattao)
Amer. Rattan Ic Reed Mfg.
Co.
Brill Co.. The J. G.
St. Louis Car Co.
Second-Hand Equipment
Archer & Baldwin
Electric Equipment Co.
Shades, yestibnie
Brill Co., The J. G.
Shovels
Allis-Chalmers Mfg. Co.
Brill Co.. The J. G.
Hubbard & Co.
Side Bearings (See Bearings,
Center and Side)
Signals, Cter Starting
Con. Car Heating Co.
Electric Service Sup. Co.
Nat'l Pneumatic Co.. Inc.
Signals, Indicating
Nichols-Lintem Co.
Signal Systems, Block
Electric Service Sup. Co,
Nachod Signal Ck)., Inc.
U. S. Electric Signal Co.
Wood Co., (aias. N.
Signal Systems, Highway
Oossing
Nachod Signal Co., Inc.
U. S. Electric Signal Co.
Slack Adjusters
(See Brake Adjustcs's)
Slag
Carnegie Steel Co.
Sleet WheeU and Cutters
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W, & M. I. Co.
Electric Ry. Equip. Co.
Elec. Service Supplies Co.
Moi-e-Jones Br. & Metal (3o.
Nuttall Co., R. D.
Smokestacks, Car
Nichols-Lintem Co.
Snow-Plows, Sweepers and
Brooms
Amer. Rat. & Reed Mfg. Co,
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
Con. Car Fender Co.
Sockets and Receptacles
Nat'l Metal Molding Co.
Soideriess Connectors
Frankel Connector Co.
Spikes
Amer. Steel & Wire (Jo.
Splicing Compounds
Westinghouse E. & M. Co.
Splicing Sleeves (See Clamps
and Connectors)
Springs. Oar and Truek
Amer. Steel Foundries
Amer. Steel & Wire Co.
Bemis Car Truck C!o.
Brill Co.. The J. G.
Standard Steel Works Co.
Sprinklers, Track and Road
Brill Co.. The J. G.
St. Louis Car (^.
Steel Oostlngs
Wharton. Jr.. & (3o.. Wm.
Steels and Steel Products
Cambria Steel Co.
Midvale Steel & Ord. Co.
Steps, Oar
Amer. Abrasive Metals CJo.
Amer. Mason Sat. Tread Co.
Stokers. Mechanical
Babcock & Wilcox Co
Westinghouse E. & M. Oo.
Storage Batteries
(See Batteries. Storage)
Strand
Copper Clad Steel Co.
Roebling's Sons Co.. J. A.
Structural Steel
Cambria Steel Co.
Midvale Steel & Ordnance Co.
Superheaters
Babcock & Wilcox Co.
Power Specialty Co.
Sweepers, Snow (See Snow
Plows. Sweepers and
Brooms)
Switch Stands
Ramapo Iron Works
Switches, Selector
Nichols-Lintem Co.
Switches. Track
(See Track Special Work)
Switches and Switchboards
AlUs-CAalmers Mfg. Co.
Anderson Mlg. Co.. A. &
J. M.
Electric Service Sup. (3o.
(Seneral Electric Co.
Westinghouse E. & M. Co.
Tapes and Cloths (See In-
sulating Cloth, Paper and
Tape)
Telephones and Parts
Electric Service Sup. Co.
Terminals, Cable
Standard Underground Cable
Co.
Testing. Commercial and
Electrical
Elec'l Testing Laboratories
Testing Instruments (See In-
struments, Electrical Meas-
uring. Testing, etc.)
Thermostats
Con. Car Heating Co.
Gold Car Heating & Light-
ing Co.
Railway Utility Co.
Smith Heater Co.. Peter
Tickets
Globe Ticket (3o.
Ticket (hoppers and Destroy-
ers
Electric Service Siip. Co.
Tie Plates
Cambria Steel Co.
Midvale Steel & Ordnance Co.
Ties and Tie Rods. Steel
Barbour-Stockwell Co.
Carnegie Steel Co.
Ties. Wood Ooss (See Poles,
Ties, etc.)
Tongue Switches
Wharton, Jr.. & Co., Wm.
Tool Holders
Williams & Co.. J. H.
Tool Steel
Cambria Steel Co.
Carnegie Steel Cto.
Midvale Steel & Ordnance Co.
Tools, Thread Cutting
WUliams & Co.. jTh.
Tools, Track and Miscellane-
ous
Amer, Steel & Wire Co.
Columbia M. W. & M. I. Co.
Electric Service Slip. Co,
Hubbard & Co.
Railway Track-work Co.
Towers and Transmission
Structures
Bates Exp. Steel Truss Co.
Westinghouse E. & M. C3o.
Track Expansion Joints
Wharton. Jr., & Co., Wm.
Track, Special Work
Barbour-Stockwell Co.
N. T. Switch & Crossing Co.
Ramapo Iron Works
Wharton. Jr.. & Co.. Wm.,
Inc.
Transfers
Globe Ticket Co.
Transformers
Ailis-C^alniers Mfg. Co.
(Seneral Electric Co.
Westinghouse E. & M. CJo.
Treads, Saf etj-. Stair Car Step
Amer. Abrasive Metals Oo.
Amer. Mason Saf. Tread Co.
Trolley Bases
Anderson Mfg. (^., A. &
J. M.
Electric Service Sup. Oo.
(Seneral Electric Co.
Nuttall Co., R. D.
Ohio Brass Co.
Trolley Bases, Retrieving
Anderson Mfg. Co.. A, & J. M.
Electric Service Sup. Co.
(Seneral Electric Co.
Nuttal Co., E. D.
Ohio Brass Co.
TroUsy Buses
Brill Co. The J, G,
General Electric (^.
Westinghouse B. A M.
Co,
Trolley Materials, Overhead
Flood CSty Mfg. Co.
Ohio Brass Co.
Trolley and Trolley Systems
Ford Chain Block Co.
Trolley Wheels (See Wheels,
Trolley Wheel BusUncs)
Flood CSty Mfg. Co.
Trolley Wheel and Harps
Flood City Mlg Co.
Trolley Wire
Amer. Electrical Work
Amer. Steel & Wire (X).
Anaconda Copper Mining Co.
Copper Clad Steel Co.
Roebling's Sons Co.. John
A.
Trucks, Car
Bemis Car Truck C3o.
Brill Co.. The J. G.
St. Louis Car Co.
Tubing. Steel
National Tube Co.
Turbines. Steam
Allis-Chalmers Mfg. Co.
General Electric Co.
Terry Steam Turbine Co.
Westinghouse E. & M. Co.
Turbine, Water
Allis-Chalmers Mfg. Co.
Turnstiles
Elec. Service Supplies Co.
Ohio Brass Co,
Schutte & Koerting Co.
Upholstery Material
Amer. Rattan & Reed Mfg.
Co.
Westinghouse Tr. Br. Co.
Tacuom Impregnation
Allis-Chalmers Mfg. Co.
Ventilators, Car
Brill Co.. The J. O.
National Ry. Appliance (JO.
Nichols-Lintem lia.
Railway Utility Co.
St. Louis Car Co.
Vises, Pipe „
Williams & Co.. J. H.
Water Softening Si Purifying
Systems _ „ „
Scaife & Sons Co., Wm. B.
Welders, Portable Electric
Electric Ry. Improv. Co.
Ohio Brass Co.
Railway Track-work Co.
Bail Welding A Bondinc Co.
Welding Processes and Ap-
paratus _
Electric Ry. Improv. Co.
(Seneral Electric Co.
Metal A Thermit Corp.
Ohio Brass Co.
Railway Track-work Co.
Bail Welding A Bonding Co.
Westinghouse E. A M. Co.
Welders. Ball Joint
Ohio Brass Co.
Railway Track-work Co.
Bail Welding A Bonding Co.
Wheel Guards (See Fenders
and Wheel Guards)
Wheel Presses (See MaclUne
Tools) ^ ,
Wheels. Car, Oast Iron
Bemis Car Truck Co.
Wheels. Oar, Steel and Steel
AmCTican Steel Foundries
Bemis Car Truck Co.
Carnegie Steel Co.
Standard Steel Works
Wheels, Rolled Steel
Cambria Steel Co.
Midvale Steel A Ordnance Co.
Wheels, Trolley
Anderson Mfg. Co., A.AJ.M.
Columbia M. W. A M. I. Co.
Electric Ry- Equip. W.
Electric Service Sup. Co.
(Seneral Electric Co.
More-Jones B. A M. Co.
Nuttall Co., R. p.
Star Brass Works
WhistlM. Air .
(Seneral Electric Co.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Wire Rope
Amer. Steel A Wire Co.
Copper Clad Steel Co.
Roebling's Sons Co„ John A.
Wire* and Oabler
Amer. Elec'l Works
Amer. Steel A Wire Co.
Anaconda Copper Minmg Co.
Cambria Steel Co.
Copper Clad Steel Co.
(Seneral Electric Co.
Midvale Steel A Ordnance Co.
Roebling's Sons Co.. John A.
Std. Underground Cable Co.
Westinghouse E. A M. Co.
Woodworldng Machines
Allis-Chalmers Mfg. Co.
Wrenches ^
Williams A Co.. J. H.
November 26, 1921
Electric Railway Journal
33
THE IMPERIAL OMNIBUS
The first exclusive raotorbus chassis of the
low center of gravity type ever produced and
obtainable by all transportation companies.
The low center of gravity prevents accidents
to life and property and reduces operating
costs.
If your transportation company is to have
modern and safe equipment stop using truck
chasses and use the Imperial Omnibus built on
an exclusive motorbus chassis.
Send for descriptive literature and full infor-
mation.
TRACKLESS TRANSPORTATION CORPORATION
Originators of the Low Center of Gravity Omnibu*
300 Madison Avenue, New York City
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I Tickets and Cash Fares. I I
THE CLEVELAND | j
accommodates both I |
The Cleveland Fare Box Co. i i
I CLEVELAND OHIO I I
S Canadian Cleveland Fare Box Co.. Ltd., i i
I Preston Ontario | |
^iiiiiriiiiiiHiiiiniiiniiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiti'.miiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiuiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiB i
^itiiiiiiinMlliiiiiniiiiiiiiiiiiiiiiiiiiiiiiijiiiiiiNiitiiiiiiiut iriiiiiiiittiiitiiitiiriiiiitiiriiiiriiiiiiiiiiiiiiiiiiiiMiiriiiriiiiiiitriiMiuiliii'^ -^
»iiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii]iii'iii(tiiiiiiiiiiiniiniiiiiiiuiiittiiiiiiniiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiitiiiitiiiiiiiiiiniimi
Van Dorn
Automatic Pin-and-Link
Couplers
Adjustment for slack is made on the appli- | |
cation of the brake, not on the release. I |
Send for full detailt. I |
Hamilton & Hansell, Inc., 13 Park Row, New York, N.Y. I |
iiiiiirriimilii iiiiiiiiiiiiiiiiiiiMiir iiillliiiiii iiiiiiiiiiriii i iiiii iiirii niiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiR I
^iiniiiiiinniiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiliiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiriiiuliiiiiniiiniuiliiriiitiiltllllimic i
mmiiUU. Car Heating and Ventilation | |
liR5
g is one of the winter problems that you must
— settle without delay. We can show you liow
to take care of both, with one equipment.
Now is the time to gret your cars readv lor
next winter, Write for details.
I fTHfijiHinnN
m^ l^lie Peter Smith Heater Company |
1725 Mt. Elliott Ave., Detroit, Mich. |
^iiiinillilliiiiiiiiilildliii iilllllllli iiiiillillrliiliiiiiiiiiiiiri jiiiiiiMiliuiMiiiiiiir iiMiiiinuliriiiiiiuiiim iiiiiir |
giiiitiiiitiiiiiiiiiiiiilllMiiiiiiiinillililiiiiiiiiniilliilliiiiiiiriiiiiiiiriiiiiiiiiriiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiilllllllliliiiiliiiiiirMiiiiiriili^ i
I "Boyerized" Products Reduce Maintenance I I
I Bemla Tracks Manranese Brake Heaua 1 i
I Case Hardened Brake Plni Mang^aneee Transom Plates i 1
£ Case Hardened Bushings Manganese Body Bushings = =
I Case Hardened Nuts and Bolt* Bronze Axle Bearlnn S i
E Bemis Pins are absolutely smooth and true in diameter. We i =
I carry 40 diflerent sizes of case hardened pins in stock. Samples = 1
S furnished. Write for lull data. = =
I Bemls Car Truck Co., Springfield. Mass. I |
^imiillllimilllHiiilMiiiliiiitiiiiiriiiiiiiniiitiiiiiiiiiiiiiitiiiiiiiiiinii iitiiniiiiiiii iirriiiiiiiiiiiiiiMiiriiiiiiiiiiiniiiitiiimiiiNS ^lllllllllMiriiilltlliiiiiiilllllilllMiiiniiiniiHiiiiniiniiiiriiiuiiiiiiiiiiiHiiiiiiiiutiuiiiiiiimiiiiiimiiiiiiiiiiiiniitiiiiiiitiiiiniiiiiuiui
18 Pin-and-Link Coupler
Van Dorn Automatic Pin-and-Link Couplers have enjoyed
for many years an enviable reputation in the electric
railway world. Their utility and reliability have been
proved by the long period of continuous satisfactory
service which this type of Coupler has rendered.
These Couplers are the lightest and most effective means
for ordinary coupling and are at present standard equip-
ment on a great number of surface, subway, elevated and
interburban railways. Where the automatic and simul-
taneous connecting of cars, air lines and electric circuits
is desired, Van Dorn Car-Air-Electric Couplers represent
the ideal equipment.
The No 18 Coupler, pictured above, is especially adapted to the
requirements of elevated, subway and interurban service. The
double-spring draft gear absorbs all shocks direct in every
position of the 130 degree radial movement and makes a train
move as smoothly as one car. This swivel draft sear saves a
large amount of weight as it laites the place of the usual
heavy draft housing and anchor casting.
There is a type of Van Dorn Coupler for your every need. Our
Engineering Department is always available to assist you in
selecting a Coupler that will best suit your particular style
of car and class of service
Van Dorn Coupler Company
2325 So. Paulina St., Chicago, 111.
34
Electric Railway Journal
November 26, 1921
ALPHABETICAL INDEX TO ADVERTISEMENTS
Ajax Metal Co 29
AllisChalmers tits. Co 28
AllisoD * Co.. J. B 21
American Abraaire HeUla Co. . . 34
Amer. Brake Shoe & Fdir. Co. . 25
American Car Co 37
American Electrical Works .... 26
American Maaon S. T. Co 34
American Rattan & Reed V.tt.
Co 31
American Steel A Wire Co 27
Americ.in Steel Foundriee 34
Anaconda Coppar Mininr Co. . . 26
Anderson Mtr. Co., A. ft J. M.. 26
Arctibold-Brad7 Co 26
Archer A Baldwin. Inc 29
Armoo Culvert & Flume Mfrs.
Assn 10
Arnold Co.. The 20
B
Babcock A Wilcox Oo 28
Barbour-Stockwell Co 27
Bates Expanded Steel Tmaa Co. 21
Beeler, John A 20
BemiB Car Truck Co 33
Bonney-Vehslace Tool Co 34
Brenholts, Roy 29
Brill Co., J. G 37
Buckeye Jack Hfc. Co 31
0
Cambria Steel Co 31
Cameron ElectricsJ tUs. Co.. 31
Carnegie Steel Co 27
Clark A Co. VLfr. Corp.. B. W. . 20
Cleveland Fare Box Co 33
Collier. Ine., li.arron 35
Columbia M. W. A M. I. Co 36
Consolidated Car Fender Co.... 12
Consolidated Car Heatinr Co... 21
Continental Fibre Co., Ths 27
Cooper Heater Co 21
Copper Clad Steel Co 26
Cutter Co 31
O
Paca
Day A Zimmermann. Ine 21
Dillerential Steel Car Co. The. . 34
■
Electric Equipment Co 29
Electric Ry. Improvement Co. . 28
Electric Railway Eqtiipment Co. 26
Electric Service Supplies Co ... . 9
Engel & Hevenor. Inc 20
F
Feustel. Robt, H 20
Flood City MfB. Co 26
Ford. Bacon A Davia 20
Ford Chain Block Co 28
"For Sale" Ada 29
O
Oalena-Slrnal OU Co 17
General Electric Co 18
Globe Ticket Co 25
Gold Car Heatinr A lAf. Oo. . . . 31
Gould. L. E 20
Hamilton A Hansell, Inc 33
"Help Wanted" Ads 29
Hemphill A WelU 20
Hoist. Englehardt W 20
Home Mfe. Co 21
Hubbard A Co 27
International Register Co., The. 31
J
Jackson, Walter
20
Pace
Jeandron. W. J 25
Johnson Fare Box Co 31
K
Kuhlman Car Co 37
I.
Le Carbone Co 25
M
Harsh & McLennan 6
McGraw Hill Book Co.. Inc.
Back Cover
Metal A Thermit Corp 22
Midvale Steel A Ordnance Co. . . 31
More- Jones Brass A Metal Co . . . 16
N
Nachod Sirnal Co., Inc 26
National Brake Co 19
National Fibre A Ins. Co 31
Natl. Metal Molding Co 31
National Pneiimatic Co.. Inc.... 11
National Railway Appliance Co. 21
National Tube Co 26
New York Switch A Crossing Co. 28
Niehols-Lintem Co 29
Niles-Bement-Pond Co 31
Nuttall Co., R. D 13
Ohio Brass Co.
Pantasote Co Front Cover
Parsons. Elapp, Brinckerhofl A
Dousrlas 20 !
Positions Wanted and Tacmnt, , 29 j
Power Sneclalty Co 28 |
Railway Track- work Co 8
Railway Utility Co 34
Rail Welding A Bonding Co 27
Ramapo Iron Works 27
Richey. Albert S 20
Roebling's Sons Co., John A... 26
Rooke Automatic Register Co. . 34
B
St. Louis Car Co 24
Safety Car Devices Co 5
Samsoo Cordmge Wortn 29
Sanderson A Porter 20
Scaife A Sons Co., Wm. B 31
Searchlie-ht Section 29
Smith A Co., C. B 20
Smith Heater Co„ Peter 33
Standard Steel Works Co 21
Standard Underground Cable Co. 26
Star Brass Works 29
Stone A Webster 20
Stucki Co., A 34
T
Terry Steam Turbine Oo 28
Tool Steel Gear A Pinion Co 24
Trackless Transportation Co . . . 33
Transit Equipment Co 29
V
U. 8. Electric Signal Co 20
V
Van Dom Coupler Co 33
W
"Want" Ads 29
Wason Mlg. Co 37
Weslinghouse Elec. A Mfg. Co. . 2
Westinrhouse Traction Brake Co. 4
Wharton, Jr., A Co,, Wm 27
While Engineering Corp,,
The J. 0 20
Williams A Co., J. H 31
Wish Service. The P. Edw 21
Wood Co.. Chas. N 26
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uilliiiiMiiiiiiiitiiittiiliiimlill*.
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STUCKI I
SIDE I
BEARINGS I
A, STUCKI CO. E
Oliver BIdg. S
Pittaburgh, Pa, r
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I pAIUWAH [ fTiUIT\( f>OMPAN\( |
i Sole Manufacturera |
I "HONEYCOMB" AND "ROUND JET" VENTILATORS |
- for Monitor and Arch Roof Cars, and all classes of buildiiirB: i
i also EXECTBIC THERMOMETER CONTROL i
i of Car Temperaiurea. |
I 141-101 WEST 22D ST. WrUe for 1328 Broadway i
I Chicago, ni. VatalOQue New York« N. T. |
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= Any width, wi'>.h or without nosing
= MA ^ON SAFETY TREAD
I iTlr^iJVyi^ For Car and Station Steps
I Standard for 25 years
= Stanuooii Steps and Karbolith F'loorlng
i American Mason Safety Tread Co., Lowell. Mass.
i Branch offices in New York ami Philadelphia.
= Joseph T. Rjerson & Son. Chicago, Western Distributers
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I THE DIFFERENTIAL 1
I STEEL CAR CO. j
I H, Fort Flowers, Pres. and Gen. Mgr. I
I FINDLAY, OHIO |
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Company
Direct |
Automatic |
Registration |
By the =
Passengers |
Rooke Automatic |
Register Co. |
Providence, R, I. =
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FERALUN *T:ifa':"
Car Steps
Floor Plates
Station Stairs
Door Saddlss, etc.
AMERICAN ABRASIVE METALS CO.
X.. >'
■ mm-.
50 Church St., New York City
.MlHHiiiimHiitiiMiHiiiKiiMiiiiiiitiiiitiiiiiiiimniiiiiiiniiiiitiiiiiiiitiiiiiiitiiiiiiiiiiiiiniiiimiHiiiiiluiiiiiiiMiimiMiiiHiiiiiiiiiniiii:
miiliiiimiiliiHiimiiiuiiiiillill
SI niiimniiiiiiitiiiiiiniiniiill uiHiiiiiiimllllimnmmii imiuiniiiiiuiiiiiinniiiimiiiiiituiniimiit iimiiiiiiiuuii^
Economical |
in .fhe I
Long Run f
Send for Catalog |
BONNEY-VEHSLAGE I
TOOL CO. i
Newark, N. J. |
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November 26, 1921
Electric Railway Journal
3&
■ IHIMIIIIIIIMIIIIIIIIHIII llllllllllllimnilMllMlfMUM.l
^^1HMI|IHI ■ I
Lliillllli.l..itllllllHlllHlli
THE history of the de-
velopment of car card
advertising in the United
States is the history of the
Collier Organization.
The reason behind the
prestige that car card pub-
licity has achieved may be
summed up in two words —
Collier Service.
36
Electric Railway Journal
November 26, 1921
^llllllllllllllllllllllllllllllllllllllllllll Illlllll II 1IIIIIIIII lllllllllllllllllllllllllllllllillllllllllllllllllHIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIillllllllllllllllllll!^
Storm Warning!
r
Prepare Now! |
Get Ready for
Troubles Now.
Winter Equipment =
When the first flakes of snow begin to fall
from leaden grey skies it's too late then
to order emergency equipment and mate-
rials. It only takes a few hours before
the drifts begin to pack and choke the
rails, while overheating motors labor and
struggle against the unequal task.
It's then that trolley wheels go jumping,
arcing, burning along the sleet-encased
wires. It's then that motor coils roast
and cook until insulation breaks under
the glowing heat. It's then that the best
gear cases made will dent and break from
dragging, smashing over rock-hard chvmks
of solid ice.
COLUMBIA
Steel Wheels — Gear Cases
Coils
A trio of necessities which fore-handed mechan-
ical superintendents are laying by in suitable
quantities in stock-rooms, against the winter
day when the "cripples" begin coming in by
scores, while the transportation department
cries for extra cars to plug-up broken schedules.
The Columbia Machine Works & Malleable Iron Co.
Atlantic Ave. and Chestnut St., Brooklyn, N. Y.
A. A. Green, Sales Mgr., Brooklsm, N. Y.
E. Keller, Brooklyn, N. Y.
F. C. Hedley. Brooklyn, N. Y.
E. Allison Thornwell,
1513 Candler Bide-, Atlanta, Ga.
J. L. Whittaker, 141 Milk St., Boston, Mass.
W. McK. White,
343 South Dearborn Street, Chicago, III.
F. F. Bodler,
903 Monadnock Bldy ., San Francisco, Cal.
5llUIUIIUUIIIIinilMIIMinilMlinilllMIIIMIIIHIIIIIIIIIIII[MIIIIIMIMIHIIinillMlinillllMIIIIIIIIIIIIIIIIIIII1llllllllliillllllillllinilMIIIIIIIIM
November 26, 1921 Electric Railway Journal
aiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiJiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiraiiiiiiiiiiiimiiiiiiiiiiimiiiiiiimiiiraiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiininiiiiiiiiiiiiiiiiui ihiiiimiiiiiii iiiiuiiiiiiiiiiiiiiiiimiiimiiiiiiraiiiiiiiraiiiiiiiiiiiii iimiiiiiiiiiriiiiiniiiiiimii iiiiiiiuiiii^
BRILL SEATS
for
Motorbuses and Rail-less Cars
We are prepared to furnish passenger
and operator's seats for Motorbuses and
Rail-less Cars which will prove attract-
ive in every respect to prospective pur-
chasers of this equipment. Seats with
spring or regular edge cushions, twill-
woven rattan or imitation leather uphol-
stery, and any type grab handle desired
are available.
Seat No. X-1379
Comfort is the outstanding feature
of this seat. Its spring edge cush-
ion, 4 in. deep at front and 2^ in.
at rear and spring back are uphol-
stered in imitation leather. Over-
all length .1.334 ii^v cushion, 3I1/2
in. long, and back, 18 in. high.
Pedestal is of pressed steel.
Seat No. 4515
Light weight durable type,
with pedestal, aisle plate
and arm in one piece. Cush-
ion with regular edge as
shown or spring edge can
be used. Overall length, 32
in., back, I6V2 in. high.
Seat No. X-552
Light in weight and of durable
construction. Regular edge cush-
ion (spring edge if desired).
Length overall, 32 in., height of
back, lOy^ in. Pedestal is of
pressed steel.
The J. G. Brill Company
PI-11L.ADE1-I3HIA.. Fa.
American Car Co. C.CKuhlman Car Co. — Wason Manf"o Co.
8T. bouis fvio. ci.e:vei.Ar.iD. OHIO. ePRiMonci-O. mass.
CANADIAN BRILL COMPANY, LTD., PRESTON, ONT., CANADA
I I iiiiiiiMi II mill iiiiiiiii Ill iiii iiiiiiiiiiiiiii I mill iiiiimiiinimiiiimii iiiiiimimliimi miiimiimiimmiimiiiiiiimiiliiiuilliiiiimiiii,
34
Electric Railway Journal
November 26, 1921
ALPHABETICAL INDEX TO ADVERTISEMENTS
AJax Metal Co 29
Allis-Chalmers Mfr. Co 28
Allisoo A Co., J. E 21
American Abraiive Metal* Co. . . 34
Amer. Brake Shoe & Fdrr. Co. . 25
American Car Co 37
American Electrical Works. ... 26
American Maaon S. T. Go 34
American Rattan & Reed MfK.
Co 31
American Steel A Wire Co 27
American Steel Foundries 34
Anaconda Copper Mininr Co . . . 26
Anderson Hfic. Co.. A. A J. H. . 26
Archbold-Brady Co 26
Archer & Baldwin. Inc 29
Armc'O Culvert & Flume Mfrs.
Assn 10
Arnold Co„ The 20
B
Babcock & WUcoz Oo 2S
Barbour-Stockwell Co 27
Bates Expanded Steel Trou Co. 21
Beeler, John A 20
Bemis Car Truck Co 33
Bonney-Vebalare Tool Co 34
Brenholts, Roy 29
Brill Co.. J. G 37
Buckeye Jack Hfc. Co 31
C
Cambria Steel Co 31
Cameron Electrical Utr. Co.. 31
Carnegrie Steel Co 27
Clark ft Co. Her. Corp., B. W. . 20
ClCTelaod Fare Box Co 33
Collier. Inc., Barron 35
Colombia M. W. & H. I. Co 36
Consolidated Car Fender Oo 12
Consolidated Car Heatinr Co... 21
Continental Fibre Co.. The 27
Cooper Heater Co 21
Copper Clad Steel Co 26
Cutter Co 31
D
Paco
Day & Zimmermann, Inc 21
Dilterential Steel Car Co. The. . 34
■
Electric Equipment Co 29
Electric Ry. Improvement Co . . 28
Electric Railway Equipment Co. 26
Electric Service Supplies Co. . . . 9
Engrel & Hevenor, Inc 20
W
Feustel. Robt. M 20
Flood City Mte. Co 26
Ford, Bacon & Davis 20
Ford Chain Block Co 28
"For Sale" Ads 29
O
Galena-Simal OU Co 17
General Electric Co 18
Globe Ticket Co 25
Gold Car Heatinv * Ltr. Oo 31
Gould. L. E 20
B
Hamilton & Hansell, Inc 33
"Help Wanted" Ads 29
Hemphill & WelU 20
Hoist. Enrlehardt W 20
Home Htg. Co 21
Hubbard &Co 27
International Betrister Co., The. 31
Jackson, Walter 20
Pace
Jeandron. W. J 25
Johnson Fare Box Oo 31
K
Kuhlman CarCo 37
L
Le Carbone Co 25
H
Marsh & McLennan 6
McGraw-Hill Book Co., Inc.
Back Cover
Metal & Thermit Corp 22
Midvale Steel & Ordnance Co. . . 31
More- Jones Brass & Metal Co . . . 16
N
Nachod Signal Co., Inc 26
National Brake Co 19
National Fibre & Ins. Co 31
Natl. Metal Molding Co 31
National Pneumatic Co.. Inc.... 11
National Railway Appliance Co. 21
National Tube Co 26
New York Switch & Crossing Co. 28
Nichols-Lintem Co 29
Nlles-Bement-Pond Co 31
Nuttall Co., R. D 13
O
Ohio Brass Co 7
P
Pantasote Co Front Cover
Parsons, Klapp, Brinckerhofl A
Douglas 20
Positions Wanted and Vacant.. 29
Power Svecialty Co 28
R
Railway Track- work Co 8
Railway Utility Oo 34
Rail Welding & Bonding Co.... 27
Ramapo Iron Works 27
Richey. Albert S 20
Roebling'B Sons Co.. John A... 26
Rooke Automatic Register Co.. 34
S
St. Louis Car Co 24
Safety Car Devices Co 5
SamsoD Cordage Wocto 29
Sanderson tc Porter 20
Scaife tc Sons Co., Wm. B 31
Searchhifht Section 29
Smith & Co., C. B 20
Smith Heater Co„ Peter 33
Standard Steel Works Co 21
Standard Underground Cable Co. 26
Star Brass Works 29
Stone It Webster 20
Stuck! Co „ A 34
T
Terry Steam Turbine Co 2S
Tool Steel Gear A Pinion Co.. . . 24
Trackless Transportation Co... 33
Transit Equipment Co 29
C
U. S. Electric Signal Co 26
V
Van Dom Coupler Co 33
W
"Want" Ads 29
Waaon Mfg. Co 37
Wcstinghouse Elec. & Mfg. Co. . 2
Westinghouse Traction Brake Co. 4
Wharton. Jr.. & Co.. Wm 27
White Engineering Corp.,
The J. 0 20
Williams A Co.. J. H 31
Wish Service, The P. Bdw 21
Wood Co.. Chas. N 26
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atliniiirilllllllllllllillllllltliiliilllliililitiiniiniiuiiitiiiiiiiiiiiniiiHiiiiiiiiHiiiniiiiiiniiiililiiliiiiniitiiitriinillllltiiniiitiiniiiiiiniij
STUCKI
SIDE
BEARINGS
A. STUCKI CO. i
Oliver Bid?. H
Pittsburgh, Pa. f
fiiniiMiHMiniinmmriinmmiiiinMniniMiiMMMiniiiMitMiiiiiiMiniinMiiiiiiMiimiiPiMHiiiiiiniiniiMiiiiiriiitiiitiiimiiiinnnii^
cniiiiiiiiiiiiii..<iiiiiMui)iiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiniiiiiiiniuiiiuiiiiiiiiiitiiiiniiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiitiiitiiiiiiii)iiiii».;
_ Any width, wivh or without nosing
= MA QON SAFETY TREAD
I VfM.r\. %J\Ji^ For Car and Station Stepa
i Standard for 25 years
i Slanwood Steps and KarboHth Flooring
i American Mason Safety Tread Co.. Lowell. HasB.
1 Branch offices in N'ew York and Philadelphia.
= Joseph T. Rycrson & Son. Chicago, Western Distributers
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I THE DIFFERENTIAL 1
I STEEL CAR CO. j
i H. Fort Flowers, Pres. and Gen. Mgr. i
I FINDLAY, OHIO |
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PAIU>WA\( I friUIT\( f;OMt^AN\(
i Sole ManutaetvrtTi |
I "HONEYCOMB" AND "ROUND JET" VENTILATORS |
i for Monitor and Arch Roof Cars, and all classes of buildlDgs; =
I also ELECTRIC TUERMOMETER CONTROL 1
s of Car Temperatures. |
i 141-lSl WEST a2D ST. Write lor 1328 Broadway i
I Chicago, HI. Catalogue New Xork, M. T. =
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Company o^j . Direct
Automatic |
Registration |
By the |
Passengers |
Rooke Automatic i
Register Co. |
Providence, R. 1. =
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FERALUN rS'I"
Car Steps
Floor Plates
Station Stairs
Door Saddles, etc.
SlillMltllHimilllMiniHIIIIIIIIHIllI
iUVIERICAN ABRASIVE METALS CO. ,r,
so Church St., New York City *
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Economical
in .the
Long Run
Send for Catalog
'VHiiiimiiMiiitiiiiiimiiiiiiitiiitiimimiiii
BONNEY-VEHSLAGE i
TOOL CO.
Newark, N. J. |
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November 26, 1921
Electric Kailway Journal
3&
36
Electric Railway Journal
November 26, 1921
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Storm Warning!
l/ijjjjjjjj-jr.rj-.jj'jin.rurj |
Prepare Now!
Get Ready for
Troubles Now.
Winter Equipment =
When the first flakes of snow begin to fall
from leaden grey skies it's too late then
to order emergency equipment and mate-
rials. It only takes a few hours before
the drifts begin to pack and choke the
rails, while overheating motors labor and
struggle against the unequal task.
It's then that trolley wheels go jumping,
arcing, burning along the sleet-encased
wires. It's then that motor coils roast
and cook until insulation breaks under
the glowing heat. It's then that the best
gear cases made will dent and break from
dragging, smashing over rock-hard chunks
of solid ice.
COLUMBIA
Steel Wheels — Gear Cases
Coils
A trio of necessities which fore-handed mechan-
ical superintendents are laying by in suitable
quantities in stock-rooms, against the winter
day when the "cripples" begin coming in by
scores, while the transportation department
cries for extra cars to plug-up broken schedules.
The Columbia Machine Works & Malleable Iron Co.
Atlantic Ave. and Chestnut St., Brooklyn, N. Y.
A. A. Green, Sales M^rr., Brooklyn, N. Y.
E. Keller, Brooklyn, N. Y.
F. C. Hedley, Brooklyn, N. Y.
E. Allison Thornivell,
1513 Candler Bldg., Atlanta, Ca.
J. L. Whittaker, 141 Milk St., Boston, Mass.
W. McK. White,
343 South Dearborn Street, Chicaso, III.
F. F. Bodler,
903 Monadnock Bldf ., San Francisco, Cal.
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November 26, 1921 ELECTRIC Railway Journal
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tiiiiiniiintiiiitiiiiiiiimiiMiiiiiimiiiiiiiiiiiiiiiiiHiiitiiiiiiiitimiiiiimmiiiniiiiiiitiimiiiiimiiimimiiiiimiH
BRILL SEATS
for
Motorbuses and Rail-less Cars
We are prepared to furnish passenger
and operator's seats for Motorbuses and
Rail-less Cars which will prove attract-
ive in every respect to prospective pur-
chasers of this equipment. Seats with
spring or regular edge cushions, twill-
woven rattan or imitation leather uphol-
stery, and any type grab handle desired
are available.
Seat No. X-1379
Comfort is the outstanding feature
of this seat. Its spring edge cush-
ion, 4 in. deep at front and Zy^ in.
at rear and spring back are uphol-
stered in imitation leather. Over-
all length 3334 in., cushion, 3I1/2
in. long, and back, 18 in. high.
Pedestal is of pressed steel.
Seat No. 4515
Light weight durable type,
with pedestal, aisle plate
and arm in one piece. Cush-
ion with regular edge as
shown or spring edge can
be used. Overall length, 32
in., back, I6V2 in. high.
Seat No. X-552
Light in weight and of durable
construction. Regular edge cush-
ion (spring edge if desired).
Length overall, 32 in., height of
back, I654 in. Pedestal is of
pressed steel.
The J. G. Brill Company
P M I L- A. D E L- P M I A. , RA .
American Car Co. CC. Kuhlman Car Co. — Wason Manf'c Ca
ST. t.OUIS IVIO. Cl-CVEUAr-ID. OHIO. SPR I MOFIEl-O. MASS.
CANADIAN BRILL COMPANY, LTD., PRESTON, ONT., CANADA
Electric Railway Journal
Mass Transpor
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electric railway operation is vicx ..
from every angle in these books.
Probably every phase of the questu
that puzzles you most is successfi
answered here.
In these days of high operating
and constant demands for better serv
economical maintenance is a necessil
Increased fares will result in demand
for extended lines, more trains, betttr
and more efficient service all aroui. >.
Economies must be made, maintenance
plans must be put into effect NOW, to
justify this increased revenue.
£LEG^eit Kiui^vviijf iiAi\i>BOOK
RICHEY
Electric
Railway
>(iii
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AND
Jackson
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Oecember ? 1921
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'41^
imm mmM
s^m^
Chicago, North Shore & Milwaukee R.R.,
the first line to equip with
MILLER
Trolley Shoes
is still using them, is still enthusiastic over results.
Experience on many roads as well as this one has
demonstrated that the 3-inch sliding contact of Miller
Trolley Shoes gives better electrical results and lower
line maintenance costs.
Order a trial equipment now
Miller Trolley Shoe Company
Dorchester, Mass.
Electric Railway Journal
December 3, 1921
Remember 1919-1920
Now is the time to order Renewal Parts for Winter Use
Manufacturers are undermanned and may,
therefore, not be able to respond to the
peak demands of a severe winter.
Safeguard the quality of your service by
Westinghouse Electric & Manufacturing Co.
East Pittsburgh, Pa.
replenishing stock and replacing worn
parts immediately.
A reasonable stock of Westinghous-'
Renewal Parts in your storeroom is the
best assurance of reliable service.
Westinghouse
Vol. 58, No. 23
New York, December 3, 1921
Pages 977-1014
Electric Railway
Journal
Henry W. Blake and Harold V. Bozell, Editors
Henry H. Norbis, Managing-Editor
Contents
Ten Years Operation of the Hamburg Elevated Railway
Dr. Ing. Wilhelm Matter sdorff describes the many changes of an economic
nature which have occurred in this property since it was put in operation in
'.■ 1912. General statistics are given, together with an account of the improve-
ments which have been made Page 979
How Can Salesmanship Be Applied by Street Railways?
How salesmanship is applied in other businesses is analyzed and the methods
applicable to electric railways are discussed by Frank H. Warren, as are
also the peculiarities of the product the railway has to sell. Service to the
public is the controlling principle Page 985
Chile Starts on an Extensive Electrification Program
The first zone of the State Railways, comprising 144 miles, which includes the
Valparaiso-Santiago line, is to be completely electrified at 3,000 volts direct-
current. The equipment includes thirty-nine locomotives and five sub-
stations : Page 991
Editorials 977
Auto Safety Circular 987
Electrification in Holland and Switzer-
land
988
Tribute to Business Papers 988
Valuation and Renewal Fund Considered . . 989
Prosperity a Co-operative Game 990
Another "Human Nature Stitoy". . ....... 993
Paving Brick Varieties Simplified. 994
Reasonable Value Defined 995
Subway Construction Proposed to Aid Un-
employment
Kentucky Utility Men Get Together.
The Relation of Rates to Service
Recent Happenings in Great Britain .
News of the Electric Railways
FlNANCTAL and CORPORATE
Traffic and Transportation
Personal Mention
Manufactures and the Markets
906
997
998
1000
1001
1006
1009
1012
1013
JAMHS H. McGRAW. President
ABTHtTR J. BALDWIN. Vice-President
J. MALCOLM MXJIE. Vice-President
BIDWARD D. CONKLIN. Vico-Presldent
JAMES H. McGRAW, JR.. Secy, and Treasnrep
Cable Address "Machinist. N. T.'
Publishers also of
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Copyright. 1921, by McOraw-HUI Company, Inc.
Published weekly. Entered as eecond-dasa mat-
ter, June 23. 1908. at the Post OfBce, at New
York, under the Act of March 3. 1879.
Circulation of this issue, 6,000
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Electrical World American Machinist
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Chemical and Metallurgical Engineering
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Advertising Index — Alphabetical, 50; Classified, 46, 48; Searchlight Section, 45
*A
Electric Railway Journal
December 3, 1921
DH-16
"Bungalow" Type
Air Compressor
for all classes
of cars
up to 35,000 lbs.
WHILE predominant in the Safety Car field, and thought of chiefly
perhaps in connection with that branch of the traction industry,
the Westinghouse DH-16 is by no means adapted exclusively to
the requirements of Safety Cars.
It has proved equally eflScient and satisfactory on cars of all sizes and
designs up to 35,000 lbs. in weight, this arbitrary line being drawn to set
apart that class of service which normally requires of a compressor not
more than 16 cu. ft. of air per minute to assure adequate braking force
and dependable operation.
Hundreds of installations testify to the efficiency and economy of DH-16
compressors as adapted to medium-weight, double truck cars of the type
pictured above.
Westinghouse Traction Brake Company
General Offices and Works: Wilmerding, Pa,
Boston, Mass
Chicago. III.
Columbus. O.
Denver, Colo.
Houston. Tex.
OFFICES :
Los Angeles
Mexico City
St. Paul. Minn.
St. Louis. Mo.
New York
Pittsburgh
Washington
Seattle
San Francisco
V/EsriNGHOusETRAaioN Brakes
December 3, 1921
Electeic Railway Journal
O-B Type AW-3 Bond (Patented)
90° welding angle and steel welding surface — the ideal combination for easy electric welding.
Copper shielded from intense arc heat. Cable life lengthened by copper sleeve.
Made in various capacities and also for base-of-rail application.
Good welds twenty-four hours a day with
WILSON K'SCI WELDER
^' : i
IVelding splice bars iiith the fVilson Plastic
Arc Rail Bond Welder.
IVelding rail bonds luith the Wilson Plastic
Arc Rail Bond Welder.
In at least two cities, Wilson Plastic
Arc Rail Bond Welders were used on
24-hour-a-day duty over a period of weeks
and months. That settles the question of
capacity for continuous service.
But capacity for work is only one char-
acteristic of the Wilson machine. Prob-
ably the thing that you'll like best about
it is the way it produces uniformly good
work.
Current, in the Wilson Welder, is auto-
matically maintained at a fixed value. The
arc is limited to the correct, short length.
Controlled current and short arc means
uniform heat per unit area in the weld.
Uniform heat means uniformly good
work.
Use the Wilson Plastic Arc Rail Bond
Welder for good work — and lots of it.
The
Ohio (^ Brass co
Mansfield
Ohio.U.S.A.
New York Philadelphia Pittsburgh Charleston. W.Va. Chicago Los Angeles San Francisco Paris, France
Products: Trolley Maierial. Roil Bonds. Electric Railway Car Equipment. High Tension Porcelain Insulators. Third Rail Insulators
6 ElectricRailwayJouenal December 3, 1921
^ Jnsurance plus
Jnarsh &J^-£>ennan Service
Your Bankers Are Interested
If you were to go before your bankers with a
Marsh and McLennan report showing that your
properties and employees are fully protected —
You would find that your borrowing power has
increased and that possibly your rate of interest
has decreased.
In addition to this indirect profit that comes
from Marsh and McLennan service there is a
direct saving in insurance costs.
That's why a very large number of the leading
corporations in America place their insurance
in our hands.
MARSH & MCLENNAN
175 W. Jackson Blvd. Chicago, 111.
Minneapolis
Denver
San Francisco
Winnipeg
New York
Duluth
Seattle
Montreal
Detroit
Columbus
Cleveland
London
December 3, 1921
£!lectric Railway Journal
WHERE that old snaky piece of track, with
talkative joints, is making trouble and bad will,
imagine a smooth straight-as-a-string job with
invisible joints and inviting pavement — if you
lay Steel Twin Tie Track.
You will be able to point out to your management a
saving; an extensive saving in first cost, a saving perhaps
running into four or five figures — savings of from five thou-
sand dollars to ten thousand dollars per mile were made
last season. The first step, of course, is estimating. We
will be glad to put the data at your disposal for this purpose.
THE INTERNATIONAL STEEL TIE COMPANY, Cleveland, Ohio
Internatiottal Steel Twin Ties manufactured and sold in Canada, by Sarnia Bridge Co., Ltd.. Sarnia, Ont.
T^ ^^^^«^
Yy/ {
Electric Railway Journal
December 3, 1921
1903 h
EIGHTEEN YEARS OF SERVICE
prove the efficiency of UNION
automatic block signals controlled
by continuous A. C. track circuits.
In 1 903 the first A. C. track circuits ever
installed were put in service on the North-
western Pacific. They are still giving
entire satisfaction.
'Safety AND Economy-
_Tr«<jg _ Tr«J«
^ mnton ^tuttclb ^ ^tsnal Co. G9
SWISSVALE, PA.
December 3, 1921
Electric Railway Journal
Safety
Lighting Fixtures
KEYSTONE
Car Specialties
Keystone Air Sanders
Keystone Air Valves
Golden Glow Headlights
Illuminated Destination Signs
Keystone Steel Gear Cases
Safety Car Lighting Fixtures
Keystone Motormen's Seats
Faraday Car Signals
Keystone Trolley Catchers
Shelby Trolley Poles
Samson Cordage
International Fare Registers
Fare Register Fittings
Keystone Cord Connectors
Keystone Rotary Gongs
Standard Trolley Harps
Standard Trolley Wheels
Automatic Door Signals
Keystone Trailer Connectors
The flexibility of the metal fingers
provides for expansion and contrac-
tion of the reflector, and also cushions
the glass against any severe jolt of
the car. Notwithstanding this flexible
grip, it is impossible for the reflector
to fall or rattle in the holder.
The use of Safety Car Lighting Fixtures in your cars will elimi-
nate broken glassware and decrease installation and lamp renewal
costs. These fixtures when used in combination with proper re-
flectors and Mazda lamps reduce the number of lighting units re-
fciuired to properly illuminate the car. Thus a saving in current
consumption over bare lamps is also effected. And they enhance
the interior attractiveness of your cars, and your passengers are
afforded greater eye comfort.
Safety Fixtures fit all types of cars, being made in straight pend-
ant form with round or square bases (as illustrated) ; in angle
base pendant form and in bracket form. Made in various sizes
to use with standard 23, 36, 46, 56, 72 and 94 watt Mazda series
lamps.
Electric Sekvtce Sum;cES Gx
Manufacturer of Railway Material and Electrical Supplies
PHILADELPHIA NEW YORK CHICAGO
17th and Cambria Streets 50 Church Street Monadnock Bldg.
Branch Offices: Boston, Scranton, Pittsburgh
Canadian Disiributors:
Lyman Tube & Supply Co., Ltd., Montreal, Toronto, Winnipeg, Vancouver
10
Electric Railway Jouenal
December 3, 1921
WiH
The Best Type of Construction
These two viaducts are both in the same city, and the railway
span wires in both cases are carried on Elreco Tubular Steel Poles.
In one case, however, it was thought necessary to use separate
lamp standards for supporting the lighting units as shown on lower
viaduct; note the effect in useless duplication of poles, the unattractive
appearance of curb line; to say nothing of double expense of installa-
tion and maintenance.
In contrast note the clear cut appearance of the upper viaduct,
Elreco Combination Poles carry the span wires for the trolley support
and also attractive brackets and ornamental lighting units.
If you have a similar problem, why not profit by this city's
experience ?
The Electric Railway Equipment Company
Cincinnati, Ohio
30 Church St., New York City
Manufacturers
December 3, 1921
Electric Railway Journal
II
Modernize/
Pneumatizef
Baticm fnils in
just
when
S tho
Jpreiicp
t'o sec
Buced
fcro,
to
or-
Hoypd
tinions
tho
and
kfo be
IfiintB.
lake,
Irork
FRANKFORD ''V CAR DOORS
CAN'T CATCHACOA T TAIL]
I Sftfely Feature on Exits Make Them Spring Open at Any Ob\
i struction — Noiseless Operation Promised — 51 Passengers
Can Sit and 39 Can Hang When Wheels Begin to Turn
i The ppssibilily nC jnon-ascil speed,
impioved safety devices which reduce
to a minimum the likelihood of acci-
dent and iu'tieased seating capacity,
mark the improvements in the first car
completed of the fifty which have been
ordt>rcd for tJie Frankford '*!>."
The car, a product of the .T. G.^
Brill Company, will be inspected by
Mayor Moore in company with sev-
eral of tho city transit officials tomor-
row afternoon.
Each tloor is eqiiippeu with specially
dcsigmul spring cushions containing
electric contaCjts. If the dpor closes on
on obstraction, such as a person's body,
contact is made with electric wires and
tho door springs back into place. More-
over the train cannot start until every
door is closed and the circuit is com-
plete.
On each side of the car there are
three of these doors, each four feet in
width. One is at the center and the
others about one-third froin each end.
There are no end partitions. Bei'ause
of the larger doors It is expected tJie
ca^ can bs emptied and tilled in le
time, thus decreasins the time for r;
The contract for ii^fty cars was..
th.ihR .Brill
tract, eacli of the fifty cars was to eostl
•■517,165. This was the lowest bid offered!
by any car-building concern. MembersJ
of the Brill Company said the buildins
of tho fifty cars by their fiij.-; mee
that 800 men would coiitiou^ in
employ, instead of being InjJ
woi:ld have' been necessary-^ "^
tract had been awarded
pany outside the city.
According to Din
Department of Ci(
cars will be virti;
are fitted with sj
The new car^
five feet long^
■on the M
This peyrt
maktujr ti
passeilK^
Lavei ■ ^
From Philadelphia
MM Public Ledger
Sept. 28, 1921
Right, oh!
But they will help to catch and
hold the patronage of many a
contented passenger.
"Faster schedules with greater safety" are not the prerogative of the rapid
transit, non-surface line alone. The National Pneumatic "Rushour" line has
gone on thousands of other cars as well as in every kind of service. From this
line, as set forth below, we can help you to select and install the equipment that
will give you more revenue miles per hour, and more passengers per revenue milel
The National Pneumatic Rushour Line
Door and Step Control Door and Step Operating Meckanitnu
Motorman's Signal Lights Safety Interlocking Door Control
Multiple Unit Door Control
Manufactured in Canada by
Dominion Wheel & Foundries, Ltd.
Toronto, Ont.
National Pneumatic Company, Inc.
Originator and Manufacturer
50 Church St.; New York Edison Bldg., Chicago
Works: Rahway, N. J.
12
Electric Railway Journal
December 3, 1921
e answer to Why, is WEAR !
This curve of No. 00 Phono-Electric is at Main and East
Front Streets, one of the hardest-worked places in Fort
Worth.
It has been up for years, and is a long way oflf from the
scrap heap.
In the meantime, services at this important place go on with
the same uniformity of high quality that characterizes
Phono-Electric Trolley Wire itself.
If you do not know the physical and electrical merits of
Phono-Electric, write for Bulletin 124.
I^^t^^^ ^^m
December 3, 1921
Electric Railway Journal
13
14
Electric Railway Journal
December 3, 1921
MAKE ONE-MAN CAR
OPERATIONS SAFER
with^
U. S. ELECTRIC SIGNALS
A single operator, responsible for the entire work on
one-man cars, has a lot of things to look out for — col-
lecting fares, punching transfers, opening and closing
doors, making out reports and keeping the car on
time. Add to all these the meeting of cars on turn-
outs, and there is a hazard which must be guarded
against. The human memory sometimes fails.
But with single-track operation safeguarded by U. S.
Electric Signals, which positively indicate not only
the presence of any other car in the block, but also
its direction of travel, you have the human element —
the chance of forgetting — eliminated.
Remove Risks with
U* S. Electric Signal Equipment
A generation of success in signal special-
ization stands back of United States equipment
UNITED STATES ELECTRIC SIGNAL COMPANY
West Newton, Massachusetts
Representatives:
Western: Frank F. Bodler, Monadnock Bldg., San Francisco
Foreign: Forest City Electric Services Supply Co., Salford, Eng.
J)ecember 3, 1921
Electric Railway Journal
15
in the depths of mines
AJAX ELECTRIC ARC WELDER
Satisfactorily cares for the electric tram lines
-Amid the everlasting dampness, a gloomy darkness and
the constantly rising noxious vapors of the coal mine,
AJAX machines are making the finest, strongest kind of
■welds every day in the year. Isn't that pretty good proof
AJaz Electrio Are Welder — Type BWT
of their fine, rugged construction and the satisfactory qual-
ity of their work ? When they perform such Herculanean
tasks as that, it's evidence enough that they will stand up
under the arduous conditions of railway service.
Type RWY AJAX, a 155 lb. portable electric arc welder, was
especially designed for electric railway work. Its high capacity
— 333 amperes at 600 volts, 200 amperes at as low as 300
volts — guarantees good, strong welds even on lines where ex-
tremely bad voltage drops occur. Is so simple as well as eco-
nomical to operate and maintain, that it is ideally suited for
use by the average type of track repair gang.
Railway Track-work Company
3132-48 E. Thompson Street
Philadelphia, Pa.
16 Electric Railway Journal December 3, 1921
McGUiRE-CUMMINGS MANUFACTURING CO.
CHICAGO
SNOW SWEEPERS
Now is the time to check up on your snow
fighting equipment for the coming winter.
McGuire-Cummings Single and Double
Truck Snow Sweepers and Plows are
'^Standard Equipment^ ^ on practically
every Electric Street Railway Line in
the United States and Canada that has
snow to contend with.
Specifications and drawings upon request.
McGUIRE-CUMMINGS MANUFACTURING CO.
City and Interurban Cars and Trucks,
Combination and Work Cars,
Electric Locomotives
GENERAL OFFICES
111 WEST IVIONROE STREET
CHICAGO, ILL.
^Tf'
December 3, 1921
Electric Railway Journal
17
VJ
WM
Testimonials That Count
Cost Records!
"Why keep records of mileage, lubricants used, and the like?" exclaims the salesman
of the "good as Galena" oils. "It is expensive and unnecessary. Buy your oils on a
straight gallonage basis, and save this useless trouble and expense."
Reasoning that comes straight from the heart ! The cost record is truly a stumbling
block to the use of inferior materials: — their real cost is then bound to show. Where
no cost records are kept, cheap oils can "get by", and claim a saving on every gallon
used. But this little joker has a disagreeable habit of showing conditions as they really
are. Modern business efficiency will permit of no lopsided bookkeeping; it is just as
essential to know the details of expanses as receipts.
It is the authentic figures of cost records on hundreds of electric railways that testify
to the economy of GALENA OILS. They show that the gallon of Galena gives about
double the mileage of other oils; that repairs and replacements of bearing parts are kept
at a minimum, throilgh their protective ability; that the time losses and annoyances due
to hot boxes practically disappear.
The evidence of the cost record is the testimony that counts. Its figures show not
only the cost of oils, but the cost of lubrication. And surely it is lubrication service —
not oil — that the railway uses.
Galena Quality Is Our Bond and your Security!
m
lllllllllllllllll!lll!!!!llll{!ll!llll!lllll
lllllllllllllllllllllllllifllli^
l|!!iii|i!l|ii|lH!|iit!!t,'!i!|il|i!||i
|Galena-Si^nal Oil Cbmpanyj
New York - Franklin, Pa. Chicago
^ and offices in principal cities
5?^7?l'fVijjfee^^ ^
llllllllllllllllllllllllllllllllllllllllllllllllll
118
Electric Railway Journal
December 3, 1921
'' Simple to operate^^ is an expression of merit when describ-
ing car control apparatus.
■: vJ
"Old EeUable" Ka3 .ControUer
Control of the Individual Car
It is a fact in the history of electric railway equipment
that Controllers are not vitally different from the ones
manufactured a generation ago. In those days the mag-
netic blowout and arc shields or barriers were first made
standard.
No better testimonial to the reliability of the G-E
K-Type Controller could be offered than this generation
of service and experience under the widest variety of
conditions.
The K63 model shown above is a potent factor in the
high mileage and low upkeep of the modem safety car.
Uain Finger tor Tjrpe K
Controllers.
Segment Body Casting
S h o w i o ff Removable
Wearing Tip.
iLiine Breaker for Mount-
iQgr Under Car.
Katchet Swii
K64 Controller
General _
Conii^any
General Office
Schenectady; NY
ric
25-86
Sales Offices in
all large cities
Electric Railway Journal
Consolidation of Street Railway Journal and Electric Railway Review
HENBY W.BLAKE and HABOLD T.BOZBLL.Edlton HENRY H.NOBBIS.ManaiIng Editor
HABBY L.BBOWN, Western Editor N.A.BOWEES.Paclflc Coaat Editor H.S.KNOWI/rON,NBW England Editor C.W.BQUIKa,A»!OOlate Editor CAM, W.STOCKS.Asloclate Editor
Q.J.MACMUBRAY.News Editor DONAUJ F.HINE, Editorial Representative PAUL WOOTON.Washlngton BepreasnUtlve
Volume 58
New York, Saturday, December 3, 1921
Number 23
Interborough Directors Make a Mistake
in Not Testifying
FROM the standpoint of public policy the directors of
the Interborough Eapid Transit Company have made
a mistake in declining to explain the high dividends de-
clared by the company from 1912 to 1918. Errors in
judgment in forecasting for any considerable time the
profits of the company may be readily understood, in
view of the fall in the purchasing power of the nickel
following the opening of the World War. There may
also have been a reasonable expectation on the part of
the directors that the company would receive power to
increase the rate of fare, as has been the case in every
other large city in this country. As regards such mis-
takes the public will be lenient, if frank explanation of
them is made. But the directors in question unfor-
tunately have not taken this opportunity to take the
stand in the transit hearing, although the attitude of the
railway witnesses up to this time has seemed sym-
pathetic to the announced purposes of the inquiry.
The facts so far brought out appear to be that
soon after the Interborough Rapid Transit Company
had commenced operation in 1904 and had leased the
Manhattan Elevated Railway, the combined property
was found to be quite profitable. At first the directors
were conservative as regards the dividends declared,
but in 1912, when contract No. 3 came up for signa-
ture, the company found itself to be in so powerful
a position that it was able to exact a large preferen-
tial from the city. Obviously that was the time to
have husbanded its resources, because the contract
required the establishment of a large number of lines
which obviously would not pay for some time. But,
considering it was protected by its preferential, the
company continued the policy of high dividends, pay-
ing 16 per cent in 1912, 12 per cent in 1913, 15 per
cent in 1914, 20 per cent in 1915, 1916 and 1917, 17i per
cent in 1918 and 5 per cent in 1919. The total amount
paid on the capital stock of the company in the past
eighteen years — 187i per cent — ^would not be con-
sidered excessive in most other lines of business for
a company which had proved a money maker. Never-
theless the policy of high annual dividends was con-
tinued after the money inflation due to the World War
had become generally apparent and thereby reduced the
company's cash reserve.
It is too early to comment fully on the reasons for the
various financial acts taken by the directors, but the
part the holding company — the Interborough-Metro-
politan, later the Interborough Consolidated — played in
the dividends declared is apparently an important one.
The creation of this holding company was perhaps a
natural and useful step at the time and has many coun-
terparts in railroad and industrial financing. Before
its organization, the subways and the surface lines
were being operated separately. It was evident that
money would be saved and efficiency secured by unified
operation, but on account of several factors it was
impossible to combine the two properties into one. The
natural move was a holding company, as named above.
This company acquired the greater part of the stock
issues of the Interborough and of the Metropolitan
surface lines and issued preferred and common stock
as well as 4J per cent collateral trust bonds, securing
the latter by its holdings of Interborough stock in the
ratio of two $1,000 bonds to 10 shares of stock. While
the Interborough stock at this time seemed amply able to
pay more than the 9 per cent dividend required for the
interest on these bonds, yet the organization thus cre-
ated was essentially a pyramiding of securities on the
basis of possible future profits before these profits were
reasonably secure. Then a time came when the profits
of the Interborough decreased because of rising ex-
penses, and the holding company apparently became a
convenient agent from which money could be borrowed
to tide over what appeared a temporary condition. An
interesting sidelight on the result of this financial
policy is furnished by the fact that the 4i's referred to
which sold at the time of issue close to par now sell at
about 13, while the Interborough Consolidated pre-
ferred and common stock which sold as late as 1915 at
about 80 and 25 respectively are now quoted at about
6 and 2.
This is not the only time, either in railroading or
other lines of business, that an enterprise starting out
under most favorable auspices has been brought to
grief through too great optimism for the future or be-
cause of an improper forecast of coming events. There
is so much that is intrinsically stable about public
utilities that there ought not to be a possibility of
their becoming a basis for speculation in Wall Street.
In the proposed new financing of railway properties
in New York this point should be assured so far as is
reasonably possible.
For Politics or
Spur to the Company?
WHETHER or not the people of Chicago derive any
benefit as the result of the Illinois Commerce Com-
mission's order for a 5-cent fare, two things were ac-
complished. The campaign pledge of the Governor and
Mayor was carried out, for certainly they cannot be held
accountable for failure of their pledge if the courts
stand in the way of its accomplishment. And by order-
ing a rate of fare impossibly low, the traction question
is left unsettled and therefore is preserved to future
campaigns aa the premier of issues
Some of the conclusions reached by the commission
are without substantiation in evidence presented and
some ignore evidence to the contrary. In the former
category are the commission's statements on the matter
of service, which forms the predominating note of the
order. The service is "grossly inadequate and inefB-
cient," the companies are "managing and operating their
street railways extravagantly and ineflSciently," and
citation is made of "certain items of operating costs
peculiarly indicative of slack management." Another sig-
nificant statement in this connection is as follows: "We
believe respondent companies will profit most by basing
their claim for additional rates of fare on the value of
978
Electric Railway i^^^^tixh
Vol. 58, No. 23
the service they render to the public as well as on their
own constitutional rights." In another place the com-
mission states that the character of service being ren-
dered is not worth more than 5 cents.
Since it is very difficult to find that the commission
has justified the 5-cent fare in its order, and in view
of the evidence to the contrary submitted at the hear-
ings, it is perhaps a plausible conjecture that the com-
mission had it in mind to render a decision that would
shock the companies into action to install economies
known to be possible but not adopted. This would rep-
resent a somewhat unusual procedure, but it forms about
the only satisfactory explanation — aside from politics —
of a 40 per cent reduction order.
A unique part of the decision is the order to stop
payments to the renewal fund and the recommendation
that the city agree to release the company from paving,
sprinkling and sweeping, both being required by the
1907 ordinances. These are of interest in view of the
fight the city has carried to the United States Supreme
Court (and lost) to hold the companies to the contract
rate of fare. Now, apparently, the city is willing to
accept elimination of the 8 per cent renewal require-
ment, though this has been the means of keeping the
Chicago surface railways in a physical condition ex-
celled by few if any street railways in the country. Its
abandonment now might readily result in time in an
opposite condition — a matter of very great concern to
the car riders, for it would jeopardize the value of the
property for which the city has agreed to pay in 1927
a certain price which is predicated upon the continuous
expenditure of the 8 per cent in maintaining the prop-
erty value. It is also interesting to note that no men-
tion is made of a reduction in wages of employees,
which, at 80 cents an hour for trainmen, are the highest
in the country. This would have been unpopular with
the labor constituency.
Mr. Hoover Heaves a Heavy Brick
and Helps Standardize Paving Bricks
THAT Secretary Hoover believes in practicing what
he preaches is evidenced by the number of confer-
ences relating to standards which are being held at
Washington under his auspices. On Nov. 15 such a
conference was held on the subject of "Elimination of
Excess Varieties of Paving Brick." This was the second
conference on the subject and there resulted an agree-
ment to the effect that only eleven out of sixty-six
varieties of paving brick which have found currency
in the brick industry need to be retained. This amounts
to a reduction of 83 per cent in variety and may be
considered as a very practical illustration of what may
be done in standardization through earnest co-operation.
• The United States Chamber of Commerce and the
National Paving Brick Manufacturers' Association were
, active in the matter and the last conference was largely
attended by representatives of the various interests
♦ involved, about equally divided among manufacturers
and users of paving brick. The importance of the
industry affected and the results obtained through
Secretary Hoover's ability to organize such conferences
on standardization matters are considered as good
evidence that the administration is standing back of its
promises to attempt all possible means of reducing costs
not only in government departments but also in all lines
of industry. An abstract of the matters discussed at
the conference will be found on another page.
The Vice-Presidents
Are Put to Work
THE committee appointments of the American Asso-
ciation, announced in last week's issue, are another
indication of the closer active management to be ex-
pected under the new regime. President Todd has quite
definitely put the vice-presidents — and as a matter of
fact all the active members of the executive committee
— to work. This is as it should be. These men were
elected to manage the affairs of the association, and
President Todd is to be congratulated that he has so
adequately placed them all in positions which will assist
the association in its committee work and assist the
men concerned in the work which they perform on the
executive committee.
An examination of committee chairmanships and per-
sonnel will show the four vice-presidents in active
charge of four of the seven most important committees
— the six standing committees and the membership
committee. The other three are headed by three past-
presidents, eminently qualified for their particular
posts. This use of the vice-presidents puts into
operation in a practical way the principle of having
vice-presidents take a definite place in association man-
agement. They will be better presidents in the future
for this very reason.
It will also be seen that every executive committee
member is on some committee and also that every com-
mittee has a member of the executive committee among
its membership.
All this is good and augurs well for association
activity during the coming year.
Will Detroit
Bury the Hatchet?
GOOD news comes out of Detroit. It is too soon
to sound the tocsin of success for the negotiations
under way there, but a good start has been made
toward an agreement looking to mutual operating
rights between the Detroit United Railway and the
Detroit Municipal Railway over the so-called ouster
lines. Mayor Couzens has delegated complete au-
thority to the Street Railway Commission to act in his
absence, and while he has the final word, it would
appear unlikely that he would be unwilling to sanc-
tion any basis of agreement reached by those acting
for him, particularly where the public has so much
at stake. As far as the matter has been developed in
the negotiations, the basis of the understanding would
appear to be fair to both sides.
No matter what the outcome may be of the present
negotiations, the event of the holding of the confer-
ences is propitious for the company in that it marks
the complete entry of Alex Dow into the relations of
the company with the public. This means a great
deal. As the representative of the new interests in
the company he comes to the problem with a new
point of view and the prestige for fair dealing that
has made the Detroit Edison Company, of which he
is president and general manager, a popular private
institution and a huge success financially. Mr. Dow's
sitting in at the conference augurs well for the future
of all concerned. In short, the warring interests in
Detroit would appear to be about to bury the hatchet.
They ought to bury it. And having buried it, both
factions in Detroit ought to forget the location of the
place where the interment took place.
December 3, 1921
Electric Railway Journal
979
Ten Years
of the
Hamburg Elevated
Railway
By Dr. Ing. Wilhelm Mattersdorff
Operating Manager Rapid Transit Lines,
Hamburger Hochbahn Aktiengesellschaft
Many Changes of an Economic Na-
ture Have Occurred to This Prop-
erty Since It Was Put in Operation
in 1912 — In the Accompanying
Article General Statistics Are
Given, Together with an Account
of Improvements Which Have Been
Made to the Physical Property
GE.NKKAL, \'ifc;\V OF CARHOUSKSj REi'AiR biiui-a ASH iruwEk STATION
THE Electric Railway Journal of March 8
and 15, July 5 and Aug. 2, 1913, contained a
detailed description of the routes and installa-
tions of the Hamburg Subway & Elevated Railway.
The operating company, called "Hamburger Hochbahn
Aktiengesellschaft," was organized in 1911 and service
•on the first section was begun March 1, 1912. During
the ten years which have passed the form of the com-
pany has changed, its line has been extended and its
traffic has grown immensely, but the war and the result-
ing changes in economic and technical conditions have
greatly affected the property. Originally an entirely
private undertaking, with a capital of 15,000,000 marks,
the company was consolidated in 1918 with the Ham-
burg Street Railway and the entire enterprise was
then changed to a combined state and private under-
taking. By this change the field of the consolidated
company was extended to include nearly all existing
transportation lines in Hamburg. Today the company
operates not only a subway and elevated railway but
also the adjoining rapid transit lines within a radius of
about 20 miles from the center of the city, all surface
street railway lines of Hamburg and environs, steam-
boats on Lake Alster and a bus line.
These changes required a complete reorganization
and expansion of the executive force over that given
on page 415 of the Electric Railway Journal for
March 8, 1913. The board of directors is now made up
as follows: In charge of general affairs, Mr. Stein;
of financial affairs, Mr. Liez; of operation of the ele-
vated railway and Lake Alster steamboats, Dr. Matters-
dorff; of operation of the surface bus lines, Mr.
Walther; of l«gal affairs, Dr. Mumssen.
The following article will describe the origin in
TABLE I. statistical REPORT OF ALL BRANCHES OF THE HAMBURGER HOCHBAHN AKTIENGESELLSCHAFT
0) o
3e;
ForFirst Six Mmths o/ 1 92 1
Subway and elevated (with connect-
ing lines
WalddOrfer Railway
Surface lines
Lake Alster boats
Total..
For August, 1921
Subway and elevated (with connect-
ing lines)
Subway and elevated (alone) 28.01
Walddorf er Railway 12.5
Langenhorn Railway 7.7
Surface lines 189.985
Lake Alster Shipping 27. 5
64.0
12.5
15.47
377.89
147
12
16
1,149
8.5
S2
|§
Si
is
3,288,477 17,901,772
207,395 481,068
15,424,747 71,533,111
87,791 832,144
3,838.097
239,895
5,346,968
247,787
as
3 So
zs
21,739,869
720,963
76,880,079
1,079,931
594,601
64,100
55,738
2,643,598
22,971
90,748,095 9,672,747 100,420,842
3,248,009
3,021,536
153,321
188,516
13,441,789
240,287
826,723
742,058
60,393
73,052
929,537
54,755
4,074,732
3,763,594
213,714
261.568
14,371,326
295,042
iii
li
E«
-43 i
IS
6.6 19,690,700
3.5 665,025
5.0 69,695,053
12.3 971,275
91,022,053
3,744,491
3;456,788
204.690
109,972
13,469,189
289,715
il
sl
1^
§.s
h
I*
598.8
320.6
451.8
1,106.3
629.7
581.4
319.3
197.3
509.5
1,251.5
90.6
92.
90.7
89. »
91.9
91.8
93.7
92.7
980
Electric Railway Journal
Vol. 58, No. 23
^,\,000,000 500.000
o
« 900,000 450,000
c 800,000 f 400,000
o
F 700,000 r 350,000
•- 600,000 " 300,000
rr **
0 500,000 I 250,000
^ 400,000 c 200.000
c P
S 300,000 |"I50J)00
'5 200,000 < 100,000
u
5 100,000 50,000
1 0
Map Showing Route of Ststeu, iNCLtmiNo Connbctino Lines
0 X) 20 30 40 50 M 10 80 90 BO
Pfennige
Relation Between Dailt Teatpic and Avkbaoe Fabb in Pp.
Germany of the term "gemischt wirtschaftliche un-
ternehmangen," literally "mixed commercial undertak-
ing"; why that term is applied to the Hamburg Ele-
vated Railway, and all important developments during
the last ten years on the company's elevated and sub-
way system, relating to traffic, rates of fares, routes,
service, management and technical equipment.
A Combined Public and Private Enterprise
In Germany many street railway companies during
the past few years have passed into the hands of the
municipal authorities. In the case of some of these
the municipality has taken over a part, in many cases
50 per cent, of the capital stock of the company. In
such cases the company is called by the German ex-
pression already mentioned to signify that it is a
combined public and private enterprise. It is the
hope by this kind of organization to obtain at the
same time (1) administration in public interest, (2)
economical management, and (3) the enterprise and
initiative characteristic of the private business man.
Originally the Hamburger Hochbahn Aktiengesell-
sehaft was a stock company which leased the Hamburg
subway and elevated railway system from the State
of Hamburg for a proportion of the groBs earnings.
Beginning July 1, 1918, a new arrangement went
so
70
-feO
into force by which the state of Hamburg became an
actual stockholder. Under this agreement the state
exchanged its interest then existing in the property
for 56,130,000 marks in Form B shares. The fran-
chise has no expiration date; i.e., it is perpetual. The
elevated railway company was also required to buy
up the stock of the Strassen Eisenbahn Gesellschaft
(the surface line company) and to operate the surface
TABLE H. fares CHARGED AT FOUR PERIODS ON SUBWAY
AND ELEVATED RAILWAY (aU ficiitea in pfennige)
s
2 ST ** M O
- 2e. S5
go V» o"2 -te •
§» —» '^ . 2_
to §=• &" -Ss
(2-^ ",<-< <:g fe^
sS ag aQ ao
£-^ i£^ £° £°
Ctuh font
For five or less stations 10 25 60 80a
From five to ten stations 15 30 80 lOOa
Full length of line 20 35 100 120a
Weekly ticket (twelve rides) 110 300 900 1,000
Monthly commutaii' n tickeU
For eight or less stations 2,200 ♦ b
For more than eight stations 3,200 * •
yearly commiUati"n ticketi
For eight or less stations 8,200 24,000 • *
For more than eight stations 14,700 36,000 * *
• Abandoned.
(o) Double this fare after 9:30 p.m.
(b) 73 marks for minimum distaiice, 20 marks for each additional station.
o
50 ''•30
E
•i=25j
«
40«2O
Breakout of war-, ^Sihtdu/e spetd in km. ptr hour
4-
L_
1912
1915 1914 1915 1916 1917 1918
Chaet Showing Relation Between Schedule Speed and Bnesot Consumption
1919
1920
December 3, 1921
Electric Railway Journal
981
street railways and also the steam-
boats and the steam ferry of Lake
Alster. The elevated railway company
paid for the stock of the old Strassen-
eisenbahngesellschaft 31,500,000 marks
in Form A shares and for the boat line
900,000 marks in Form A shares. The
total capital of the company (A and B
shares taken together) amounts now
to 103,530,000 of marks. Except the
Prussian State Railway system from
Blankensee to Ohlsdorf, which is today
part of the new "Reichseisenbahnen"
system, all transit lines of Hamburg
and environs, including the Prussian
surface lines to Altona, Wandsbek,
Harburg, etc., are now consolidated in
the "Hamburger Hochbahn Atkien-
gesellschaft." The franchise of the Hamburger Hoch-
bahngesellschaft declares that the fares shall be such
that a dividend of 6 per cent on Form A shares may be
paid, and the state guarantees that the dividend shall be
at least 5 per cent. The dividends on Form B shares,
according to the franchise, are to-be 1 per cent less than
on Form A shares. The dividends on Form A shares
during the past three years have been as follows:
In 1918, 6 per cent; in 1919, H per cent from earnings
and 3i per cent from the state; in 1920, 2 per cent
from earnings and 3 per cent from the state.
TABLE III.
BASIC SCHEDULE
OF
THE SUBWAY AND
ELEVATED RAILWAY LOOP
Time for Running Headway of Trains
Speed
Around
Loop
in
Minutes
per Hour
s
a
ll
<>.
.SS
if
SI
j: o
"x
Ml
a
1
Beginning
g-
S^
s
£"
a
JS
March 1, 1912
. . . 38
40
10
27.6
17 7
Aug. 5, I9H
. . . 48
50
40
48
45
7^
10
10
12
15
21.8
27.6
22.8
24.4
13.6
Dec 1 . 1914
38
17.2
Nov. 3. 1917
. . . 45
14.2
May 19, 1920
. . . 43
15 7
Oct. 1, 1921...,
... 43
45
15
24.4
15.2
Passenger Station at Volksdorf
While most of the German municipal railways have
done badly in these turbulent times with fluctuating
exchange, it is a matter for congratulation that results
so satisfactory as those mentioned above have been
obtained in Hamburg, for at least it has been possible
to avoid deficits and a receivership. A summary of
the reports of all branches of the company for the
six months ended June 30, 1921, and for August, 1921,
is given in Table I.
Fares and Traffic
According to the new arrangement the company is
obliged to consider the transit problems of Hamburg
from the point of view of the traffic requirements, so
competition was eliminated. As there is now no
fundamental need to attract traffic, it has been possible
as well as desirable to equalize proportionally the
rates of fares for the different kinds of transit and
to let time determine which of the various means of
transport passengers would prefer. A diagram show-
ing the number of passengers in three-month intervals
on the subway and elevated railway from the beginning
of the service to the year 1921 is presented. It will
be seen that the number of passengers decreased con-
Latest Carhouse to Be Built
sg^
Electric Railway Journal
Vol. 58, No. 23
TBACKACE at BAitMBECK JUNCTION
Former and Present Method op Making Expansion Joint
Section of Elevated Railway Through RssinENTiAL Section
December 3, 1921
Electric Railway Journal
983
siderably after the outbreak of the war, but that later
on it began to increase again, at first slowly, afterward
at a faster rate, during the further course of the war,
until 1918.
In 1919 wages began to rise and German exchange
to decline; therefore fares rose, at first slowly, soon
much more rapidly. In 1914, before the war, wages for
unskilled workmen in Hamburg were 45 pfennig per
hour. In October, 1921, they were 7.55 marks, an in-
crease of approximately 1,600 per cent. In 1920
salaries and wages on the system amount to 62.7 per
cent of all operating expenses and during the first
half of 1921 to 64.2 per cent. Several steps in the
rise of the rates of fares of the Hamburg Elevated
during the same time will be seen in Table II. There
were various intervening steps, making about ten
changes in all. A comparison in the chart of traffic
with Table II shows the disastrous effect which the
increase in the rates has had on the total number of
passengers. This effect was the greater because of
the fact that the Reichseisenbahn or Government road
did not raise its rates sufficiently to accord with the
fall in value of German currency. The competition of
this road was therefore severe, and much of the traffic
went over to the parallel route, Blankenese-Ohlsdorf.
pOhlsdorf £«pOhlsdorf
Sunday Train Runninq Plan for Ohlsdoef Excursion Traffic
The consequence was that trains had to be run at
longer intervals and the public got used to patronizing
the surface street railway lines. Between November,
1920, and April, 1921, a flat fare, first of 30 pfennige.
then of 40 pfennige and then of 50 pfennige, was tried,
but on April 20, 1921, there was a return to the former
zone fare. The second class service was abolished in
December, 1920. This change was damaging to the
finances of the company, but for political reasons it
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General Plan of Caehouse, Shops and Power Station
seemed to be necessary. One of the accompanying
diagrams shows how the average daily traffic in all
branches declined in consequence of the increased fares.
New Routes
The main lines of the Hamburg Subway and Elevated
Railway, described in the Electric Railway Journal
of 1913, were completed in 1915 and consist of 17.2
miles (27.5 km.) of route, all double track. Between
the beginning of the war in 1914 and October, 1921,
the length of lines increased from 12.8 miles (20.5
km.) to about 37.5 miles (60.0 km.), i.e., about three
times. The length measured as single track in October,
1921, was 95.5 km., or about 60 miles.
The extensions were built by the state of Hamburg
according to plans made before the war, and fortunately
much of the work was finished before high prices set
in. Views showing some interesting constructional
features on these extensions accompany this article.
Owing to the enormous rise in prices for all materials
after the war, the service could not be opened on all
routes to the extent originally planned. Therefore,
some sections are working only with one provisional
track, instead of two tracks, and all arrangements for
Traveling Car Hoist
Wooden Girder Spiked to Ties to Prevent Creepaoe
\
984
Electric Railway Journal
Vol. 58, No. 2i>
iiSi
mm
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JP
Probe:
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Front View of Old and Nkw Types of Car
the service were simplified as much as possible, espe-
cially as the receipts of these outer lines do not cover
the operating expenses. The under-running third rail
is used on all these lines.
The route from Volksdorf to Wohldorf is not yet in
operation, because a surface electric railway owned
by the same interests that are associated in the elevated
railway runs along this route and satisfies all existing
transportation needs.
As shown in the map, the main line of the subway
and elevated railway is a loop or belt line, hence the
headway on each branch line must be some multiple
of that on the loop. Table II shows the headways and
speeds used. At the beginning of the war material
lowering of the speed had to be made because many
of the motormen and signalmen were called to the
army immediately after the mobilization. Moreover,
the service had to be continued largely without signals.
As the table shows, this inconvenience was overcome
on Dec. 1, 1914. In 1917 the great demand for coal
by the manufacturing industries made it necessary to
economize with fuel and again to lower the speed. It
is notable that for the lower speed of 14.2 miles (22.8
km.) per hour the energy consumption was 10 to 20
per cent less than at the higher speed. This result is
shown in the chart of energy consumption. In 1920
another feature influenced the schedules; at that time
the fares jumped up in consequence of a sudden
declining tendency of the German money. After the
fares had been raised, a greater competition of the
Prussian State Suburban Railway set in. The traffic
sank so rapidly that the number of trains had to be
reduced.
On Sundays, during the hours of the summer excur-
sion traffic to Ohlsdorf, through trains are run over the
loop line in one direction in the morning and in the
other direction in the evening, as shown in an accom-
TABLE IV. NUMBER OF DEFECTS IN THE ELECTRICAL
CAR EQUIPMENTS
I. Damages of the kind which affect the unit equipment.
II. Damages of other kinds.
panying small diagram. These through trains consist
of four or five cars. In the opposite direction on the
loop two-car trains are run.
The following figures show the average number of
passengers carried per car-mile and car-kilometer :
Average Number :f
Passengers per
Car-Mile Car-Kilometer
1912 8.16 5.10
1913 ;; 8.38 5.24
1914 8.40 5.25
1915 8.09 5.06
1916 8.72 5.45
1917 10.93 6.83
1918 11.89 7.43
1919 12.53 7.83
1920 11.02 6.89
Recently changes in personnel have been made to
effect economy. The attendants at stations have been
reduced in number, and the starting signal is given
now by a train guard instead of by a station starter.
The signal system has been simplified, and an automatic
relay has been installed in the lighting circuit in the
tunnels. The tunnel circuit is on a storage battery
and formerly the lamps were kept continuously on this
circuit. Now, by means of this relay, the circuit is
on only when the third rail circuit fails or there is
other special need for light.
New Work in Buildings and Permanent Way
The proposed extension of shops and carhouses,
mentioned in the Electric Railway Journal, Vol.
XLI, page 468, has now been accomplished and a fourth
carhouse of reinforced concrete has been erected. Other
improvements made include measures for preventing
track creepage on the elevated structure. As a pre-
ventive of this trouble a wooden stringer was laid
midway between the rails and is screw-spiked to the
ties. Expansion and contraction of rails in exposed
Motor Flash-
Motor Air
over
Pump
Reverser
Controller
Contactors
Year
I
II
I
II
I
II.
I
II
1
U
1912
13
I
1
4
11
10
7
33
73
1913
20
38
15
40
50
75
24
79
116
192
1914
79
406
8
9
44
80
21
68
114
162
1915
15
215
39
71
26
107
231
352
1916
17
274
4
26
23
65
26
146
318
437
1917
5
998
20
66
20
85
15
126
241
394
1918
18
611
22
71
20
98
26
131
138
318
1919
14
187
39
50
20
59
21
88
155
309
1920
4
90
2,645
31
101
49
262
15
210
50
537
18
166
52
716
85
1,276
177
Total
158
2,005
1:11
1:
165
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Traffic of the subwav and
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three month periods
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19
20
19
21
Chabt Showing Passengers Carried in Three-Month Intervals
FROM Beginning of Operations of the Subway
AND Elevated Railway
track is cared for at intervals by the expansion joint
illustrated. The views show the former and the
present way of making this joint, the later form hav-
ing a much longer base plate. Copper bands proved
liable to loss by theft and have now been replaced by
steel cables. They are attached to the rail web.
The twenty cars which have been delivered recently
have been built in the company's own shops and em-
body some new features. As they have an arch roof,
ventilation in addition to that supplied by the windows
was necessary, and an opening of 171 in. x 61 in.
December 3, 1921
Electric Railway Journal
985
(45 cm. X 17 cm.) with louvres was provided in the
hood. The marker lights are sunk into the ends of
the car below the windows instead of being attached
to the outside so as to provide better protection against
damage. In consequence, the motorman's window has
to be made smaller.
The truck construction was brought up to date; all
bolt-holes are provided with renewable steel bushings;
the brake shoes on two opposite wheels are connected
by distance-bars to hold them accurately in place and
are suspended so they can be removed by unscrewing
a single bolt.
When the electrical equipment was first supplied
two types of each part were delivered for test. It
soon became evident that the type adopted was much
more suitable for the Hamburg service than the other.
This is further borne out by the small number of
troubles that have occurred, as shown in Table IV.
The principal changes which have been made have
been the addition of contact shoe fuses to protect all
apparatus and wiring and an iron catch on each shoe
so that in emergency the contact shoe can be quickly
removed from the third rail.
For the shops an electro-mechanically operated hoist-
ing car was supplied to supplement the two existing
fixed electrically operated car hoists. After a car
body is lifted by the fixed hoist (as described in the
Car Interior Showing Posts for Hand-Hold, Curtains on Rings
AT Windows and Other Interesting Features
Electric Railway Journal for March 15, 1913, page
473) the hoisting car illustrated is rolled under the
body and by use of its own electrically operated hoist-
ing device it lifts the body and rolls it to another
part of the shop for any additional work. By the
use of the movable hoist the fixed hoist can be used
continually for hoisting and work can be done on a
large number of car bodies at one time.
How Can Salesmanship Be Applied in the Street
Railway Business?
How Salesmanship Is Applied in Other Businesses Is Analyzed and
Methods Applicable to Electric Railways Are Discussed — Peculiar-
ities of the Product the Railway Has to Sell — Service to the Public
By Frank H. Warren
« Claim Agent Chicago, South Bend & Northern Indiana Railway,
South Bend, Ind.
AN EXAMINATION of this question will disclose
Za in the beginning some general likenesses and dif-
jL a. ferences between this business and others. Rail-
ways like other businesses have something to sell, but
their sales unit has the lowest price of anything except
that of the post office or the chewing gum unit. The
article sold does not lend itself readily to quantity sales
in such a way that both seller and buyer are benefited.
The street railway, along with the telephone, electric, gas
and water companies and retail stores, has a market
limited to the immediate territory through which its
lines run. The article sold, like that of telephone com-
panies and banks, is not a material thing that can be
weighed or handled or resold ; it is a service only. Elec-
tric and gas companies sell a more tangible thing which
vanishes as fast as delivered, so that they really sell
service too.
Retail stores, banks, wholesalers and almost all busi-
ness enterprises have a considerable variety of goods
to sell. The street railway and telephone companies
alone have a single and invariable article to sell. Also
these two businesses give a strictly personal service.
A very important distinction is the fact that both street
railway and telephone services are intermediary serv-
ices. The thing they sell is not a desirable object in
itself, but only a means to some other object.
The function of a sales organization is to sell, to
increase not the output, but the sales. Practically sales
are made and increased in the following ways :
1. By the personal efforts of the salesman applied
to the customer.
2. By increasing stock and adding greater variety.
3. By advertising.
4. By special bargain sales.
5. By advantageous locations.
6. By the personal efficiency of salesforce.
7. By the attractive appearance of stock and sales
room
8.
9.
10.
11.
By service rendered customers.
By quality of stock.
By the extension of credit.
By increasing places of business.
Now to get to the definite and practical, which of
these is adaptable to the street railway business? It
would not seem possible to increase the stock. All that
could be done would be to find other uses for our
article, and except the telephone, none permits so little
variety of use. Advertising primarily seeks to create
a desire, and then tells where it can be gratified. Can
advertising create a desire for more street car riding?
More of this later.
Special sales dispose of old or slow-moving stocks.
986
Electric Railway Journal
Vol. 58, No. 23
create a temporary increase of receipts, bring people
to your place of business, and advertise. If a street
railway could put on a special sale, it could not dis-
pose of any old stock; it might, however, create a tem-
porary increase of receipts, it might bring people to
its place of business, and it would advertise itself. If
special sales are conducted at a loss on the particular
articles on sale, which loss is made up by sales of other
articles, how would a street railway make up the losses
on bargain sales? Did you ever hear of Uncle Sam
having a bargain sale on stamps? Or the Standard Oil
Company on gasoline? Or the United States Steel
Corporation on rails? Or Armour & Company on
bacon? Or Ford on Lizzies?
The only special sale possible for a street railway
is one that decreases the cost per ride but increases
the cost per month or year. It must be something
that will fool the buyer or stimulate him to increased
Our Service Will Do What Any Amount of Advertising Will
Advertising in the World Will Not Be Effectual
Our Service Sustains the Advertising
use of service. Along these lines are quantity sales
of tickets and tokens, excursions, commutation tickets,
and the unlimited-rides cards or passes.
Advantageous locations are hardly in point, since
changing locations is practically impossible; and, any-
way, the locations are nearly always the best. The
business itself has made the location good. The near-
est practical approach to this factor is car rerouting.
The salespeople of a street railway are admittedly its
platform men. Now practically what can the conductor
or motorman do to sell rides? He can't go out on the
street and solicit business. He can't make a house-to-
house canvass. He never has a chance to use sales
arguments. His first point of contact with the cus-
tomer is after the latter has been sold. He isn't a
salesman; he is a collector who makes delivery of the
article as soon as he has been paid for it. The very
best this man can do is to transact his part of the deal
in such a way that he creates a willingness in the cus-
tomer to patronize the business again, should he again
want the article purchased. This so-called salesman
never has a chance to create a desire for the article
sold, because the sale is always made before he has
any contact with the customer.
Would any company consider for a minute the ex-
tension of credit as a means of increasing sales ? Hardly.
Increasing places of business, which is in trade terms
building new lines or extending old ones, is a natural
act when a business is making money, but he is a
bold man indeed who contemplates such a course with
a losing venture. The use of buses might come in here,
though it has more the appearance of transition than
of extension. Perhaps if it were considered as an ex-
tension, it would meet with less antagonism and resist-
ance among street railway men than it now does.
Summary
To face this sales proposition squarely, it appears
that three of the above elements are absolutely unusable
with street railways — increase of sales stock, more ad-
vantageous locations and extensions of credit; that
there are three of them positively and certainly usable
— efnciency of salesforce, attractive
appearance of salesroom and service
rendered (quality of stock) ; in the
lealm of doubt are advertising, spe-
cial sales and extension of business.
As to those classed as usable, even
private business depends on them
largely and almost exclusively for the
development of good will, with its
indirect sales value. It would seem
that a street railway must make even
a larger use of them in this way. But
it certainly is true that the so-called
salesforce are only collectors, factory
workmen and delivery men, all in one.
They contribute to future sales just
what these factors do and no more.
They are not salesmen in any true
sense of the word, and from the very
nature of their duties and the busi-
ness itself they never can be.
Bus operation viewed as an exten-
sion of plant and service for the
purpose of building up receipts and
profits has received much considera-
tion and probably deserves more. No
new business was ever developed intentionally by its
enemies, and the bus will be no exception.
Special sales certainly form a limited field in this
business. The efforts named above, excursions, etc., are
about all that have been tried. Tickets, tokens, com-
mutation books and weekly tickets are not properly
bargain sales, because they can be bought at any time.
They are rather quantity sales. Excursions are about
the only real bargains offered, and their value seems
to be a moot question.
To get right down to brass tacks on this advertising
business, just what can advertising do to increase rid-
Amer'can Tribune
Price reductions, saving money or making money 8 19
Quality, value or usefulness of article. . . i 46 31
Location of buslQess and description of stock 7 53
Curiosity 0 I
Sentiment 3 0
General discussion I 0
Historical and imitative 1 0'
Self-improvement 6 0
ing? An examination of the advertising of the South
Bend Tribune of Nov. 5 and of fifty-four pages of the
American Magazine for November showed that the ad-
vertising appeal was made as above.
Not Do and All the
Unless
}
December 3, 1921
Electric Railway Journal
987
There were two public utility ads among the above.
The classifications were not sharply drawn as given.
Most ads included two or more of the above and were
classified on the apparently predominating appeal.
If the proper use of advertising is to create a desire
and tell where it can be gratified, street railways surely
could get no benefit in the latter respect from advertis-
ing. All we can do is to seek to create a desire for
-Something that only we can provide. Since our product
is an intermediary service, it does not seem possible
to create a desire for it directly. People will no longer
ride street cars for the sake of the ride. The desire
created must therefore be in something else, in the
gratifying of which our service is a necessary or
valuable element. If you can increase the show-going
desire, or the picnic, or the carnival, or the visiting, or
the shopping, or baseball or football, or numerous
others, you will indirectly increase the riding.
But nearly all these are separate commercial enter-
prises already widely advertised under highly-paid and
competent specialists. What could street car advertis-
ing add to this? Practically, if it could add anything,
the company could derive additional revenue from what
it could do.
Advertising of service is certainly limited because
the only effectual advertising is the service itself. Serv-
ice is soon standardized and is well known. A few
short notices are all that are necessary for new or
-changed service. We may advertise the quality of our
service without accomplishing a thing that the service
itself will not accomplish. Our patrons patronize us
from one to four times a day. Our service will do what
any amount of advertising will not do, and all the ad-
vertising in the world will be ineffectual unless our
service sustains the advertising.
How does commercial advertising attract business?
One important way is through the price. Can we cut
the price? Or will we advertise that tomorrow a street
car ride may be bought for 5 cents ? Another is through
the quality, value or usefulness of the article. Are
these factors in street railway business attractive in
themselves? Another is mere location and description.
How can we use that?
Conclusions
To what extent can this salesmanship idea be adopted
practically ?
There is sometimes a very narrow margin between
success and failure. A little bigger income, a little
smaller outgo, a little larger effort turns failure into
success. Commercial and other history must be full of
instances of organizations and individuals that have
fallen just short of success.
I believe that 90 per cent or more of what we have
done has been well done, and that operation from the
standpoint of sales would have made not a single change
in these efforts. It is only in the other 10 per cent
that the errors, and the possibilities, lie. If it be
granted that all we have done has been done from the
viewpoint of operation, it is still true that 90 per cent of
this has been good from the standpoint of sales. It
surely must be so in any business that has been able
to exist for twenty years.
There should be a change in the point of view, so
as to make the most of this other 10 per cent. It is
very doubtful if any material change can be made in
the actual working viewpoint of the operating heads.
You may get an apparent change, acquiescence that
sales must be considered, but down in their hearts these
men will all believe they have always had this point
of view and will see nothing more that they can do.
There isn't one of them that won't really hoot at the
idea that they have ever had any other viewpoint.
Therefore it seems to me that a special department
must look after this feature. It must see the pas-
senger's point of view and force consideration of that
point of view. Such a department must be independent
of the operating departments, and it might just as
well face at the outset the fact that some of its pro-
posals will be nullified by the operating departments.
This is exactly the experience of sales departments in
manufacturing enterprises.
It seems fairly obvious that the very nature of the
street railway business precludes the use of some of the
soundest methods of increasing revenue in private busi-
ness. The conditions due to public control alone limit
the activities of the industry. There may be a place
in the industry for a sales organization, but just where
it is and what it can accomplish are not very clear. All
this discussion should bear some fruit, but it is cer-
tainly important to have in mind the very limited field
of possible efforts, and not fool ourselves by expecting
that a sales department will demonstrate all we have
done to be utterly wrong, turn our methods topsy-
turvy, and build up in a day a rejuvenated business.
Auto Safety Circular
THE accompanying circular, entitled "To the Man at
the Wheel," was got out in April, 1920, by the
Binghamton Railway. It was drafted by H. H. Sneck,
claim agent of the company, but was sent out under the
name of the Binghamton Underwriters' Association, as
indicated on the circular. A copy was sent to every
To the Man at the Wheel
A Few Hints to Avoid Accidents With Trolley Cars
DON'T pull away from curb in front of trolley car.
DON'T try to pass between standing vehicle and moving
trolley car.
DON'T follow car too closely as motorman may have to
stop on short notice.
DON'T cut in sharply in front of moving trolley car.
DON'T stop suddenly on track in front of car.
DON'T pass standing trolley car while said car is dis-
charging or receiving passengers.
DON'T cross tracl<s unless you are sure you are right.
DON'T parlc auto near traclfs.
DON'T pass auto on wrong side of car ; there may be
another car coming in an opposite direction.
REMEMBER trolley cars cannot turn out for you.
HELP the insurance man to keep down your premiums,
by doing your bit. It is estimated that 90 per cent
of the collisions between automobiles and street
cars result from the negligence of careless auto-
mobile drivers.
BINGHAMTON UNDERWRITERS' ASSOCIATION.
By William H. Hecox, President.
SAFETY Circular from Binghamton
automobile owner in Broome County, New York. Copies
of the circular were also left in garages and given to
dealers of automobile accessories, etc.
Whether due to the circular or not, there has been a
large reduction in accidents on the Binghamton Rail-
way, namely, 40 per cent from April, 1920, to April,
1921.
The company plans to send out the same circular
again very shortly.
988
"♦
\
Electric Railway Journal
Vol. 58, No. 2*
Electrification in Holland
and Switzerland
Two Advance Reports to Be Presented at the International
Railway Congress in Rome Next Year Give Interesting
Facts Regarding Conversion to Electrical
Operation
THE bulletin of the International Railway Associa-
tion for October, 1921, just issued, contains two of
the advance papers on the question of electrification of
steam railroads to be presented at the meeting of that
association in Rome next April. One of these is pre-
sented by J. J. W. Van Loenen Martinet, chief of elec-
tric traction, Netherlands State Railways, and relates
to the situation in Holland and Great Britain. The
other is on Switzerland and has been prepared by Dr.
E. Huber, Ing. Dipl., permanent consulting engineer to
the general management of the Swiss Federal Railways
and acting chief engineer for the electrification.
Mr. Martinet's discussion of the Holland electrifica-
tion gives the reasons for the recommendations by this
commission of a standard of 1,500 volts direct current
in its report of last February. Among fhese reasorns
- Ones skxtriflixl of Hk commencement oflS?!
lines Jn process of electrification
**^Unes to txf etectnfiecf c/uring tfv next fhf yecfn^
D Generating stations in operation
B Oeneraiing stations in course of construction
0 10 ;0 3040 SO
Chiqsso
Map op Switzerland Showing the Electrified Lines and Those
Soon to Be Electrified op thb Federal Railway System
was the fact that the country is a compact one so that
the distances that energy has to be transmitted are not
great, the grades are light, there are many telephone
and telegraph circuits close to the right-of-way so that
it is desirable to reduce the chance of interference, and
it is expected that multiple-unit operation will be very
extensively used.
The first line to- be electrically equipped is a well-
traveled route between Amsterdam and Rotterdam by
way of Haarlem and The Hague. In 1908 the govern-
ment electrified a section of track with the single-phase
system between Rotterdam, The Hague and Schevenin-
gen, a route length of 35 km. (22 miles) and the part
of this line between The Hague and Rotterdam is on the
direct line of the proposed direct-current electrification.
It has been decided, however, to electrify another route
between these two cities by direct current so as to avoid,
for the present, disturbing the existing single-phase sys-
tem. The current supply will be by the overhead system
as third rail construction has never been in favor in
Holland, owing to the numerous private crossings and
the bad soil which necessitates very frequent work on
the track. With an overhead construction there would
have been some advantages in favor of voltage higher
than 1,500, but the committee kept to that figure in
view of the expected great use of multiple-unit trains.
It is expected that the 2,000 amp. required at a speed
of 100 km. (62 miles) per hour for the heaviest trains
can easily be collected by two pantographs.
Mr. Martinet also gives the particulars of existing-
and proposed English electrifications and sees a number
of points of likeness in the problems of the two coun-
tries, such as in the general tendency to centralize the-
generation of electrical energy, and he sees for the con-
ditions as they exist in England and in Holland no-
reason for the selection of the single-phase system.
Situation in Switzerland
In his article on Swiss electrification Dr. Huber de-
clares that on the Swiss electric railways practically
every system of current supply, voltage, transmissions-
locomotives and general arrangement can be found. The-
question of electrification is a very important one in
Switzerland as that country has practically no coal but;
possesses considerable amounts of water power. In
1912 a commission appointed for the study of electric
traction reported in favor of the single-phase system.
This system has been employed on the recent important
electrification and it has been found satisfactory. Where-
care is used to provide compensation, the effect of in-
duction on both telephone and telegraph wires is slight
if they are at a distance of 5 meters (16 ft.) from the
track, but all other protective devices are superfluous if
the low-tension currents are carried in lead sheathed
cables.
Statistics have been carefully kept of the consump-
tion of energy by trains and it has been found to
vary between 43.1 and 61.7 watt-hours per ton-kilo-
meter, depending on the season, the extent to which
electric heaters are used and other conditions. The ac-
companying map of existing Swiss trunk-line electrifi-
cations is contained in the report, and extensive statis-
tics are given of the various installations.
Tribute to Business Papers
ONTARIO'S Lieutenant-Governor, Col. Henry Cock-
shutt, president of the Cockshutt Plough Company,
director of the Bank of Montreal, etc., in an address at
the annual meeting of the Canadian National News-
papers and Periodicals Association at the King Edward
Hotel, Toronto, on Thursday, Nov. 10, said in part:
I believe that the influence of the business press will be
one of the most important factors in re-establishing business
conditions in Canada on a safe and sane basis. I make a
distinction between the business newspapers and the daily
press because I believe that your papers — the business news-
papers of Canada — exert a greater influence than the daily
press because of the greater confidence your readers have
in them. People read the daily newspapers to satisfy their
desire for excitement or interest or entertainment. But
this is not the case with the business newspaper. Business
men need the service of these papers in the conduct of
their everyday business life.
In these days when there is disorganization, dissension,
disruption in all walks, business, politics and religion, there
is a great place for the business paper to bring out more
complete information, to assist in making us all realize we
must work for a common cause, the upbuilding of our
country. The business men of this country need your assist-
ance. They are looking to you for information and advice,
and are expecting it. On your shoulders therefore, per-
haps more than on the shoulders of any other single agency,
rests the obligation to meet the needs of these trying days,
with a sane and sound presentation of the case as it exists
at the present time, a presentation free from private bias,
or the desire to serve a popular demand.
J)ecember 3, 1921
Electric Railway Journal
989
II
Valuation and Renewal Fund
Considered
Evidence Presented by the Chicago Surface Lines in Fare
Case Recently Closed Shows Valuation and Renewal
Allowance to Be Low
IN CONNECTION with its case to show cause to the
Illinois Commerce Commission why the rate of fare
should not be reduced, the Chicago Surface Lines had A.
L. Drum, consulting engineer, Chicago, present evidence
as to the value of the property and as to the adequacy
■or inadequacy of the present 8 per cent maintenance,
renewal and depreciation fund. One of the conten-
tions of the city in trying to bring about a reduction
in fare was that decreased cost of labor and materials
was one of the reasons for a reduction in the rate of
fare. Mr. Drum therefore endeavored to show the effect
•of the changing material and labor prices upon the value
•of the property. He submitted new valuations based
on an inventory made during the early part of 1919 to
which was applied prices to show the cost to reproduce
new as of Oct. 1, 1921, and the average cost for the
•eight-year period 1914 to 1921. These values were com-
pared with those he had determined in connection with
the Surface Lines' case for an increase in fare in 1919.
This comparison of reproduction values follows:
.Aaof April 1, 1919 $200,371,689
-Aa of April I, 1920 247,246,537
Average for six-year period, I914-I9I9 164,812,046
Average for seven-year period, 1 914-1920 176,588 415
As of Oct. I, 1921 220,468,432
Average for eight-year period, 1914-1921 181,615,357
From this it is seen that the cost to reproduce new
as of Oct. 1, 1921, is more than 110 per cent of the cost
to reproduce new April 1, 1919, and that the average
•cost for the seven-year period ending in 1920 is 88 per
•cent of the 1919 figure, while the average for the eight-
MAINTENANCE, RENEWALS AND DEPRECIATION (VARIOUS
COMPANIES) SHOWN IN PER CENT OF GROSS REVENUE
OR OF OPERATING REVENUE
Company Period Covered Per Cent
-Chicago Surface Lines Year I-3I-21 20.57 (o)
Year 1-31-21 20.78 (6)
Year 1-31-20 19.01 (o)
Year 1-31-19 18.98 (o)
Year 1-31-18 17.2} (o)
New York Railways (Surface) Year 6-30-21 33 92 (6)
Year 6-30-20 35.45 (6)
Year 6-30-19 25.38 (6)
St. Louia Nine months, 1921 23.13 (l>)
Year 1920 22.51 (6)
iKsn»a»aty Year 6-30-21 19.16
Year 6-3O-20 20.98
Year 6-30-19 21.92
Milwaukee 1-1-20 to date 20.00 (6)
Thiladelphia (4 per cent Rapid Transit) Year 1920 14 42(c)
Year 1919 13.31 (c)
Year 1918 12.16 (c)
Boston (8 per cent Rapid Transit) Year 1920 21 51 (!>)
Year 1919 27.45 (i>)
Third Avenue (New York) Year 6-30-20 25 00 (6)
Year 6-30-19 21.18 (5)
Year 6-30-18 20.00 (6)
"Twin City (Minneapolis) Year 1920 2171 (o)
Year 1919 20;5I (6)
Year 1918 18.86 (b)
^'»*»'° Year 1920 22.89 (a)
.'San Frandseo (Municipal) Year 6-30-21 17 60 (6)
Year 6-30-20 24! 60 (6)
Year 6-30-19 22.72 (6)
Year 6-30-18 20.01 (6)
•aeveland Year 1920 26.29 (o)
r.\ r, » . Year 1919 23.41 (o)
(a) Per cent of gross revenue. ".■•■ K'tj
(b) Per cent of operating revenue.
(c) Per cent of gross revenue, but not including power maintenance.
year period ending 1921 is 90.46 per cent of the 1919
figure.
The city contended that because a reserve of $11,254,-
215 had accumulated in the renewal and depreciation
fund in thirteen years, the rate of 8 per cent of the
gross earnings specified in the ordinance should be re-
duced, as one factor in making possible a reduction in
the 8-cent fare. To answer this contention, an exhibit
was submitted by Mr. Drum giving a comparison of the
actual charges and credits to the fund for the ten-year
period Feb. 1, 1911, to Jan. 31, 1921, with what these
TABLE OF ANNUAL RENEWAL AND DEPRECIATION ALLOWANCES
PRESCRIBED BY PUBLIC AUTHORITIES
Annual
Depreciation
ana Renewal
Railway Charge in
Company per Cent Computed on
Fort Smith Light & Trac-
tion Co 4.5 Value of property.
Connecticut Companj^. .. . 5.0 Investment.
San Diego Electric Railway 3 . 79 Reproduction cost of prop-
erty.
State
Commission
Arkansas
Connecticut .
California. . .
District of
Columbia..
District of
C^olumbia. .
District of
Columbia. .
Georgia.
Illinois. ,
Illinois. .
Illinois.
Illinois .
Illinois. .
Illinois. .
Illinois
Massachusetts
Massachusetts
Capital Traction Company
East Washington Heights f
Traction Co \
Washington A Maryland
Railway
Georgia Railway dt Power
Co
Chicago Railways Com-
pany, et al
Springfield Consolidated
Railway
Quincy Railway
Tri-City Railway of Ill-
inois
East St. Louis Railway.. . .
Rockford City Traction
Company
Chicago, North Shore & |
Milwaukee Railroad. . .
4.0 On cost of property,
2.86 On way and structures.
3.87 On equipment.
3.341 On structures cost new.
4.25 [ On power plant equipment
cost new.
2.5
Estimated value of prop-
erty.
8.0 Of gross receipts.
3.56 Coat of property new.
2.43 Cost of property new.
2.14 Cost of property new.
2.24 Value of property.
4.11 Value of property.
' 1 2 . 00 Of gross tor first five years.
, 14.00 Of gross for second five yrs.
[ 3.5 Of cost of additions.
5.001 Rolling stock — investment.
6 . 00 / Roadway investment.
2.64 Based half on straight line
and half on 4 per cent
sinking fund.
Massachusetts Springfield Street Railway 2.67 Based half on straight line
and half on 4 per cent
sinking fund.
Holyoke Street Railway.
Bay State Street Railway.
Michigan..
Missouri. .
Missouri . .
Montana. .
Nebraska..
New York
New York. . . .
Pennsylvania.
Pennsylvania.
Pennsylvania.
Tennessee... .
Texas ...
Wisconsin. . .
Wisconsin. . .
Wisconsin.
Houghton County Trac-
tion Company
Kansas City, Clay County
& St. Joseph Ry
United Railways Com-
pany, St. Louis
Helena Light <& Railway.. .
Omaha & Lincoln Railway
A Light Company
New York & Stamford Ry.
New York State Railways.
Erie & Buffalo & Lake Erie
Traction Company
Wilkes-Barre Itailway. . . .
Valley Railways Comjiany
Nashville Railway & Light
Company
Memphis Street Railway. .
Houston Electric Company
Rockford & Interurban Ry.
Milwaukee Electric Rail- /
way & Light Company. . \
Wau{3aca Electric Light A
Railway Company
2 . 0 Cash investment.
3 . 0 Value of the property.
10
3.0
7.0
2J>
3.0
Of gross receipts.
Physical property.
Entire outstanding liabil-
ities.
Track, roadway and elec-
trical construction.
Rolling stock, power house
and other equipment.
3.49 Value of the property.
3. 00 Value of the property.
1.57 Value of the property.
3.5 Of depreciable property.
3.0 Of cost of renewable prop-
erty.
4 . 5 Value of the property.
3.0 Value of the property.
2.82 Value of the property.
3.0-4.0 Depreciable property.
3.0 Of cost new.
2.0 Actual cost of depreciable
tangible pro|>erty.
should have been on a higher estimated basis which it
was held should have been allowed. Mr. Drum was of
the opinion that a combined maintenance and renewal
fund based on 9 per cent of the gross earnings for
maintenance and 2i per cent of the capital value of the
property for renewals would be necessary to maintain
and renew the property of the Chicago Surface Lines
and provide sufficient funds to replace the physical prop-
erty during an estimated actual service life under Chi-
cago conditions of thirty-two and one-half years. This
basis would permit of expending approximately 60 per
cent of the annual renewal appropriation during the
990
Electric Railway Journal
Vol. 58, No. 23
first ten years of the life of the property. The compari-
son under the actual and estimated bases follows:
Actual Estimated
Basis Basis
Average capital for ten years $145,398,565 $145,398,665
Average annual groes earnings 35,963,865 35,963,865
Total maintenance expenditures ten years 34,659,289 32.367,479
Maintenance, per cent of gross 9.64 per cent 9.00 per cent
Total appropriation for renewals, ten years 27,994,299 36,349,666
Renewals, per cent of capital 1 . 93 per cent 2. 50 per cent
Renewals, per cent of gross 7 . 78 per cent 10.11 per cent
Total appropriation for maintenance and re-
newals 62,653,588 68,717,145
Total appropriation for maintenance and re-
newals, plus interest and salvage 67,456,523 70,828,897
Total ac ual renewal expenditures $21,543,021 1 er ««, ^.n c, ««■! ^in
Total actual maintenance exp.... 34,659,289 | 56,202,310 56,202,310
Balance in fund at end of ten years 11,254,215 14,626,587
Shortage of maintenance and renewal appropri-
ations and funds 3,372,371
Mr. Drum said that when the ordinance was drawn,
in 1907, few valuations of electric railway properties had
been established and that the rate of 8 per cent decided
upon then as the basis for computing renewals and de-
preciation had since been found to be low, in the light
of later experience and study. As evidence of this, he
introduced the accompanying table showing the annual
renewal and depreciation allowances prescribed by vari-
ous state commissions. Further evidence was submitted
in the form of a table, also reproduced, comparing the
amount set aside for maintenance renewals and depreci-
ation by various companies and shown in per cent of
gross or operating revenue.
Prosperity a Co-operative Game
The Mutual Interests of the Public and the Public Utility
Should Be Capitalized by Utility Managements
to Establish Certain Facts
By H. M. Atkinson
Chairman ot the Board,
Georgia Railway & Power Company, Atlanta, Ga.
WHEN the public understands the reasons for the
present unfortunate condition of public utilities it
will insist on businesslike regulation of them. The
public has most at stake in this problem and is losing
most at present. The trouble is mainly due to lack of
co-operation between labor, rate regulation and capital,
as shown by the following facts:
Labor has an idea that it can produce less and get
more. So production,has diminished and there is both
less for wages and less employment.
The public, acting through its rate regulating com-
missions, has not recognized that as prices rise the
amount of service that a dollar will produce diminishes,
nor that in fixing rates the decreased purchasing power
of the dollar must be equalized in the fair valuation of
the property or in the reasonable rate of return or in
both. Capital, as a consequence, is difficult to obtain for
investment in public utilities when it does not feel
assured of a permanent return and adequate security.
The conditions just described have largely destroyed
the purchasing power of the public utilities (including
steam railroads) and is one of the main causes of the
present business depression. Purchasing power is a
vital factor in general prosperity. The purchasing
power of the public utilities (including steam railroads)
is the backbone of the country's business, because their
estimated invested capital totals about thirty-five billion
dollars, and it is also estimated that one person in every
eight of the entire population of the country is directly
dependent upon them for a living. They have been
impoverished and have no purchasing power because
they have been paying higher wages per man for less
production per man and have been forced to furnish
service at inadequate rates. They are now unable to
raise sufficient new capital to make necessary improve-
ments. Prosperity is a co-operative game and can only
be realized when there is team play.
Neither the public nor public service commissions
are alone responsible for the present unfortunate con-
dition of public utilities; owners and managers of public
utilities must share the blame. Fundamental mistakes
of owners and managers of certain classes of public
utilities have contributed a large part of the present
troubles.
The 5-cent street car fare, regardless of length of
ride and difference in cost of haul, and the flat dollar
rate for gas, regardless of conditions and difference in
cost under which service is rendered, have contributed
greatly to the present difficult position of public utili-
ties. After a generation of these flat rates it is not
strange that the public mind became crystallized on the
idea that a flat 5-cent street car fare and a flat dollar
rate for gas were fixtures, and that any higher rates are
exorbitant and an imposition on the public. These flat
rates became a part of the family budget and car fare
came to mean 5 cents, neither more nor less. The fact
that the public has benefited enormously for a genera-
tion from these flat rates makes the problem of chang-
ing them all the harder. This difficulty is enhanced by
the fact that the public feels that it is asked to part
with a valuable vested right which was inaugurated by
the companies themselves.
The public and the public utilities do not understand
each other's point of view and have been viewing each
other's problems in a different state of mind. They have
been looking at each other through glasses of different
colors. Mutual understanding and confidence must be
the basis for mutual co-operation. This statement is
not intended to suggest a new idea, but a new spirit
which gets away from partisan company argument and
substitutes facts which affect the public interest. The
public must be convinced of what is to its own true in-
terest from a cold business standpoint and it must not
be stated as a company matter. As evidence of a new
spirit a frank admission of past mistakes by the public
utilities would tend to create a more friendly and
co-operative frame of mind on the part of the public,
which at last is the controlling factor. This new spirit
based on hope, optimism and confidence in the fairness
of the public should avoid controversy and stick to facts.
A few such facts may be expressed as follows :
Prove to the public that in its own interest it must
provide rates sufficient to preserve its own service.
Prove to the public that a losing business will die
and cease to exist.
Prove to the public that it suffers most from rates
that merely keep the utilities "one lap ahead of the
sheriff."
Prove to the public that it is dependent on the service
of the utilities — transportation, electric power and
light, and gas — in every phase of its life, even for the
existence of human life itself.
Prove to the public that the war has changed all con-
ditions permanently and adjustment to these new world
conditions is necessary.
Prove to the public that prices and costs are now
fairly stabilized on the basis of at least 75 per cent over
pre-war costs and prices.
The public will finally admit that two and two cannot
make five, and that it has lost heavily by adhering tO'
that idea.
December 3, 1921
Electric Railway Journal
991
Chile Starts on Extensive Electrification Program
First Zone of State Railways, Comprising 144 Miles, Which Includes Valparaiso-Santiago Line, to Be
Completely Electrified at 3,000 Volts Direct Current — Equipment Includes Thirty-nine
Locomotives and Five Substations
CHILE, the South American republic covering an
area of nearly 290,000 sq.mi. and with a popula-
tion of nearly 4,000,000, has decided to electrify
her steam railroads, and, moreover, to electrify them
according to American standards. The $7,000,000 con-
tract for the electrification of the first zone of the
Chilean State Railways was awarded to the Westing-
house International Company, through its South Amer-
ican representatives, Errazuriz Simpson & Company.
This project is the most important railroad electrifica-
tion undertaking in 1921 and is the largest single order
for electrification equipment ever received in this
country.
Chile is a long, narrow country located between the
Andes Mountains and the Pacific Ocean, on the west
coast of South America. It is 2,629 miles long north
and south and varies from 100 to 250 miles in width.
The extreme length of the country results in a variety
therefore considerable coal is imported. The present
output of coal in Chile is 1,800,000 tons annually, while
the consumption is about 2,700,000 tons, of which the
railroads use 550,000 tons. Copper is also a very impor-
tant mineral deposit as between 4 and 5 per cent of the
world's supply comes from Chile. Iron, sulphur and
gold are also mined. Other industries in Chile are
farming and some fishing. The variety of climate per-
mits the growth of a great diversity of food plants.
What Chile exports to the United States is as varied
in character as its imports from this country.
In import trade to Chile the United States now ranks
first and Great Britain second. Published statistics of
Chilean foreign trade for 1920 show imports of about
$166,100,000 and exports of about $284,300,000, a total
of about $450,400,000. The total wealth of Chile is
estimated at $3,200,000 or almost $800 per capita.
The total railroad mileage of Chile is 5,200, of which
The Santiago Station of the Chilean State Railways
of climatic conditions. However, in the section to be
electrified at present the variation between maximum
and minimum temperatures conforms to normal condi-
tions existing in the temperate zones. The maximum
temperature in the shade in the summer is from 100 to
110 deg. F. and in the sun as high as 130 to 140 deg.
F., while in the winter the temperature goes as low as
20 to 25 deg. F. The rainfall in this district is rela-
tively small. In the central and southern sections the
Andes receive a heavy snowfall, making extensive water
power available.
The chief products of Chile are minerals, ajgricul-
tural products, live Stock and lumber. Many of these
products are exported and move north over the rail-
roads. In return, coal, merchandise, machinery and
food products are imported and form the bulk of the
southward railroad movement. In Chile the nitrate
deposits in the north rank first amon^ the mineral
deposits and supply 75 per cent of the exports. In 1913
3,000,000 tons were exported. Coal deposits rank
second to those of nitrates, but in spite of this fact
there is not enough coal to supply the country, and
The Train Shed of the Santiago Station
about 30 per cent is privately owned, mainly for min-
ing and industrial enterprises. The remainder of the
mileage is divided into two general classes, the broad-
gage lines and the narrow-gage lines. The former lines,
with numerous branches, extend south from Valparaiso
by way of Santiago to Paerto Montt, while the latter
comprise most of the northern roads, with a few branch
lines in the south.
The conditions that arose during the World War
brought very forcefully to the attention of the railroad
management the necessity for electrifying the broad-
gage lines, especially the Valparaiso-Santiago line with
the Los Andes branch, where traffic was rapidly ap-
proaching the track capacity. In addition, fuel costs
were excessive, while the almost limitless water power
was going to waste.
In 1918 a commission was appointed to study the
problem of electrifying the broad-gage lines. This com-
mission, consisting of Rafel S. Edwards and Ricardo P.
Solar, made a careful analysis of electrifications all over
the world. As a result of the possible economies shown
in the report of this conmiission, it was decided imme-
992
Electric Railway Journal
Vol. 58, No. 23
diately to electrify the broad-gage lines beginning with
the Valparaiso-Santiago and Los Andes branches, or the
first zone. A loan of $10,500,000 for this purpose was
authorized and was heavily oversubscribed a few hours
after offering.
The contract as awarded to the Westinghouse com-
pany includes all substation, distribution and overhead
equipment. It will also do the construction work.
The initial electrification will include 116 miles from
Valparaiso to Santiago and 28 miles from Las Vegas
to Los Andes, as shown on the accompanying map. Los
Andes is the terminus of the Transandine Railroad, a
narrow-gage line, while the narrow-gage Longitudinal
Railroad runs north from Calera, an important station
on the line to be electrified. The maximum grade in
this zone is 2.25 per cent, encountered in approaching
La Cumbre (the Summit) from the West. The line
contains a relatively large number of curves, the maxi-
mum being 10 deg. The track gage is 5 ft. 6 in. There
are six tunnels on the main line. The longest, at San
Pedro, is 1,600 ft. in length. Three of the tunnels are
located on the most severe grade approaching the
Summit.
The 3,000-volt, direct-current system was decided
upon as best suited to the conditions. Hydro-electric
power will be generated at the Maitines Station of the
Chilean Electric Tramway & Light Company, Ltd. This
station is already under construction and will utilize
the waters of the Rio Colorado. The station will con-
tain three 8,125-kva. generators and will have an ulti-
mate capacity of 30,000 kw. This power, which is to
be generated at 50 cycles, three-phase, will be trans-
mitted 37 miles to Santiago by a twin-circuit, 110,000-
volt transmission line. This transmission line will be
connected at Santiago with the system fed by the
Florida hydro-electric station and the Mapocho steam
station, both of which were constructed some years ago
by the Germans and were designed for 50-cycle, three-
phase power. The total capacity of the three generat-
ing systems at present proposed will be, when completed,
approximately 120,000 kw.
T
^HP%^M
m/m ^ ""^^^^IS
wJK^^^m^mmmL.S:i ^-...ii*M5
Two Steam Locomotives AbT Now 1
Passenqek Train
• FOR A Thirtebn-Cas
The power supply will be distributed by five sub-
stations designed to handle a train movement that is
approximately 50 per cent greater than that existing
in 1917, with a further provision for tripling the 1917
traffic demands if necessary. Each station will initially
contain two 2,000-kw. motor-generator sets, each set
consisting of a 2,800-hp. driving motor and two 1,000-
kw., 1,500-volt generators connected in series. These
sets will be designed to withstand a 200 per cent over-
load for five minutes without injury, and as an addi-
tional safeguard a flash suppressor will be included.
Substations Nos. 1 and 5 will receive power at
12,000 volts, while Nos. 2, 3 and 4 will receive power at
44,000 volts. Transformers and switching equipment
will be of the latest design. Developed-power indicat-
ing and limiting equipment will be installed.
Thirty-nine electric locomotives are required for the
initial electrification. This number includes six express
passenger, eleven local passenger, fifteen road freight
and seven switching locomotives. The main points of
interest about these locomotives are given in the follow-
ing table :
MAP OV THE PIBST ZONE OP THE ChUJCAN STATE RAILWAYS TO BB ELBCTEIFIED
December 3, 1921
Electric Railway Journal
993
£l30
^120
|llO
-fioo
w 90
|80
Ivo
? 60
en
S 60
■! 40
*;:: 10
i
1 1
1 !
■1
i
1
t
1
i\
•
1
rV-
>
1
1
\
1
1
1
f
1
\
1
1
1
1
\
/
\
1
1
1
/
\
>
f
f
/
\
^
-.
'\
1
'
\
U-'
—
X
\
Entering
//
/
\
V
--
— \
Leav/ngy^ ^
^.
//
/
^■s
^
\
— ■
\Pesignffi
K
H
/ /
V,
^.
\
yi^u
"~~-
--.
'
"■
■-•■
1915
1914 1915
1916
1917
1918 1919
I9!0
1921
Platform Tuenover Statistics
CAUSES OF MEN LEAVING SERVICE 1913 to 1921 (Oct. 31
Resigned
1913 1914 1915 1916 1917 1918
Allowed to resign
On account of accident ....
Dissatisfied
Family trouble
I*eaving city
Could not learn
Mental trouble
Other work
On account of reprimand . .
Sickness
Students
While suspended
Work too hard
Did not like extra list
While on leave of absence . .
No reason given
Did not like work
Tired of the work
By request
Miscellaneous
Dropped
For not reporting for work.
For working elsewhere
22
7
65
31
7
2
2
4
46
17
230 101
24
104
25
20
85
3
I
I
9
45
II
I
"3
33
2
23
Deceased .
5
28
5
21
31
82
I
3
30
18
I
28
I
5
7
II
7
15
3
6
12
I
I
I
I
2
2
4
I
I
I
1
I
I
I
2
44
62
19
4
13
2
2
3
9
3
6
10
Discharged
Too many accidents
Collision with car
Convicted of felony
Carrying concealed weapons
Drinking
Failing to register fares
Fighting
Insolence to company official
Incompetent
Oversleeping
Reckless running
Rear end collisions
Tampering with fare boxes
Trouble with passengers
Unsatisfactory references
Refusing to work
Concealing past record
Good of the service
Services unsatisfactory
Missing fares
Insubordination
Not reporting accidents
Falsifying day card
False report against supt
Splitting switch
Turning car over
Assaulting passenger
Discourtesy to passengers
Holding out receipts. . . . ■
Losing control of car
Operating car without authority
Running into bumper
Unsatisfactory coUectiotis
Mora ly unfit
Cutting cable ' '.
Smoking on duty
Tampering with register
Selling badge
Carrying persons free
Allowing conductor to run car. ..■
Running away from passengers
Gambling on company's premises
Not turning in lost articles
Falsifying application
Derailing car
Abusing equipment
Total leaving 988 586
Total number employed 1,026 559
Average number regular employes 1.906 1,911
1
2
15
4
43
12
9
44
7
27
I
24
5
5
27
2
5
I
14
1
32
13
70
5
I
34
I
22
4
88
I
9
14
2
2
14
15
7
47
7
191
21
4
293
7
61
366
33
10
2
23
265
25
4
I
I
211
14
24
5
27
2
Inclusive)
1919 1920
3 0
3 , ,
17
4
140
1921 Total
64
2
45
148
1
37
104
17
3
i2
90
4
2
105
21
23
345
2
64
103
14
5
I
14
4
21
3
I
109
3
27
24
6
36
4
I
12
9
2
2
I
2
7
53
7
10
12
2
12 154
6
4
3 19
4 83
2 12
3 17
" ■ 3
2 3
I 21
3
5 37
3 ....
2 3
9 5
I
17
I
544
629
1,966
361 254
344 264
1,875 1,856
2.129 I,
2,499
1,820 I,
SUMMARY
Resigned 644
Dropped 20
Deceased 9
Discharged 315
1913 1914 1915 1916 1917 1918 1919
285 275 204 189 1,385 586
31 29 20 6 225 126
17 J 14 ... 24 23
253 233 123 59 497 329
Another "Human Nature Study"
FINDING the right men to operate the cars and, when
found, keeping them contented are railway operat-
ing problems to which the Market Street Railway, San
Francisco, has given careful attention for years. So
much importance has been placed on the human element
that the records of every resignation or discharge are
analyzed and company committees having charge of
"social service" are constantly planning means of
decreasing labor turnover and doing all that a company
can properly do to keep the men contented. When the
data on page 731 of the Oct. 22, 1921, Electric Rail-
way Journal appeared the Market Street Railway sup-
plied corresponding figures covering its system, which
are given in the accompanying table and chart.
The table shows that, except for the strike period,
the company has been approaching a normal labor tum-
_____________ over of 25 to 30 per cent of the total
employed. This is believed to be an
exceptionally good record. At least
in part it is ascribed to the effective-
ness of the company's social service
activities. This work is carefully
planned to avoid coddling or pater-
nalism.
Its total cost is about $75,000
to $100,000 a year and includes hos-
pital service, pension system, insur-
ance up to $1,000 per employee, club
rooms, low interest loans and, in gen-
eral, regard for the personal welfare
of employees. The men pay 50 cents
per month hospital fee, but the total
collections fall short of the hospital
expense by $25,000 per annum, which
the company pays.
The fact that the lowest labor
turnover occurred just previous to
the big strike of 1917 is cited by the
company as proof of the fact that the
strike was incited wholly by outside
influences. The company does not
recognize any union and the carmen
are not organized as a union. Al-
though San Francisco is a labor union
stronghold, attempts that have sev-
eral times been made to organize the
platform men have been without any
effect.
An interesting feature of this com-
pany's employment record is that the
United States Army alpha tests have
not proved very helpful in selecting
platform men. After using these
tests for a year they were discon-
tinued largely because some of the
applicants who turned out to be the
very best platform men did so after
failing utterly in the alpha tests. The
company's records also show that the
best men often break in slowly. Seven
days, the average length of time for
breaking in, sometimes has to be
lengthened to fifteen days for the in-
struction of men who ultimately turn
out to be the best motormen or con-
ductors.
92
13
20
I
10
14
4
4
4
32
5
6
1
5
3
12
I
3
19
7
II
5
14
3
I
15
II
2
I
I
16
5
8
I
6
I
6
I
7
I
50
25
229
34
605
109
13
1,486
14
252
822
124
16
2
75
546
36
7
4
2
515
72
121
38
188
10
I
258
434
30
14
95
241
46
97
5
20
26
79
27
172
81
4
36
38
2
I
I
1
4
19
19
10
7
4
I
I
4
8
2
I
4
7
9
13
952
933
1,786
1920
666
105
16
165
363
348
1,764
1921
219
25
II
108
7.24,
»«
994
Electric Railway Journal
Vol. 58, No. 23
Paving Brick Varieties Simplified
Number of Type Has Been Reduced from Sixtv-six to
Eleven Made in Four Standard Sizes —
Electric Railway Types Have Been
Classified as Specials
THE final conference on the elimination of the excess
varieties of paving brick was held in Washington
on Nov. 15 under the auspices of the Department of
Commerce. A preliminary conference had been held on
Aug. 30. Those in attendance at the recent conference
were the representatives of more than forty manufac-
turers, as well as many public works officials and engi-
neers representing all interested engineering societies
and users of paving brick.
The National Paving Brick Manufacturers' Asso-
ciation presented a report of a variety survey in the
vitrified paving brick industry. This report, covering
a period of eight years, represented statistics gathered
from 90 per cent of the plants in the United States
:?50<t
'feJOO
S200
•J 100
f^-^-^A
^^^^^^sik^^
Plain win -cui brick
^^'
brj^
^°!^'iCCS//es 8 variefies (vert fib. lawless)
Vertical fiber lug brick_
u ^,^„^J'^'^"'I brickj24var!e-Hes J
1916
1917
1918
1919
1920 19Z1
To Aug.Ist
Percentage of Total Shipments Formed bt Each of the
Five Groups or Classifications
which produced paving brick. After discussing each
variety of brick in great detail, the conference decided
to eliminate all but eleven of the sixty-six varieties
tabulated in the report. There have been sixty-six differ-
ent sizes more or less current since 1914, which are
divided into five major groups as follows: Plain wire-
cut brick (vertical fiber lugless), repressed-lug brick,
vertical-fiber lug brick, wire-cut lug brick and special
brick. The latter group has been divided into the
following classes : (a) Wire-cut lug Hillside brick, (b)
repressed-lug Hillside brick, (c) electric railway track
brick, (d) miscellaneous special brick.
The chart reproduced herewith indicates a steady fall
from favor of the repressed-lug brick and a rapid gain
for the plain wire-cut brick. It will also be noted that
all varieties of special brick, including electric railway
track brick, have never exceeded 3 per cent of the total
of all kinds shipped annually. Today the percentage
of electric railway brick is about 9* per cent of all
types of special brick and about 1 per cent of all brick
made, which indicates the relative unimportance from
the production standpoint of these latter types. Electric
railway specials are those sometimes called "nose,"
"hump," "flangeway," and "stretcher" brick, being used
at the gage lines only to form a groove or flangeway
for the wheel flanges.
The conference eliminated all such special bricks from
the standard list and retained only the special type
known ^s "Hillside," which is coming into extensive
use on heavy grades to provide a better foothold for
horses. This size has been retained since in recent
years over 95 per cent of the eight varieties of electric
i-ailway track brick used have been of the 3 x 4 x 8J-in.
size. Manufacturers will continue to supply these special
bricks as heretofore, but at a small premium over the
standard sizes, and it will be possible for years to come
to obtain by special order any of the eliminated odd
sizes which may be needed for repairs. In the past
the extra cost of special sizes has been loaded on to
the buyers generally, but now it will be properly
assessed against those who find it necessary to depart
from the standard.
The standard sizes henceforth to be carried are:
Width
Deptli
Length
Varieties
3} in.
X
4 in.
X
Si in.
6
3i
X
4
X
Si
z
3i
X
3J
X
si
2
3i
X
3
X
Si
1
A permissible variation in length, width and depth
was decided upon as follows: i in. in width or depth
and i in. in length.
The American Electric Railway Engineering Associa-
tion was represented at the conference by Francis
Tingley of the way committee, who was designated by
President C. S. Kimball.
Street Cars Crossing the Delaware
PRIMARILY for the accommodation of trafik that
may be considered as local, a suspension bridge is
about to be constructed over the Delaware River con-
necting Philadelphia and Camden. This will be of
national interest and importance, since one of its chief
purposes will be to accommodate vehicular traffic, and
taken in connection with the projected vehicular tun-
nel, which will more closely unite points in New Jersey
with New York, the Delaware River bridge will form
a very important link in the system of highways from
the Pacific to the Atlantic.
The eastern bank of the Delaware is to Philadelphia
what eastern New Jersey is to New York City, for
many thousands of persons who are employed in Phila-
delphia reside in Camden and its suburbs. Camden's
thrifty factories also draw many workers from Phila-
delphia who go back and forth daily. As the only
facilities for the heavy daily movement are the ferries,
it is evident that the Delaware bridge is needed.
The Philadelphia-Camden structure will have, accord-
ing to the engineers, the longest span of any bridge in
the world, its length being 1,750 ft. center to center of
the main piers. It has an overhead clearance about
high water of about 135 ft. and in the center of the
span an unobstructed opening for navigation is pro-
vided over a width of 800 ft. The bridge and ap-
proaches will provide a single deck carrying an unob-
structed roadway for six lines of vehicles, two lines of
surface cars, and two lines for rapid transit, with two
10-ft. sidewalks above the roadway.
The total cost of the structure and approaches is
estimated at $28,871,000, which is divided as follows:
State of Pennsylvania, $8,221,000; State of New Jersey,
$12,429,000, and city of Philadelphia, $8,221,000. The
financing of the project has been arranged and it is
expected that the work will be rushed to completion and
will be finished by 1926, in time for the sesquicenten-
nial exposition which is in contemplation.
December 3, 1921
Electric Railway Journal
995
Reasonable Value Defined
Court of Appeals of the District of Columbia dolds that
Changes in Values by the World War Must Be
Considered in Rate Cases
THE obligation of a commission in a rate case to take
into consideration changes in reproduction cost due
to war inflation is upheld in a case recently decided by
the Court of Appeals of the District of Columbia. The
case was that of the Potomac Electric Power Company
and the Washington Railway & Electric Company vs. the
Public Utilities Commission of the District of Columbia.
The valuation in question was that of the Potomac
Electric Company, which the commission valued in 1914
at $10,250,000, and when it was called upon in 1917 to
fix rates on the value of the property it took this figure
and added to it only the actual cost of the subsequent
additions. The company contended that the commission
should also have taken into consideration in this rate
valuation the increased value of the property, owing to
the general sharp rise in general prices, but this the
commission declined to do. The lower court decided in
favor of the commission, but the company appealed.
In the meantime, the difference between the lower and
the higher rate per kilowatt-hour has been impounded
by the court and amounts at the present time to approxi-
mately $2,500,000.
Court Remands Case
The Court of Appeals in its opinion first decides it
has jurisdiction under the act creating the public utili-
ties commission. It then considers the question of valu-
ation and says, in part:
The principal object of valuation, of course, is to provide
a rate base, and the statute clearly contemplates that the
commission shall ascertain the value as of "the time of said
valuation," and not as of some anterior date. It has been
ruled many times that there must be a fair return to a
public utility "upon the reasonable value of the property
at the time it is being used for the public," San Diego Land
and Town Co. vs National City, 174 U. S. 739, 757; Min-
nesota Rate Cases, 230 U. S. 352, 434. In the present case
the commission, in effect, declined to find the present value
of the property because not satisfied as to how long exist-
ing conditions would continue. In assuming this position
the commission must have overlooked paragraph 9 of the
statute, authorizing it at any time, of its own initiative, to
make a revaluation of the property of any public utility. In
our view, it was the duty of the commission to have con-
sidered and given due weight to the evidence as to the then
value of the property. As conditions changed and values
were substantially affected, it would have been the further
duty of the commission to exercise its discretion and revalue
the property. The conditions existing were worldwide, and
while their duration and future effect were problematical
there was no immediate prospect of a return to normal
conditions. It may be suggested, although the point was
not raised in the opinion of the commission, that practical
difficulties would have been encountered in an attempt to
ascertain the increase in value of the property between
July 1, 1914, and December 31, 1916. But there was sub-
stantial evidence before the commission as to the rise in
values and a brief: investigation would have enabled the
commission to determine, with substantial accuracy, how
much in fairness should be added to the earlier valuation.
Much reliance was placed by the trial court upon the
language of former Justice Hughes, as referee, in the case
of the Brooklyn Borough Gas Company vs. Public Service
Commission (July 24, 1918), but we find nothing in the
report, as we read it, justifying the action of the commis-
sion here in entirely ignoring the evidence as to value at
the time the finding actually was made. The contention
there was that the rates should be based "upon a plant
valuation simply representing a hypothetical cost of repro-
duction" at a time of abnormally high prices due to excep-
tional conditions. There is a very substantial difference be-
tween considering the present cost of reproduction as one
of the essential and important elements in the determination
of present value and the acceptance, as conclusive evidence
of such value, of mere expert estimates of present cost of
reproduction.
We are of the view, therefore, that the present cost of
reproduction is one of the necessary elements for considera-
tion, along with other relevant facts, in fixing the fair and
reasonable value of the property. The law deals with exist-
ing conditions and not with abstract theories.
In consequence the court held that the case must be re-
versed and the cause remanded for further proceedings.
A dissenting opinion was filed by Chief Justice
Smyth, who declares, first, that the opinion just quoted
should have instructed the commission as to how much
should be added to the value of the property. He con-
tinues that in his opinion nothing more should be added,
for the following reasons, among others: The increase
was not due to any investment by the company, but
purely from the World War; such a conclusion is more
in harmony with the Brooklyn and Minnesota rate cases ;
finally, he considers the valuation allowed a liberal one.
Wage Reductions Average 15 per Cent
WAGE reductions during August and September of
from 3 per cent to 50 per cent and averaging 14.9
per cent for over 400,000 additional workers in 259
industrial groups and establishments are shown in a
special digest made by the J. L. Jacobs Company, engi-
neers and statisticians, of Chicago. This average of
14.9 per cent compares with the average reduction of
15.9 per cent in wages for over 4,540,000 employees in
693 other establishments and group industries through-
out the country reported during the first seven months.
Among the public utilities, wage reductions were re-
ported during the last sixty days by forty-five addi-
tional organizations, most of the reductions being for
street railway employees. Of these organizations,
WAGE REDUCTIONS BY INDUSTRIES FROM JANUARY
TO OCTOBER, 1921
Number Estimated Average
Establish- Number Wage
ments or Employees Reduction,
Groups Affected per Cent
Cotton manufacturing ^ 23 213,000 25.7
Hosiery and underwear manufacturing 8 7.000 24.3
Leather manufacturing 7 14,500 23.6
Woolen manufacturing 26 100,200 20.0
Car building and repairing 12 15,600 19.6
Iron and steel manufacturing 99* |4I2,800 19.2
Mining 24 128,500 19.0
PacldnK industry 1* 200,000 9.0
Boot and shoe manufacturing. _ 30 49,000 18.8
Building materials manufacturing 16 6,800 18.3
Electrical manufacturing 6 ?5'592 !?o
Rubber goods manufacturing 13 1 2,500 17.9
Silk manufacturing 22 '",500 17.5
Building trades (cities) 176 f'J.500 7.3
Public employment 54 08,000 6.8
Men's clothing manufaotiuing 7* 100,000 16.7
Paper manufacturing 22 ,?1SSS IrS
Public utUities 152 37,000 5.0
Shipbuilding 20 109,300 4.8
Express employees (raib-oads) 1* . „iS'S!;I! .i'^
Railroad enSployees ,1* '■"9,000 25
MisoellaneoJi J52 847.000 17.0
Totals and average 952 4,947,700 16.0
* Entire group of industry included.
twelve reduced wages 5 per cent to 9 per cent, twenty
reported reductions of from 10 per cent to 14 per cent,
eight from 15 per cent to 19 per cent and five from 20
per cent to 24 per cent. Some of the larger street rail-
ways reporting reductions were in New York, Brooklyn,
Boston, Denver, San Francisco, Los Angeles, Seattle,
Omaha, Topeka, Council Bluffs, Mobile, Ala., Fort
Wayne, and Newark, N. J.
A tabulation of average wage reductions by indus-
tries is given above.
996
Electric Railway Journal
Vol. 58, No. 23
Subway Construction Proposed
to Aid Unemployment
Unification of London's Transportation Facilities Outlined
by Lord Asiifield, in Which Planned Subway Extensions
Would Give Work to 20,000 — Government Asked
to Guarantee Interest on New Capital
10RD ASHFIELD, chairman of the London Traffic
.J Combine, has outlined an extensive scheme for
unifying London's transportation facilities and at the
same time helping the unemployment problem. He esti-
mates that the subway extensions planned for London
will take two years to complete at a cost of £6,000,000.
About 20,000 men will be employed who will receive
from 70 to 75 per cent of the expenditure as wages.
The scheme has already been submitted to the govern-
ment in connection with the policy under which the
government offers to guarantee the interest on capital
i.osues, amounting in all to £25,000,000, to be devoted
to works for the purpose of providing employment for
British labor.
The London subways have made these proposals to
the government:
1. The government to guarantee the payment of ir
terest on the new capital issue to the subscribers, so
as to make the new stock a gilt-edged security, and
enable the company to obtain the money required at a
lower rate of interest than it would otherwise be able.
2. The company to give an undertaking to the gov-
ernment that interest on the new issue would rank
as a first charge on the net earnings of the underground
combine, and thus guarantee the government against
any liability in respect to the undertaking.
3. The government to agree to pass a bill in the
present session of Parliament prohibiting other peopl
for ten years from placing motor-omnibus services on
the roads of Greater London in competition with the
omnibuses of the combine (i.e., London subways, buses
and tramways, which are administered by one authority.
Questioned on proposal (3), Lord Ashfield says "The
London General Omnibus Company operates buses on
what may be termed a yearly tenure. It is free to
anybody, within the police regulations, to bring omni-
buses into service in London. That is really the crux
of the whole position. Unless there is more security
given to the company so that it may be able to earn
money upon which to meet the additional burden which
we are prepared to take, it will be quite impossible for
us to commence these improvements."
As the traffic legislation now stands, there is always
the possibility of small concerns putting buses into
operation. These concerns, as Lord Ashfield puts it,
"run their buses along the most select routes at the
most select hours, in any fashion they like, solely with
the purpose of seeing how much they can make out of it.
They take no part in the transport problem. They
leave it to the big company to provide services which are
not remunerative and take to themselves just those
services which offer the best chance of making a living.
They come in feeling sure that sooner or later the big
company must buy them out. It is not only the buses
which are harmed by this system, the subways and
tramways feel it too. The whole London transport
system could be very easily upset by the introduction of
a very small number of these buses."
The London Traffic Combine now has to set aside cer-
tain sums of money in order to cope with the "pirates"
which, if preventive legislation were introduced, could
be devoted to the furtherance of their schemes. Such
legislation would not, of course, affect those motor-
coach concerns that run services over long distances
between London and other towns. Parliamentary
powers for the subway extensions are possessed by the
combine, and the schemes have already been approved
by a Parliamentary committee, which is urging imme-
diate government action.
At a full meeting of London members of the House of
Commons, held chiefly for the purpose of considering
the unemployment problem. Lord Ashfield attended and
explained the proposals outlined above. A discussion
ensued, after which the following resolution was
adopted :
"That this meeting of London members recognizes
the importance of proceeding forthwith with the works
already authorized by Parliament for the improvement
and development of the underground railway system,
as adding to the traffic facilities of London, relieving
the present congestion, and, more especially at this time,
as providing employment for several thousands of work-
people. It, therefore, approves in general the pi'oposals
which have been put before it by Lord Ashfield for this
purpose, and strongly urges upon the government the
need for taking immediate steps to investigate them on
the distinct understanding that capital and interest are
properly secured, and subject to the tramway under-
takings of the various local authorities affected being
protected."
• Can Any One Equal This Record?
ON THE seven divisions of the Louisville & Inter-
urban Railroad 1,440,000 cans of milk have been
handled in the last three years with the loss of only one
5-gal. can and with no claims whatever. An average of
200,000 gal. of milk is handled per month, with an
average haul of about 15 miles and a monthly revenue
of approximately $3,000. The general claims covering
all freight handled by the company during the year 1920
and thus far in 1921 have amounted to less than one-
twentieth of 1 per cent of the gross revenue from
freight. R. H. Wyatt, general superintendent, is cred-
ited with this fine showing.
Waiting Station as an Advertisement
Attractive Waiting Statiun
THE accompanying illustration shows a waiting sta-
tion which was built by the Standard Oil Company
and donated to the Pacific Electric Railway. It is
located near the Standard Oil plant at San Pedro, Cal.
December 3, 1921
Electric Railway Journal
997
Kentucky Utility Men Get Together
' Great Emphasis Laid on Service and on United Effort of Utilities to Inform
Public and to Protect Each Other in Unfair Legislation
and Court Action
UTILITY men of Kentucky gathered
in Louisville on the evening of
Nov. 21 to join in a memorable dinner
and party as the guests of James P.
Barnes, president of the Louisville Rail-
way. This was given at Safety Hall,
a unique and attractive place roughly
finished off in an old shop building to
serve as the meeting place of the em-
ployees of the Louisville Railway. The
turkey dinner was prepared and served
on the premises by employees. This
was followed by a program of enter-
tainment by trainmen which because of
its originality and excellence proved to
be of great interest to the 106 guests.
Mr. Barnes received many congratu-
lations upon the spirit with which the
employees entered into this occasion.
The party afforded a splendid oppor-
tunity for the utility operators to get
better acquainted and in this respect
was a most valuable contribution to the
annual convention of the Kentucky
Association of Public Utilities which
convened the following day at the Seel-
bach Hotel.
President P. S. Pogue, president and
general manager of the Louisville Home
Telephone Company, presided. In his
address he urged greater attention on
the part of utility men to the work of
informing the public on public utility
matters, of doing the utmost to give
excellence of service and in other
respects to give first consideration to
matters of public relations. He hoped
that the association might be made a
stronger instrumentality in looking
after the welfare of the members and
suggested that it be made a clearing
house for information through the ap-
pointment of certain committees to
which questions might be addressed by
the member companies. He also urged
the re-establishment of the association
bulletin.
A United Front Needed
Donald McDonald, vice-president and
general manager of the Louisville Gas
& Electric Company, prefaced his paper
on "The Outlook for Power and Light
Companies" by emphasizing the great
importance of the utility business. He
said that measured by service rendered,
number of employees, amount of capital
invested or number of security holders,
it was the largest business in the coun-
try with the one exception of farming.
He laid great stress upon the need for
co-operation among utility companies in
self-protection, commenting that any
adverse decision affecting any one com-
pany should be fought by all utility com-
panies, for any unfair decision against
one would affect all sooner or later. He
urged that steps be taken to inform all
emnloyees and all security holders of
utilities, as well as those of manufac-
turers serving the utility companies, of
the effect that attacks upon the public
utilities have on them. He lamented
the fact that the utility companies
seemed to be lacking in the herd in-
stinct to present a united front to pro-
tect themselves, and thought that if all
persons directly or indirectly connected
with the business were properly in-
formed a very formidable support of
what is right in the business could be
mustered upon occasion.
He spoke briefly of the hardships
brought upon the companies as a result
of war, but said also that there had
been gains resulting from the war. The
service rendered by utilities has been
proved to be more reliable than any
other necessity. The public has learned
to depend confidently upon these
services. It has learned to use them
more freely. The public is less an-
tagonistic and the desire for govern-
ment management has largely passed.
The increasing use of the utilities
brings to the fore the difficulty of
financing extension of the service. He
said, however, that while there is gen-
eral difficulty in marketing utility
securities, many shrewd people are tak-
ing advantage of the fears of others for
these securities and buying them at the
present low prices, feeling certain that
the business is sound and that the value
of these securities will enhance.
A paper on the outlook for the elec-
tric railway industry presented by Mr.
Barnes appears elsewhere in abstract.
Mr. Barnes was followed by M. F.
Hosea, treasurer and auditor of the In-
diana Telephone Association, who dis-
cussed the outlook in the telephone
industry.
Harry Reid, president of the Inter-
state Public Service Company, Indian-
apolis, Ind., presided at the luncheon,
at which Martin J. Insull, president of
the Middle West Utilities Company and
past president of the National Electric
Light Association, and M. H. Ayles-
worth, executive secretary of the Na-
tional Electric Light Association, were
the speakers. Mr. Insull's talk was
largely directed to the fundamental
interest which the public has in the
public utilities and to urging the utility
men to take advantage of every possi-
bility of placing these facts before the
public. He said that for every dollar
the utility companies invest in supply-
ing their services the public spends $2
for appliances, so that it has an even
greater investment in the business than
do the utilities, which would be worth-
less if the latter ceased to function. He
referred to the great work which the
utilities are doing in the "back-to-the-
farm movement," believing that the in-
terurban, the telephone and electric
light are rapidly making farm life more
attractive and less laborious. He
pointed out that the public is protected
in the matter of rates by utilities com-
missions in most states, or, in the ab-
sence of a commission, by the business
sense of the utility manager, who would
only naturally reduce rates if he were
making more than he was justly en-
titled to, because this would be simply
sound business judgment. Good service
is the basis of good public relations. The
public only thinks of the service when it
is bad, and bad service is synonymous
with bad public relations. He urged
the giving of good service and of letting
the public know that it is getting good
service.
In connection with the thought of edu-
cating the employees as one effective
means of improving public relations, he
urged that the education of women em-
ployees should not be overlooked. They
are a good source of contact with the
public, particularly with the feminine
public, and they should be properly
informed for this contact.
Referring to the personal reward for
employment in the utility business, Mr,
Insull said that this was less, for the
brains and effort required, than could
be secured in many other lines of busi-
ness. A high rate of remuneration can-
not be had in a business where all that
is allowed is a fair return on the invest-
ment. The satisfaction derived from
the spirit of service must form a part
of the remuneration, and if one cannot
get this satisfaction he should not be
in the utility business.
Mr. Aylesworth urged the utility men
to have faith in their own business and
to get out and tell their story to the
public and cease complaining. Instead
of singing "Rock of Ages" we should
sing "Revive Us Again" and "Bringing-
in the Sheaves." We must tell the
story of the utilities and keep telling it,
so that people will be so thoroughly
informed on utility matters that no
politician will dare to take a stand
against the service companies. While
realizing the value of the holding com-
pany in financial and engineering mat-
ters, Mr. Aylesworth took a very em-
phatic stand against foreign manage-
ment.
Safety Work a Common Ground for
Executives and Employees
At the afternoon session A. Bliss
McCrum, secretary of the Public Utili-
ties Association of West Virginia, pre-
sented a paper dealing with the func-
tions of a public utility association and
also treating upon the inter-relations of
companies, public and commissions. A.
paper on "Public Safety" was read by-
George H. McClain, manager of the
Louisville Safety Council, in which he
laid emphasis on the necessity for the
whole-hearted support of the chief
executive of a public utility if its acci-
dent prevention work is to meet with
success and permanency. He was con-
vinced, also, that the safety work and
safety organization of a utility com-
pany afford a common ground for the
executives and employees to meet on,
such as cannot be gained through any
other avenue. In this connection, he
praised the work that is being done by
the Louisville Railway, saying that he
had never had the pleasure of observ-
ing a more congenial and thorough un-
derstanding between the men and the
big boss than exists between Mr.
Barnes and his employees, and that this
is never more in evidence than at one
of their safety meetings.
Richard M. Bean, president of the
Louisville National Bank, spoke on the
financial outlook, and significant among
his remarks was the statement that he
now feels just as apprehensive of large
inventories of stocks as he did a year
ago. He felt that deflation was by no
means completed yet. One of the most
encouraging signs of improvement in
business conditions is the extension of
credit to firms being organized in
foreign countries which will sell prod-
ucts manufactured in the United States.
Election of Officers
The following officers were elected by
the association for the ensuing year:
President, L. B. Herrington, vice-presi-
dent Kentucky Utilities Company,
Louisville, Ky.; first vice-president,
John Stoll, Lexington; second vice-
president, W. H. Harton, general man-
ager Cincinnati, Newport & Covington
Railway, Newport, Ky.; treasurer, P.
S. Pogue, Louisville; secretary, E. F.
Kelly, secretary to president Louisville
998
Electric Railway Journal
Vol 58, No. 23
Railway. Executive Committee: Don-
old McDonald, J. P. Pope, A. S. Nichols
and J. P. Barnes.
The members of the association were
the guests of the Tafel Electric Com-
pany, for a buffet lunch and theater
party in the evening after adjournment
of the convention.
The Outlook for the Electric
Railway Industry*
By James P. Barnes
President Louisville Railway
THE utilities — by their service ye
shall know them, and beyond doubt
as they serve they shall be rewarded,
and, as they fail to serve, condemned.
A new spirit is abroad — ^born of the
world throes of warfare, and today the
true measure of service is the Golden
Bule. The service is the thing and we
must seek, not so intently remuneration
lor, but opportunity to serve. This is
not to intimate that we can serve at
unremunerative rates, but rather that
if we ask and grasp our opportunities
for service of the broadest kind, re-
muneration will follow as a matter of
course.
Well and comfortably to transport
from home to factory, store and office
an urban population is no small service
to a community, but it is not the only
opportunity for service. The shopper,
the theater-goer, the pleasure seeker
have each their claim upon the trans-
portation service, and upon these ele-
ments, together with the units which
go to make up the peak requirements
of a system, will the base and rush-
hour schedules be built. The obliga-
tions of courtesy and convenience in
service are too well accepted to require
comment.
The Bugbear of Traffic Congestion
But is' this all the city railway can
do for its patrons? Is there no ele-
ment of service as yet undemanded be-
cause unforeseen? Is there no means
by which the plant may be made more
widely useful to the community and its
burdens thus incidentally distributed
over a wider field of uses?
I think there is, and that the way to
solution of the problem lies in the study
of what is today the most troublesome
of every city's problems, and which, so
far from being met, is actually daily
becoming more aggravated. I refer to
traffic congestion.
The downtown city streets of today
are no more adequate for the require-
ments they are called upon to meet
than were the cowpaths of Colonial
days adequate to become the downtown
streets of New York and Boston. Re-
lief is imperatively demanded, but by
what means?
Widening of thoroughfares is im-
practicable because of the enormous
expense involved. Yet what else will
suffice?
For the sake of the practical let us
for the moment be visionary. Suppose
the sidewalks where now inadequate
were to be widened by extension into the
street, and the street to be at the same
time widened by the elimination of the
long line of parked vehicles which is a
daily sight in every city. In every city
a judicious elimination of vehicle park-
ing would leave a maximum walk of
•Abstract of paper presented at meeting
of Kentucky Association of Public Utilities
held at Louisville, Ky., Nov. 22, 1921.
say three blocks to any store or office
building. How much real hardship
would this entail to the average shop-
per?
The real congestion of our streets
arises not from the commercial delivery
vehicle so much as from the private
conveyance. But is there not a way by
which we of the electric railways might
assist even in the elimination of the
commercial vehicle from street park-
ing?
Surely it is false economy from the
viewpoint of a community that delivery
facilities for its merchandise distribu-
tion be needlessly extended and redu-
plicated. Why should not all merchan-
dise, with a possible few exceptions, be
delivered from one vehicle? Mass dis-
tribution from business or shopping
center to outlying substations and
thence door delivery by suitable ve-
hicles would save alike the streets, the
machinery wear and tear and the tem-
per of the housewife, who would receive
at one delivery all the merchandising
that now requires many answers to the
doorbell. Visionary? Perhaps, but
there is a service which the city rail-
way with its tracks laid and its cheap-
est per ton-mile facilities at hand could
render to the profit of itself and the
economy of the community.
The future of the electric railway
industry is vast and opens before us
like a fairyland of opportunity. New
means of transportation are within our
grasp as feeders and auxiliaries. The
auto truck, the auto bus and the trolley
bus are all tools to our hands. Dream,
visualize, anticipate and fearlessly
adopt the worth-while innovations, and
the future of the industry is vast in-
deed!
The Relation of Rates to Service*
Commisaions Should Give More Weight to the Value of the Service to the
Customer When ^tablishing Rates
C. L. S. TiNGLEY
Second Vice-president the American Railways, Philadelphia, Pa.
AFTER mature reflection on this
. title, I have concluded that it should
be amended to read, "The Relation Be-
tween Rates and Service," and I be-
lieve the reasons for this will be ob-
vious.
Many years ago this relation was
somewhat cynically expressed by a re-
mark attributed to a prominent rail-
road man as "all the traffic will bear,"
which was at that time interpreted by
the public press as meaning the limit
of extortion. But this expression, if
read aright, contains the fundamental
truth of the relation between rates and
service, for I interpret it to mean that
rate or system of rates which will pro-
duce the maximum amount of business
at a profit to the service company. In
this interpretation I am supported by
W. C. Noyes, in his book "American
Railroad Rates," where he says:
It means charging what the shipper can
afford to pay. It is rather an excuse for
low rates upon cheap goods than for high
rates upon dear goods. The traffic nian-
ager adopts no fixed standard but en-
deavors to ascertain what different classes
of goods cost to produce, the demand for
them and the prices at different places In
order to determine what they are able to
pay and whether lowering the rates will
increase traffic.
This has also received judicial recog-
nition, for in Steenerson vs. Great
Northern Railroad, 69 Minn., the court
says:
No better rule for the government of a
public commission or a court when investi-
gating rates can be adopted than one ap-
plied by the railroads themselves ; a rule
which will adjust rates so as to secure the
largest interchange of commodities : a rule
which will stimulate and encourage unci
induce the movement of any commodity
which can be produced in any section of
the country in large quantities. Of course,
such rates should not be established so low
as to impose an imreasonable burden on
other traffic, but should be fixed so as to
have reasonable relation to the cost of
production and the value of the trans-
portation service to the purchaser and
shipper.
The law of the State of New Jersey
provides that the Board of Public Util-
ity Commissioners shall have power,
after hearing, upon notice, by order
•Abstract of paper presented at a meet-
ing of the New Jersey Utilities Association,
held at Atlantic City, N. J., Nov. 18-19,
1921.
in writing, to fix just and reason-
able rates, and after similar hearing,
to fix reasonable standards, regulations,
measurements or service to be fur-
nished, and further that no public util-
ity shall withhold or refuse any service
which can reasonably be demanded and
furnished, and that the board shall
have power to require a public utility
to establish, construct, maintain and
operate any reasonable extension of its
existing facilities where in the judg-
ment of said board such extension is
reasonable and practicable and will fur-
nish sufficient business to justify the
construction and maintenance of the
same and where the financial condition
of the said public utility reasonably
warrants the original expenditure re-
quired in making and operating such
extension. This principle was early
recognized by the Board of Public Util-
ity Commissioners of New Jersey, for
in a decision rendered Jan. 13, 1913, in
the matter of the application of Alfred
Reed and Sydney L. Wright, receivers,
etc., the board said:
The Board of Public Utility Commis-
sioners finds and determines that the pres-
ent rates of fare upon the Princeton Di-
vision operated by the traction company
are insufficient and do not afford a fair
and reasonable return ... It should be
emphasized that the fares to be established
by the board's order are largely experi-
mental. Experience may demonstrate
their sufficiency or insufficiency. It is.
howover, both in the interest of the traction
company as well as of the traveling public
that the advance in fare should not be so
heavy as to tend to drive passengers to
other avenues of travel
It is the established practice of the
board in passing upon the question of
the extension of gas, water and electric
facilities to ascertain and make a de-
termination of the cost of rendering the
service, plus a return upon the capital
invested, and where the figure so ascer-
tained is in excess of the estimated in-
come from the established tariffs of the
company to require the prospective
customer to guarantee for a period of
five years an income which will be ade-
quate to meet not only the cost of the
service but a reasonable return on the
estimated plant investment necessary
to furnish the service. It seems to me
that this is a clear recognition of the
fact that there is a relation between
December 3, 1921
Electric Railway Journal
999
the rate and the service, for if the
^led tariff rates are just and reasonable
and are producing a lawful return to
the company upon its investment and
the business offered on the proposed
extension will impair such return, the
question is put squarely up to the pro-
spective customer: Is this service that
you are seeking worth more than the
established rates to you so that you
are willing to pay an increased rate
in order that you may be served?
A study of the decisions of the com-
missions and courts will show that al-
most invariably there has been an ap-
plication of this rule, although it is
true that such application has been in
many cases a one-sided one: that is
to say, an effort on the part of the
commission or court to prevent the
rates becoming so high that service
will be materially curtailed or dimin-
ished, rather than permit the trying
•out of a rate which will, theoretically
at least, produce that fair rate of re-
turn to which the service company is
■entitled.
Many Basis for Rates
There are many relationships between
rates and service. The rate on a steam
road is proportional to the distance
Iraveled, with extra charges for addi-
tional comforts; for freight, it is not
.only proportional to the distance hauled
but also to the care required to guard
.and protect the property to its destina-
tion; for gas and water, it is more or
less proportional to the amount con-
:sumed; for the telephone, it is propor-
tional to the distance the message is
.transmitted; for electricity, it bears a
.relation not only to the quantity con-
sumed but also to the number of hours
■it is consumed and sometimes to the
hours of the day in which it is con-
sumed.
It seems to me that this question has
a very vital bearing upon many rate-
making cases. It is well established, I
think, that in the making of rates con-
sideration must be given to the value
lof the property, its original cost, its
'Capitalization, and all other relevant
matters, and it seems to me that the
value of the service to the customer is
•a relevant matter. If a layman may be
-permitted to say a word of criticism
with respect to our higher courts, I
-would venture the suggestion that in
one of the fundamental principles of
rate cases they have erred, and that is
in the stress which they have placed
upon the reproduction new value of the
■property. It seems to me — with all re-
spect— that the ■vital thing in cases of
this character is not wholly the repro-
'duction value of the used and useful
property but the value of the repro-
duced service.
We are, of course, all familiar with
the formula usually followed in the fix-
ation of a rate. We ascertain the cost
of producing the service (that is to
say, the operating expenses), then, in
great elaboration in many cases, an ef-
fort is made to ascertain the value of
the property used and useful in the pro-
duction of that service — almost always
a contested question, and always a ques-
tion upon which there can be honest
difference of opinion. Then that value,
so called, having been arrived at largely
by compromise, a hypothetical rate of
return is allowed and that is added to
the operating expenses. Then that sum
total is divided by the number of pas-
sengers carried, or by the kilowatt-
Tiours sold, or the thousand cubic feet
of gas sold, or the million gallons of
water sold, and a figure is arrived at
upon which the rate is based; and no
consideration whatever is given to the
value of the service to the consumer,
except to see that his rate is not too
high. A utility furnishing service which
is vital to the life of the community
(and which possibly could not be repro-
duced for a sum very much larger than
that being charged) in many instances
for a sum much smaller than the pub-
lic could and would willingly pay rather
than be deprived of the service, is held
down to a rate based upon a theoretical
cost of production. In this connection
I would quote from the decision of the
Supreme Court of the United States
in Knoxville vs. Water Company :
Regulation of utilities whicli perform
their duties under conditions ot necessary
monopoly will occur with greater and
greater frequency as time goes on. It is
a delicate and dangerous function and
ought to be exercised with a keen sense
of justice on the part of the regulating body
met by a frank disclosure on the part ot
the utility to be regulated. The courts
ought not to bear the whole burden of sav-
ing property from confiscation, although
they will not be found wanting when the
proof is clear. The legislatures and sub-
ordinate bodies to whom the legislative
power has been delegated ought to do their
part. Our social system rests largely upon
the sanctity of private property, and that
state or community which seeks to invade
it will soon discover the error in the
disaster which follows. The slight gain to
the consumer which he would gain from a
reduction in the rates charged by the
utility is as nothing compared with his
share in the ruin which would be brought
about by denying private property its just
award, thus unsettling values and destroy-
ing confidence. On the other hand, utilities
to be regulated will find it to their lasting
interest to furnish freely the information
upon which a just regulation can be based.
And further in this connection, I
quote from a decision recently handed
do^wn by the United States District
Court for the Southern District of
Texas, where the learned judge says:
It is not amiss for me to say that the
council occupies a somewhat different po-
sition from that of a court, in that the
council is not required to simply declare
its judgment on the evidence before it, but
has the right and power, as representing
the public, and it should be Us aim and
purpose not merely to pronounce a legal
judgment as to what rate would be short
of confiscatory, but to arrive at and agree
upon a fair rate, though said rate should
be considerably in excess of the lowest
rates which the courts would sustain and
allow. In other words, if the company ex-
hibits a spirit of fairness and concession,
with the view of agreeing upon a fair and
reasonable rate, it is clear that the coun-
cil is not only authorized, but should en-
deavor, to meet them in that spirit.
To the litigants and their council in this
and similar cases before me I commend
these expressions, not because of the wis-
dom of the author, but because they bear
the sanction of the authority of the Su-
preme Court of the United States. . . .
There is a long line of decisions bear-
ing on this same point. They are too
numerous to quote, but I invite your at-
tention to a few: In Re Calif omia-Ore-
fion Power Co. U. F. 26, 97, 99, 150;
In Re Western State Gas & E. Co.
Appl. No. 1998, Falk vs. Western State
Gas & E. Co. Case No. 906, Decision
No. 3852, Nov. 6. 1916, California Com-
mission; In Re Plymouth Electric Light
Co. (N. H.) D-388, June 30, 1917; In
Re Creswell Water Co. U-F-235. P.S.C.
Or. Order No. 486, Jan. 28, 1919, Ore-
gon Commission: Campbell vs. Hood
River Gas & E. Co. (Or.) P.U.R. 1915D.
855; Dnluth Street R. Co. vs. Railroad
Commission, P.U.R. 1915D, 192; Graf-
ton County Electric lAght & P. Co. vs.
State, P.U.R. 1915C, 1061; Re Bound
Brook Water Co. (N. J.), P.U.R. 1915F,
1040;GVcer vs. Baltimore & 0. R. Co.
(W.Va.), P.U.R. 1916D, 286; Re Atchi-
son, T. & S. F. R. Co. (Mo.), P.U.R.
1916 A, 594; Re Colorado Springs Light,
Heat & P. Co. (Colo.), P.U.R. 1916E,
650; Re San Diego & S. E. R. Co.
(Cal.), P.U.R. 1916C, 1; Oklahoma Gin
Co. vs. State, P.U.R. 1916C, 22; Bogart
vs. Wisconsin Teleph. Co. (Wis.), P.U.
R. 1916C, 1020; Re Kansas City Elec-
tric Light Co. (Mo.), P.U.R. 1917C,
728; Merriman vs. Luse Co. (Or.) P.U.
R. 1917F, 244; Re Lake Hemet Water
Co. (Cal.), P.U.R. 1917A, 458; Re Kent
Water & Light Co. (Ohio), P.U.R.
1917D, 394; Murchie vs. St. Croix Gas-
light Co. (Me.), P.U.R. 1917B, 384; Re
New York Transfer Co. (N. Y.), P.U.
R. 1919B, 590; Re Central Illinois Pub.
Service Co. (111.) P,U.R. 1919E, 910;
Buck vs. Judge (N. Y.), P.U.R. 1919F,
458; Re Portland R. Light & P. Co.
(Or.), P.U.R. 1919A, 513; Re Spring-
field Gas & E. Co. (Mo.), P.U.R. 1919E,
973; Springfield City Water Co. vs.
Springfield (Mo.), P.U.R. 1919D, 853;
Moore vs. Valley R. Co. (Pa.), P.U.R.
1919F, 493; Wayne Title & Trust Co.
vs. Wayne Sewerage Co. (Pa.), P.U.R.
1919D, 404.
I would conclude my discussion of this
question with a quotation from a paper
entitled "Rate of Return," presented
before the American Academy of Polit-
ical and Social Science in 1914 by
James E. Allison, former commissioner
and chief engineer of the St. Louis
Public Service Commission:
In most of the published reports of ju-
dicial decisions or opinions and of findings
of commissions there is no very clear
process of mind shown by which these
bodies have arrived at their conclusions as
to a reasonable rate of return. In some
of the court decisions and even in those
of able commissions the legal rate ot In-
terest seems to have entered as a factor
in determining a reasonable rate of return.
There is of course no reason for this other
than that it was grasped as a prop for
lack of better reasoning. Because the
legal rate of return in some states is 6 per
cent Is no reason for supposing that this
circumstance would have any effect upon
investors in inducing them to enter a
hazardous enterprise. Generally to the
legal rate of return there has been added
what Is called profit as a reward for risk
or for exertions of the managers and
creators. This process does not consider
economic laws, but no doubt in many cases
by such rule ot thumbs an approximately
correct result has been obtained.
One of the most curious features In the
decisions ot the courts has been in assum-
ing that while a rate of return may be
too low. it Is yet not confiscatory of prop-
erty. This conclusion, and it seems rather
well established as a principle, is to the
"unlegal" mind a curiosity In logic.
It can hardly be disputed that the re-
turns create the value of the property and
if the returns are admitted to be. we will
say, 25 per cent below what they should be,
it seems difllcult to avoid a conclusion that
25 per cent of the value of the property
has been destroyed to the Investors, and If
the ruling is the result ot a rate case, 25
per cent has been confiscated to the benefit
of the consumer.
Throughout the whole mass of de-
cisions of the courts on valuation and on
rate of return there has been such a pro-
found disregard tor economic laws and
there is such a great reverence by both
the courts and the commissions for prece-
dent even If it is a patently wrong prece-
dent, that it Is difficult to prophesy the re-
sults which will follow for the next few
years. In the end the true economic laws
will of course prevail but before that time
there will probably be a considerable period
during which new capital will hesitate to
place itself under control of public regu-
lation. Capital already In the public
service will of course be Injured by adher-
ence to false precedent but It will suiter
much greater Injury because of the stop-
page of new capital. Public service enter-
prises constantly need new capital becau.se
in most places the public demand for public
services Is constantly Increasing. Whether
or no the regulating bodies or the public
itself will feel the curtailment of service
soon enough to realize, before any great
harm Is done, that capital Is free to stay
out of public service remains yet to be
seen.
1000
Electric Railway Journal
Vol. 58, No. 23
Recent Happenings in Great Britain
Electrification of Suburban London Trunk Lines Probable Through Trade
Facilities Act Passed to Aid Business and Unemployment
(From. Our Regular Correspondent)
During part of October and November, Parliament was engaged, in a special
session called for the purpose, in dealing with the problem of unemployment.
The ranks of unemployed in this country at the time of writing, number in round
figures about two millions. Several Acts were passed for the purpose of giving
relief, for financing public works, and for encouraging the development of
trade which is in a stagnant condition. One of the Acts which was passed
promises to have a considerable bearing on the development of electric traction.
This is the Trade Facilities Act.
ONE of the provisions of the measure
js to the effect that if the Treasury
is satisfied, the proceeds of any loan pro-
posed to be raised by any Government,
any public authority, or any corpora-
tion or other body of persons are to be
applied towards the carrying out of any
capital undertaking; that the applica-
tion of the loan is calculated to promote
employment in the United Kingdom;
and that the Treasury may guarantee
the payment of the interest and princi-
pal of the loan, provided that the aggre-
gate capital amount of loans shall not
exceed £25,000,000.
Government Guarantees May
Speed Work
No guarantee will be given after the
expiration of twelve months from the
commencement of the Act. Sir Robert
Home, Chancellor of the Exchequer,
stated in reply to a question that
schemes for the electrification of the
suburban portions of the trunk railways
leading out of London would come
within the scope of the Act. As is
well known, various schemes of this
kind have been held back because of
the present high cost of everything.
Railway companies may be induced to
take advantage of the guarantee, be-
cause the Act does not specify any limit
of duration of guarantees, though they
must be given within twelve months.
On. Oct. 27, only a day or two after
Sir Robert Home's statement, it was
publicly announced that on the invita-
tion of the Government the London un-
derground railway companies had sub-
mitted a scheme of railway develop-
ments in connection with the relief of
unemployment. The developments in
question have in past years been author-
ized by Parliament but have not been
carried out owing to the difficulty of
raising additional capital and to the
high cost of construction as compared
with pre-war figures.
The authorized works which have
been hanging fire for several years in-
clude the enlargement of the tunnels
of the City & South London Railway
so as to make them of about the same
diameter as those of the other "tube"
railways; the construction of a connec-
tion between the City & South London
Railway at Euston and the Charing
Cross & Hampstead Railway at Cam-
den Town; the extension of the latter
railway by a surface line in the open
country 4i miles long, from Golden's
Green terminus to Edgware; and the
construction of a connecting line be-
tween the Central London Railway at
Shepherd's Bush and the London &
South Western Railway at Hammer-
smith. At present prices these works
are estimated to cost £6,000,000.
All extensions will be electric rail-
ways, and they will not only improve
traveling factilities, but develop areas
at present lacking proper means of
communication. Lord Ashfield, chair-
man of the underground railway com-
panies, is of opinion that for some
years the additional traffic will not
warrent the investment, but that there
is need for the improvements and for
giving work to the unemployed. About
20,000 men will be engaged directly and
a good many more indirectly. To
carry the project out, the Government
must guarantee the new capital — out-
lines proposed by the Act of Parlia-
ment— so that the required money may
be raised at a lower rate of interest
than if the railway companies had to
do it on their own security. Lord
Ashfield thinks that the scheme will
not cost the Government a penny, from
which it is to be inferred that the com-
panies hope to be able to meet the
lower rate of interest which the Govern-
ment guarantee will make possible.
Ask Long-Term Protection
FROM Omnibuses
As part of their scheme, the under-
ground railway companies asked the
Government to secure their associated
company (London General Omnibus
Company) against "piratical" omnibus
competition for ten years. In this way
the buses would help to carry the cost
of the railway improvements.
The underground railways scheme en-
countered a set-back on Nov. 7 when
the Prime Minister (Mr. Lloyd George)
stated, in reply to a question in the
House of Commons, that the Govern-
ment could not promote legislation to
give protection against competition
with the London General Omnibus Com-
pany's buses. Thereafter Lord Ash-
field, while expressing regret at the
decision, announced that he would try
to work out a new scheme.
The announcement of the proposal
by the London underground companies
was immediately followed by specula-
tion as to the carrying out of electrifi-
cation schemes by other railway com-
panies, especially those which already
possess the legislative powers and have
been waiting for better times in order
to carry them out.
In accordance with his previously
announced intention. Sir Eric Geddes,
Minister of Transport, has resigned the
office. Mr. S. Baldwin, President of
the Board of Trade, stated in the
House of Commons on Oct. 24 that
arrangements for the future conduct
of the business of the Ministry were
under the consideration of the Govern-
ment. Meanwhile the Ministry had
been placed in charge of Mr. Arthur
Neal, its Parliamentary Secretary.
The reorganization of the Ministry
has been made possible by the end of
the period of State control of the rail-
ways and by the passing of the Rail-
ways Act.
The original idea of the Government
that the Ministry should regulate, con-
trol, and develop every means of public
transportation has been largely, if
tacitly, abandoned, as the public have
had more than enough of bureaucratic
control. A number of the highly paid
expert officers of the Ministry have
already resigned, but it was understood
all along that their work was only
temporary. The Ministry has erected
its great monument in the shape of the
recently passed Railways Act, and the
war period of control of the railways
being over, it seems likely either that
the Ministry will be continued on a
much reduced scale or that its functions
will be transferred to another depart-
ment.
Transport Ministry Change
The Prime Minister, early in Novem-
ber, expressed a doubt whether if there
was to be a transfer, the Board of
Trade would be the most suitable de-
partment to entrust with the duties.
This view is notable, because before the
Ministry of Transport came into exist-
ence the Board of Trade exercised such
powers of the State as then existed in
regard to railways and tramways. On
Nov. 8 it was officially announced that
Viscount Peel had been appointed Min-
ister of Transport. The arrangement
is temporary pending the Government
decision on the future of the Ministry.
Viscount Peel has held various political
offices and is at present Chancellor of
the Duchy of Lancaster — a post which
is something of a sinecure. He will
not draw the salary of Minister of
Transport.
Tramway undertakings are suffering
from the great slump in trade in the
way of a falling off in the number of
passengers. Even where gross receipts
show an increase, it arises from the
higher fares, not from a larger number
of passengers. The undertakings, how-
ever, should get a little further relief
in the matter of working expense. In
view of the further fall in the official
index figure of the cost of living, tram-
way men's wages are under the sliding
scale reduced a further 2s. per week as
from the first full pay period in Novem-
ber. This makes a total reduction of
5s. per week since the sliding scale
came into operation.
Institute of Transport Satisfactory
Though the Institute of Transport
has not been very long in existence, it
has developed rapidly and has already
done good work. 'The report of the
council for the year 1920-21 shows that
at the end of September last, the mem-
bership numbered 1,081, of whom 998
are resident within the United King-
dom. Special attention is being given
to the educating and training of grad-
uates and students.
At the second annual meeting of the
Institute of Transport held on Oct.
17, Sir Henry Maybury, the new presi-
dent, dealt with the subject of hignway
improvement and maintenance and with
the development of railways and tram-
ways to meet increasing needs. An era,
he said, of intense activity was evidently
opening in the railway world, where
there was a plain determination to pro-
vide the public with facilities and at-
tractions from which they had been
weaned for several years. At the
annual dinner of the Institute, Lord
Ashfield and Mr. A. Neal. M.P., were
principal speakers. The former fore-
casted grreat developments of railway
and highway transport.
News of the Eledric Railways
FINANCIAL AND CORPORATE :: TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
^^^^nnm
iiiiiniiiiiiiutmmmj
Ouster Ordinance Not
in Effect
Detroit City Council Suspends Ordi-
nance— Further Negotiations With
Company Planned
The ouster ordinance which would
have gone into effect on Nov. 25,
forcing the Detroit (Mich.) United
Railway to stop service on Fort Street
and Woodward Avenue and to proceed
to remove its tracks, was suspended
indefinitely by the City Council and the
service on Woodward and Fort lines
will continue regardless of the end of
the time limit. The ordinance was
suspended to allow further negotia-
tions between the company and the
city.
Details Under Discussion
Details of a proposed agreement are
being worked out between the Detroit
United Railway and the city, and at
a second conference of the members
of the Street Railway Commission with
company officials further steps were
taken leading to an exchange of run-
ning rights over certain lines ovraed
by the company and certain lines
owned by the city.
According to Corporation Counsel
Wilcox the Detroit United Railway
will not be in contempt of court by
the continued operation over the lines
mentioned in the ouster ordinance, as
the final step has not been taken by
the city to compel the cessation of
service. Under the Supreme Court de-
cision, in case the company refused
to comply with the city counsel's order
in the ouster action, recourse might
be had to a court ruling enforcing the
order. No such application for a court
ruling has been made by the city. The
company will be allowed to operate
as previous to the passage of the
ouster ordinance while negotiations for
the proposed agreement as to running
rights are being worked out.
It has not been definitely announced
as to what provisions the company and
the city wish to have incorporated in
the agreement, and E. J. Burdick,
general manager of the Detroit United
Railway, and Joseph S. Goodwin,
general manager of the Detroit Mu-
nicipal Railway, are preparing figures
to be submitted at the next conference
indicating what each party in the pact
is willing to pay for operating cars
over the other's lines. As soon as
studies of traffic conditions on the lines
involved can be made, an agreement
will probably be drawn up jointly by
Elliott G. Stevenson, counsel for the
Detroit United Railway, and Corpora-
tion Counsel Wilcox.
Mr. Dow Actively Interested
The agreement for one party to com-
pensate the other for the privilege of
operating cars over the other's lines
will probably be made only in event
that one party finds it necessary to
operate over a greater number of miles
of the other party's lines than the
other operates over the first party's
lines.
Alex Dow was with the officials repre-
senting the Detroit United Railway at
the conference. Since his becoming a
director of the company Mr. Dow has
sought to bring about a peaceful set-
tlement of the differences involved in
the street car question in Detroit and
existing between the city and the com-
pany. The city has been represented
by members of the Street Railway
Commission since the temporary ab-
sence of Mayor Couzens. The Mayor
will be present at the next conference
but it is not generally believed that
any great change will be made in the
negotiations since the Mayor announced
that the Commission had been given
full power to deal with the company
in this case.
While both parties believe that con-
siderable progress has been made,
there still remains a number of details
to work out. An agreement is hoped
for which will result in better and
more complete service on both company
and city lines than could be given
without the exchange of running
rights, especially after the day-to-day
lines are taken over by the city. Among
the details to be decided are the ques-
tion of transfers between the two sys-
tems and the basis upon which charges
for operating cars over the other
party's lines will be made.
New Bridge Interrupts
"L" Service
Replacement of the present double-
deck swing bridge across the Chicago
River at Wells Street, with a now
double-deck bridge of the bascule
type, will require interruption of the
regular north - south elevated service
in Chicago from 8 o'clock on the eve-
ning of Dec. 3 until the morning of
Dec. 6. During these two days and
three nights the old bridge will be re-
moved and the new one, construction
of which is completed except for the
last steps in placing it in service, low-
ered into position. Heretofore, the
construction of the new bridge over
and around the old one, has been ac-
companied by only a few short delays
to traffic and the complete interruption
of through service for four Sundays.
All of the through north and south
trains operate over this bridge, and
during the interruption all north side
trains will operate in and out of the
stub terminal at Kinzie Street. South
side trains will | operate around the
loop and through passengers will be
transferred north or south upon walk-
ing across the Clark Street bridge,
which makes a direct connection be-
tween the Clark and Lake station on
the loop and the Kinzie Street stub,
entrance to which is on Clark Street.
The problem of handling all of the
northbound traffic during a business
day, augmented by the Christmas
shopping already heavily under way,
presents one of the most difficult traf-
fic problems that the Elevated Lines
have ever undertaken. Surface cars
using the Wells Street bridge will be
rerouted over other bridges or through
the tunnels.
Des Moines Franchise
Carried
Last-Minute Injunction Against Elec-
tion Fails, but Leaves Railway
Issue Beclouded
Des Moines voted overwhelmingly in
favor of the new railway franchise at
the election held on Nov. 28. In spite
of a spirited campaign made against
the measure on the part of former Cor-
poration Counsel Byers and his cohorts,
the franchise carried by vote of 16,808
to 8,877. Women played an important
part in rallying to the cause of safe
transportation.
In spite of this outstanding approval
of the franchise by voters, the measure
is still clouded by legal obstacles which
must be overcome before it can become
a binding contract and the Des Moines
City Railway is enabled to secure finan-
cial backing to restore normal service.
On Saturday, previous to the franchise
vote. Judge Hume of the District Court,
granted an injunction in the suit brought
by Grant Van Horn, who sought to
prevent the election.
The court held that the publication
clause of the franchise was faulty and
that proper notice had not been given in
accordance with the Iowa election laws.
He further ruled that the Des Moines
City Council had no authority to repeal
the present franchise. Judge Hume
ruled that not only did the Iowa law
fail to give councils authority to grant
a franchise previous to the publication
of the notice of the election for four
weeks prior, but that such authority is
expressly forbidden by law.
Hostile District Approves Grant
Upon the issuance of Judge Hume's
order a writ of supersedeas was brought
before the Iowa Supreme Court and at
an informal session of the court held
on Nov. 27 a stay of execution was
granted from Judge Hume's order only
in so far as permitting the holding of
the election. The ruling was made a
matter of court record on Nov. 28 so
that sufficient time was given for gen-
eral knowledge that the election was
to be held.
The vote was approximately as large
as had been forecasted previous to the
issuance of the injunction. In only two
precincts of forty-eight was there a
majority against the franchise and in
North Des Moines, the home of the
leaders of the campaign against fran-
chise, the margin in favor of the new
grant was comfortably large.
On Nov. 29 F. C. Chambers, receiver
of the Des Moines City Railway, issued
a statement to the effect that while legal
questions would not permit the railway
to proceed immediately with the re-
habilitation of the plant as arranged he
felt that the company had a moral obli-
gation to do everything in its power to
increase service and on Nov. 30 he made
further announcement that within the
next fifteen days he hoped to have suflB-
cient power equipment restored to per-
mit of placing twenty additional cars in
the service.
Acting upon the advice of three
1002
Electric Railway Journal
Vol. 58, No. 23
prominent business men the City Coun-
cil on Nov. 30 passed a resolution agree-
ing to ban buses from streets where the
railway now operates, the ban to become
effective as soon as the railway had
placed thirty additional cars in service.
At the present time there are not over
thirty buses in operation.
Just what the next step will be in the
legal phase of the controversy is not yet
decided, but there is likelihood that the
city will appeal to the Supreme Court
from Judge Hume's injunction ruling.
which accruals were based on the taxes
for 1920 but it is now evident that
there will be an increase of 40 per cent
or more in the rate for general taxes
for 1921, and that if there should be
no increase in assessed value, the gen-
eral taxes for 1921 will be about $309,-
000 more than for 1920, necessitating
the addition of $216,000 to the book ac-
cruals for this year.
Chicago Elevated Roads
Before Commission
On its own motion, the Illinois Com-
merce Commission has cited the Chi-
cago Elevated Railways to show cause
why the rate of fare should not be re-
duced. One hearing has been held at
which the companies presented a com-
plete operating statement, as requested
by the commission, for the nine months
of 1921 ending Sept. 30. The state-
ment was presented in a tabulation by
months, the nine months' summary
total of which is given herewith. Of
the total number of ticket and cash
fare passengers within Chicago, it will
be noted that 67.4 per cent are ticket
passengers and 32.6 per cent, cash fare
passengers. The ticket rate is 8.75c.
while the cash fare is 10c. After re-
ceiving the operating figures of the
lines, the commission, Continued the
SUMMARY — CHICAGO ELEVATED RAIL-
WAY83NC0ME ACCOUNT FOR NINE
MONTHS ENDED SEPT. 30, 1921
Passenger revenue $12,396,481
Other transportation revenue 564,954
Gross operating revenue $12,961,435
Maintenance of way and structures.. . . 1,487,527
Maintenance of equipment 1,266,224
Power 1,178,514
Cond. transportation 5,429,364
Traffic 28,128
General and miscellaneous 628,677
Operating expenses $10,018,434
Net operating revenue 2,943,001
Taxes (estimated accruals) 951,683
Operating income $ 1 ,99 1 ,3 1 7
Non-operating income 75,860
Gross income $2,067, 1 77
T.ess rentals 293,227
Balance for interest, etc $1,773,949
^ iterest charges 1,862,099
Net income or loss* $88,149
* Deficit.
REVENUE PASSENGER TRAFFIC FOR NINE
MONTHS ENDED SEPT. 30, 1921
8}c. Ticket fare 86,584,202
10c. Cash fare 41,705,954
1 3c. Evanston ticket fare 4,203,507
17c. Evanston cash fare 289,705
7c. Evanston local fare 665,466
Miscellaneous 64,4 1 5
Total 133,513,249
case until Dec. 2, to give its account-
ants an opportunity to go over the com-
pany's books and check the figures pre-
sented by the company officials.
The figure for the total operating ex-
penses as presented herewith includes
a monthly charge of $40,318 for re-
placement reserve which is distributed,
$15,894 for way and structures, $15,831
for car equipment and $8,593 for power.
In explaining the item entered for the
monthly estimated accruals of taxes
which averaged about $106,000, it was
explained that the amount specified
each month is $18,000 more than the
tax accruals placed upon the books.
$700,000 Project Suggested
Interests Connected with Cincinnati-
Lawrenceburg Line Plan Six-Mile
Extension
Plans for organizing the West Epd
Terminal Railway, Cincinnati, Ohio,
which will operate the proposed exten-
sion of the Cincinnati, Lawrenceburg
& Aurora Electric Street Railroad from
Anderson's Ferry to the Dixie Terminal
on East Third Street have been com-
pleted by C. E. Hooven and Edgar
Stark, receivers of the Cincinnati,
Lawrenceburg & Aurora Electric Street
Railroad and L. G. Van Ness, general
manager of the company.
The extension will be approximately
63 miles. It will provide adequate rail-
way transportation for residents of
towns along the route of the Cincin-
nati, Lawrenceburg & Aurora Electric
Street Railroad. The plans for finan-
cing the project which were devised by
C. A. Hinsch, president of the Fifth-
Third National Bank, provide that
property holders who will be benefited
by the improvement shall be given the
opportunity to become stockholders in
the West End Terminal Railway when
it is organized by purchasing stock or
bonds.
According to present estimates the
cost of building the extension will be
approximately $700,000.
It is proposed at the present time
to build a single track railroad of
standard gage using T rails and fol-
lowing essentially the same route as
that of the West End Rapid Transit
Company proposed some time ago
which parallels the Big Four Railroad
to State Avenue on the surface. Prom
this point the line will be operated on
an elevated steel structure across
Millcreek bottoms to Mill and Third
Streets, thence with surface line to the
Dixie "Terminal, at Third and Walnut
Streets. The West End Terminal Rail-
way will acquire and use without cost
all rights-of-way contracts and arrange-
ments heretofore made with the Big
Four Railroad and with others now
held by the West End Rapid Transit
Company.
The Union Gas & Electric Company
has already agreed to furnish the nec-
essary electric current to operate all
cars on the extension upon the same
terms and conditions as it now fur-
nishes power to the Cincinnati, Law-
renceburg & Aurora Electric Street
Railroad Company. No additional sub-
stations will be required.
The construction estimate of $700,000
does not include any cars or equipment
for the new line, 'the necessary equip-
ment will be provided by the Cincin-
nati, Lawrenceburg & Aurora Electric
Street Railroad and will be of the same
standard as its present cars, but equip-
ped with multiple unit control, so as
to permit the cars to be operated singly
or in trains.
As soon as possible after the organ-
ization of the West End Terminal &
Railway Company, it is proposed to
apply to the Cincinnati City Council
for a franchise authorizing it to con-
struct a line essentially as specified in
the franchise granted to the West End
Rapid Transit Company in 1914.
L. G. Van Ness, general manager of
the Cincinnati, Lawrenceburg & Aurora
Electric Street Railroad, said that the
railway contemplates obtaining a build-
ing adjoining or close to the Dixie
Terminal for the Cincinnati terminus
of the West End Terrainal-&-Railway
Company.
If the Cincinnati Traction Company
abandons its Sedamsville line from
Sedamsville to Anderson's Ferry as
has been suggested, provision will have
to be made for the terminal company
to handle the people in that territory.
No agreement has been reached with the
traction company for this service, but
it is believed a plan can be worked out
that will be satisfactory to all con-
cerned.
Mr. Van Ness has submitted a state-
ment showing the number of passengers
carried and the revenue therefrom of
the Cincinnati, Lawrenceburg & Aurora
Electric Street Railroad during the past
three years, together with estimate of
the number of passengers and revenues
on the proposed extension. The state-
ment follows:
Year Ended Number Total Net
June 3D Passengers Revenue Revenue
I9I9 1,458,154 $141,054 $37,161
1920 1,681,539 156,172 51.534
1921 1,555,411 190,394 33,219
Average per year. 1,565,031 $162,540 $40,638
For increased traffic. 500,006 35,000 11,500
Estimated for the
West End Terminal
Company 1,900,000@6J $123,500 $58,500
The estimate made by Mr. Van Ness
is based on the present number of
passengers carried into the city from
Sedamsville by the Cincinnati Traction
Company and the Big Four, no account
being taken of the freight revenue nor
of the increase in business that will
follow from the improved service.
The requirements for interest and
dividends and sinking fund on the
preferred stock and bonds, assuming
the improvement costs $700,000, is $49,-
000 annually. Thus the actual net reve-
nue from both properties as above esti-
mated would be fully sufficient to meet
the requirements of the proposed ter-
minal company.
The plan has been received favorable
by the residents of the lower river
towns and the work of carrying out the
different provisions will be started im-
mediately, Mr. Van Ness said.
Manistee Railway Forfeits
Franchise
Owing to the fact that the Manistee
(Mich.) Railway failed to resume op-
eration of its cars within a stipulated
period the franchise has been forfeited.
The city attorney has been authorized
to take the necessary legal steps to see
that the action is sanctioned by the
States Public Utilities Commission.
C. S. Kressler, manager of the prop-
erty, who was present when the City
Council authorized the forfeiture, said
that the tracks would not be taken up,
but they might eventually be used for
transportation, "possibly a different
.system."
Railway service was discontinued in
Manistee on Sept. 1. This suspension
has been referred to previously in the
Electric Railway Journal.
♦fc
December 3, 1921
Electric Railway Journal
1003
Subpoenas Resorted To in New York
Directors of Interborough, Facing Tlireat of Suit to Recover $10,000,000, Decline
to Appear Voluntarily in Present Transit Investigation
Directors of the Interborough Rapid Transit Company, New York, N. Y., who
served on the board in the fiscal years 1917 to 1919 declined through counsel
on Nov. 30 to appear voluntarily before the New York Transit Commission,
in the present inquiry into the affairs of the transit companies in New York.
They will be subpoenaed to appear. James L. Quackenbush, counsel for the
company, made plain their reasons for declining the invitation of the commis-
sion. This was the outstanding event of the hearings held on Nov. 28, 29 and 30.
ON NOV. 28 Mr. Hedley, president
and general manager of the com-
pany, was recalled by the counsel of
the commission for further examination,
more particularly about the company's
contracts for coal. Mr. Fisher, secre-
tary of the company, was a witness the
same day. On Nov. 29 Mr. Samuelson,
auditor of the New York Railways,
was called and a sub-hearing was held
having to do with the checking of cer-
tain vouchers of that company. An-
other witness on Nov. 29 was Fred W.
Lindars, accountant for the commis-
sion, who testified about the range of
prices of traction securities, more par-
ticularly the price movements in the
Interborough-Consolidated stocks and
bonds. On Nov. 30 came the denouement
over the appearance of the directors.
This resulted in an adjournment until
Thursday.
At the opening of the session on
Nov. 30 Mr. Quackenbush said:
The invitation of the Transit Commission
to appear in person for examination has
been conveyed to the gentlemen who as
directors voted for the dividends declared
by the Interborough Rapid Transit Com-
pany in the fiscal years 1917 to 1919.
In response they beg to state that they
have no disposition to question the motives
of the commission or of its counsel, but
they respectfully submit that the practical
result of the Investigation as it is now
bein« conducted Is to encourage the hostile
attacks of Clarence H. Venner, a notorious
speculator in law-suits and professional
litigant who masquerades under the name
of the Continental Securities Company, the
General Investment Company and other
aliases, upon the credit of the company
and indirectly to aid in his efforts to bring
about a receivership and wreck the com-
pany.
Venner now has, in his campaign of liti-
gation against the company, six suits pend-
ing for this purpose, and to gain advantage
over other noteholders, and he threatens
to commence a new one on Dec. 1, 1921
(tomorrow) against these very directors
to recover $10,000,000 because of the dec-
laration of the dividends in question. This
makes it necessary for them in the inter-
est of the properties which they are admin-
istering for themselves and others to decline
to appear voluntarily as witnesses at the
hearings now being conducted by the Transit
Commission.
The directors feel that the effort to create
sentiment against the company, to minimize
the value of its properties which have been
honestly and efficiently managed against
great obstacles and difficulties created by
war conditions, particularly in the prices
of labor and materials, and the unjust
attacks upon the management require in
Justice to themselves and to the properties,
that they should not voluntarily assist in
rendering such efforts successful.
Mr. Quackenbush explained that none
of the directors, if forced to appear,
would sign any waivers of immunity.
It had, in fact, been originally
planned to examine the directors on
Nov. 29, and counsel for the commis-
sion had so arranged his case, but Mr.
Quackenbush at the opening of that
session entered a plea for the post-
ponement of their appearance until
the following day. He urged that he
had been general counsel only since
the death of President Theodore P.
Shonts, and said the directors were en-
titled to have the advice of their ovim
private counsel for any corporate ac-
tion they had ordered prior to that
time. In asking the postponement,
Mr. Quackenbush referred to the di-
rectors as parties "who might be sub-
ject to civil liability arising out of
their transactions, or might not."
Mr. Shearn, counsel for the commis-
sion, supported the plea of Mr. Quack-
enbush and Chairman McAneny forth-
with gave the Interborough directors
twenty-four hours' grace. Mr. Shearn
said:
It seems to me that In view of the situa-
tion in which these directors find themselves
it is only fair that they should have the
opportunity to consult with their own coun-
sel before being examined and it is not an
unreasonable request to give them the op-
portunity to have that consultation today
and take up the examination tomorrow
morning. Therefore, I interpose no objec-
tion to the adjournment, although it doe?
disarrange my plans considerably for the
day.
After Mr. Quackenbush had stated
on Nov. 30 why the directors declined
to appear voluntarily before the com-
mission, Chairman McAneny explained
that the commission had no knowledge
prior to the present inquiry of things
that had gone on in the past, and that
it had no desire to embarrass the ad-
ministration of the company, but that
the commission was determined to use
all the powers conferred in it by the
State to carry out the purposes of the
act creating it, purposes that had for
their sole object obtaining the neces-
sary facts and data upon which to pre-
mise an agreement for the future
which would put an end to the intoler-
able conditions now existing upon the
transit lines and make impossible the
repetition of the mistakes of the past.
In conclusion he said that he thought
the directors of the company could less
afford to suffer from the onus of not
appearing than to take the conse-
quences of any action by Mr. Venner.
Counsel Not Greatly Concerned
Mr. Shearn regarded the matter as
a gross breach of faith. Still the ac-
tion was immaterial. The inquiry was
dictated solely by the desire to acquire
the facts necessary to put through the
commission's plan. Many of these
facts had already, been elicited, and
the only additional facts that might
be brought out were whether the di-
rectors were speculating in the securi-
ties of the various companies at the
time the mergers and changes in cor-
porate structure were taking place.
At his behest the commission decided
to compel the directors to attend for
examination.
Mr. Lindars, at the session on Nov.
29, was placed on the stand and ques-
tioned in regard to the range of prices
of the Interborough-Metropolitan Cor-
poration, and its successor, the Inter-
borough-Consolidated Corporation. He
testified that the preferred stock had
begun at 87 in 1906, and had dropped
to 20 in the latter part of 1907. After
this it rose steadily, and then made a
sharp advance from 46 to 59, when the
Interborough Rapid Transit changed
its dividend policy in 1912.
In January, 1915, Mr. Lindars said,
when the first talk of reorganization
was heard the preferred rose from 55 to
85. When it was replaced by Inter-
borough - Consolidated preferred, it
started at 77 and, after fluctuations, it
ended at 6.
The witness also traced the course
of the common stock, showing that
consolidation had raised the price but
that it has since declined until the pres-
ent price was a nominal one.
Meanwhile Mr. Samuelson, auditor
for the receiver of the New York Rail-
ways, produced all his vouchers for
April, 1921, before a sub-hearing in
the board room adjoining.
Unless there is a great snowstorm
this winter the New York Railways
Company will be able to pay operating
costs, maintenance expenses and taxes
on a nickel-fare basis, Frederick T.
Wood, assistant to the general man-
ager for the receiver, testified. A big
snowstorm, he said, would cut down
revenue and increase expenses. Mr.
Wood admitted that the service ren-
dered by the company was not such as
it should be, but charged the fault to
a hand-to-mouth system made neces-
sary by the condition of the company.
President Hedley Recalled
Mr. Hedley when recalled on Nov. 28
said that the coal bills of the company
amount to more than $5,000,000 a year.
Only a few companies had the facilities
for furnishing coal in the quantities
demanded. Coal was purchased from
the Consolidation Coal Company, the
Berwind- White Coal Company and the
Logan Coal Company. Only about 10
per cent of the coal used was purchased
in the open market.
Contracts for coal were made by the
year on a sliding scale under which the
company stood to gain if costs of pro-
duction and distribution were reduced.
The contract price for coal has been
stepped down for the coming year
from $7.70 to $6.95 a ton. About 770,-
000 tons a year are used. The fact that
another similar company might be pur-
chasing coal for less was explained by
the statement by Mr. Hedley that some
of the circumstances were plainly evi-
dent while he had no knowledge of
others not being familiar with the par-
ticular specifications.
He next testified as to the cost of
power. Mr. Hedley said that the com-
pany had the free use of his patents
without the payment of a dollar for
royalty, but that the directors had
voted him an average of about $5,000
or $6,000 a year for the last ten or
fifteen years. The use of the coasting
time recorder, one of Mr; Hedley's pat-
ents, reduced expenses of the company
more than $1,500,000 a year.
Mr. Hedley was asked what he meant
by his previous expression to the effect
that he would try to make the nickel
go 'round. His answer was that inas-
much as he was reconciled to the fact
that the nickel fare was all he would
have to work with for some time he
would continue the struggle with his
assistants as aids to render the public
the very best service that could be
rendered under the 5-cent fare.
According to Mr. Hedley one of the
most serious things that could happen
to the transportation situation in the
city would be a receivership for the
Interborough. This would mean a sepa-
1004
Electric Railway Journal
Vol. 58, No. 23
ration of the elevated from the subway
and the payment of thousands of 10-
cent fares by the public where the
present fare is 5 cents. In the event of
the separation of the two lines the
elevated would probably not pay the
$17,000,000 spent by the Interborough
for extending the elevated and would
not operate cars over the extensions,
but probably would pay the reasonable
value of third-tracking the elevated
after a period of years of litigation.
In the meantime "the subway would
have to carry the load, interest and
sinking fund."
Mr. Fisher, the next witness, testi-
fied to the effect that although at a
meeting of the board of directors of
the Interborough on Dec. 26, 1917, a
quarterly dividend of 5 per cent was
declared calling for the payment of
$1,750,000, seven days before that the
company borrowed $1,000,000 from the
Interborough-Consolidated Company, to
which the dividend of $1,750,000 was
mainly payable. Similarly twelve days
before the dividend of $1,750,000 de-
clared payable in April, 1918, had been
sanctioned the company borrowed $2,-
500,000. During April, 1918, the com-
pany borrowed $4,000,000 and on May
28 the directors declared a quarterly
dividend of 2i per cent calling for
$875,000, which was paid out July 1.
On July 16 the directors renewed the
bank loans of $4,000,000 and on Aug.
27 declared another dividend of $875,-
000 payable on Oct. 1. Later the com-
pany arranged for short-time financing
through J. P. Morgan & Company and
the bankers stipulated that so long as
any of the notes were outstanding the
company was not to pay any dividend
in excess of 10 per cent per annum un-
less its surplus after the payment of
dividends exceeded the surplus earn-
ings as of Sept. 1.
Mr. Fisher here explained that the
dividends were all declared from sur-
plus at a time when the surplus was
considered ample. On March 20, 1919,
$800,000 was borrowed from the Inter-
borough-Consolidated by the Interbor-
ough Rapid Transit. The following day
a receiver was appointed for the Inter-
borough-Consolidated. At the demand
of the receiver this money was re-
turned. The late Mr. Shonts, then
president of the Interborough, wrote
Mr. Sheffield, the receiver of the Inter-
borough-Consolidated, that the loan
was legal, but Mr. Fisher understood
the money was returned in deference
to the wishes of the receiver.
Mr. Fisher explained that as the In-
terborough Rapid Transit was owned
by the Interborough-Consolidated, it
was to the interest of the one to see
that the obligations of the other were
paid. Mr. Fisher stuck to this point
although Mr. Shearn for the commis-
sion sought to prove that the effect of
taking $800,000 away from the Inter-
borough-Consolidated while it was in-
solvent was to prevent, to that extent,
the holders of the collateral trust bonds
of the Interborough-Consolidated from
getting any interest and to enable the
holders of the Interborough bonds to
get interest out of the Interborough-
Consolidated money.
Mr. Shearn next questioned Mr.
Fisher at length about the financial
structures and the intercorporate rela-
tions of the Interborough-Metropolitan
Company and the Interborough-Consol-
idated, the successor to the Interbor-
ough-Metropolitan Company. Mr.
Fisher replied in the affirmative to the
question: Then after this company
which could not declare dividends un-
less it declared them out of capital,
which was also against the law, after
this company reduced its capital stock
by this device below its liabilities, as it
was prohibited by law, it began to dis-
tribute dividends to the holders of the
preferred stock of the Interborough-
Consolidated, didn't it?
Mr. Shearn declared after reading a
statement dated April 26, 1915, ad-
dressed to the holders of the common
stock voting trust certificates of the
Interborough-Metropolitan Company by
Messrs. Berwind, Belmont, Freedman,
Shonts and Vanderbilt that "it would
seem that the bold, admitted and de-
clared purpose of this consolidation Was
to permit the declaration of dividends
upon the then Interborough-Metropoli-
tan preferred stock which afterward
became Interborough-Consolidated Cor-
poration preferred stock; and as that
could not be done without reducing the
capital stock of the Interborough-
Metropolitan Company, the plan was
adopted of accomplishing the same
thing, by, in effect, changing its name
and then reducing its capital stock and
declaring the dividends; which it seems
perfectly obvious amounted to declar-
ing dividends out of capital at a time
when the capital of the company was
recognized to be some $80,000,000 to
$82,000,000 impaired."
Mr. Belmont on the Stand
At the hearing on the morning of
Dec. 1 several directors of the company
were in attendance.
Mr. Belmont first took the stand and
was asked if he would sign a waiver of
immunity. At this point, in behalf of
Mr. Belmont, Mr. Nicoll read a state-
ment in which he declared that the
practice which seems to have come up
recently of asking witnesses to waive
immunity was vicious and had no
justification in law and that the
directors were opposed in signing any
such waiver, but they were prepared
to answer any relevant questions.
Mr. Belmont then explained that
while he personally might have no
objection to answering questions which
might be put to him he had also the
interests of his company, as well as his
own, to consider. He declared that
nothing new had been disclosed so far
and that all details were matters of
public record. In his opinion, much of
the loss of credit of the company in
the past had been due to attacks upon
it, and the directors individually have
suffered heavy losses. While there
may have been speculation in the stock
market on securities of the company,
there has been no more, he believed,
than in the case of many other com-
panies. While not intending to do so
the commission had an opportunity to
put the property in the worst light
possible in order to carry out its an-
nounced plans to include it in the pro-
posed reorganization.
Mr. McAneny said that the purpose
of the hearing was not to injure the
company, but it was essential for a
proper understanding of the situation
to have full knowledge of all the facts,
and many facts had ah'eady been
brought out affecting not only the
valuation of the property but the ade-
quacy of the revenue and the sufficiency
of the service.
Moreover, knowledge about the de-
fects in the old methods of financing
were necessary to determine what to
avoid in future. He thought that the
directors should welcome the oppor-
tunity of explaining the reasons for
following certain methods whose ex-
istence had been brought out in the
hearings. The waiver requested was
practically a technicality, he said, but
as explained by the counsel was for
his protection in asking questions.
At this point Counsel Shearn of the
Commission said that no evidence
had been presented at the hearings of
criminal misconduct and that there was
no objection to the witnesses having
personal counsel present if they de-
sired. He expressed the hope that the
directors would reconsider their unwill-
ingness to testify.
As the directors declined to sign
a waiver if required to testify, Mr.
McAneny dismissed them from attend-
ance, with a statement that the com-
mission would take some action in the
matter but had not decided what course
it would follow. Mr. Fisher, secre-
tary of the company, then took the
stand, and was giving testimony when
this paper went to press.
Informal Vote at Saginaw
Conference on Railway Franchise Will
Resume After Public Decides Be-
tween Auto and Railway
After a conference between the mem-
bers of the City Council of Saginaw,
Mich., and representatives of the bond-
holders and other creditors of the Sag-
inaw-Bay City Railway lasting more
than ten days it was agreed on Nov.
30 to submit to an informal vote, the
question of whether the citizens want
electric railway or motor bus service.
Should the people decide in favor of
the restoration of railway service, which
has been suspended since early in
August, the conference will be resumed.
The thirty-year franchise asked by
John C. Weadock, New York, in behalf
of the bondholders and other creditors,
did not meet with favor by the Council.
Objection was made to the length of
the term of the grant, and to the pro-
vision which had been suggested that
that value of the property on which to
figure a return should be determined
after the proposal was submitted.
Minor changes were suggested by the
Council, but the suggestions just noted
were the rocks on which the conferees
split.
Mr. Weadock insisted that appraisal
by disinterested parties would be the
more satisfactory way of reaching a
decision on the property valuation and
said that a reduction in the length of
the grant to twenty-five years was
the limit to which the company could
go and retain power to attract new
money for investment in the property.
He proposed to start the operation of
cars as soon as the- Council would
agree to eliminate the jitneys and de-
cide on the terms of a franchise to
be submitted.
After the adjournment of the confer-
ence on Nov. 30, both sides felt that
something had been accomplished and
when the conference reconvenes the
city will have a franchise prepared on
the theory of fixing the rate of fare
for two years and submit this ques-
tion and all others with the respect to
operation, etc., to the Michigan Pub-
lic Utilities Commission. Mr. Weadock
has agreed to modify his franchise sug-
gestions in some respects before the
next meeting.
December 3, 1921
Electric Railway Journal
1005
Wage Reduction Argument
Concluded
Arguments have recently been con-
cluded before a board of conciliation
at Vancouver, B. C, as to a reduction
in wages and modification of working
conditions for employees of the Brit-
ish Columbia Electric Railway. The
company notified its employees some
time ago of its intention to reopen
the agreement with the union and
later the board of conciliation was ap-
pointed under the Canadian regula-
tions. W. C. Ditmars was appointed
chairman; A. C. McCandless repre-
sented the company and R. P. Petti-
piece the men. The main objectives
of the company were:
Reduction of 15 per cent in wages. The
present maximum rate of 65 cents. This
would be reduced to 55 cents.
-Abolition of extra pay for Sunday work.
Time and a half is now paid motormen and
conductors herein.
Substitution of monthly minimum for
<laily minimum. At present the company
guarantees six hours work a day. It pro-
posed a minimum of $70 a month.
.\bolition of spread over time. The com-
pany now pays 25 cents an houi- when
the spread-over exceeds ten hours.
.\bolition of payment for ten minutes time
when making relief on the road.
Abolition of double time for overtime in
shops and track department barns and
substitution of time-and-a-half.
The award of the conciliation is not
binding on either party. It is ex-
pected to be submitted in a few days.
More Than 50 per Cent of Each
Fare for Wages Alone
Bearing in mind the recent 5-cent
fare order issued by the Illinois Com-
merce Commission, the following state-
ment of the Chicago Surface Lines for
the eight months' period ending Sept.
30, 1921, is of particular interest:
AVERAGE REVENUE PER P.\SSENGER AND
ITS DISPOSITION
Passenger revenue $39,505,777
Revenue passengers carried 496.615,714
Total passengers earned 886,565,990
Average fare per revenue passenger, cents 7.955
Disposition of the average fare Per Cent Cents
Wages 51.77 4.118
Material, power and other expenses 18.77 1.493
Taxes 3.26 0.259
Damages 3.58 0.285
55 per cent to city 5 11 0 407
Interest on bond indebtedness and
loans 11.57 0.920
Sinking fund 0.42 0.034
Residue for companies 5.52 0.439
too 00 7.955
Albany Strike Costs $3,000,000
According to the Knickerbocker
Press, Albany, N. Y., the United Trac-
tion Company, has suffered a loss of
$1,799,490 in passenger revenue from
Jan. 1 to Sept. 30, 1921, and the men
a wage loss of $1,000,000 due to the
Albany-Troy strike which began on
Jan. 29 and terminated on Nov. 22.
The formal calling off of the strike
was referred to in the Electric Rail-
way Journal, issue of Nov. 26. The
statement from the Press of Nov. 27 is
based on quarterly reports made to the
Public Service Commission. In part it
is as follows:
In 1020 the United Traction Company
earned approximately $2,402,469 tor the
first nine months of the year, and this
year, for the first nine months, all of which
were during the strike period excent in
January, the eomoamy earned only $575,-
569, a decrease of $1,402,469 for 1921 period.
Transiiortation expenses have Increased
greatly, the greatest increase being in the
early months of the .strike. For the nine
months the transportation expenses in-
creased S223.006.
The company lost between January and
March $507,060 in passenger revenue, and
in the same period its transporting ex-
penses jumped $266,449. In the same pe-
riod it suffered a loss of 7,842,565 passen-
gers carried, compared with the number
the year before. This is about 65 per
cent.
Between April and June the passenger
revenue dropped $744,406 from 1920 fig-
ures, and the number of passengers car-
ried dropped approximately the same as in
the first three months under the 1920 fig-
ures. Transportation expenses increased
$110,970 from last year. The revenue
from July to September was $548,022 less
than last yeai\
Wage Cut Proposed
Proposals have been made for a cut
in wages for employees of the United
Railways & Electric Company, Balti-
more, Md. The company is not mak-
ing the surplus of from $1,000,000 to
$1,500,000 to which the Public Service
Commission has held it is entitled. In
fact, this year the balance will hardly
be one-half of the $1,050,000 last year.
The proposal is to cut wages and
leave the rate of fare at 7 cents, it be-
ing felt that any further advance in
rates would only tend to diminish traffic.
The plan to be presented to the em-
ployees will include an approximate re-
duction of 2 cents an hour for men on
an hourly basis. It will be put up to
the men, and will not go into effect
until the company and the employees
have conferred. Motormen, conductors,
shopmen and laborers will be repre-
sented in the consultations. Officials
hold that with a 30 per cent decrease
in living costs, they are justified in
making a 5 per cent cut in wages.
The cut of put into effect, would
include oflftcials and clerks and would
save the company about $360,000 a
year. The company must file applica-
tion before Nov. 30, for a continuation
of the 7-cent fare after this year. This
provision was contained in the order
granting the 7-cent rate.
Utility Owners Score
Municipal Railway
The Puget Sound Light & Power
Company, Seattle, Wash., has filed a
petition with Judge E. E. Cushman of
the Federal Court for an order com-
pelling specific performance of the
purchase contract by which the city of
Seattle took over the municipal rail-
way lines, formerly owned by the
Puget Sound Traction, Light & Power
Company. The attorneys for the
Power Company characterize the mu-
nicipal street railway as a "political
football," and express doubt over pay-
ments of interest and principal on the
$15,000,000 purchase price being made.
Corporation Counsel Walter F. Meier,
representing the city, asked that the
suit be dismissed on the ground that
the city is determined to meet its
obligations in good faith. The next
installment of $1,500,000 is due Feb. 1,
1922. Judge Cushman took the matter
under advisement, allowing ten days
for the company to file a brief, and a
similar period for the city to answer.
A decree is not expected until late in
December.
James H. Powell, appearing as at-
torney for the company, summed up
his argument as follows:
The public has an interest in seeing that
this case is settled and the plaintiff does
not want the bonds being made the foot-
ball of politics any longer. Such will be
the case until the matter is put to rest.
While we believe that the Corporation
Counsel is sincere in assuring us of the
city's good faith, what la to hinder the
Citv Council from repealing its ordinances
and again resurrecting the controversy?
. New Equipment Is Needed
for Interurban Service
An interesting development of in-
terurban railways as a result of motor
bus competition, the ever-increasing
number of patrons who ride their own
automobiles and the increasing density
of suburban population, is seen in
Toledo in the application of J. Frank
Johnson and Harry Dunn, receivers for
the Toledo & Western Railroad, to the
federal court here for permission to
buy three new light passenger cars for
use on the Toledo-Sylvania section of
the interurban line.
When the road was built more than
twenty years ago 30-ton cars were
purchased and thirteen of these are
still in service. The master mechanic
has estimated that it will cost more
than $10,000 to keep these operating
for another year.
J. F. Johnson, who is in charge of
operation, wants to purchase three
light cars for a trial. He estimates the
cost at about $32,000. He wants
double-enders with lower steps and
doors operated like city cars. He esti-
mates that these cars would save
$2,268 a year in power alone. The
statement of condition indicates that
the road is making most of its money
by distribution of electric power to gen-
eral consumers of electricity for com-
mercial and private use rather than
through the conduct of its passenger
carrying business.
Through the adoption of lighter
equipment Mr. Johnson hopes to be
able to compete more effectively
against motor buses and increase pas-
senger revenue on that portion of the
line.
Jitney and Franchise Matters
Drag in Richmond
Events in Richmond, Va., make it
appear unlikely that any action will
be taken at this time by the City Coun-
cil in regard to the jitney problem.
The jitneys go through a large fan-
shaped section of the west end where
the householders have for years op-
posed the construction of an electric
railway and the jitneys in reaching
the business center come down Broad
Street, paralleling the railway line of
the Virginia Railway & Power Com-
pany from Belvidere to Ninth Street,
a distance of nearly a mile. Several
ordinances have been introduced in the
City Council proposing some other
route, including removal to Grace
Street, the next thoroughfare to Broad.
but no action has been taken. One of
these is expected to come up in substi-
tute form at the meeting of the Coun-
cil on Dec. 15.
To meet jitney competition the Vir-
ginia Railway & Power Company has
asked permission to operate a trackless
trollev line over substantially the route
the jitneys are now serving, but the
ordinance has been referred to the
street committee to be considered along
with the new franchise for the com-
pany.
That committee has just now, after
months of delay, secured an appro-
priation by the City Council of $10,000
with which to employ attorneys, engi-
neers and accountants to advise as to
valuations, etc., as a preliminary to the
new franchise.
A valuation for the company of all
its own property was made some time
ago by Stone & Webster.
1006
Electric Railway Journal
Vol. 58, No. 23
Bondholders to Advance
$1,000,000
New Orleans Company Will Purchase
Additional Unit to Relieve
Shortage
The junior security bondholders of
the New Orleans Railway & Light Com-
pany, despite the pending litigation in
the city and state courts, will advance
the receiver of the company $1,000,000,
according to the statement of G. M.
Dahl, vice-president of the Chase Na-
tional Bank, on the eve of his departure
from New Orleans for New York. The
money is intended for the purchase and
installation of a new 20,000 kw. unit
and appurtenances.
It was the intention of the security
holders, upon the settlement of the com-
pany's troubles, to provide the neces-
sary funds with which to purchase the
equipment needed to relieve the present
shortage of power and furnish an ade-
quate reserve. The output of elec-
tricity, however, has nearly reached
capacity with no reserve in sight, mak-
ing the danger of a breakdown greater
if a further connected load were taken
on. With the prospect of a new unit
Mr. Dahl states the receiver feels he
can take the chance of increasing the
load, though it is realized this relief
is only partial and temporary.
The money is to be obtained from
the junior security holder upon re-
ceiver's certificates, formal announce-
ment of the issue of which is to be
made by the receiver soon.
As the next step in the New Orleans
situation the injunction secured by the
state of Louisiana in the Civil District
Court before Judge King will come up
on its merits in view of the recall order
of the State Supreme Court. The pre-
liminary hearing was fixed to be held
in Judge Porter Parker's division, to
determine whether to dismiss the pre-
liminary injunction and the state's ap-
plication, or to make the injunction
permanent.
The resolution introduced by Repre-
sentative Arras in the Legislature call-
ing for an investigation of the affairs of
the New Orleans Railway & Light
Company failed of passage and action
upon it has been indefinitely postponed.
sales of electricity and gas for commercial
and domestic purposes, the additional reve-
nue from which offset that lost by the de-
cline in sales of industrial power.
KarninRS of some of the railways have
not been satisfactory. The Saginaw-Bay
City Railway property has not been in
operation since Aus. 10. This because of
the Commonwealth Company's determina-
tion that the railways operated by It must
at least be self-supporting. There are
signs of a more favorable sentiment on the
part of local authorities and the public
generally toward street railways. This is
perhaps due to the experience of those
cities where street railways were forced to
suspend operations and to the consequent
realization that If these utilities are ex-
pected to serve, they must be allowed to
earn enouKh to pay their way. We are
hopeful that the Saginaw-Bay City situa-
tion will be worked out to the satisfaction
of all concerned, and 1 believe it will be.
It is unthinkable that growing and pros-
perous communities like Saginaw and Bay
City should be without street railway
service.
Favorable progress is being made by cer-
tain of Commonwealth's subsidiaries in the
sale of their preferred stock to customers.
More shares were sold during the month
of October than in any previous month of
1921.
The 1921 construction program is about
finished. These expenditures have added
to the operating efficiency of the properties
and benefited the service rendered to the
public.
Commonwealth Property Makes
Splendid Showing
The statement of earnings of the
Commonwealth Power, Railway &
Light Company, Grand Rapids, Mich.,
and its subsidiary companies for twelve
months ended Oct. 31 shows a net in-
come available for dividends, replace-
ments and depreciation of $2,750,838
and a balance of $1,673,658. The
balance in 1920 amounted to $832,271.
In regard to the foregoing, B. C.
Cobb, vice-president and operating
executive, said:
This excellent showing is remarkable be-
cause it was made during a period when
the volume of business done by the light,
power and railway departments was less
than that of the preceding twelve months.
It is due largely to the success of the man-
agement in obtaining a stronger grip upon
the operating expenses of most of the sub-
sidiary companies and to increases in the
Chicago "L" Earnings
Unsatisfactory
For the first eight months of 1921
the Chicago Elevated Railways realized
a gross revenue of $11,660,809 and net
earnings of $1,611,068. This is at the
rate of only 2.8 per cent on the valua-
tion of $86,250,000 allowed by the Illi-
nois Public Utilities Commission last
year, whereas the commission held that
the companies were entitled to earn a
rate of 7 A per cent on this value. After
deducting interest charges from the net
earnings for the eight month period,
there remained a deficit of $47,002. In
spite of this showing, the companies
have been cited to appear before the
Illinois Commerce Commission to show
cause why the present rates of fare
should not be reduced, and the case
comes up for hearing during November.
West Penn Purchases Kingwood
Company
The West Penn Railways has pur-
chased the West Virginia & Maryland
Power Company of Kingwood, W. Va.
This company was recently organized
to supply electric service from Grafton,
W. Va., eastward through Taylor and
Preston counties of the state, and Gar-
rett county, Md., and into the coal field
along the upper Potomac. The sale
included the plant at Grafton. To ex-
tend the service of the generating
plants at Springdale and Connellsville,
Pa., of the West Penn company, and
the one at Windsor, W. Va., a power
transmission line has been started
which will run south through the Cheat
River basin to Tunnelton, Rowlesburg
and Newburg on the main line of the
Baltimore & Ohio Railroad. A direct
power transmission line is to be built
from Grafton to Riversville on the
Monongahela River, just below Fair-
mont. The power plant of the Monon-
gahela Power & Railroad Company
is located there.
New Valuations of Toronto
Railway Submitted
Cooley and Drum Figure the System
in 82 and 74 Per Cent
Condition
Dean Cooley of Michigan University,
giving evidence before the Toronto
Railway arbitration board during the
week ended Nov. 26, estimated the
value of the system at $22,154,952, com-
pared with the estimate of W. G.
Hagenah some weeks ago at $20,032,-
837. He also gave a reproduction cost
of $26,998,250 based on average prices
of 1918, 1919 and 1920. Mr. Hagenah's
estimate of reproduction was $26,-
110,044.
A. L. Drum, consulting engineer,
Chicago, valued the system, on the
basis of prevailing prices during the
years 1918, 1919 and 1920, at $20,602,-
766. He figured that the system, when
turned over to the city in September
last, was in 74.75 per cent condition,
compared with Mr. Hagenah's 72 per
cent and Dean Cooley's 82 per cent.
A second similar appraisal was submit-
ted by Mr. Drum, on the basis of unit
prices prevailing Sept. 1, 1921. This
appraisal figure was $20,029,290.
The board ruled that it would be
improper and useless to allow inspec-
tion of the books and records of the
Toronto Railway for the purpose of
ascertaining original costs save when
such purchases have been of so recent
a date as to bring the cost to bear
on the present value. For these pur-
poses books and records of the com-
pany since Jan. 1, 1913, are to be pro-
duced for inspection. Counsel for the
company took exception to this ruling,
and, after hearing argument, the board
agreed to grant a stated case to be
submitted to the Appellate Court in
accordance with a memorandum pre-
pared by the company's counsel, N. W.
Rowell, covering the following points:
Is the evidence of the cost of the prop-
erties turned over to the city corporation
relevant to the issue?
Should inspection of the books of the
company be granted?
Should the city be entitled to inspection
of the records with regard to maintenance
repairs?
So far the arbitrators have not in-
dicated when they will bring in their
finding on the basis of "actual cost plus
appreciation, minus depreciation," as
advocated by counsel for the city, or
on the basis of "reproduction cost"
which is the stand taken by counsel
for the company. The chairman of the
board asked counsel for both sides to
waive objection to the evidence being
given, but counsel would not agree to
this suggestion. The board then of-
ficially changed the date upon which
they would bring in their finding until
March 1 next.
W. Va. Property Has Surplus
The statement of earnings of Appa-
lachian Power Company, Princeton, W.
Va., for the twelve months ended Oct.
31, 1921, shows a surplus of $77,007,
against $22,638 in 1920. It was stated
that this improvement was due to
operating economies and substantial
increases in rates. Recent financing
has assisted the company in reducing-
its debt by $544,600. The company has
already started on enlarging its power
capacity. This activity is referred to
elsewhere in this issue.
December 3, 1921
Electric Railway Journal
1007
Tax Bill Signed
President Harding on Nov. 23 signed
the bill revising the tax and revenue
laws. The measure is entitled "An
act to reduce and equalize taxation, to
provide revenue, and for other pur-
poses," but is generally referred to as
the Tax Revision Lawr of 1921.
While the tax bill is admitted by Its
authors to be an imperfect measure, it
does provide for a substantial reduc-
tion in the tax burden and greatly sim-
plifies the administration of the law.
The bill in its final form will require
the payment of some $725,000,000 dur-
ing the first fiscal year that it is in
full operation, less than would have
been raised had the law it supersedes
remained in effect. The reduction will
be greater when collections from the
excess profits tax cease altogether.
The repeal of the transportation and
so-called nuisance taxes means a re-
duction of $326,630,266 during the fis-
cal year beginning July 1, 1921. That
feature of the bill alone is held by
many to justify its enactment. It was
stated officially at the White House
and by the chairman of the finance
committee that the bill is intended as
a temporary measure only. The great
disappointment to business is that the
recommendations of the Secretary of
the Treasury were not carried into ef-
fect in the matter of transferring
some of the higher brackets of the in-
come tax to the estate tax title.
In its final form the bill is expected
to yield $3,216,100,000 in the fiscal
year beginning July 1, 1922, and
$2,611,100,000 in the fiscal year begin-
ning July 1, 1923. For the fiscal year
of 1922, the bill is expected to raise
some $16,000,000 in excess of the Gov-
ernment's requirements.
The Senate accepted the House rate
of 12i per cent applicable to the cor-
poration income tax. This reduction
of 2i per cent from the rate proposed
by the Senate will reduce by $110,000,-
000 the annual tax burden on business.
The lower rate is particularly advan-
tageous to public utility companies
and other corporations now earning
small returns on their invested capital.
Valuation Refuted
,rFl P- Burpee, manager of the Ottawa
(Ont.) Electric Railway, answered the
Fairlie valuation of $4,119,992 of the
property of the company with the fol-
lowing statement:
Mr. Pairlie's report can only be consid-
nft=™^^ -i,'^ opinion of the value of the
2,^T,^*?'*°*'''f ..^''■"'ly property, based
on what he and his staff could observe on
the street without access to the premises
?,^i!,"J^"'?,'''tt °* *<* company. His report
values all the assets without the water
power at $4 580,446. The condition per-
centage of the rolling stock in his report
is much too low. This, together with the
many items that must have been assessed
a valuation made from the sidewalk,
would bring his total approximately to that
tSio^^rf* h^ P.r- H«'"'5' """^ his staff in
■J5- PK- Herdt's figures were 15,211,000,
without the water power.
Michigan Property Unable
to Meet Expenses
Residents of Marquette, Mich., may
lose the railway service furnished by
ttie Marquette City & Presque Isle
Railway. Because of lack of patronage
with a corresponding decrease in
revenues the possibility of suspending
service becomes more probable each
month.
The railway, since doing business
under a court receivership, has cut
down its overhead expense and has
spent no money on improvements.
According to a local paper, the daily
minimum expense in operation of this
system is $73, with revenue falling to
$60.
San Francisco Purchase Near
San Francisco, Cal., may hold a
special election sometime in March to
decide upon the proposed purchase of
the Market Street Railway properties.
The Public Utilities Committee of the
Board of Supervisors has recommended
such action. A committee was ap-
pointed to negotiate with officials of
the company.
The purchase of the properties, if
made, will be on the pay-as-you-go
policy, according to an amendment to
the city charter, approved by the voters
at the election on Nov. 2, 1920. The
amendment is an enabling act, giving
the city the power to purchase public
utilities when necessary, and when the
purchase is confirmed by the electorate,
and paying for the utility out of its
own revenue.
The plan of the city, should the pur-
chase be confirmed by the voters, is to
establish branch lines throughout the
city where needed, and make a uni-
versal 5-cent fare with transfers, from
one end of San Francisco to the other.
Segregation of Properties Is a
Problem in Reorganization
Two important issues with respect to
Key System reorganization are brought
to a head in letters of the advisory com-
mittees representing Oakland Traction
Company and Oakland Traction Con-
solidated security holders and Key
Route second mortgage bondholders to
individuals of the groups they repre-
sent. The questions are:
Shall the note holders of Oakland Ter-
minal (Tidelands) Company and the Oak-
land Railways foreclose on their holdings,
thereby cutting the tidelands and the com-
pany from the reorganization pianr
Shall the reorganization plan be revised
to separate into two companies the Ke.v
traction system proper and the Oakland and
BJastbay street railways?
Regarding the first it is the opinion
of the advisory committees represent-
ing the Oakland Traction Company and
the Oakland Traction Consolidated se-
curity holders, and also the Key Route
second mortgage bondholders, that it
would be to the interest of these se-
curity holders to have the Oakland
Railways and the Oakland Terminal
(tidelands) notes foreclose.
The committee's letters ask whether
or not it is wished to request the organ-
ization committee to retain or elimi-
nate the two issues. Proposal by the
reorganization committee to pay the in-
terest on the Oakland Railway notes for
fifteen years at 6 per cent and on the
Oakland Terminal (tidelands) notes of
seven years at 6 per cent means fixed
charges of $215,000 a year and is one
of the reasons for the conclusion recom-
mending foreclosure.
The decision of the advisory commit-
tees is the first to bring into the open
intimations of legal action in connection
with reorganization. Respecting the
proposal to segregate the traction and
the street railway properties the San
Francisco News says that holders of
some securities of the traction lines are
understood to be of the opinion that the
step would divorce these forthcoming
issues from the problems of competi-
tion and franchise* which may confront
the street railway lines and conse-
quently tend to stabilize the traction
securities.
An extension of time has been
granted for the making of deposits
under the reorganization agreement.
Exchange Completes Purchase
The Interstate Public Service Com-
pany now completely owns the Hydro-
Electric Light & Power Company at
Connersville, Ind. The Interstate com-
pany received authority from the Public
Service Commission to exchange its 7
per cent prior lien stock at equal value
for $325,000 of the first preferred cumu-
lative 6 per cent stock and $54,800
second preferred cumulative 7 per cent
stock of the Hydro-Electric Light i&
Power Company. This gave the Inter-
state company entire ownership. A
few days before the Interstate company
received authority from the commission
to take over $335,000 of common stock
of the Hydro-Electric company owned
by E. D. Johnston with $210,000 of its
7 per cent prior lien stock.
Zurich Reports Gain in Earnings,
but Loss in Traffic
The report of the Zurich Municipal
Street Railway for the calendar year of
1920 shows a falling off of traffic and
reduction in car kilometers run, but
owing to the higher fares charged, the
receipts increased about 16 per cent.
The accompanying table shows the
main operations of the system.
The falling off in traffic was attrib-
uted in part to the increase in fares,
but the management points out that
there had been a decrease in traffic
before the schedule of increased fares
went into effect. The present scale,
given in American money, appears in
the next paragraph, the exchange being
assumed for convenience as one franc
equaling 20 cents; the market rate on
Nov. 30, was 19 cents. The unit fare
was given up after about a year's trial
and the zone system was in use during
the greater part of the twelve months
covered by this rejiort.
The fare for a ride in one zone was
4 cents, in two zones 6 cents and in
three or more zones 8 cents. For $1
a passenger could purchase a package
of eighteen tickets good for a continu-
ous trip between any two points on the
line. For the same amount he could
purchase twenty-eight single zone
tickets, or thirty-three workmen's
tickets good between any two points on
the line, but valid for transportation
only before 7:45 a.m. All of these
tickets are transferable. In addition,
yearly passes were sold for $61, six-
month passes for $31 and monthly
passes, for the first month $6.40 and for
each succeeding month $5.40.
STATISTICS OF ZURICH MUNICIPAL TRAMWAYS FOR I9I9 AND 1920
Car kilometers
PasscnRf^rs carried (totals
Passengers carried per car kilometer
Receipts from passengers (total)
Receipts from passehgers per person
Receipts from passengers per car kilometer. .
1919
1920
13,248,782
11,772,189
57,658,905
47,562.187
4.31
4.84
Ft.
10,246,629
Fr.
11,806,147
b'T.
0.1796
FV.
0.24l'2
Ft.
77.34
Ft.
100.29
1008
Electric Railway Journal
Vol. 58, No. 23
Wants to Abandon Local Lines
Because of its inability to meet ex-
penses on its local lines the Trinidad
Electric Transmission, Railway & Gas
Company, Trinidad, Col., has filed an
application with the State Public Utili-
ties Commission for permission to
abandon a part of its local service lines.
The plan offered by the company
provides for service to the business
district and the new paved district of
the northside by the interurban cars.
This partial abandonment plan was
submitted to the City Council recently
with the request that no protest be
made, but no action was taken by the
Council.
Shore Line Property
on Paying Basis
R. W. Perkins, receiver of the Shore
Line Electric Railway, Norwich, Conn.,
in a report to the Superior Court cov-
ering the nine months from Jan. 1 to
Sept. 30, shows a net profit of $679.
The receiver also reports that under
the general order to dismantle and sell
the lines west of Flanders Comer, this
"work is proceeding and the rails are
being taken up and delivered on cars
about as fast as taken from the road-
bed. There will be about 450 tons of
the 70-lb. rails and from 1,200 to 1,300
tons of the 80 lb. rails. The rails are
paid for as removed.
the holders of the 7-cent fare receipts
should be ordered the deficit of the com-
pany for 1921 will be increased to
about $850,000.
What a Valuation Is Not
William G. Woolfolk, a well known
Chicago consulting engineer and rate
expert, says:
The lawyer ha.s injected himself into the
apparently simple matter of utility rate
adjustment and brought complexity in his
trail. He tries to play all over the piano.
Originally he made our mortgages and
other corporate papers so complicated that
not even he could understand them and
now he does the same thing with our
rate cases. The economist revels in volu-
minous tables and obscure terminology in
his long dissertation and monograph upon
"value" before the flood, while the engineer
and accountant are so immersed in the
difficulties of their occupations and their
conversation is so cluttered with mysterious
technical expressions, nobody understands
what in the world they are tall<ing about.
But for confounding the confusion the rate
expert is the genius.
Mr. Woolfolk tells the story of Prof.
Edward W. Bemis, for many years
utiliy rate expert for the city, who was
once requested during a rate case to
explain his "fair value," and testified:
"There is no precise definition, I think,
or any agreed on statement to repre-
sent it, but there is a very clear con-
ception of what it is not." — Barron's.
Revenue of Ohio Property
Improves
Employment increase at Toledo has
probably helped in bettering the
revenue of the Community Traction
Company, Toledo, Ohio, for the month
of November.
Figures for the first twenty-two days
of the month indicated that November
would run considerably ahead of Octo-
ber and furnish nearly $26,000 for the
stabilizing fund and the usual payment
of $17,708.33 for the sinking fund or
municipal ownership fund. The gross
receipts for the first twenty-two days
of November as reported to Commis-
sioner Wilfred E. Cann were $199,613,
or an increase of $6,417 compared with
the same days of October.
On Jan. 1, 1922 the city ovraership
in the lines will amount to $232,000.
Interest on this amount of bonds pur-
chased by the sinking fund commission-
ers will amount to $13,300 a year
thereafter.
The Street Railway Commissioner
has been officially notified that the
$1,900,000 mortgage on the underlying
property of the railway has been can-
celled by the Doherty interests through
their recent financing of the Toledo
Edison Company.
A Deficit of $408,428 in
Louisville
For the first nine months of the
present year the Louisville (Ky.) Rail-
■way has incurred a deficit of $408,428
against a deficit of $105,856 for the
•same period of 1920. The gross in-
come for this period from January-
September amounted $577,290 and with
deductions, interest on indebtedness
etc., amounting to $479,906 there re-
mained a net income available for divi-
dends of $97,384. The total dividend
requirements of the company for this
period stand at $505,812.
If the company receives an unfavor-
able decision from the courts in its
fight for the 7-cent fare the liability
up to Dec. 31, 1921, based on ticket
sales from March 24 to Oct. 24 is esti-
mated at $335,000. If this refund to
Railway Investigation Completed
Investigation of the property and
earnings of Birmingham Railway,
Light & Power Company, Birmingham.
Ala., by experts of the Electric Bond
& Share Company has just been com-
pleted and the last of the experts has
returned to New York to prepare a
report on the property. According to
information in Birmingham this report
will form the basis of reported nego-
tiations of the Electric Bond & Share
Company for the purchase of the hold-
ings of the American Cities Company,
which now controls the stock of the
Birmingham Railway, Light & Power
Company, and the companies operating
railway and electric lighting plants in
Memphis, Little Rock, Knoxville, and
Houston.
Texas Property Exceeds
Authorized Return
The Dallas (Tex.) Railway during
October exceeded its authorized return
of 7 per cent, as provided in the
franchise granted by the city in 1917
to the Strickland-Hobson interests, ac-
cording to a report covering the oper-
ation of its lines for this month just
filed with J. W. Everman, the Super-
visor of Public Utilities. The report
shows gross earnings for the month
of $301,594 and total operating ex-
penses of $213,768, leaving a total of
$87,826 for authorized return and re-
serves.
On the present valuation of the prop-
erty, the authorized return of 7 per
cent amounts to $54,964 a month, and
after this amount was deducted from
the amount of earnings, a balance of
$32,861 was left. This was passed
to the reserve fund to be used in dis-
charging the accumulated deficit in
the authorized return, which amounts
to nearly $1,000,000.
Baltimore Property Will Pay. — It has
been officially announced that coupons
No. 45 on the income bonds of the
United Railways & Electric Company,
Baltimore, Md., will be paid on and
after Dec. 1 upon proper presentation
at the office of Alexander Brown &
Sons, Baltimore.
Bus Line Wants to Issue Stock. — The
Mark Smith Bus Line which offers a
passenger service between Aurora and
Elgin, 111., has filed an application with
the State Commerce Commission for
permission to sell sHock. This bus
project is being fought by the Aurora,
Elgin & Chicago Railroad.
Realizes a Net of $535,537.— In its
seven months of operation from April,
1921, the Market Street Railway, San
Francisco, Cal., shows a total operat-
ing revenue of $5,502,455. Operating
expenses totaled $4,173,574 and net
revenue $1,328,881. The gross income
of $998,104 is reduced to a net of $535,-
537 after subtracting bond interest and
other deductions.
Revenues Fail to Cover Expenses. —
The report of the city comptroller of
Tacoma, Wash., on the operation of the
Tacoma Municipal Street Railway dur-
ing September, showed that the operat-
ing receipts failed to cover operating
expenses by $1,411 and that the total
deficit, including interest and other
charges, was $4,675. Revenues were
.$6,976 and expenses $8,399.
Interborough Again Reports Deficit.
— For the month of September, 1921,
the Interborough Rapid Transit Com-
pany, New York, N. Y., shows a cor-
porate deficit of $398,204 which makes
the cumulative deficit for the quarter
ended Sept. 30, 1921, $1,742,960 against
a deficit a year ago of $1,712,135. The
total income for the three months
period amounted to $3,675,270 against
$3,465,497 for the same period a year
ago.
Sapulpa Railway to Sell Assets. —
The Sapulpa (Okla.) Electric Railway
has received permission from the Cor-
poration Commission to sell its entire
assets to the Oklahoma Union Railway.
The operation of the road, which ex-
tends between Sapulpa and Kiefer, a
distance of 8.78 miles, has not been
profitable and the company is in debt.
This purchase will extend the lines of
the Oklahoma Union Railway, which
operates an interurban line between
Sapulpa and Tulsa.
Appointment of Receiver Asked —
Appointment of a receiver for the
Western Ohio Railway, operating an in-
terurban line between Findlay and
Troy, has been asked in. Common Pleas
Court at lyima. Ohio. The suit in fore-
closure was filed by the Union Trust
Company, Cleveland, on account of
the inability of the traction company
to meet interest or principal payments
on its $2,500-000 first mortgage bonds
now due. The line operates through
Hancock, Allen, Mercer, Auglaize,
Shelby and Miami Counties. It is not
believed the suit will interfere with
its operation.
mm
December 3, 1921
Electric Railway Journal
1009
Five-Cent Fare Order Restrained
Ruling of Illinois Commission Against Chicago Surface Lines Protested on
the Ground that the Decision Is Confiscatory
The Chicago Surface Lines almost had a 5-cent fare on Nov. 25. As indi-
cated briefly in the Electric Railway Journal for Nov. 26 an order of the
Illinois Commerce Commission fixing this rate was announced on Thanks-
giving eve, allowing twenty-eight hours to prepare for the change from an
8-cent fare. The courts were closed, no federal judge was in the city and it
was not until the following noon that a temporary restraining order was issued
by Judge George A. Carpenter of the United States District Court. No trouble
was caused by passengers on Nov. 25, and before noon of that day another
order had been secured from Federal Judge Francis E. Baker requiring the
companies to give a receipt for the 3 cents difference until further notice.
FURTHER developments are ex-
pected on Dec. 2 when Federal
Judges Carpenter, Baker and Geiger
will hear from both sides on the peti-
tion for a temporary injunction. The
surface companies meanwhile are issu-
ing ordinary transfers as rebate slips.
The order from the state commission
was not unexpected, and it followed
within two days after the United States
Supreme Court had taken a stand which
meant that the contract provisions of
the 1907 ordinances were not binding
on the companies as to fares or service.
Commission Suggests Beeler Plan
OF Re-Routing
To make a 5-cent fare financially
possible the commission suggested
adoption of the John A. Beeler plan
for re-routing of cars in the downtown
district; other re-routing and "turn
backs" outside of this territory; cut-
ting the accident expense of the com-
panies in half; reduction of the permis-
sible rate of return from 7J to 6 per
cent; trimming of the salaries of of-
ficials of the companies; discontinuance
of payments into the renewal fund as
required by ordinance, and opening of
negotiations with the city to obtain
relief from the expense of street sweep-
ing, sprinkling and paving.
The commission refrained from men-
tioning a reduction in wages although
this was admittedly one of the high
items in the cost of operation. The
only reference on this point was a state-
ment that "it would seem the com-
panies should take cognizance of the
trend of the times in the control of the
operation costs particularly in the large
salaries paid to their executive staff."
The opinion declared the service ren-
dered by the surface lines to be "grossly
inadequate, inefficient, and inconvenient
and in many cases dangerous," and,
therefore, in the opinion of the commis-
sion, not worth more than 5 cents. The
commission concluded that if the com-
panies would "exercise reasonable dili-
gence, prudence, efficiency and econ-
omy" a 5-cent fare would "enable them
to meet their legitimate and proper
operating expenses and earn a fair re-
turn upon the fair value of their prop-
erty employed in the public service."
Although no evidence was introduced
in the case showing comparative cost
of damages in various cities, the com-
mission expressed the opinion that this
expense should be cut in half, the com-
panies having paid out for accidents
$1,844,634 during the year ended July
31, 1921. Touching on the question of
rate of return, the commission found
that the allowance of 7 J per cent by
their predecessors was "unreasonably
and unjustly high," especially as the
companies had actually paid an aver-
age rate of 5.014 per cent in securing
its capital. The rate was therefore
fixed at 6 per cent.
An interesting question is raised by
the disallowance of money for renewals
because the ordinances under which the
companies are operating require them
to set aside 8 per cent of gross receipts
for this purpose, and the bonds of some
of the companies are issued under
mortgages containing such provisions.
Besides the amounts actually expended
from this fund in the past fourteen
years, there has been accumulated $11,-
672,599 which cannot be used except for
renewal purposes. The commission
says this fund can be drawn on to take
care of renewals from time to time and
that there shall be no further accumu-
lations until further order of the com-
mission. It is expected the companies
would have difficulty in securing the
approval of the Board of Supervising
Engineers to withdraw money from
this fund for current renewals, and it
is likely that bondholders would
threaten foreclosure.
The statement is made in the order
that under modern methods the pur-
pose of the City Council in requiring
street sweeping and sprinkling has
ceased to exist. As to paving of streets
it says that "under the decisions of the
courts in relation to municipally-owned
companies and the reasoning therein
evolved, it would seem that the pave-
ment of streets was a matter of local
taxation rather than a burden to be
placed upon the patrons of public util-
ities." It was, therefore, suggested
that these matters should become the
subject of negotiations between the city
and the companies.
By agreement with the city the ques-
tion of valuation was not gone into in
this proceeding, but the commission in-
timated that it might later on make a
re-valuation and possibly discard al-
lowances for franchise value and "going
value" which were included by the
previous commission.
In its petition for a restraining order
the Chicago Surface Lines sets forth
that the hearing before the commission
was not for rate-making purposes but
on the assumption that the 5-cent fare
provisions of the 1907 ordinances were
in full effect and binding on the com-
panies. The basis for this claim was
removed by rulings of the state and
federal Supreme courts. It was also
pointed out that the city based its de-
mand for a reduction in rate of fare
on the allegation that conditions which
justified the 8-cent fare had changed,
although no evidence in support of this
was introduced.
It was shown that under present
traffic conditions in Chicago a 5-cent
fare would produce only $38,000,000
annually, whereas the operating ex-
penses alone would amount to $44,000,-
000. The authority of the courts was
invoked to prevent confiscation of the
properties. Upon issuing a temporary
restraining order Judge Carpenter re-
quired a $50,000 bond.
Before the city's legal representa-
tives could make a move the following
day, an attorney, Jacob L. Tenney,
went before Federal Judge Baker as
a fare-payer and demanded the issuance
of rebate slips by the companies. At-
torneys for the companies explained
that such slips could not be distributed
for several days. It was finally agreed
that transfer slips be accepted as re-
ceipts immediately.
United Traction Asks
Eight-Cent Fare
Objections to the United Traction
Company, Albany, N. Y., charging an
8-cent fare in Rensselaer, Watervliet,
Waterford, Cohoes, Green Island and
Troy, making a uniform 8-cent fare on
all of the company's lines were made
on Nov. 28 on the company's applica-
tion recently filed before the Public
Service Commission.
In general the objections centered
upon an implied question of the con-
stitutionality of the new public service
commissions law, that asking for in-
creases in fare had become a habit with
the United Traction Company and that
the company had failed to live up to its
franchise and service agreements.
In the application the company sets
forth that it will be "unable to con-
tinue the operation of its system and
pay its operating expenses and taxes,"
unless granted relief through the estab-
lishment of a uniform rate of fare.
Albany patrons have been paying
8 cents since late in January, when
the Public Service Commission ordered
an 8-cent fare in the city, a graduated
rate of fare in Rensselaer and a 6-cent
fare in Troy.
The proposed uniform rate would
result as follows:
Albany — 8-cent fare ; unchanged.
Troy — Increase from 6 to 8 cents.
Albany to Troy — Increase from 14 to 16
cents.
Rensselaer — Increase within the city
from 5 to 8 cents : increase from points
within the city to the Plaza, Albany, from
6 to 8 cents ; Increase from points within
the city to lines in Albany, from 7 to 8
cents. . . „
Watervliet — Increase from 6 to 8 cents.
Cohoes — Increase from 6 to 8 cents.
The proposed increased rates of fare
also contemplate the sale by the appli-
cant for use in said zones of tickets
or tokens of 8 cents transportation
value, at the rate of four for 30 cents.
The applicant also asks for the
establishment of a through fare of 16
cents applying between the Plaza,
Albany and the terminal of its through
zones in the city of Cohoes, with the
privilege to passengers of using said
tickets or tokens and the provision of
proper transfer regulations.
1010
Electric Railway Journal
Vot. 58, No. 23
Hearings Resumed in
Los Angeles
Railway Estimates Increased Fare
Would Increase Revenue by
$1,380,000
Resumed hearings before the Cali-
fornia Railroad Commission on the in-
terurban service and the proposed
increase in rates on lines of the Pacific
Electric Railway, Los Angeles, Cal.,
took place on Nov. 14, 15 and 16. At
the CiOse of the hearing on Nov. 16
all the evidence and reports bearing on
the Pacific Electric lines within Los
Angeles were in the hands of the com-
mission, but the status of the local
lines in smaller cities will be deter-
mined according to the order of the
commission by conferences between the
cities, engineers of the commission and
officials of the railway.
These meetings will determine the
question of jitney service being elimi-
nated in these cities and the question
of abandonment by the company of
certain non-paying lines in the small
towns outside of Los Angeles. Reports
as to the results of these meetings will
be filed before the commission. The
matter of the 20 per cent increase in
passenger rates first came before the
commission at a hearing at Los
Angeles on Oct. 11, 12 and 13 and was
reviewed in the Electric Railway
Journal, issue of Oct. 22, page 756.
After the three-day hearing the mat-
ter was then put over until Nov. 14
to give protestantS of the increase in
rates sufficient time to prepare their
briefs and studies of the report of the
affairs of the company as filed by
Chief Engineer. Richard Sachse of the
commission.
The commission granted an emer-
gency increase in rates to the company
in July, 1920, to tide the company over
the abnormal period of high prices of
material and labor. The company now
finds this increase insufficient and re-
quests 20 per cent increase, which it is
claimed is required to give an 8 per
cent return on its valuation as fixed
by the commission.
The company filed an estimate of ad-
ditional revenue to be derived from the
requested fare increase. This state-
ment in part is as follows:
Estimated net increase in passenger
revenue $510,000. on local street car fares
from the company's Los Angeles operated
lines bv establishing: two 6-cent zones in
Los Angeles, the rate to be 6 cents in each
zone.
Also, the estimate would realize a iiet
Increase of $50,000 by discontinuing trans-
fers in Pasadena except that two forms of
sixty-ride commutation tickets be provided
for the Los Angeles-Pasadena interurhan
lines, one good to Colorado Street and
Fair Oaks Avenue only and the other to
include transfers to and from local lines.
Under past arrangement, the company be
allowed transfer privileges between its
local lines and interurban lines in Pasa-
dena regardless of distance of travel within
the city of Pasadena.
The total net increase would be $1,380,-
000, and in a majority of these estimated
increases allowance is made for deflection
in travel due to increase proposed.
The Motor Transit Company, the
largest motor bus operating concern in
the state, then entered the hearing and
filed a brief, stating that while it of-
fered considerable competition with the
Pacific Electric, it did not see why it
should be dragged into the hearing.
Its statement pointed out that the low-
est commutation fare was lie. a mile,
while the lowest offered by the Pacific
Electric is 0.9 of a cent. On one-way
fares the motor bus line offers a fare
of 2hc. a mile, while the fare of the
Pacific Electric is 3Ac.
The motor carriers objected virtually
to all points in Engineer Sachse's re-
port bearing on their service, especially
regarding Mr. Sachse's idea of a
fair rate of taxation. It has been
pointed out that some of the motor
bus lines are taking away from
$200 to $300 worth of business a day
from the railway. The motor com-
panies wanted Mr. Sachse to define the
idea outlined in his report of what he
termed unfair competition, and he
finally put it fairly clearly that he
would not recommend shutting down
long distance bus service, but jitney
competition in small towns was unfair
tj the railway line.
One of the main contestants in the
hearing was the city of Los Angeles
opposing the proposed zone system and
increase of fares on local city lines
operated by the Pacific Electric. The
city's brief especially covered the Holly-
\i.ood district service and demanded
faster service to this locality, stipulat-
ing that the number of cars operated
be greatly augmented; that 2 and 3
car trains b^ run at frequent intervals,
instead of the present single cars oper-
ated; that new cars be modern, for
multiple operation and latest safety
devices; that quick-loading platforms
be provided at terminals; that a tun-
nel be constructed westerly out of the
company's present Hill Street terminal
in the city, the tunnel requiring a capi-
tal expenditure of $2,300,000, and that
the district served by this improvement
should bear its proportionate share of
the cost of the tunnel, which will offer
more rapid service and a short cut to
the Hollywood territory.
It is recommended by the Board of
Public Utilities that a policy be es-
tablished by the State Railroad Com-
mission looking to the establishment of
motor bus or trackless trolley "feeders"
with transfer privileges for such sec-
tions of Los Angeles as can support
such service, where, from financial con-
siderations, car line extensions are not
possible. This recommendation will
also be made by the board in connec-
tion with the rehearing of the Los
Angeles Railway Corporation's appli-
cation for an increase in fares, which
hearing is fixed for Jan. 17, 1922.
City Withdraws Objection
to Fare Increase
The City of Raleigh, N. C, has with-
drawn its objections to the petition of
the Carolina Power & Light Company
for increased fares. By a unanimous
vote the Board of City Commissions
decided this issue on Nov. 23, "to the
end that the matter may be decided
on its merits by the Corporation Com-
mission uninfluenced by the views of
the members of this board."
The petition of the company for an
8-cent fare has been before the Cor-
poration Commission for more than a
year. The city successfully opposed
the increase last December. In June
of this year the company renewed its
request, but some weeks ago the com-
mission indefinitely postponed the is-
suance of an order. Recently the
company requested the city to with-
draw its objections.
The company in its petition has pro-
vided for tickets at the rate of 7i cents.
This fare controversy in Raleigh has
been referred to previously in the
Electric Railway Journal.
Wants Court to Pass Lawfulness
of State Department
The action of the State Department
of lubiic Works at Olympia in re-
quiring the Sound Transit Company,
operating stages between Seattle and
Roosevelt Heights, to abide by the city
ordinances after the buses pass inside
the corporate limits, was attacked at
Olympia recently by the company in
the Superior Court of Thurston County.
Morris B. Sachs, associated with W.
B. Crawford as counsel for the com-
pany, obtained an order from Superior
Judge John M. Wilson, citing Director
E. V. Kuykendall and other members
of the State Department of Public
Works to certify fully its records and
files m the case of the Sound Transit
Company's application for a review by
the court on Dec. 6, or show cause why
it declines to do so.
In its application for the writ of
review, the company asks the court to
pass upon reasonableness and lawful-
ness of the department's limitation
which puts the jitney operation under
the city ordinances inside the corpo-
rate limits. This action will carry the
jitney legislation from the office of the
city legal department to the office of
the state attorney general, who will
be required to represent the State De-
partment of Public Works.
The disputed clause in the Sound
Transit Company's certificate of public
necessity and convenience was that
upon which Superior Judge A. W.
Frater of King County recently denied
the jitney interests a temporary in-
junction brought to restrain the city
from arresting Seattle jitney drivers of
the company who operate without
permits from the City Council.
This certificate recited that it "is
subject to the ordinances of the said
city now in effect, or which may here-
after become effective, governing the
operation of motor vehicles on the
streets of said city."
The Thurston County court action,
according to city officials, will decide
whether the State Department of
Public Works has the right under the
law of 1921 affecting motor transporta-
tion companies to grant permits to
jitney lines in conflict with the laws
of municipalities. Officials of the city
also state that the pending litigation
will have no effect on the status of the
Cowen Park jitney buses.
Houston to Try 5-Cent Fare
Twenty tickets will be sold for $1
in Houston, Tex., by the Houston Elec-
tric Company, after Jan. 1, and children
between the ages of five and twelve
years will be carried for 3 cents. These
prices will prevail for a test neriod of
four months, to be changed thereafter
if the company proves it operated at
a loss. Municipal authorities forced
this settlement of the traction difficul-
ties there. Where tickets are not pur-
chased the fare will be 6 cents.
Asks Elimination of Fare Zone
Elimination of one of th" four fares
now charged on cars operating between
Wilmington, Del., and Chester, Pa., on
the Wilmington & Philadelphia Trac-
tion Company, is asked in a petition
to the company which was sisrned by
700 residents along the route. The fare
now collected at the state line is the
one the passengers wish dropped.
December 3, 1921
Electric Railway Journal
1011
No More Reduced Fares Likely
in Connecticut
Municipalities desiring to have the
6-cent fare tried in their respective
communities will get no relief from
the Connecticut Public Utilities before
next January, if at that time, it is
reported.
The Commission has let it be known
that it was most essential that the
present tests or experiments now be-
ing carried out in Bridgeport and
Norwalk be allowed to proceed with-
out risking new complications. This
decision will curtail the cities of Hart-
ford and New Haven in any plans they
have at present seeking a fare reduc-
tion. Petitions had already been drawn
up and were to be presented to the
Public Utilities Commission for an as-
signment for a hearing.
The Commission in its recent Bridge-
port decision declared emphatically for
the district system, indicating that it
was for the best interests of the re-
spective population centers to have the
Connecticut Company lines handled by
districts as far as fares and accounting
were concerned and the Commission
has gone on record in favor of the
district system which would provide a
reasonable fare for the short haul
rider. Furthermore, the Commission
has declared that each district would
be decided on its merits.
Following the Commission's decision
ordering a 5-cent fare trial period in
Bridgeport, Waterbury, New Haven
and Hartford officials let it be known
that they would petition for a trial
of the 5-cent fare. New Haven's Cor-
poration Counsel, however, decided to
ascertain the Commission's attitude as
to the desirability of instituting a test
of the 5-cent fare in that city and
wrote the Commission. In reply the
Commission, through Secretary H. S.
Billings, sent the following to Corpora-
tion Counsel Bennett:
"While very sympathetic to the present
desire and needs of the public of New Ha-
ven and other localities with regard to
lower trolley fares, this Commission is of
the opinion at the present time that in view
of the limited revenues now being received
by the street railway company it would be
unwise to inaugurate reduced fares in New
Haven or elsewhere pending the outcome of
the Bridgeport and Norwalk experiments.
While probably not controlling, the results
of those tests would naturally have a ma-
terial bearing on any decision of this com-
mission with reference to reductions in
other territories."
The Common Council of the City of
Hartford at a meeting on Nov. 28 voted
to present such a petition to the Com-
mission. No date has yet been set for
a hearing.
The Norwalk test period went into
effect November 6 and the Bridgeport
trial became effective Nov. 20. Each
test is to last 90 days.
Settlement Near in San Antonio
An amicable fare reduction from 8
cents to 6 cents in San Antonia, Tex.,
seems indicated in the action of W. B.
Tuttle, vice-president and general man-
ager of the Public Service Company,
who has presented the matter to the
board of directors in New York. The
ordinance establishing 6-cent fares,
which was to have been introduced for
consideration of the commission, has
been withheld, pending the judgment
of the board.
Negotiations have been carried on for
some time past for a 6-cent fare. On
this point the city was insistent. It
refused recently to accept a 7-cent cash
fare with a three-for-20-cent ticket sys-
tem, and has stood ready to enforce
the 6-cent fare by municipal ordinance.
A considerable reduction in gas and
electric rates has already been agreed
upon by city officials and the heads of
the company.
The first concerted action was taken
on Nov. 7, when a petition asking for
a reduction was presented to the City
Commission. Since then the Public
Service Company, in an endeavor to in-
form the public of its stand and to
settle the question of reduction peace-
ably, has issued a formal statement in
which it emphasizes the 7 per cent
agreement with the city. This, it points
out, was for one year only, and was
lived up to by the company, in spite of
the ccmnany's protest at the time that
7 per cent was not a fair rate of return.
Authorization for Thirty
Buses Given
On recommendation- of Carl H.
Reeves, Superintendent of Utilities, the
Seattle City Council has issued a
oermit for thirty jitney buses to oper-
ate on the Tenth Avenue Northeast
and Cowen Park routes as feeders to
the Eastlake Avenue car lines. In
granting the permit, the Council acted
under the terms of a recent ordinance
which authorizes jitney service by
permit from the Council to feeder lines
doing business on a fifty-fifty basis
with the city railway system. The fare
on both routes will be 10 cents, of
which half goes to the bus operator,
and half to the railway fund, exchange
of transfer to be made only at East
Fortieth Street and Tenth Avenue
Northeast.
In the meantime. Mayor Hugh M.
Caldwell has authorized full service on
these routes by jitney operators whose
applications for permits have not as
yet been acted upon by the City Coun-
cil. He reiterated his belief that the
people of North Cowen Park should
not be deprived of the transportation
they have had for years until the city
gives them an adequate substitute
therefor.
Safety Car Ordinance Contested
In reply to the city ordinance against
the use of one-man cars in Syracuse,
N. Y., the New York State Railways
has petitioned the Public Service Com-
mission for authority to continue their
operation. The city must now prove,
at a hearing which will probably soon
be ordered, that one-man cars are un-
safe and uncomfortable.
In the ordinance which prohibited
their use the danger and discomfort
of passengers were emphasized, and
the city will maintain that the cars
used in Syracuse are incapable of being
safely operated by one man, though
one-man cars elsewhere are in safe use.
The Syracuse cars are of the double-
control type, and the city contends that
two men are required to watch the
traffic and to care for passengers and
the controller. The company may claim
that the city ordinance is a breach of
faith, inasmuch as the city agreed to
one-man car operation when the fare
was placed at the present level. To
operate at the present level, the com-
pany said it would have to practise
certain economies, and cutting the op-
erators by the use of these cars was
such an economy.
IT ...rTr..,rm -rTrrmilMIMMIIIIIIIIimilB
Transportation
News Notes
TmIkimiijimii-'iJU.iiL niiiTtiinillLinfl
jimijiiiumimiimiijimii-'iJU.iiL t
Ordinance Repeal Before Voters. —
Sacramento, Cal., will vote on the ques-
tion of repealing the ordinance forbid-
ding the operation of one-man cars, on
Dec. 21.
Bus License Is $200 Yearly.— Bus
operators in Ironwood, Mich., will con-
tinue to pay $100 every six months as
a license fee. An ordinance reducing
the fee to $100 a year failed of passage
by the City Council recently.
Akron Bus Service Postponed. — The
Northern Ohio Traction & Light Com-
pany, Akron, Ohio, will not begin op-
eration of buses until after the first
of the year. The buses will run from
the end of car lines on a transfer
system.
New Bus Extensions Planned. — Fur-
ther extension of motorbus lines into
the lower counties of New Jersey is
now being planned by companies that
already have lines running to the prin-
cipal towns in Gloucester and Camden
counties. One of the proposed new
routes will be between Camden and
Bridgeton.
Wants to Extend Suspension Order.
^The San Francisco-Oakland Terminal
Railways, Oakland, Cal., has applied
for a ten-year extension of the order
suspending operation and maintenance
of certain track at El Cerrito. The
track extends for 3 of a mile. Permis-
sion to suspend operation for five years
was granted by the Commission in 1916.
Needs Ten-Cent Fare.— The Missoula
(Mont.) Street Railway recently filed a
petition with the State Railroad Com-
mission asking for a 10-cent fare with
tickets at 6i cents. The present cash
fare is 8 cents. The city of Helena,
Mont., recently went to a 10-cent fare
and authorization was given a few
months ago for a 10-cent fare in Butte.
Bus Line Authorized.— The Califor-
nia Railroad Commission recently
granted permission to J. B. Stimson to
operate an automobile passenger serv-
ice between Maywood and Huntington
Park. The Pacific Electric Railway,
Los Angeles, Cal., opposed the permit.
The applicants succeeded in satisfymg
the commission that by making connec-
tion with the Los Angeles Railway the
joint fare would be 11 cents, with trans-
fer pri\'ileges to any part of the city,
while the Pacific Electric Railway fare
from Maywood without transfer is 13
cents.
Municipalities May Run Buses. —
West Orange and South Orange may
co-operate to provide bus service
through the two cities if the request
to the Public Service Railway for more
cars on the Montrose trolley line is
unsuccessful. The matter will then be
taken up with the Utilities Board. The
company, in answer to a previous peti-
tion for more cars on the line, said that
traffic was not heavy enough to demand
more trips. The two municipalities
will also petition that one-man cars
built for that purpose be placed in
operation instead of the converted two-
man car now in use.
1012
Electric Railway Journal
Vol. 58, No. 23
M. S. Raush, Claim Agent
in Milwaukee, Retires
M. S. Raush, for 'the past twenty-
three years claim agent for the Mil-
waukee Electric Railway & Light Com-
pany, Milwaukee, Wis., has announced
his retirement from the service of the
company. Mr. Raush came to the
company in 1898, when the claim de-
partment was a one-man affair. Now
it is a matter of some twenty men in
Milwaukee with a branch office in
Racine. During this period traffic on
the streets of Milwaukee and the
suburban communities served by the
company has increased manyfold, in-
creasing the risks of street travel and
liability of accident in proportion. In
1898 the automobile was scarcely
known, whereas now it is the greatest
factor in street traffic and street ac-
cidents.
The company has announced the ap-
pointment of C. L. Young as successor
to Mr. Raush. Mr. Young was for
twenty years associated with the
Chicago & Northwestern Line, a steam
road. He brings to his new position
a wide experience in claim adjustment
work and is well known among claim
adjusters throughout the West.
Newspaper Man Heads Iowa
Committee on Utility
Publicity
Joe Carmichael, veteran Davenport,
Iowa, newspaper man, city editor of the
Daily Times for the past eighteen
years and for the last eight months
advertising manager of that publica-
tion, has been selected to head the Iowa
Committee on Public Utility Informa-
tion, with headquarters at Des Moines.
This newly organized bureau will co-
operate with the Iowa Section of the
American Electric Railway Associa-
tion, Ihe American Gas Association and
the American Electric Light Assoca-
tion. It will collect authoritative data
on the industry and will disseminate it
impartially. By this means, it is be-
lieved, the public will secure an ade-
quate idea of the fundamentals and
economics of the utility industry. It
will give both the public and the utility
industry unbiased information in re-
gard to the great industry.
Camden Editor Once a
Conductor
Once a conductor — now an editor.
This is the change in the life of Frank
Sheridan, now the editor of the Camden
(N. J.) Daily Courier, a large and suc-
cessful paper. According to Mr.
Sheridan, conductor-ing is the best pos-
sible training for the editorial chair.
Mr. Sheridan maintains that the
situations he had to handle while a
conductor in Camden on the Public
Service Railway fitted him to handle
the unexpected happenings of a news-
paper office. Meeting the public daily,
he came to know it in its every mood,
and caring for hundreds of men and
women in good humor or in bad gave
Mr. Sheridan a rigorous training in
divining what the public wants. Speed
for the grouchy, friendliness for the
affable, silence for the austere, and
service for all were offered by the con-
ductor. These things he has translated
into newspaper terms, with the result
that he appeals successfully to an in-
creasing number of subscribers, gives
the public the service it demands and
keeps the paper moving forward.
The uncanny ability to judge with
almost certain precision what each sub-
scriber wants is not, as the public
seems to believe, a heaven-bestowed
gift, according to Mr. Sheridan, but is
the result of the very prosaic and con-
stant work of seeing that the passenger
paid a fare and was satisfied with his
ride.
M. W. Birkenbach, auditor of the
Jackson (Miss.) Public Service Com-
pany, has recently accepted the ap-
pointment as head of the accounting
section of the Mississippi Division of
the National Electric Light Associa-
tion. Mr. Birkenbach is known as one
of the best accountants in that state
and the honor is well placed.
Harry C. Abell, formerly vice-presi-
dent and engineer of the American
Light & Traction Coqipany, New York,
and a member of the banking firm of
Emerson McMillin & Company, New
York, has been elected a vice-president
of the Electric Bond & Share Company.
Mr. Abell is at present treasurer of the
National Electric Light Association, in
the activities of which he has taken an
active interest for a number of years.
Preston W. Arkwright, president of
the Georgia Railway & Power Com-
pany, Atlanta, Ga., urged merchants
to create a favorable public attitude
toward public utilities, in a speech
made recently in Atlanta. Public in-
fluence on the Railroad Commission
would result in a more lenient attitude
toward the utility companies, which
could then more readily expand to
meet the needs of developing indus-
tries, according to Mr. Arkwright. The
result would be great municipal growth.
Mr. Arkwright urged merchants to
attend hearings of the commission as
representatives of the people.
R. D. Jarvis has succeeded Harold
Bailey-Stokes as chief accountant to
Commissioner Wilfred E. Cann at To-
ledo, Ohio. Mr. Jarvis has been an ac-
countant in Toledo for some time. Mr.
Bailey-Stokes, who received his ap-
pointment to the Community Traction
Company in February of this year, at
the time it took over the operation of
the Toledo Railways & Light Com-
pany, is an engineer and an expert
street railway accountant. Although
not a native Englishman, Mr. Bailey-
Stokes has returned to England, the
country where he was educated and
where he lived for a number of years.
He is a veteran of the Boer war and
enlisted in the British army at the be-
ginning of the late war, in which he
was wounded.
Frank J. Lonergan for fifteen years
chief trial lawyer of the Portland Rail-
way, Light & Power Company in
damage actions, and Lou Wagner,
twelve years associated with the street
railway as special agent and attorney,
have broken their connections with the
company and engaged in private law
practice in Portland. Mr. Lonergan,
who has gained an enviable reputation
as a trial lawyer, is a graduate of
Notre Dame. He practiced law in
Oregon City with Franklin T. Griffith,
president of the Portland Railway,
Light & Power Company, and since
coming to Portland has been associated
with the firm of Griffith, Leiter &
Allen. Mr. Lonergan was the author
of the paper "Genteel Faker" which
was abstracted on page 874 of the
Electric Railway Journal for Nov. 12.
Harry Reid, president of the Inter-
state Public Service Company, Indian-
apolis, Ind., is one of the incorporators
of the Indiana Hydro-Electric Power
Company by means of which it is
planned to establish five electric power
plants along the Tippecanoe River in
northern Indiana. The plans which
were filed with the Uublic Service Com-
mission ask authority to issue $1,250,-
000 in gold bonds and to issue $1,125,-
000 of common stock. The first power
plant and dam of the company is to be
erected at Norway, White County.
When completed the plant will be oper-
ated by the Interstate Public Service
Company, one of the largest operating
companies of railway and electric prop-
erties in Indiana. Mr. Reid will be
vice-president and general manager of
the new company. The other two in-
corporators are Ira E. Guthrie and John
A. Shafer.
Charles E. Lenhart, fifty-three years
old, superintendent of the London, On-
tario & Port Stanley Electric Railway,
Ont., is dead in London. He formerly
was a trolley conductor in Reading,
Pa., and study in night schools brought
him rapid promotions on railways in
England and Canada. At one time he
was master mechanic at Allentown for
the Lehigh Valley Transit Company.
Frank C. Peck, aged forty-three, who
has for fifteen years been connected
with the Philadelphia sales department
of the Electric Service Supplies Com-
pany, died on Nov. 12. Mr. Peck was
well known among electric railway men
and others connected with the industry
in the Eastern section and was greatly
admired by all of his customers and
business associates. In his earlier days
he was a partner in the firm of Peck
& Stiles, contractors in Scranton, Pa.,
and later was connected with the Dela-
ware & Hudson Railroad, which posi-
tion he left to become connected with
the Electric Service Supplies Company.
James M. Dickie, thirty-five years
old, auditor of the American Public
Service Companies at Abilene, Tex.,
which included the street railway lines
of that city, died at Dallas last week.
Mr. Dickie was born in Aberdeen,
Scotland, and was educated at the
Aberdeen University. He was a pub-
lic accountant of Scotland and served
various British syndicates in Africa,
India, Egypt and other British posses-
sions. At the time of his death he
was chairman of the accounting sec-
tion of Southwestern division of the
National Electric Light Association
and was also treasurer for some time
of the Southwestern Electrical & Gas
Association.
December 3, 1921
Electric Railway Journal
1013
Manufactures and the Markets
DISeUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES BUSINESS ANNOUNCEMENTS
Electric Railway Equipment
in India
Business Still Largely Controlled by
British — American Equipment Is
Considered Most Satisfactory
Some comments on market conditions
for electric railway equipment in India
are given in Commerce Reports for
Nov. 21. Statistics given indicate that
there are several important elecrtric
systems in India and Ceylon. These
are owned in the majority of cases by
private companies and operated in
connection with the electric lighting
systems. In most instances they were
promoted and backed in their earlier
days by British manufacturers of elec-
tric railway equipment, and as a re-
sult the British have naturally retained
culties in the larger cities are bring-
ing about the gradual elimination of
the latter type of construction.
The Brush Company and Dick-Kerr
of England, British manufacturers
most active in promoting and backing
the installation of electric systems in
India, have naturally taken the bulk of
business in past years. As the hold-
ings of these manufacturers decreased
and buying became less restricted
American companies began to take
many of the car equipment orders and
are now regularly receiving a consider-
able portion of this class of business.
The International General Electric
Company has sales organizations in
both Calcutta and Bombay. An inter-
esting commentary on the perform-
ance of American equipment is shown
by the opinions of the men about the
tion, and hardware, seat fittings and
electric accessories are from England
in most instances. Owing to the exi-
gencies of the war period many of these
parts were made up in the tramway
shops, the native mechanics being now
accustomed to turn their hand to mak-
ing a great variety of appliances. Trol-
ley poles and stands are secured from
England, but trolley wheels are now
made in the local shops.
Overhead Construction
Heavy sectional tubular-steel poles
are used practically everywhere in In-
dia for trolley supports. These are
usually of British manufacture, Amer-
ican poles being little used in this field.
The trolley wire is usually round, hard-
drawn copper, phosphor bronze being
used to a small extent. With the ex-
ception of small amounts imported
from the United State's during the war
period, this copper has invariably come
from England.
There does not seem to be much im-
mediate chance for American manu-
facturers of overhead construction ma-
terials in the Indian field, as the op-
erators in most instances show a strong
preference for British goods wherever
SOME STATISTICS OF ELECTRIC RAILWAYS OPERATING IN INDIA AND CEYLON
City
Bombay
Calcutta
Colombo
Delhi
Madras .'
Mandalay
Rangoon
Population Operating Company
979,000 Bombay Electric Supply A. Tramways Company.
Length
Miles,
d = double
8 =» single
21, 3 s.
42. 6d.
• Track -
1,222,000 Calcutta Tramways Company 35 d.
211,000 Colombo Electric Tramways & Light Company... 8 d.
233,000 Delhi Electric Tramways & Light Company 9. •46 s.
518,600 Madras Electric Tramway, Ltd lOs.
5d.
138,000 Burmah Electric Tramway & Light Company. .. . 7 d.
293,300 Rangoon Hectrio Tramway & Supply Company, Ltd. 10.63 d.
3.30 8
Gage
4 ft. 8i in.
4 ft. Si in.
3 ft. 6 in.
3 ft. 3i in.
3 ft. 3! in.
3 ft. 6 in.
4 ft. a in.
— ^ Line
Voltage
S.T.
D.T.
T
M
550
500
550
500
500
500
550
Rolling Stock
= Single truck
= double truck
= trailers
= motor cars
50 S.T.M.
100 D.T.M.
71 T.
267 M.
245 T.
44 M.
24 M.
33 S.T.M.
48 D.T.M.
16 T.
24 M.
58 S.T.M.
19 D.T.M.
much of the business from these sys-
tems even to the present day. The fact
that many of the operating men in
India are former employees of British
manufacturers tends strongly to hold
the business in England.
The accompanying table gives some
statistics concerning the electric rail-
ways of India and Ceylon. The cities
of Calcutta, Bombay and Rangoon have
standard-gage tracks, but other cities
have narrow gage. The trolley volt-
age is 500 volts generally, with three
systems operating at 550 volts. The
cars are largely open, single-truck, two-
motor types, though double-truck cars
are common on the larger systems and
are generally replacing the smaller cars
throughout the country as these are
worn out. No double-deck cars are
used in India. Control is partly single
end and partly double end, with elec-
tric brakes in addition to band-brake
control in most cases. The use of trail-
ers is common, even during the non-
rush hours.
According to the usual British prac-
tice, car wheels are in nearly every case
equipped with tires, the few solid
wheels having been brought in during
the war when it was not possible to
get the other type. The overhead
system is mainly cross-span construc-
tion with steel poles and round trolley
wire. Some figure-eight section trolley
is used and there is a fair amount of
center-pole construction in some of the
cities, although increasing traffic diffi-
carhouses of the various tramways.
They stated that American motors are
operating more satisfactorily under
the high-temperature conditions of In-
dia than those of British make. The
ventilation of the former is superior,
and they are in general more rugged,
which results in lower maintenance
costs. The satisfactory performance
of these railway motors under such op-
erating conditions will no doubt
strengthen their position in India, and
it may be expected that an increasing
amount of business will be done in this
class of apparatus.
The native motormen who are em-
ployed in India are not very careful or
efficient in handling their cars. Many
do not understand much about the op-
eration of a car beyond the ordinary
routine of working the controller
handle and brake.
With the decrease in the financial
interests of British manufacturers in
Indian electric railway systems has
come also the greater use of American-
made trucks. These have generally
been able to compete both in price and
quality with trucks of any other na-
tionality, and there is no reason why
they should not continuue to partici-
pate in such business as is open with-
out restrictions.
Car bodies were originally shipped
out from England to the Indian market,
but for some years it has been the
practice to have these built locally.
Teak is used mainly for their construc-
possible and much of the buying is done
in London by requisition on the head-
quarters of the company.
In the construction of trolley lines
special protection must be given wher-
ever telephone and telegraph leads run
above or across these lines. This is
done by using poles about 3 ft. longer
than otherwise, dropping the trolley
span wire down that distance from the
top of the pole and stringing another
span wire across from the two pole
tops, from which two guard wires are
suspended over each trolley wire, these
being 16-in. centers at a distance of
24 in. from the trolley wire and, of
course, grounded.
Electrical Sheet Prices Firm
in Unsteady Steel Market
Pipe and tubular goods seem to be
the most favored of iron and steel prod-
ucts at the present time, and they are
barely holding their own. Steel sheets
are sagging consistently, though it was
only a little over a month ago that a
number of independent sheet makers
notified their customers of a five-doUar-
Eer-ton increase in sheet prices which
rought quotations to 3.25 cents on
black, 2.75 cents on blue annealed and
4.25 cents on galvanized on Oct. 15.
These quotations endured for some
time, but in the last two weeks weak-
ness has developed, and sheets may now
be obtained from several sources for
1014
Electeic Railway Journal
Vol. 58, No. 23
2.75, 2.25 and 3.75 cents for black, blue
annealed and galvanized respectively.
Production of sheets is still fairly
high, some mills running as high as
80 to 85 per cent of capacity, though
the general average for steel products
is only around 50 per cent. The out-
put of electrical sheet still remains low,
however, and producers have their
stocks well ahead of demand. Buying
is considerably better than a month
ago. Then even inquiries were some-
what scarce. Transformer manufactur-
ers are coming into the market more
boldly, and one producer is said to have
obtained several good orders for elec-
trical sheet from this source. Motor
manufacturers apparently are out of
the electrical sheet market, though it
is felt that the movement of popular-
size motors will encourage them to
come into the market for raw materials
soon. The prices of electrical sheet
have not been affected either by the
recent increases in ordinary sheets.
Rolling Stock
Swiss Railway Electrification
Pushes Hydro-Electric
Development
The development of water power, in
spite of the present high cost of instal-
lation, according to a commercial and
industrial handbook on Switzerland
issued by the Bureau of Foreign and
Domestic Commerce, Department of
Commerce, is being pushed as never
before in Switzerland. The most im-
portant part of this work is being
carried on by the government in con-
nection with the electrification of the
federal railways, and a number of im-
portant installations are now under
construction or contract. The first
important stage of the general electri-
fication program was nearing comple-
tion at the end of 1920. For furnishing
the electrical energy two large instal-
lations are being made. The first is
the Ritom works on the south side of
the Gotthard tunnel in the Canton Tes-
sin, which utilizes the water of the
Ritom Lake.
The program of electrification on
which the government is now launched
foresees the electrification of prac-
tically the entire federal system of
some 1,750 miles within a period of
twenty years, and the total cost of the
work is estimated at more than a bil-
lion francs. The average amount of
power required for the entire system
is estimated at 200,000 hp., with a
maximum of 600,000 hp. Considerable
progress has been made on the electri-
fication of the so-called secondary lines,
which are for the most part privately
owned, but further development is be-
ing impeded by the lack of financial
resources, which the federal railways
are better able to command.
One of the articles which the railway
authorities have had the greatest diffi-
culty in obtaining in satisfactory qual-
ity and quantity for electrification pur-
poses is heavy porcelain insulators for
high-tension use. Insulators of the
kind specified by the railway engineers
are not obtainable in Switzerland.
Switches for outdoor use in high-ten-
sion transmission lines along the right-
of-way are also in demand, as difficulty
has been experienced in obtaining
proper apparatus of this kind from the
domestic market. Inquiries for infor-
mation in connection with this work
should be made to the management at
Berne (Direction des Chemins de Fer
Federaux).
Hydro-Electric Power Commission, On-
tario, Canada, has ordered twenty-five
safety cars, eighteen of which are for the
Hydro-Electric Railways, Essex division,
and seven for the Guelpli Radial Railway.
A motor of higher rating than the stand-
ard safety-car motor will be used to meet
more severe operating conditions than pre-
vail elsewhere.
Toledo & Western Railroad, Toledo,
Ohio, will buy three light passenger cars
if the federal court grants the necessary
permission to J, Frank Johnson and Harry
Dunn, receivers for the property. These
cars are intended to be used on the Toledo-
Sylvania section of the interurban line.
The cars will be double-enders with low
steps and doors operated like those of cars
in urban service.
'■"■■""" '■■' "■" niiiiiiiiFniriiiiir iim imiiimiFL ii
Track and Roadway
Indiana Service Corporation, Fort Wayne,
Ind., has just placed in operation Its new
line on Third Street. It will be operated
in connection with the Pontiac Street line.
Pine Bluff (Ark.) Company will start at
once rebuilding its East Second Avenue
car line. This work will cost approxi-
mately $10,000. New ties and new 70 or
80 Ih. rails will be laid from State Street
to the terminus at the Cotton Belt shop, a
distance of 1 mile.
InterborooKh Bapid Transit Company,
New York, N. Y., will complete its Queens
subway extension in about four years.
The Transit Commission recently an-
nounced the awarding of the contract for
$3,867,138 to the Powers-Kennedy Com-
pany, the successful bidder.
Dallas (Tex.) Railway will not extend its
line just now out Haskell Avenue to serve
the new North Dallas High School. This
extension was recently requested by the
Board of Education. Mr. Meriwether said
that all extensions and improvements have
been suspended pending settlement of the
St. Paul Street cut-off question. He said
further that the extension would add ma-
terially to the cost of operation.
Buffalo, N. Y. Reports are in circulation
in traction circles that an attempt is being
made in Buffalo to organize a company to
provide traction facilities between Buffalo
and Wellsville via the abandoned route of
the Buffalo & Susquehanna Railway. The
line was abandoned during the war and the
tracks and equipment were sold to the
French government. The right-of-way is
owned by Charles A. Finnegan of Buffalo.
The proposed line would reach a large sec-
tion between Buffalo and Wellsville not now
served by any railroad.
Olympia Light & Power Company, Ob-m-
pia. Wash., within the next two months
will replace the present fishplates on 3
miles of open track with continuous rail
Joints made by the Rail Joint Company,
Xew York, N. Y. The cost of this Im-
provement will be approximately $2,000.
The six-hole 25-ln. plates, which were espe-
cially made to the template of the rails in
place, have already been received. With
the replacement of the old plates the exist-
ing low joints will be raised and the
track put in first-class condition.
Terrell, Tex. — Citizens of Terrell recently
celebrated the breaking of dirt on that
end of the line in the construction of the
Dallas-Terrell Interurban line which is be-
ing built by the Strickland interests of
Dallas. This is one of the interurban
lines of 30 miles or more in length which
the Strickland Interests were committed to
build under the terms of the franchise
covering the operation of the street car
lines in Dallas granted to Messrs. Strick-
hind and Hobson in 1917. J. B. Moreland
of Terrell has been granted the contract
for grading the line from Terrell to
Lawrence and is going forward with the
work as fast as possible. He reports that
the hardness of the ground tends to delay
work, as not sufficient rain to soften the
frround has fallen since June. The entire
line Is expected to be completed and in
operation by the end of 1922.
Northwestern Elevated Railroad, ChlcaKO,
plans to improve the northwest corner of
Wilson Avenue and Broadway, Chicago,
partly underneath the structure, with a fine
new station for the joint use of the elevated
line and the Chicago. North Shore & Mil-
waukee Railroad. The property Is now
occupied by a stucco frame building
arranged for the use of a number of small
shops. Thi.s will be replaced with a per-
manent structure extending the entire block
along Broadway and providing a new
entrance at the north end of the block to
the elevated platform known as Wilson
Avenue station. The cost of the Improve-
ment will be roughly $100,000. The Wilson
Avenue district is the largest outlying busi-
ness center in Chicago.
' [Illlllliriimil ' miimilllllll nimmi imrrj rrm
Power Houses, Shops
and Buildings
Appalacliian Power Company, Princeton,
W. Va.. has started the construction of an
addition tn its steam plant at Glen Lyn,
Va. The work will be completed about
June 1, 1922, and will increase the kw. ca-
pacity to 38,750, the present capacity being
25,000 kw.
Southern Power Company, Charlotte,
N. C, has announced plans for two new
hydro-electric plants. This xindertaking
will cost more than $10,000,000. The
plants will have a maximum capacity of
80,000 hp. and 60,000 hp. respectively.
llimilllllllll!ii"'iiiiJiiii]irTmm
Trade Notes
National Street Car Corporation, Ltd.,
Toronto, Can., in its report for the eighteen
months ended June 30, 1921, shows a gross
manufacturing profit of $602,927 and net
profits of $422,674. The company was or-
ganized in 1919.
Square D Company, Detroit, Mich, manu-
facturers of inclosed safety switches, has
opened a district sales office at St. Louis
in the International Life Building. J. D.
Utley is the office manager and W. S. Her-
mann is the district sales manager.
P. O. McConnell, formerly a department
manager of the Belden Manufacturing Com-
pany, resigned on Oct. 31, 1921, to enter
the manufacturing field for himself. He
will specialize in the manufacture of auto-
mobile timer sets, attachments and special
cords and connectors at 426 South Clinton
Street, Chicago, doing business as the
McConnell Cable & Specialties Company.
Rail Welding & Bonding Company is
now located in its new factory and office
building at 1615-20 Collaraer Road, East
Cleveland. Ohio. The building is a mod-
ern one-story structure which provides
abundant natural light in all parts. In
addition to the factory and oflaces. a metal-
lurgical laboratory occupies a section of
the building, which is well equipped for
development work. Every means have
been employed to make the new plant mod-
ern in every respect.
R. W. Levenhagen. vice-president of the
Glidden Company, Chicago, has recently
assumed direct charge of the sales policies
and sales activities of the organization
which now includes the two new products,
Ripolin and Anaconda white lead. Mr.
Levenhagen has for many years directed
sales work for the Sherwin-Williams Com-
pany, the Detroit White Lead Works and
the Martin Senour Company. He is well
qualified to take these new responsibilities
in addition to the duties he assumed when
he was appointed vice-president of the
company.
T. Charles Brown, formerly with the
Electric Service Supplies Company, New
York, and recently with the National Con-
duit & Cable Company, is now associated
with the American Jobbers' Supply Com-
pany, Woolworth Building, New York, and
will specialize on the product of the Por-
celain Insulator Corporation, Lima, N. T.
This company manufactures "Pinco" In-
sulators, a new development in the insula-
tor field by men who have been associated
in the manufacture of wet process porcelain
insulators for about twenty years. The
American Jobbers' Supply Company has
the sale of "Pinco" insulators in the East.
Mr. Brown is to be engaged in the sale of
material to which he had devoted prac-
tically all his time since 1910.
■MiinilFFIH F llllllllilllllllLllimillllliilimiill'IIJIIIL II
New AdvertisinK Literature
AlUs-Chalmers Manufacturing Company,
SDlwaukee, Wis., now has available for
distribution its new bulletin No. 1119 on
"Steam Turbine and Alternator Units."
This publication, however, covers only
high-pressure, single-cylinder units rang-
ing in size from 5.000 kw. to 15.000 kw..
operating at speeds of 1,500 or 1.800 r.p.m.
December 3, 1921
Electric Railway Journal
19
"i4 combination in restraint'*—
of accidents!
Features of the
PEACOCK
Improved Brake
The eccentric chain-winding drum provides just the
right relation between maximum speed of braking and
highest braking power.
The automatic stop positively prevents over-run of the
brake chain during release. It saves at least one full
turn of the hand wheel on the first motion of braking.
Accidents are Costly
Accidents cost more money
than brakes. This equipment
will enable your car opera-
tors to prevent many an acci-
dent when a slower-acting,
less-powerful hand brake
would fail to meet the
emergency.
It ia worth your while to consult u*
on all braking problemt.
NATIONAL BRAKE COMPANY
890 ElKcott Square
Buffalo, N. Y.
20
Electric Kail way Jouenal
December 3, 1921
r a m Jr^rvsirve ervs
ifor^, Macon & Pavie
115 BROADWAY, NEW YORK
Detailed Examinations by Experts
BBFOKT8 FOB FINANCINO COYSBINa
ValnsUon Tuniorar
Costs B€serT98 TTntcii
UTILITIES INDUSTRIALS SHIPPING
THE J. G. WHITE
ENGINEERING CORPORATION
Engineers — Constructors
Industrial Plants, Buildints, Steam Power PlanU, Watsr
Powsrs, Gas Plants, Stsam and Electric Railroads,
Transmission Systems
43 Exchange Place, New York
STONE & WEBSTER
IneoTporstfld
EXAMINATIONS REPORTS VALUATIONS
ON
INDUSTRIAL AND PUBLIC SERVICE PROPERTIES
NEW YORK
BOSTON
CHICAGO
John a. Beeler
OPERATING. TRAFFIC AND RATE INVESTIGATIONS
SCHEDULES— CONSTRUCTION— VALUATIONS
OPERATION— MANAGEMENT
52 VANDERBILT AVE.. NEW YORK
SANDERSON & PORTER
ENGINEERS
REPORTS, DESIGNS, CONSTRUCTION, MANAGEMENT
HYDRO-ELECTRIC DEVELOPMENTS
RAILWAY. LIGHT and POWER PROPERTIES
CHICAGO NEW YORK SAN FRANCISCO
A. L. DRUM & COMPANY
CONSULTING AND CONSTRUCTING ENGINEERS
VALUATIONS AND FINANCIAL REPORTS
CONSTRUCTION AND MANAGEMENT OF ELECTRIC
RAILWAYS
76 West Monroe SL CHICAGO, ILL.
Xhe Arnold Company
ENGINEERS— CONSTRUCTORS
ELECTRICAL— CI VI L—M ECHANICAL
105 South La Sails StrMt
CHICAGO
ENGELHARDT W. HOLST
Conmlting Engineer
Appraisals, Reports, Rates, Serrice InTestigation,
Studies on Financial and Physical RehabiBtatioB
Reorganization, Operation, Management
683 Atlantic Ave., Boston, Mass.
ALBERT S. RICHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER, MASSACHUSETTS
L.E. GOULD
Consultant ancL Specialist.
E^nergy Measurement
For Electric Railways
lnvest;igations -Tests -Recommendations
Old, Colony Bldg. Chicago
JAMES E. ALLISON & GO.
C!onsuIting Engineers
Specializing in Utility Rate Cases and
Reports to Bankers and Investors
1017 Olive St., St. Louis, Mo.
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Traffic and Reorganization
Investigations
Fort Wayne, Indiana
C. E. SMITH & CO.
Consulting Engineere
2065-75 Railway Exchange Bldg., SL Louis, Mo.
Chlcaco Kansas City
Inyestigations, Appraisals, Expert Testimony, Bridge
and Structural Work, Electrification, Grade Crossing
Elimination, Foundations, Power Plants
WALTER JACKSON
Consultant
FARES, BUSES, MOTOR TRUCKS
More revenue from more riders ,
143 Crary Ave., Mt. Vernon, N. Y.
HEMPHILL & WELLS
CONSULTING ENGINEERS
Gardner F. Wells John F. Layng Albert W. Hemphill
APPRAISALS
INVESTIGATIONS COVERING
Reorgiroization Management Operation Construction
43 Cedar Street. New York City
Parsons, Klapp, BrinckerhofiE & Douglas
M. BABCLAT PA
70EMB KLAPP
Engineers
H. M. BKLNCKERHOIT
W. J. DOUGLAS
WM. BABCLAT PAES0N9
EUOEMB KLAPP
-Constructors — Managers
Hydro-electric Railway Light and Industrial Plants
Appraisals and Reports
CLEVELAND NEW TOM
743 Hanna Bids. 84 Pine St.
December 3, 1921 Electric Railway Journal
«illliuiiilliiiiiriiiiiiiiiiiiililii iiiiJiii iiiiuuiiillimiiimimiiiiiiuilllliiiimiillililliiuuiiiiiiii itiiiiiiiiiiilllliiimiiiimmi uimiiimii im uiiiiiuiiuiiiiiiiuiiiiiiiiiuiiiiniiii
21
oQoc^^o^
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 over-
head 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 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 — practically indestructible.
May We Send Our Catalogt
The Macallen Company
Macallen and Foundry Sts., Boston
liiiiiiiiiHiiimiimiimiiiiiiiiiiiiiiiiiimiiiiiiniiimiiiiiiiniiiiiiiimiiniiimiiiiiiniiiniimiimiimiiniiiiiiiiniimiiiiimiiinimimiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiii
e
Byllesby
Engineering & Management
Corporation
208 S. La Salle Street, Caiicago
New York Tacoma
KELLY, COOKE & COMPANY
Engineers
149 BROADWAY
NEW YORK
424 CHESTNUT STREET
PHIIJU>EIJ>HIA
THE COAL & IRON NATIONAL BANK
of the City of New York
Capital $1,500,000
Surplus $1,000,000 Und. Profits $363,051
Resources $23,743,000
Offers to dealers every facility of a New York
Clearing House Bank.
ENGEL & HEVENOR
Incorporated
TRACK
Engineers— Constructors'^Maintenancm
A ppredsals — Valaation Rehabilitation
Steam and Electric Railroads
Estimates
220 BROADWAY, NEW YORK
DAY&ZIMMERMANRInc.
ENGINEER^
'Design , Co/tstru ction
1{epoHs, valuations, "Management
NEW YORK PHILADELPHIA Chicago
SANGSTER & MATTHEWS
Consulting Accountants
Yalnatton and Bate Spedallito
Depredation Consolidations Bate Schedules
Reports to Bankers
25 Broadway, NEW YORK
134 South LaSalle Street, CHICAGO
E.W. CLARK & CO. MANAGEMENT CORPORATION
Engineers
Unit Power Plants insure low power costs
Huntington Bank Bldg., Columbus, Ohio
22
Electric Railway Jouenal
December 3, 1921
SH@SS^[a@g^^S^^@^@@HHg^@H^HS@^^SHH^SS
Factors Which Govern the Proper
Selection of Rail Joints in Paved Streets
Eliminating rail joints by mcan^^ of Tliermit Welding — tapnii;^ i\\- liquid Thermit steel into
the mold
7 — First Costs and Maintenance Costs
Cost is the primary considera-
tion today in the selection of rail
joints as well as that of many
other types of equipment, but in
order to effect savings it is posi-
tively essential to consider cost in
its broad rather than narrow sense
by including the factor of main-
tenance costs.
Remember also that cost in-
cludes not only the cost of rail re-
newals but also the expense and
nuisance of tearing up and re-
placing pavement while making
repairs.
THE
THERMIT INSERT WELD
prevents cupping and ultimately results in the least costly of all methods.
^
^
Let us know the section number of the rail which you wish
to weld so that we can ship welding material suitable for the
purpose. On receipt of an order for material and apparatus
we will send an expert demonscrator to instruct your men
so that you can carry on this work yourselves.
Send (or our latest Rail Welding Pamphlet 3932.
Metal & Thermit Corporation
120 Broadway, New York
PITTSBURGH
CHICAGO
BOSTON
S. SAN FRANCISCO
TORONTO
December 3, 1921 Electric Railway JouENAL 23
Railway Engineers Who Have Studied
the Qualities of Lumber
are a unit in agreement on the fact that
CYPRESS
''The Wood Eternal"
TTnADE Mark Reg. U-S-Pat-O'""
(provided that you get Genuine "Tide-water" Cypress,
guaranteed by the Association's Trade-Mark)
is the best wood for all forms of use where high resist-
ance to decay is an essential.
This fact is pretty clearly indicated by the recom-
mendations of the Railway Signal Engineers Asso-
ciation for the use of cypress in
TRUNKING and CAPPING
It is equally valuable for right-of-way fencing, snow fences,
and all similar farms of use where the rnaterial is constantly
exposed to the action of the weather.
Make such forms of construction supremely durable by using
CYPRESS
"THE WOOD ETERNAL*
Full data regarding Cypress for all Railway ^
uses will be furnished on request.
Southern Cypress Manufacturers' Association
1265 Poydras Building 1265 Graham Building
New Orleans, La. Jacksonville, Fla.
24
Electric Kailway Journal
December 3, 1921
GARY— THE MODERN
Used Dayton Resilient Ties
Our photograph numbered one shows the construction at the
joints. Where a Da>ton Mechanical Joint Tie is used. The
two adjacent ties were spaced at 2 foot centers from the joint
tie and the remaining ties at 3 foot centers. No. 2 Pouring
the first layer of concrete. Under the rail 7 inches of Concrete
was used, between rails 3 inches.
No. 3 shoius Rails and ties assembled ready, for pouring foundation concrete.
No. 4 Concrete -was poured up even laitk the tops of the ties and allovned to set before the
paving layer teas poured.
No. S shotvs the track as you ivill see it in Gary today or in Gary 20 years from today.
December 3, 1921
Electric Railway Journal
25
CITY OF STEEL
in order to reduce the thickness of
the concrete required, lessen the
noise, avoid rigidity and save money
Ever been in Gary? Remarkable
city — less than 20 years old, with broad
paved streets, modern homes, store
buildings and street railways that any
city might well model after.
Gary, from its inception, believed
and adopted modern principles in con-
struction. Permanence has been their
first consideration, for in Gary they
have faith and confidence in the
future.
When it was necessary to relay the
car lines on Broadway, the main street
in Gary, they used Dayton Resilient
ties.
The use of these ties, with concrete
foundation, reduced the thickness of
the concrete required by such an
amount that the saving, taken in con-
junction with the greater spacing of
ties and the minimizing of labor in
assembling, made it possible to build
this permanent, resilient type of track
at less expense than the old type of con-
struction using wooden ties.
Furthermore these Dayton Mechan-
ical Ties provided a resiliency that
made easier riding track and lessened
the noise which was highly desirable
in gaining public favor.
It will pay you to follow the lead
which Gary has taken. Let us tell you
the experience of dozens of cities who
have used this type of construction.
THE DAYTON
MECHANICAL TIE CO.
706 Commercial BIdg.,
Dayton, Ohio
d^esiliont
26
Electric Railway journal
December 3, 1921
THE OHMER SYSTEM
The Ohmer System of fare accounting is based upon correct
business principles. It provides a clear indication and a per-
manent record of every fare, according to its exact amount or
denomination.
Publicity is one of the greatest preventives of wrong doing
and the Ohmer System places fare collecting in the lime light.
The passenger sees his fare properly registered. The con-
ductor knows that he must make the proper registration, or he
is liable to instant detection. Every passenger on the car can
check each transaction. The dead beat prefers to walk.
The Ohmer System eliminates lead pencil reports, as well as
the collection box method of depending on the honesty of the
passenger.
The Ohmer System records are the basis of all statistics of
earnings. They are clean cut, untamperable and permanent.
Ohmer Fare Register Company
Dayton, Ohio
ss
70
14 4 8
14 4 8
14 4 0
14 3 7
14 2 9
40
12 2 2
12 2 2
12 17
12 15
12 10
ts
Tranilcr
12 8 2
12 8 2
12 8 0
12 7 0
12 6 7
Ticket
Piss
I 4 I 43y I I 9 P»J I 2 6 2»-o
1414 1199 1262
1394 M9Z 1250
1380 M90 1243
1371 1183 1236
1353 1175 »23i
I 3 5 3g/ I I 7 Stf I 2 2 \3t
I
n
<
rr
tr
rr-
DivUtoas ov<r which
csr operated
December 3, 1921
Electric Railway Journal
27
A Big Slashing Price Cut
On the Croft Electrical Library
W'"E have clipped $8.00 off the price
of the most popular electrical
library in America — made it
319.50 instead of 227.50, a reduction of
about 30%. And more than that, we are
offering the easiest terms we have ever
made on the Croft books. You now pay,
not ii a month nor even $'} a month, but
the sum of 31.50 in ten days and the bal-
ance at the rate of only $1 a month. This
gives you ten full months to complete your
payments, and each individual payment is
so small that vou will never miss it.
Was
N
ow
$19.50
This price cut is by far the most important
announcement we have ever made to the
electrical industry. Think of getting this
great Home Studv Course and Reference
library at 319.50— a saving of 38.00! This
is a real opportunity! No electrical worker
who wants to fill a bigger job can afford to
miss it. Hundreds of men have told us
that the Croft Library at 327.50 was the
best buy on the market. At 319.50 it
represents the biggest bargain in sound
electrical training ever offered to the
electrical workers of America.
The Croft Library of Practical Electricity
8 voluines — 3000 pages — 2100 illustrations— flexible Keratol binding
$19.50, payable $1.50 in ten days and then only $2.00 a month
EVERYWHERE the Croft Library is acknowledged as the standard — the
leader — in practical electrical training. Go into the home or shop of
any man who has made a success in electricity and nine times out of
ten you will find somewhere a well-thumbed set of Croft. Croft and success
go hand in hand. If your electrical training is obtained from these great
books you are certain to win your way to the top.
Croft has had an almost sensational climb. Beginning as an apprentice
lineman, he went through the various stages of ^^areman, draftsman, etc..
Everything you need to know about
electricity is in these eight books
In the Cr.ft books you will find complete, detailed and up-to-the-
minute information on
— electricity, from the simplest principles, to complete- ^nd economical ooeration
of a central station — motors, eeneratorB. armatures, commutittors. transformers
circuits, currents, switchboards, distribution systems^electrical maclimery of
every type, installation, operation and repair — wiring for light and power— how
to do It mechanically perfect. In accordance with the National Electrical Code-
wiring of finished buildings — Underwriters' and municipal requirements^how to
do the complete Job, from estimating it, to compIetioTi^illumlnatlon In 'ts every
phase^-the latest and most improved methods of lighting — lamps and lighting
effects.
Now the lowest'priced as well
as the best high-grade electrical library
The Croft Library has always been the leader among the higher grade elec-
trical libraries. Now at its new price of $19.50 it becomes the biggest buy
in electrical books on the market. Men who are using Croft will tell you
that no set of electrical books published, regardless of price, can equal the
Croft Library in completeness, up-to-date-nes.s and all-round practical
value. The price is cut, but not the value. They are the same books that
have given 50,000 men an expert's knowledge of electricity — the same books
that made Thos. A. Edison say to Croft: "Your method of explaining by
analogy with things everyone knows, and the simple illustrations, make
your work one of the best I have yet seen."
FREE EXAMINATION For 10 Days
No money down — no obligation to buy
We want you to test our statements — we want you to compare the Croft books
with others. Fill in and mail the coupon attached and we will send you the entire
set of eight volumes for ten days' Free Examination. We take all the risk — pay all
charges. You assume no obligation— you pay nothing unless you det-lde to keep
the books. Then $1.50 In ten days and the balance at the rate of %2 a month
Send the coupon NOW and see the books for yourself. Our new price and our new
terms make It possible for anyone to own a set of Croft.
YOU SAVE $8.00 AND HAVE
TEN MONTHS TO PAY
until he attained the position of electrical engineer with one of the great
electrical manufacturing companies. Now he heads his own consulting
company with a large and successful practice, and his name is known in
every corner of the electrical world.
Croft gives you only the boiled-down records of everyday electrical practice.
His knowledge of electricity has been obtained through actual shirt-sleeve
practice.'and because he knows your problems he is able to tell you in clear
understandable language the best way to solve them.
28
Electric Railway Journal
December 3, 1921
Boy!
Say — Boyerize!
ca
HEN you're considering brake
rigging, car body bearings and
bolsters, door mechanisms or any
parts where constant wearing motion
occurs, think of — and SAY — Boyer-
ized Pins and Bushings, in fact, Boyer-
ized equipment throughout. Boyerize-
processed steel materials will wear four
times as long as ordinary untreated
steel — isn't that worth paying a small
additional amount for? And the extra
safety — the decreased danger of worn-
out, shorn-off pins failing at crucial
moments is worth something, too!
As a means of reducing expenses, impoverished electric rail-
ways have in many cases postponed the expenditure of
money for desirable maintenance work and improvements.
Sometimes people even have overlooked the possibility of reduc-
ing expenses by substituting better quality materials in necessary
replacements. Boyerized products cut maintenance costs in the
long run, by greatly increased life.
Here*s a Partial List
Brake Hangers
Brake Levers
Pedestal Gibs
Boyerized Stag Brand Manganese Brake Heads
Brake Fulcrums Spring Post Bushings
Center Bearings Spring Posts
Side Bearings Bolster and Transom Chafing Plates
Bemis Car Truck Company
Electric Railway Supplies
Springfield, Mass.
REPRESENTATIVES:
D. L. Beaulien. P. O. Box 3004. Boston Mass. F- F- Bodler. 903 Monadnock Bid?.. San Francisco. Cal.
J. H. Denton, 1328 Broadway. New York City. N. T. W. F. McKenney. 54 First Street. Portland. Oregon.
A. W. Arlin, 773 Padfle Elecric Bldg., Los Anjeles. Cal.
December 3, 1921
Electric Railway Journal
'^The differential
greatly favored Tulc
ft
"Overall Specialists"
The service men who work with you on
your lubricating- problema are not "ex-
perts on theories " They put on overalls
and ^et right down to brass tacks — pack
your cars — show you how and why Tulc
should be used. They get results — real
money saving results — 99 times out of a
hundred. The hundredth time there is no
charge for the service.
• \
m
LUBRICATION test was made
on a heavy interurban line, oper-
ating through a mountainous
country.
The investigation proved that satisfactory
operation was obtained by using 8 pounds
of Tulc, per four motor equipments per
2500 miles.
Previously, on this line the cost of oiling
was 86 cents per thousand miles. The same
performance was obtained with Tulc at a
cost of 42 cents per thousand miles.
A similar investigation, on your part, will
bring similar results.
Give TULC a 3 months' trial. If it doesn't
make a bona fide, definite, worth-while
saving over the lubricant you have been
using, not in cost per gallon, but in up-
keep of machines and bearings and in de-
creased labor cost — there will be no charge
for our service.
The Universal Lubricating Co.
Offices: Schofield Bldg. Works: Sweeney Ave.
Cleveland, Ohio
— scientifically and
accurately compounded to
reduce lubricating costs
30 Electric Railway Journal December S, 1921
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"STANDARD"
Steel Tires
Steel Tired Wheels
Solid Rolled Steel Wheels
O. H. Steel and Malleable Iron Castings
Solid Forged Gear Blanks
Steel Forgings Iron Forgings
Forged and Rolled Steel
Pipe Flanges
Ring Dies
Rings '
Roll Shells Steel Springs
f ♦ ^ T "The 'Standard' Brand on your material ^ ^ ^
^N^wM^ is an assurance of eventual economy." ^J^wNI^
BRAND "^ BRAHO
STANDARD STEEL WORKS CO.
GENERAL OFFICES
500 NORTH BROAD ST., PHILADELPHIA, PA.
CHICAGO RICHMOND MONTEREY, MEX. I
ST. LOUIS SAN FRANCISCO MEXICO CITY 1
HAVANA, CUBA NEW YORK LONDON, ENGLAND i
ST. PAUL HOUSTON PARIS, FRANCE 1
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December 3, 1921
Electric Railway Journal
81
— what are you goin' lo do
in the winter?
Winter brings heavier loads on all equipment — but the Service
must go on.
Everybody on their toes — sometimes snow plows and scrapers
are out to keep cars moving.
Now, as to the supplies that keep the traffic going — take oil for
example — YOUR snow plows won't help any if your oil con-
tractor is located in a distant city, or otherwise inaccessible.
Think it over.
Then purchase your oils from a company who has distributing
and delivery facilities adequate to meet emergency conditions.
That means:
THE TEXAS COMPANY
with its warehouses dotting the map, its tank cars on all railroads, and its own
motor transportation system radiating practically everywhere.
Texaco customers are seldom, if ever, disappointed in deliveries —
NEVER in the Quality of Texaco Lubricants and Texaco Service.
There is a Texaco Lubricant for Every Purpose
THE TEXAS COMPANY
DEPTR-J' 17 BATTERY PLACE ^NEW YORK CITY
HOUSTON - CHICAGO - NEW YORK
OFFICES IN PRINCIPAL CITIES
Jf^LJj^
32
Electric Railway Journal
December 3, 1921
Ground Pinion Bores
assure a correct fit
on armature shaft
and prevent injury
to the shaft taper.
P
All Wettinghouse Electric und
Mfg, Co. District Office^ are
Sales Representatives in the
United States for Nuttall Elec-
tric Railway and Mine Haulage
Products.
December 3, 1921
Electric Railway Journal
33
^ "What makes a
Compromise Joint
Trouble IVoof ?
1 St Proper distribution of metal
2nd Perfect fit without distortion of section
3 I'd Farmed by a process which eliminates strain
All these
etsentials are
found in a
i
READING ^o^^^o'^^sE
OR STEP JOINT
A special analysis of Open Hearth
Steel is used in the manufacture
of Reading Compromise Joints.
After casting, tensile strength is
increased by a special method of
heat treatment.
Proper distribution of metal in
the Reading design reinforces
the point under greatest stress,
at which point the metal is § in.
heavier.
A perfect fit is insured by casting
from a pattern which conforms
with rail sections specified.
There is no strain in forming as
the Reading methods require no
bending, bars being cast to
shape.
American Chain Co. Inc.
AC
Chicago
New York
Reading Specialties Division
Bridgeport, Conn.
DISTRICT SALES OFFICES:
Pittshurgh
Boston
Philadelphia
AC
Portland, Ore.
San Francisco
Bates One-piece Poles Are Artistic
Perhaps Art is a secondary consideration when you
plan your pole line construction, but it cannot be dis-
regarded— especially when these poles are to be installed
in exclusive residential districts or on your business
blocks.
The combination of great utility and art with the low-
est first cost makes the Bates Poles desirable for all types
of pole line construction.
Onr New 19S1 TREATISE AND HANDBOOK sent npon r.qiiMt.
ates llxpanded^l teel
~. S08 South L. SdO. am
rUSS (Or CHICAGO. ILUMOn
34
Electric Railway Journal
December 3, 1921
Visible and Audible
Registration with
International
Fare Registers
is an additional check against the fare box.
The most effective fare collection system is
not complete without it.
Where non-registerrng fare boxes are used,
an International Register affords the only
reliable method of checking against the fare
box. Only by its use can the registration of
paper tickets and transfers be made.
On old or new equipment, and under all con-
ditions of service. International Registers are
accepted as practically standard for effective,
economical registration.
Long service has ettablithed them
a» Btandard equipment
The International
Register Company
15 South Throop St., Chicago
Af anufacturers of Single Registers, round
and square; Double Registers, Duplex ,
Counters, Car Fittings. Exclusive selling*
agents for —
HEEREN ENAMEL BADGES.
Service
Value
Scrap value for idle used machin-
ery or surplus niaterial is not
enough. If it can be used by
others they will pay service value
for it.
The Searchlight Section will find
buyers for you.
^
§
Manufacturers who accept used
equipment in part payment for
new can dispose of it promptly
by advertising in the Searchlight
Section.
Machinery used in manufacturing
and displaced by other equipment
can be sold at a fair price by ad-
vertising it in the Searchlight
Section.
Wide-awake dealers, agents or
representatives can be secured
through little Searchlight "Want"
ads.
Manufacturing sites, partners,
help, capital — anything that any-
body in the industrial field is likely
to have for sale or exchange for
something else — can be located or
disposed of through the Search-
light Section.
The costs of putting your wants in this
projector is very slight, whether for a
man, for a job, or for a market.
^
f
0056
The
Searchlight
Section
December 3, 1921
Electric Railway Journal
35
" 3" ./^o^ /vt^'^ e<5Vi^.
86
Electric Railway Journal
December 3, 1921
9y
^^It cuts some ice
whether or not you are ready for winter weather. Don't let the first icy
storm of the coming season catch you unprepared and disorganize your
service or tie-up your system.
TRADE
ANDERSON
Sleet Wheels and Cutters
in sufficient quantity to meet any conditions, should be ordered
now and held in reserve. The day will soon be here when
you'll want them in a hurry.
Albert & J. M. Anderson Mfg. Co.
EstabliMhed 1877
289-293 A St., Boston, Mass.
MARK
Branches — New York, 135 Broadway. Philadelphia. 429 Real
Estate Trust Bids. Chicago. 105 So. Dearborn St. London.
E. C. 4. 38-39 Upper Thames St.
Keg. U. S. Pat. Ofl.
CBaiTXBRCD
You Can Bend Rails Quickly and
Economically With a Watson-Stillman
Hydraulic Rail Bender
The portable rail bender shown herewith is
designed for use on the road. It is equipped
with interchangeable formed bending
blocks, and will make any bend without
buckling. The hinged yoke permits the
rails to be put in sidewise. It can also be
used for other heavy bending.
We build many other handy tools for
the railway shop. Such as: Crank Pin
Presses, Wheel Presses, Forcing
Presses, Forging Presses, Jacks, Pit
Jacks, Punches, Shears, Pumps, Accu-
mulators, etc.
Write for Catalogs.
The Watson-Stillman Co., 46 Church St., New York
Hydraulic Portable Kail Bender
Chicago : McCormick Building
Philadelphia: Widener Building
December 3, 1921
ElectricRailwayJournax, 37
^innijiuiiiiiiiiiiuiiiiiiiiiuiiuiiiiiiiiiiiiniiiiiiiiiiiiiniiiiiiiiiiiiiiiiiuiiiiiiiiiuiiuiiiiiiaiiniiuiiiiiiiiuuiiuninnmun
"But the cars
go ripping through!''
BAYONET
Sleet Cutters
Carried on the wings of a bitter "norther",
the mingled rain and snow sheathes every-
thing with a coat of solid ice. Horses slip,
autos skid and roofs begin to leak. There
is trouble a-plenty for all.
But with Bayonet Sleet Cutters — attach-
able in 10 seconds time — the clogging ice
is torn from trolley wires and the electric
cars go ripping through on schedule time.
Either rigid or semi-rotary types of cutters
furnished. Order enough to finish out the
winter in safety.
Backing Up
Fornaard
BAYONET Trolley Wheels,
Harps, Poles, Bases
Bayonet Trolley Harp Co.
Springfield, Ohio
In a certain part of the world where the sea is worshipped
it is an annual custom to give a beautiful girl as the puja,
or offering, to the sea. She is literally and barbarically
sacrificed because of a stupid superstition, a belief that her
death will appease the sea and prevent storms and ship-
wreck during the year.
Bunk! . . . looking down the business end of a shot-gun
and stepping on the trigger will prevent you from ever
catching the measles, but while casting about for preven-
tives why not use a little common sense?
Avoid shipwreck by building better ships and making
better navigation charts. . . keep away from the measles
and they will keep away from you; and if you want to do
away with brush trouble, now and for all time to come —
call in a Morganite engineer. He is acquainted with all the
S7 varieties of trouble and also the proper brush composi-
tions to satisfy every one of them.
You needn't offer him any puja until he'proves that he has
the Indian Sign on brush trouble.
Main Office and Factory!
519 West 38th Street, New York
s
i
3 Electric PowerEqulpmentCorp.,
- ' — ' — —lUi-
_ 13th and Wood St«.. Phil
= deiphia.
= Electrical Envineerinfr A Mfg.
S Co.. 909 Penn Ave., FUta-
S hurgh.
= R. W Llllle Corporation.
~ 176 Federal Street, Boston,
= MaS9.
= W. R Hendey Co.. Hoge Bldg.,
= Seattle.
DISTRICT ENGINEERS AND AGENTS: S
BtTiog Electric A Engineering g
Co . 160 Steuart St., San =
Francisco.
rtHJgfj
Special Service Sales Coirpflny, B
502 Delta Bldg.. Los Angeles, g
Caliromia g
Railway A Power Engineering S
Corporation, Ltd , 131 East- B
em Ave., Toronto, Ontario, B
Canada. B
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38
Electric Railway Journal
December 3, 1921
R.^
H.^
TAYLOR REDUCED HEIGHT TRUCK
TAYLOR R. H. TRUCK
Mounted on 26-in. Wheels with Springs Over Journal Boxes.
Designed to Mouivt Centre and End Entrance Cars Low Down.
SWING MOTION AND FULL ELLIPTIC SPRINGS
Wheel Base 5 ft. 2 in. For Car EASY Journals SVa x 7 M. C. B. Type.
RIDING
Bodies weighing 16,000 to 22,000 lb.
Motors Inside Hung.
Height from Rail to Body Bolster,
22^ in. Brakes Inside Hung.
TAYLOR ELECTRIC TRUCK CO., TROY, N.Y,
SPECIFICATIONS ON REQUEST
Established 1892
SEND FOR PORTFOLIO
December 3, 1921 Electric Railway Journal
iimlilllllliiiliiiiiiilHlliimlimill iiillllllliniiiilllllllllimilll iimiimiiiiiiii liiilimiillllliiiiillimillllll
S9
iiiiiiitiiiuiiimtiiiMimiiiiiimiiiuniiiHiiii
"St. Louis Trackless-TroUicar"
Driven by two standard safety car motors
Built and developed in
accordance with car
building practice for
street railway proper-
ties.
ST. LOUIS CAR COMPANY, St. Louis, Mo.
'The Birthplace of the Safety Car'
HiiiimwiHniiniiiiniiiiiiiiiiiiiiiiiiniiuiiiiiiiiiiiiinMUiiiiiiiuiiiuiiiHiiniiiniiniiiHiiiiiMnMiniiniiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiniiiiiiiMiiiMiiiiiuMiiM
Griffin Wheel
Company
McCormick Building
Chicago, 111.
GRIFFIN F. C. S. WHEELS
For Street and Interurban Railways
AM of our plants have adequate facilities for fitting wheels to axles
Chicago
Detroit
Denver
FOUNDRIES:
Beaton
Kansas City
Council Bluffs
St. Paul
Los Angeles
Tacoma
40
Electric Railway Journal
December 3, 1921
aiimmmriiiriiiriiiniiriiiiriiiiirrm irriiiiiiiruiiriiiiiii iiiiiiiiniiimiuiiitilni ii mniinimriiitimriininmiiil^ ^■■■"iiMliminniiiiiiiiiiiimiiiiiiniirinraiiiiiiiimimiiiiiiiirmiiiiiiiiiiiiiiiiiiiiiii iniimiiimi i,rmiiiuii nme.
I
American
Rail Bonds
CROWN
UNITED STATES
TWIN TERMINAL
SOLDERED
TRIPLEX
Arc Weld and Flame Weld
Send far new
Rail Bond book
American Steel & Wire
Company
CHICAGO
NEW YORK
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^AMELECTRIC PRODUCTS |
BARE COPPER WIRE AND CABLE |
«HiiiiriiiiiiiniiiiMiiiiiiiiiiiiiiiiitiiiiiiiiniiiiiiiiiii)iiiiriiiiiiiiiiiiiiiiiiriiiiiiiniiiiiiuiiiiiiiiiiiiiiiiinMiriiiiiriiiiiiiiiiiiiiiiiiiiiniUMi
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trolley wire
WEATHERPROOF WIRE
AND CABLE
PAPER INSULATED
Galvaniud Iron and St««l UNDERGROUND CABLE
wire and Strand
U. 8. Pit. OAe*
s Incandescent Lamp Cord
I
I
MAGNET WIRE
AMERICAN ELECTRICAL WORKS
I PHILLIPSDALE, R. I.
I Boston, lit F«deral: Chtrago. 113 W. Adams: CtDrlnnatl. TVaetloo Bldi. ;
i N«w Tork, 333 B'way; San Franclioo, 812 Howard: Reaule. !•• lal Ava So.
JlM<
Electric Railway
^_ Autotnatic
Signals
for Accessibility
and Reliability
Mia
"American"
lljNSVLAnNG
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Kiniiitiiuiiiitiiii
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imiiiiuuiuumiiuiuiiiiiuuiiiiiuuiiiiuiiiuiiiiiiiiillliiiiiiiiiiiiiiiiiiitiiiiiii%
Philadelphia, New York, Paris, England |
Sales Agents: §
Electric Service Supplies Co. |
Philadelphia, New York Chicago |
uiiiiiiiiiiiiriiiiiriiiiiiiitiiriiiitiiiMiiiiiiiiiiHiiiiiiiiiiiiiiiiiMiitiiitriiititiiiilliliiiiiniriiiiliiiiiiiiiiMiiiitiiiiiiliiiiiiimiliiiiiiiniiiiiiirin
aiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii Mil iMimiiiiiiiiiumiiiiiiiiiiiiiiiiiiiixiiiiiiiiiiiiuiiixiiiii;:
RDEBllND
Electrical |
Wires I
and i
Cables i
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SiimiiiiiiiiiiiiiiiiliiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiitrllirilltrilliriimiilliiiiliiiiiiiiiiiiiiiiiiniiliiilililHililiiiitllil^
I Copper CLACbs^SrEELCoHi^NYl
i OFFICE AND WORKS; ffggg'l WESTERN SALES REPRESENTATIVES: i
I RANKIN. PA. BRADDOCKPa^^Jr STEELSALES CORPORATION. CHICAGOJli |
I NEW YORK SALES OFFICE: 30 CHURCH STREET. NEW YORK CITY |
I COPPERWELD Vfire— made by thr Mnllen Welding Prarrts |
I Bare — ^Waatherproof — Strand — Twiited Paii — Naila |
^.iiMiiiiiitiiimtiiiiiiiimiiiiiiiiiiiiiiiiiMiiiiiiHuiiMiiiiimiiiimiimiiiiiiiimiitimiiiitiiiiiiiiiiiitiiiiitmiiiiiiiiiiiiiiiiiiiiiiiiiiiitiir
I JOHN A. ROEBLING'S SONS CO., Trenton, N. J. |
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Chapman ^^ I
I Automatic Signals
I i Charles N. Wood Co., Boston
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imniitmimtimirmmniinnnf:
December 3, 1921
Electsic Railway Journal
41
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BARBOUR-STOCKWELt CO J
205 Rroad**ay Camhridjrrport, Mjiit«.
F.jitftHIiihed IM5S
Manufacturers of
Spftcia! Work for Street Railways
Frogf-, Crcisiin^s, Switches and Mates
|| Tiiritcuts and Croa* Connections |
s* Kerwin Portable Crossovers |
Balkwiii Articulated Cast Mangranese Cros»iag» ,.
i F.sTjMATf.'; PROMrTi.y rvRNism
I
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aiij iiiiuiiii>iiiiiiiiiiiiiirlriuiiiiiiililliriiMliiillilllllllimiliiilluiiliiiillullilillllinimlli.iimilluiuillllilJluilll»imillllliiiii>^
SPECIALISTS I
= s
i in the |
I Design and Manufacture
I of I
I Standard — Insulated — and
Compromise Rail Joints
The Rail Joint Company |
I 61 Broadway, New York City I
- 3
~4iiiiuuiiuiiiiinriiniMitiiiniMnniihiinMiniHaiiiiiiiriiniiinMMiiinriiniinniiriiHiiinMiMiiiiiiiiiHiniiiniiiiiiiiiiiiniiHiMiiiiiiiiB
citiiiMiHHiimiiniiKniiiinmiiiiiiiimrMinmirMiirMniiiinMnMmiHMiiniiinmmiiMHmiitiHiMiimnrMiiMiniiiiMir^^^
I High-Grade Track |
I Work
i SWITCHES— MATES— FROGS— CROSSINGS I
I COMPLETE LAYOUTS I
i IMPROVED ANTI-KICK BIG-HEEL SWITCHES I
1 HARD CENTER AND MANGANESE I
I CONSTRUCTION |
I New York Switch & Crossing Co. f
I Hoboken, N. J. |
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aiiiiiiiuiliiiiiiinliitiniitiriiiiiiinriiiiiiiiriiiiriiiiritiiiiimiitiiiiriiiniiiiriiniiiitntniniriiiiiiiitiiiiiillniiHiiiiiiiiiiiiiriiiiiiiirilinili'j
I RWB DYNAMOTORS I
1 FOR i
I CARBON ARC RAIL JOINT WELDING I
1 CARBON ARC RAIL BONDING i
I CARBON and METALLIC ARC GENERAL WELDING I
J Rail Welding and Bonding Co., Cleveland, O. |
^iiitiriiiiiiriiiiiiiriiiiiiriiiiirimrriniiinitniiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiitriiiiiiitMiiiiiittiiriiiiiridriiiriiiiiiiiiriiiiiiiniiiiiiiiiR
giiiiiiiiiiiiiiiimiiiiiimiiimiiiiHiiHtiiiiiiiiiuiiiitiiiitiiiniiiiitiiniiiniiiiiiiiiiiiiiiiiniiiiiiiifiiifiiiiniiniiiiiiiiiiiiiiiiiiiimiiiiiiiiiif'^
I I
I Peirce Forged Steel Pins |
I with Drawn Separable Thimbles |
1 Your best insurance against insulator breakage |
I Hubbard & Company 1
I PITTSBURGH, PA. I
TtiiniiiiiniimiiiniiiiiniitiHiiiiHiiiiiiiiiHHiiiinHHiimiiiiiiiiiHiiiiiiiitHiittiiiiiiiiitiiiiiiiiiiiiiiiiiimiiiiiiiiiHHiiiHtiiiiiiiHiniiiiiiy
Biiiniiimii iriimiiimiiiiim iiiiuuiuuuuiuiiiiiiiiiiiiiiiiiiuiiiiuiiiiuiiiuiiiiiiiiiiiiiiiuiiuiiiiiiiiiuiiuiiiuuuimiiiiiiuiii|
I TRACTIONS I
POWER
GEARS
I OF
ROLLING STOCK
PROTECTED WITH
ASK US FOR
FACTS
WuiiiiuiiimiiiiiutiiuMUiiiiiiiiuiuiiiiiiiiHiiiiuiiiiiitiiiiHiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiniiuiiitiMiitiiK iiitiii:iiiMiiMi-~
9iifiMiiiiiiiiiiiMittnirininiMinMiiriinMttiinniiiMniMniHHiiiiiinrMiniiniiitiMiitiMiniiniMitiiiiiiiiininiiiiiiii)iiirriiriiniuiiHrii>^
I [SPECIAL TRACKWORK |
i I Of+Kemcll-knoiun WHARTON Superior-Desi^T«^ |
I c/zf/Construction^^ V |
Steel Castings
CONVERTER AND
ELECTRIC
Forcings
Drop. Hammer
AND Press
GasCylinders
SBAMLtSS
Steel
WM.WHARTONjR.£.Co.,lnc..Easfon.f
(Subsidiary of Taylor-WKarton Iron & Steel Co.. HiVli Br.'<J((e. N. J.).^
ORIGINATORS OF
. MANGANESE STEEL m TRACKWORl
^llllHiiiiiiiiiiiiMiiiiiiMiiiMiiiiiiiiiiiiiiiiiiiiii iiiiiriiiiiiiKiiMiiiiriiiiiiiiiiiiiiimiiiiiiii iiiiiiiiiiiiiiiiiiiiiimiriDiiiilDiiH
aiiniiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiniiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiniiiiiiiiiiii)
I Transmission Line and Special Crossing
I Structures, Catenary Bridges
I WRITE FOR OUR i^EW DESCRIPTIVE CATALOG
I ARCHBOLD-BRADY CO.
i Engineers and Contractors SYRACUSE, N. 1
^niliiiiiiiitniiiiliMliririiriiiiiriiiiiMiliiMiriiiiiiiiiiiiriiitrrililrriiiiiiiitriiiiiirllirMinriniiilfiiiiiiiiiniiiitMliriiHrllliriniiiiiiiiimiiiiH
MiiiiiHiimmiriiiiimtiihiiiimiiiiniiiiniiiiuiiiimiimiiimiiiiMiimimiimiiiniiiiiiiitiimiiimiimiiiiiiiiiiiKimiiimiiir^
-a
Automatic Safety and Automatic Return Switch Stands for Pass-
ing Sidings. Tee Rail Special Work for Interurban Lines and
Private Bights of Way. Manganese Constmctlon a Bpedal^.
R^«&nrfe.«ft.i>o I«»o«-i. "Worries i
PUnU •! Hillbun>,N.Yand Nia(anifUl«.N.Y. NcwYorkOAiire.JO Church SIraict |
jisiiHiiiHiiitiiHiiiiiimmmtiimiMiiiittmiHiiinitfiiiiimimiimHiitiiiiiiiimiiiiiimiiiitiiiiiiiiiiiiiiiiiimiiiiimiiiiiiiiiiiimiiimii
42 Electric Railway Jouenal
SimiliiHlillliHjiiiiiiiiiiniiiiiiniiniininiiiiiiilniiiiiiniiniiiiiiiiinit riiiiMiriiniiiiiiiiriiiiiiiiiiiniiiiiiiiiuiitiiiiiiiiiliinMliiiir= tfiitiiiiiiiiiiHiwiiiiiilliiiiiiiMHiiiiimmiimiuiiiHniiMHtiliiiHiiiiiiiitiimiMiiii
December 3, 1921
HOPE TAPES
y/teGhcui^Jireciker a)ti!/ij3rainj^
For results — Tapes, Webbings,
Sleevings, of uniform and standard
quality for electric purposes, that is,
Hope Webbing Company service.
Send for samples and prices
HOPE WEBBING CO.
Providence, R. I.
Makes Feeder
Control Automatic
THE AUTOrWIC REm?5IHG
QRCOIT BREAKER C0J1PAHY
COLUMBUS, OHIO
DISTRICT SALES OFFICES:
PitUbuTKh. 223 OUTer BIdB.
FUladelphia. 1613 Chestnnt St.
Chirleaton. W. Va.. 110 Hale St.
BirmiDrham. 510-512 Brown-Marx Bide.
St. Louis. 401 National Bank of Commerce Bldg.
New York Chicago 1 I
piiliiiiiHiimimiiiiiiiiiiiiiimiiiiiitiiiiiiitiiiiiiiiiiitiiiiiiiiiiiii iuit.-iiiniiniiniiniiiiiiii iiiiiiiiiiiiiiiimiiiiiiiiiitiiiiiiiiiiiitiS ^•iillllllll'iiiitiiiiiiiuMuiiniiniiiiiiiiiiiiiMiitiiHiiniiiniiiiMitiiiiriiiiiiiiliiitiiiiiiimiiiiMiiriiiittritMiiriMniiiriMiriuiiinfiiiiiiimu
llllllltniliiiniinillllinilliliilllitMliMiiilitlllltiluiriiiiiiiiiiiiiiiiiiiimiiiiiimKlllMlllllllillilllMlllllllimilliiiilMiiiiiiiiiiiniimiiiiiniiiuiiiiiiiiiimimiiiiiitiiiiiiiniiniiui
THE BABCOCK & WILCOX COMPANY
85 Liberty Street, New York
Builders since 1868 of
Water Tube Boilers
of continuing reliability
BRANCH OFFICES
Boston. 49 Federal Street
PHlLADELPHl.A, North American Building
Pittsburgh. Famieis Deposit Bank Building
Clevelani>. Guardian Unilding
Chicago. Marquette Building
Cincinnati. Traction Building
Atlanta. Candler Building
Trcsox, Ariz.. 21 So. Stone .\venue
Fort Worth. Tex.. Flatiron Building
Honolulu, H. T.. Castle & Cooke Building
Bayonne. N.J.
Barberton. Ohio
Makers of Steam Superheaters
since 1898 and of Chain Grate
Stokers since 1893
BRANCH OFFICES
Detroit. Ford Building
New Orleans, 521-5 Baronne Street
Houston, Texa.s, Southern Pacific Building
Denver, 435 .Se\-enteenth Street
Salt I.ake City. 705-6 Keams Building
San Francisco. Sheldon Building
Los Angeles. 404-6 Central Building
Seattle, L. C. Smith Building
Havana. Cuba. Calle de Aguiar 104
San Juan. Porto Rico, Royal Bank Building
aiHiiiiiiiiiimiiiiiiiiiiiiiiiiiiimmiiiiiiiiiimimiiiiiiminiimniiiiuiiiiiiiiiiaiiiiiiiiiHiiiiiiiHiiniiiuiiniiHiiiiiiiiMiiMiniiiuiiiHiiniiniiniiiniinrniiiiiintitiiiiniiiiii
;.^llililllii(iilillllilllllllliiiiiiiiiiuiit:iiinitiiiriiiiiiniiiiiiiiiiiiiiiiitllliriinlillllililllllltillllilliiiiimiiiiiiiitiiiriiliiiitirniiiriiiiiiiiii: m^
WE-FU-GD AND SCAIFE
imm
PURIFICATION ■WTEMS
BOFXENINII K FIL.TRATlaN
FOR Bail-KR FKEO AND
AI.I. INOUBTRIAI- USES
WM.B.5CAIFE & 5DNS CO.PITTSBUREH.PA.
^illiililiniiilililiiiiiiiiiiiiiiiliiiriliiiiiiMliiiiuiiliiinnilrlHiilllllnllirtiiiiiiliiiniiiillliiiiililiiniiiiiiiiiriKmiliiliKiliiliiiiiliiillnii.^ 511
iiuiiuuiuiiimiimiuniiuiiiiiiin
SPECIFY
THETERRYTURBINE
■Mwnww ■ taifntinmniituHi ■ //imNMMMMnNBaMMMM
■■■MBWH ^L tOttltftttmOfft/tM JL IMtNHKBIMnimMMUHMi
For Driving Your Auxiliaries
TERRY STEAM TURBINE CO.
Hartford r Conn
[nmnnnmirnnnnnmniiinniiiriiiiriiiiiiMuiiiiiiiiirinmiiimmmuuiinrnrinninninii
giuiuiiiiiimmiiiiiiiiiiiiimmiiiiiniiiiiiiiiiiiiiiniiutiminiiiiiiiuiiiuiiiiMUHiiHiiuiiiiiiiiiiiiuiHiMiiriiiiiuiiiuiiiiiiiiiiiiiiuiniiiiitiiiiu
I FOSTER SUPERHEATERS
§ A necemty for turbinr Drotection, engine cylinder economy and utilization of tuperheat for all it* benettti
POWER SPECIALTY COMPANY, 111 BROADWAY, NEW YORK
Philadelphia Pittsbuirh Kansas City Dallas Chicaero San Francisco
iiiiiiiiimmtMimiimimiiiiiuiiiiiuiiiiiiiHiiiiiimiiHiiiruHiiiuiimimmiiiii
Boston
iimiimiimiiiiuiHii
London. Snr.
wiiiiinMiiiiiimiiiitiiiniiiiiiniiimnnimiMiiiimmuiiiiiHiiiHiiiiiiiimiiiiiiiiNiimiimiiimimiimiiittmiiiiiiiitnimnK
December 3, 1921
Electric Railway Journal
48
iiiMiiiiiiiiiiiiiiiiimiiu'jiiiiiiiiiiimiiiiiiiiiiitiiiiiiim'^ antwiiiiiiniinirMiMiiitiiiiiiiiitiiiniiniiiiiiiiiitiiiitiiiMiiiniiimimiiitriiitiiiitiintiiniiiiiiiHtiititiiHiiimiimimiiHiiiHiiiHimin^
Head and Tail
Lights
BATTERIES
ExiDE Batteries are giving ideal service for this pur-
pose during interruption in power supply.
Write for bulletin on subject.
The Electric Storage Battery Co.
Oldest and largest manufacturers in the world
of storage batteries for every purpose.
1B88
PHILADELPHIA
Branches in 17 Cities
Waterproofed Trolley Cord
5 EXIDE BATTERIES OF CANADA, LIMITED
i 133-157 Dufferin St.. Toronto i
^iiiniiiiiiiiiiiiiiiiniHtiiiitiiiiHiiiniiuMiniiiiiiiiriiiriiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiitiiiitiiiiiiiiiitiiiimiiimiiim
<mnHHiMniiiiiiiiiiriiiniiiiuiiitiiiHrii iriiiiiiiiiiiiiMiiiiiuiiiiiiiiiiiinMniiiiiiiiriiiiirii i niiiiriiniiitiiiiiriiiiiiHtiiiiiit:
-iiiiiiiiiiitiiiiiiiiiiiiiiiiiiiniiiiiniiifiiiitiiiiiiiiniiittiiniiiiiMiiMiiiiiiiiiiHiiiiiiiriiiniiiiiiiiiiiuiiuiiuiiiiiiiiniiiiiiuiiiiiiiniiHiiitiii^
Use them in your terminals — i
PEREY TURNSTILES I
or PASSIMETERS |
Fatter than (A< ticket tetter i
I Is the finest cord that science and skill can produce.
I Its wearing qualities are unsurpassed.
I FOR POSITIVE SATISFACTION ORDER
I SILVER LAKE
i ' If you are not familiar with the quality you will be
I surprised at its ENDURANCE and ECONOMY
1 Sold by Net Wtightt md Full Lmuith*
I SILVER LAKE COMPANY
i ManvdacturerM of belU signal and othmr cortf*.
I NewtonviHe, Massachusetts
^^jiiMiiMniiiiiiiHiiHiiiiiimiiitiiitiiiiiiiniiiiiiiuiiiiiniiiMtiiiiiiiiiiiiiiMiniiMiiiMiiiiMiniMiniiiiiMiuiiiiiiiiniiHiiiiiiiiitiniun^
aiiiitiiiniiniiniitiiiHiiiiiimiiiniimimiiiiiimiiimiiiimiimiiiimiiiiiiiiiiHiiiiHiiiiHiiiMiiiimiiiiiiimiiHHiiHiiMiiiiiimH^
Heating said Ventilating
I Let us demonstrate to you how we can heat and i
I ventilate your cars at the lowest possible cost. |
Percy Manufacturing Co,, Ine | I
The Cooper Heater Company
Carlisle, Pa.
SliiiiiltiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiHtiiiiiiiniiiijiiiiriiniiiiiiiiiiiiiiiiiniitiiiiiiiMliiiiiimiiiiiiiilillllimiiiimiiiiiiHiiiilllii^
I ELECTRIC HEATER EQUIPMENTS
~iiiiiiiiiiiiiiiiiiiiriiniiMiiiiiimi!tiiiiiiiitiiiniiiiiiiiiiiiriiiiiiiiiii)iiiiiiiiiiiiiiiiiiniiiiniiiiiniiiimiiiitiiiiiniiiiiiiiimiiiniuHiiitiiiu
aiiiililltlliliiiiriiitiillMllllllllliiiiiliilllliiilillllilllliriilililllllllllliililliiiiiilliiniiiiiiiiiilliiiiiiiillliilillillllilliniiilllllliiiiiiilliniii^
GOLD CAR HEATINGS
LIGHTING CO. ,
NEW YORK CITY
PATENTED
Addren AU
Communications
to
BUSH
TEJIMINAL
(220 36th St.)
Brooldyn, N. Y.
Literaturt mn
Request
1 THERMOSTAT CONTROL EQUiPMENTS
7iiiiiiiitiiiitiiiiiriiiiiri(iiiiiittiiiiiiiiriiiittiiriiiiiiiiiiiiii)iiiiiNiitiiiiiiiniiiriiiiniiiiiiiriiiriiiiiiiiriiiiniiiiiiiiiiiiiiiiiiiiiiiiiitiiiniiiiiiB
£<iitiiiiiiiiiiiiiii)iiiitiiiiiiiniiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiniiiiiriiiiiiiiitiiiiii iiNiirniiriiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiniiji''
a^fawgras
Peerless Insnlatloo
Pai>er has 25 to
60 per cent higher
electrical rMist-
i:iiiiiiimiiiiiiiHiitiimiiiiiiiiiiitiiiiiiiiiimiiitHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiitiiiiiiiiiiiiiiiiiti
^ w.mii)tMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii<iiiMiiriiiiiiiriMiiiiiniiiniiiiiiiiiii)i
Homflex Insula-
tion Papw has no
grain. Folds wlth-
ont cracking.
NATIONAL FIBRE & INSULATION CO.
Box 318, Yorklyn. Delaware.
7iiiiiiiiHiiiiiiiiiMiiiiiiiiiiiuMiiiiiiiiiiiiiiiiiiMiirMiiiiiiniiiiriiiniiiiiiinriiiiMiiiiiiiiiHiiiiiiiiiiiiiiiiniiiniiiiiiiiiiniiitiiiiiiuuiiiiiii,=
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ELECTRICAL CONDUITS
AND FITTINGS
■'-■ - WRITE FOIi BULLETINS — -
Naiional Metal Molding G.
PITTSBURGH, PA
^1
^(iiiiiiiiiiiiniiiiiiirimiiiiiiiiiiniiiniiiiMiiiiiiiiiiriiiiiiiininiiiiiiiiniiiiiiiiiiiiiiiiMiniiiiiiiiiiiiiiiiiiiiti iiniiiiiiiiiiiiniiiiiiiiiiii?
"^ iiiiMiiiniMiiiiiiiiiiiMiiiiiiiMiiiiiiniiiiiirMiiiniiiiiiiiiiiMiiiiiiriiiiiMiiiitiiiiuiiiiiiiiMiiitniiiHiiiiiniiiiiiiiiNiiiiMMiiiiiniriiiiiiiint^
Company fi^j Direct |
Automatic |
Registration i
By the |
Passengers |
Rooke Automatic |
Register Co. |
Providence, R. I. |
niiiiiiiiiiniiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiJiiiiiiiiiiiiHiuiii III! rijiiiiiiiimiiH iiiiimiiiiiMiii iiiiiiiiiiiiiiiiiinii i,.~
The Standard
Railway Punch
for 20 years
Serui tor Catalog.
BONNEY-VEHSLAGE i
TOOL CO. I
Newark, N. J. i
riimiliiiHliiliiiiiriHtiiiiiriiiiriiiiiiiHiy'ijiiiiiiiiriiiiiiiiiiitiuittiiiitiiit iiiiiiiiiiiitiiiiiii niiii niiiniMitiniiiiirriiiiiB
aiiiriniiiiiiiiiimuiiiiiii.iiiiiiiiiiiiiimimiii riimMniiiiiiiiiiim iriiiii , i uiliiiiiiiiiii iiii Hlliir, .j,„„„„ „ , ,„ „ ,„ , , „,„„„„„„„i. rmi iiiiiiiiuiiii rg
L T. E. r
Circuit Breakers |
for heavy street railway work are |
the best obtainable. Write for Ntw I
Complete Catalogue. I
'm iiiuiiiii'miiiiiiiii iiidiiiii iiiij 1 1 111(11 illiiiiriiijiNliliiiilurniiiiiiiiiiirlllliimmiiiiiniiiip
aiiiiimilim lliimiiiii iiiniuriiiu itirilrlinriiiiiiiiiiillllluniiJiiiii lllliniiiiiiiuiijuiiniifriiririijriiiirriiiiii
A Single Segment or a Complete Commutator
IS turned out with egusi care in our shops. The orders w«
fill diller only in magnitude; small orders oommand otu' utmost
care and skill Just as do large orders. CAMBBOKf quality
applies to every coil or segmeot that we can mak«, as well as to
every commutator we build. That's wily so many electric rail-
way men rely absolutely on our name.
Cameron Electrical Mfg. Co., Ansonia, Connecticut
riiuiiiiiiiiiliiimmiiiiimiiitiiiimiimiiiiuiiaMHMiimiiumiiniiniiiiiiiiiniiimiiiniiim iimiiiiiiiiiiiiiiHmaniiiiiiiiiiiiiui
I Electrical Machinery, Steam Turbines, Steam Engines, |
I Condensers, Gas and Oil Engines, Air Compressors, |
I Air Brakes. |
fiimiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiirriiimiiiuiiiiniiiiiiiiiiiiiiniriiiiiiiiiiiiiiJiriiiiiii iiiiiiiiuiiiiiiiiiiifiiiiiiM iiiin
ttiiiiiiiinllllilliiilliiiiiilingiliililllllliliiiiiluiniiiniiimliiilliiHiiiitiiiiniinilliliMiiiiiiiiiiiiiiitiiiiiiinMiiiiiiiiiiniiitliiiriiiiiiiiiri
I FLOOD CITY
I ail Bonds and Trolley Line Specialties
I Flood City Mfg. Co., Johnstown, Pa.
iiiinmiiiiiiminuimiiiiiiiiiuiiniiiiiiiiniiimiitiiiitiimiiiiiiiitiiiiiiiitiHiMiiitiiiiiiiiiiiiiiiiiiiiiiiinii
44
Electric Railway Journal
December 3, 1921
'"" I""""""'""'""" 1 muiuilliu l| 3<niinUMuiiinir.iiliiiniiin«iHlu riiimniriiinii„iim i. ,umoi iruiiinriinnnnimimi.iimiumimiiimimnuir^
THE I I
CLEVELAND!
is the practical fare box for j
Service at Cost |
Let us tell you why. |
The Cleveland Fare Box Co. I
Cleveland, Ohio I
Canadian Cleveland Fair Box Co., Ltd. i
Preston, Ontario |
i
^miiiiiiiiiimiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiuiiimnurmiiiiini iniiiiiiurmirminiiiuiriiiriiiiuiiiuiiiMiuic
SlilllltilllliiltiiiiiiiiiiuiiitiiiniitiiiiillMilliiiitliiliiiiliiiiiiiiiiiiiiiiiitliiiiiiiiiiiiiiiiiitiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiimiiiitiiiiiiiiiti
|J0HNS0N^^|
Adjustable |
^nie only changer on the markM I
which can be adjusted by the oon- =
ductor to throw out a ▼aryiuff num- =
ber of coins, necessary to meet i
chanres in rates of fares. =
liclclc^i/
Flexible
Each barrel » separate unit, per-
mtttiur tbe conductor to inter-
chanire the barrels, to suit his per-
sonal requirements and to fadUtate
the addition of extra barrels.
I JOHNSON FARE BOX COMPANY |
I RaTenswood, Chicago, 111. I
fliiiuiimiiniimiiiiiiiiiiiuiiiniiniiiuiiiiniMiniiiiHiinnMinMiiMiiriiiMiiiiiiiniiiiiMinMUHiiiiiiiiiiiiiniiiiiitiiiiiiiiiiiiiiiitiiiitiiMR
HniiiniiiiiiiiiiiiimmimiiMiiiiiimirMitiitiiiniiiiimimiiiiimiiiiniiiimiMiiiiirMiimiiniiMitMimiiittiii
IIIIIIMIIllllllttlllU i'
I
NILES-BEMENT-POND CO.
Ill BROADWAY, NEW YORK
MACHINE TOOLS
FOR ELECTRIC
RAILWAYS
Axle Lathes
Wheel Presses
Car Wheel Lathes
Boring Mills
Lathes
Hammers
Cranes
General Machine Tools
I Braided and Stranded Cable
I The Industry's accepted standards are
I the constructions originated by us.
I Sets of samples of both braided and
I stranded cables are ready for distribution
I upon request to Manufacturers, Repair
I Shops and Engineers. The samples are
I mounted on convenient eyeleted cards
I giving essentials of construction, size and
I capacity.
I The assortment includes standards to
I meet practically every conceivable re-
I quirement of size and flexibility. You can
I order in large or small quantities with
I assurance of more prompt delivery and
I more reasonable prices than would be
I possible for special constructions.
f BELDEN MANUFACTURING COMPANY
I ElectrictJ Wire, Cable and Cordage
i Main Office and Factory Eastern Warehouse
I Chicago, III. Metuchen, N. J.
BiiuiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiMiiiiiiiiiiiiiiuiiiiiiiiiiii uiiiiuimiimiiiiiiiii iiiiiiiin iiiiiraiiiiiiiiiiiiuiiiiiiiiiiiiiiHi
eiiniiiiiiiiiiiiiiiiitiiiitiiiiiiiiiiiniiiiiiiiiiiMirMiitiiiiiiiiiiiitiiiiitiiiiiiiiiiiiiiiriiiiiiHiiiiniiniiiuiiiiiiiiiiiiiiiiimiiuiiliiiiiiiiiiiiliiim
'iHllllllllltimiimilllliimuiiiuituiiiutiiiiitiiiiiiiiiiiiiiiiiiiiiiiuuiiiiiiiiiiiitiiiiiuiiiu'.iiiiiiiiiiiiiniMiiiiiiiiiiiiniMiiiiiiiiiuiiiiiiiiur
glllitiimiiiiiiiiiiiiiiiiiliiliniilHiliiiiiniiniiiiMiiiiitiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiniiiiiiiiuiiiiiniiiiiiiiiiHiiitiiiiiiiiiiiitiiitiiitiiiiiiiiiK
WILLIAMS' SUPERIOR
DROP-FORGED CLAMPS
Literature on request.
J. H. WILLIAMS & CO.
'*The Drop-Forging People**
BBOOKLYN BUTPAIX) CHICAGO
143 Bldiards SL 143 Vulcan St. 1143 W. 130th St
e =
-^miiiiiiiniiitiHrMinHiiiiiiiiuiiinriniiiiMitiiiiiiiiiiiniiiniiiiiiniiniitiMiiriiiiiiiiiitiiiuiiiniiiriiiiiiiitiiitiiiiiriiiitiiiiiiiiiiiiiitiiiif:
iiiiiiuiiiniiMiiiiriitiiiiiiiniiiiiiiiiiiiiiiiiiiiniiiiriiiiiittiiiriiiiiiniiiiiiiniiniitiiiiiiiiiiiiniiiiiuiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiitiiiiiiri'j
BAKELITE-DILECTO
The fields of usefulness for Bakelito-Dilecto sro many and varied because of
its superior merit over materials heretofore available in sheets, tubes or rods.
The exceptional qualities of Bakellte-Dilecto are satisfyijig electric railways
all over the country. Investigate.
The Continental Fibre Co., Newark, Delaware
Branch Offices:
CHICAGO. 832 S. Michigan Ave. N'EW YORK. S3S Broadway
Pittsburgh OlSce, 301 Fifth Ave. San Francisco Office. 525 Market St.
Los .Angeles OfBce, 411 S. Main St.
CANADIAN OFFICE. 89 Wellington St.. W.. Toronto. Ont.
mmmitmiimmimiiittiimfnuunittiiiiriiuiiiiiinrMniintiimiiniiiniitiiiiiiiMJwuiiiiJiiiiijiiiiniiiiiiniiiiiiniimuii
I Use only Awebco Tape on your Armatures |
I Field Coils have better protection when wound with i
I "AWEBCO Tape." Send for samples. |
I ANCHOR WEBBING COMPANY |
I 300 Brook Street, Pawtucket, Rhode Island |
^niinMiminiiiiiiiniuHiuiiiniMiiHMnrMiuiiniiuiiHMiiiiiiiiMniMiiiiMiiiiiiiiiMUUiiuiiniiiitniHMniMiiiMHMiuiiiiiiniiimiiiiiui;
aiimiiiiiiiiiiHiMiimmiiimiiumuminiiHiiiiiHimiiiiiiiiiiitiimiiiiiiimiiiiiiiiiiiimimiiHiimiiiuiim
FORD TRIBLOC |
I A Chain Hoist that excels in every feature. It has |
I Planetary Gears, Steel Parts, 3J to 1 factor of Safety. |
i It's the only Block that carries a five-year guarantee. |
I FORD CHAIN BLOCK CO. |
I Second and Diamond Sts., Philadelphia |
^iiiiliiiiniiitriuiiiiiiiniiiiiiiiiiiiitiiniiniiiniiiniiiiiiiniiiiiiiiriiiiiiinriiiiiiinHniiiiuiiiiiiiiinuiiiuiiuniiiinmniunimiiniiiiiiiS
^iinluillltlllllllllllllliiiiiiiiHiliiiiniiiiriiuiiiinHtiiiniiiiiiiiiiiniiimiiuililiiliniiiiiiliiriiiiiiiiiiiiiiiHiiiiiniiiiiilllMluiimiuilllll
BUCKEYE JACKS
high-grade R. R. Track and Car Jacks.
The Buckeye Jack Mfg. Go.
Alliance, Ohio
uiiniriii>iiiililliilllliiiilliiliiiniittiiiiniiniiniiiiuillllilitiiiiniiutiiii)iliiniiiiiillllMlllllinMilllliniinMlluilintiiiMiiiiniinniii0
December 3, 1921
Electric Railway Journal
45
Avoid Costly Car Lay-Ups
We have a brake
shoe for every kind
of wheel wear.
Avoid Costly Car Lay-
ups and eliminate the
expense of wheel re-
moval by installingr
wheel truing' Brake
Shoes on all of your
cars.
They work while
your car miles pile up.
When flange only
needs correction use
type of brake shoe
(section only) shown
in cut.
timiiiiHtiiiiiiiiiitiiiiinmiiimmiin (iimniit iiiiiiiitiiiiiiiiimiMiiimiiiiuiii iiimiiuiiiiJiiiiuiiiiiiuiiiiiiitiit TgiiihiiiiKiiiiimiiniiiiii iiiiiiiiimmiimmiiiimiimiimm ■tiiiiimt iiiiiim iiiiiiiiiiiMiiimiiiiiiimiimimiimu^
— — ' s s
The Kalamazoo Trolley Wheels |
I have always been made of en- I
I lirely new metal, which accounts
I for their long life WITHOUT
I INJURY TO THE WIRE. Do
I not be misled by statements of
I large mileage, because a wheel
I that will run too long will dam-
I age the wire. If our catalogue
i does not show the style you
I need, write us — the LARGEST
I EXCLUSIVE TROLLEY
I WHEEL MAKERS IN THE
I WORLD. I
THE STAR BRASS WORKS |
I KALAMAZOO, MICH., U. S. A. |
^iiiniilil iiriiiiiliiriiiiiiiMlliiiriilllil I iiiiiirririiiiiim liiiiiiiiiiiiiniiiiiiiiiuilllliniiillimiiuniiniililllimilinilill^
sriiiiiiiiriimiii iiiinimiiiiiiiiijijiiiiiiiiiiiiijii iiiii iiiiiiii iiiiiii iriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiini^
I HORNE MANUFACTURING CO. |
f- Mercer and Colgate Streets, Jersey City, N. J. I
I Hand Brakes — Air Purifiers for Compressors — I
I Lighting Fixtures — ^Electric Vibrating Bells — |
I Thermostats — Switches, Receptacles and Plugs |
I — Junction Boxes, Portables and Reflectors. |
^itiliiiiiiiliiiiiiitiinriiiiiiiniiiiiiiiiiiiiiiitiiiiiiiniiniiiiiiiiitMiiiiiiiiiiiiiiiiiiiinrMiiiiiiiiiiiiiriiiiiitriiiiiiiiiiiiiiiiniiiiHiiiiiiiiiiiniic
I Wheel Truing Brake Shoe Company |
I Detroit, Michigan |
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S«e tha Crank of ths i
GREAGHEAD DESTINATION SiGK I
By mrani of it, c'lnductor or motorman |
can change sign without leaving platform. =
All tliat has to be done is to turn thf =
crank. Better investigate. =
CREA6HEAD ENGINEERING CO., CINCINNATI. 0. |
^iiirMitriiniiiMiitimrirfinmimiutimiiniiMiitMiirMirmiiiiiiimiMmrmrmm-tiirniiMiirnimiiiMiimitnirMiiriiiimitiii^
ffl SEARCHLIGHT SECTION
POSITIONS VACANT
FIRST class master mechanic wanted for
street and interurban electric railway
property operating about fifty cars. Lo-
cation North Central States. Give full de-
tails as to experience and references in
first letter. P-363, Elec. Ry. Journal,
Leader-News Bldg., Cleveland, O.
FOREMAN wanted for carpenter repair
shop on repairs to passenger and freight
cars. Must have initiative and be live
wire. Shop works 20 to 30 men. State
experience and salary expected. P-462,
Elec. Ry. Journal, Old Colony Bldg.,
Chicago, 111.
POSITIONS WANTED
DRAFTSMAN — Toung married man
wishes position, mechanical department.
Available immediately. Prefer Central
States. Reasonable salary to start.
Box 299, Johnson City, Tennessee.
GENERAL superintendent of operation of
combined light, power, traction and gas
property, desires change ; competent to
take charge of property either as man-
ager or assistant manager : has made
good record in charge of utilities opera-
tion and water power development ; can
furnish best of references ; personal
reasons for desiring change. PW-350,
Elec. Ry. Journal, Old Colony Bldg., Chl-
cago. 111.
MASTER mechanic, at present employed,
desires change : 27 years in electric rail-
way work, both city and heavy interur-
ban. Familiar with railroad practice.
Have handled steam and electric loco-
POSITIONS WANTED
USED CARS
For Every Service
Railway Motors
Standardize Your Equipmentm
at Minimum Cost
TRANSIT EQUIPMENT CO.
501 Fifth Avenue, New York
motives. Can handle both mechanical
and operating departments on electric
road. Successful handling labor. Can
give good references. PW-362, Elec. Ry.
Journal, Old Colony Bldg., Chicago, III.
SUPERINTENDENT of transportation,
with a proven record of seventeen years
on large city and interurban properties,
desires a change. Capable and progres-
sive with high grade references as to
character and ability. Capable of taking
over details of trasportation of any
property and getting results. PW-360,
Elec. Ry. Journal, Old Colony Bldg., Chi-
cago, 111.
For 20 Years
I we have been f
[ Buying and Selling I
I Second-Hand Cars I
I Trucks and Motors |
I At Your Service |
ELECTRIC EQUIPMENT CO.
i CommoBweslth Bld(., Philadelphia, Pa. I
WANTED
SMIIIIKtIIHtlMIIII
MIMIIIIIIIMMIIMII
MMIIIIIIIII^
IMIIItllKIIIIIIIIMII
Second Hand Car Body Wanted
In good condition for use with Brill 22-E
maximum traction trucks and G. E.-6 7
motors. W-364, Elec. Ry. Journal, Real
Estate Trust Bldg., Phila., Pa.
'JllllllltlMltlltlMIIIIIIIII
llllltllMMIIIMIIIIIItl|'„
700 tons new 9 in. I
GIRDER RAIL |
Penna. Steel Co. Section 228. 107 lb. to I
the yard. Attractive price upon applicatioD. =
Subject to R. W. Hunt & Company's In- =
spection. Prompt shipment. =
H. M. FOSTER COMPANY I
Continental Building, Baltimore. Md. i
^ItMlllllllllltllltllltlMIIIMIHIIII!'!
■iiiiiitiiiiitiiiitmiinn
FOR SALE CHEAP
2 — lO-ton Hydraulic Car Jacks, Prac-
tically new.
1—2 M.S. Car Wheel Grinder, 4 ft.
854 in. gauge, complete except
motor, rheostat or belting. First
class condition.
51—21 in. Cast Iron Car Wheels— 3^
in. bore.
Buffalo & Lake Erie Traction Co.
Erie. Penna.
ROTARY CONVERTERS
1 — 2200 KW. Westlnghouse 6 phaso, 60 cycle. A.C.. 600 volt D.C. with ■peed limit and end Dl«y
device, speed 450 R P.M and 3-900 KVA. 13200/6600-368 volt transformers and panels complete.
1 — 1000 KW. Westlnghouse 6 phase, 60 cjcle A.C. 600 volt D.C. speed 900 BPM. Mmplete with
1000 KW. 3 phase. 60.000 volt transformer with 5 and 10 per cent taps, also A.C. and D.C.
switchboard panels.
2 — 300 KW. Stanley 3 phase, 26 cycle, 360 volts A.C. 600 Tolt D.C. speed 500 BPM. complete
with suitable transformers, also panels.
DIRECT CONNECTED ENGINE UNIT
1 — 850 KW, Gen. Elec. 575 volt compound wound 100 BPM. generator direct connected to 83 and
54 X 48 Greene Whe«lo<^ cross compound heavy duty 4 valve raighie complete with Surface Con-
densing equipment and panel, price f.o.b, cars $10,500
Archer & Baldwin, Inc., 1 14 Liberty St., New York City
Telephone: 4337-4338 Rector
IIIIIIIUDMIMIMMtlllllllllllllltlllMlli
46
Electbic Railway Journal
December 3, 192L
WHAT AND WHERE TO BUY
Equipment, ApuratiM and Suppiies llaed by the Electric Railway Industry with
Ptenres Of MnnaifadnrerB and IRiMHbators Advertisiiig in thi« Isene
Advertisins. Street C^r
Collier. Inc.. Barron G.
Air Pnriflers
Home Mfg. Co.
Anchors, Gny
Electric Service Supplies Co
Ohio Braes Co.
Weetin^house Elec. & M. Go.
Armature Shop Toolg
Elec. Service Supplies
Axle Stratshteoers
Columbia M. W. & H. I. Go.
Axles, Car Wheel
BemiB Car Truck Co.
Brill Co.. The J. G.
St. I>ouiB Car Co.
Standard Steel Works Co.
Taylor Enectric Truck Co.
Westinghouse Elec. & M. Go.
Babbitt Metal
More-Jones B. & M. Co.
Babbitting Devices
Columbia M. W. & M. I. Co.
Badges and Battoos
Electric Service Supplies Co.
International Register Go..
The
Bankers and Brokers
Coal & Iron National Bank
Batteries, Dry
National Carbon Co.
Nichols -Lintem Co.
Batteries. Storage
Electric Storage Battery Co.
Bearings and Bearing Metals
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
More-Jones Br. Se Metal Co.
St. Louis Car Co.
Taylor Electric Truck Co.
Westinghouse Elec. & M.Co.
Bearings, Center and Roller
Side
Stuck! Co.. A.
Bells and Gongs
Brill Co.. The J. Q.
Columbia M. W. & M. I. Co.
Elec. Service Supplies Co.
St. liOUis Car Co.
Benders, Rail
Amer. Chain Co.. Inc.
Niles-Bement-Pond Co.
Ry. Track-work Co.
Watson -Stillman Co.
Bending ApXHuatas
Ry. Track-work Co.
Boilers
Babcock & Wilcox Co.
Boiler Tabes
National Tube Co.
Bond Testers
Amer. Steel & Wire Co.
Elec. Service Supplies
Rail Welding & Bonding Co.
Bonding Apparatus
Amer. Steel & Wire Co.
Elec. Service Supplies Go.
Ohio Brass Co.
Rail Welding & Bonding Co.
Bonds, Rail
Amer. Steel & Wire Co.
Copper Clad Steel Co.
Elec. Service Supplies Co.
Greneral Electric Co.
Ohio Brass Co.
Ry. Track-work Co.
Rail Welding & Bonding Co.
Westinghouse Elec. & M.Go.
Book Publishers
McGraw-Hill Book Co.. Inc.
Boring Tools. Car Wheel
Niles-Bement-Pond Co.
Boxes-Junction and Outlet
Nat'l Metal Molding Co.
Brackets and Cross Arms
(6m also Poles* Ties, PosU,
eto.)
Bates Bzp. Steel Truss Co.
Creaghead Eng. Co.
Electric Ry. Equip. Co.
Elec. Service Supplies Co.
Hubbard & Co.
Ohio Brass Co.
Brake Adjusters
Hamilton & Hansell. Inc.
Nat'l. Ry. Appliance Co.
Westinghouse Tr. Br. Co.
Brake Shoes
Amer. Brake Shoe & Fdry.
Co.
Barbour- Stock well Co.
Bemis Car Truck Co.
Brill Co.. The J. G.
Columbia M. W. & M. I. Co.
St. Louis Car Co.
Taylor Electric Trnc^ Co.
Wheel Truing Brake Shoe
Co.
Brakes, Brake Systems and
Brake Parts
Bemis Car Truck Co.
Brill Co.. The J. G.
Columbia M. W. ft M. I. Co.
General Electric Co.
Home Mfg. Co.
National Brake Co
St. Louis Car Co.
Taylor Electric Truck Co.
Westinghouse Tr. Br. Co.
Brooms, Track, Steel and
Rattan
Amer. Rattan & Reed Mfg.
Co.
Brushes, Carbon
General Electric Go.
Jeandron, W. J.
Le Carbone Co.
Morganite Brush Co.
National Carbon Co.
Westinghouse Elec. & M.Co.
Brush Holders
Anderson Mfg. Co.. A. ft
J. M.
Columbia M. W. ft M. I. Co.
Brushes, Graphite
National Carbon Co.
Buses. Motor
Brill Co.. The J. G.
Bashli^s
Natl. Fibre & Insulation Co.
Nat'l Metal Molding Co.
Bushings, Case Hardened and
Manganese
Bemis Car Truck Co.
Brill Co.. The J. G.
Cables
(See Wires and Cables)
Carbon Brushes
(See Brushes. Carbon)
Car Ligbtini; Apparatus
Elec. Service Supplies
Car Panel Safety Switches
Westinghouse Elec. ft M.Co.
Cars, Damp
Differential Steel Car Co..
Inc.
Cars, Passenger. Freight,
Express, etc.
American Car Ck).
Brill Co.. The J. G.
Kuhlman Car Co.. G. C.
McGuireCummings Mfg. Co-
National Ry. Appliance Co.
St. Louis Car Co.
Thomas. Perley A.
Wason Mfg. Co.
Cars. Seeond-Hand
Electric Equipment Co.
Oar. Self-PropeUed
Electric Storage Battery Co.
(Jeneral Electric Co.
Castings. Brass, Composition
or Copper
Anderson Mfg. Co.. A. ft
J. M.
Columbia M. W. & M. I. Co.
More-Jones Br. & Metal Co.
Castings. Funnel
Wharton, Jr.. & Co., Inc..
Wm.
Castings, Gray Iron and Steel
American Steel Foundries
Bemis Car Truck Co.
Columbia M. W. ft M. I. Co.
St. Louis Car Co.
Standard Steel Works Co.
Wharton, Jr.. ft Co., Inc..
Wm.
Castings, Malleable and Brass
Amer. Brake Shoe ft Fdry.
Co.
Bemis Car Truck Co.
Columbia M. W. ft M. I. Co.
St. Louis Car Co.
Catchers and Retrievers.
Trolley
Earll C I.
Electric Service Sup. Co.
Ohio Brass Co.
Wood Co.. Chas. N.
Catenary Constmetlon
Archbold -Brady C^.
Circuit Breakers
Automatic Reclosing Circuit
Breaker (3o.
Cutter Co.
General Electric Co.
Westinghouse Elec. ft M.Co.
Clamps and Connectors for
Wires and (Jables
Anderson Mfg. Co.. A. ft
J. M.
Electric Railway Equip. Co.
Elec. Service Supplies Co.
Creneral Electric Co.
Hubbard & Co.
Westinghouse Elec. ft M.Co.
Cleaners and Scrapers, Track
(See also Snow - Plows,
Sweepers and Brooms)
Brill Co.. The J. G.
Ohio I^asa Co.
Cleats
Nat'l Metal Molding Co.
Clusters and Sockets
(Jeneral Electric Co.
Coal and Ash Handling
(See Conveying and Hoist-
ing Machinery)
Coil Banding and Windinc
Machines
Columbia M. W. ft M. I- Co.
Electric Service Supplies Co.
Oolls. Armature and Field
Columbia M. W. ft M. I. Co.
General Electric Co.
Westinghouse Elec. & M. Co.
Colls. Choke and Kicking
Electric Service Supplies Co.
G<*neral Electric Co.
Westinghouse Elec. ft M. Co,
Coin-Counting Machines
International Register Co.,
The
Johnson Fare Box Co.
Commntator Slotters
Electric Service Supplies Co.
General Electric Co.
Westinghouse Elec. ft M. Co.
Commutator Truing Devices
General Electric Co.
Commatators or Parts
Cameron Elec'l Mfg. Co.
Columbia M. W. ft M. I. Co
(Seneral Electric Co.
Westinghouse Eflec. ft M. Co.
Compressors, Air
Allis-C^ aimers Mfg. Co.
General Electric Co.
Westinghouse Trac. B. Co.
Condensers
Creneral Electric Co.
Westinirhouse Elec. & M. Co.
CcMiduits, Interior
Nat'l Metal Molding Co.
Conduits, Underground
Sid. Underground Cable Co
Connectors. Solderless
Westinghouse Elec. & M. Co.
Connectors, Trailer Car
Elec. Service Supplies
Controllers or Parts
Columbia M. W. ft M. I. Co.
General Electric Co.
Westinghouse Elec. & M. Co.
Controller Regulators
Electric Service Supplies Co.
Controlling Systems
General Electric Co.
Westinghouse Elec. ft M. Co.
Converters. Rotary
(Seneral Electric Co.
Westinghouse Elec. ft M. Co.
Conveying and Hoisting Ma-
chinery
Columbia M. W. ft M. I. Co.
Copper Wire
Anaconda Copper Mining Co.
Copper Clad Steel Co.
Cord Adjusters
Nat'l Fibre & Insulation Co.
Cord, Bell. Trolley, Register,
etc.
Brill Co.. The J. G.
Electric Service Sup. Co.
International Register Co..
The
Roeblings Sons Co.. John A.
Samson Cordage Works
Silver Lake Co.
Cord Connectors and Couplers
Electric Service Sup Co.
Samson Cordage Works
Wood Co.. Chas. N.
Couplers. Car
American Steel Foundries
Brill Co.. The J. G.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Oanes
Niles-Bement-Pond Co.
Cross Arms (See Brackets)
Crossing Foundations
International Steel Tie (^.
Vossings. Frogs and Switches
Wharton, Jr. & Co.. Inc..
Wm.
Crossing Signals. (See 8tg^
nals, Crossing)
Crossings. Track. (See Track,
Special Work)
Curtains and Curtain Fix-
tures
Brill Co.. The J. G.
Elec. Service Supplies Co.
St. Louis Car Co.
Dealers' Machinetr
Archer & Baldwin
Electric Equipment Co.
Transit Equipment Co.
Destination Signs
Columbia M. W. ft M. I
Co.
Creaghead Eng. Co.
Electric Service Supplies Co.
Detective Service
Wish Service, P. Edward
Dogs, Lathe
Williams ft Co.. J. H.
Door Operating Devices
Consolidated Car Heating
Co.
National Pneumatic Co.. Inc.
Doors and Door Fixtures
Brill Co.. The J. G.
Genera! Electric Co.
Doors and Shutters. Fireproof
Kinnear Mfg. Co.
Doors. Folding Vestibule
National Pneumatic Co..
Inc.
Doors. Steel, Rollins
Kinnear Mfg. Co.
Draft Rigging. (See Coop-
lers)
Drills, Track
American Steel ft Wire Co.
Electric Service Supplies Co.
Niles-Bement-Pond Co.
Ohio Brass Co.
Dryers, Sand
Electric Service Supplies Co.
Electrical Wires and Cables
American Elec. Works
Roebling's Sons Co.. J. A.
Engineers, Consnlting, Con-
tracting and Operating
Allison & Co., J. E.
Archbold -Brady Co.
Arnold Co., The
Beeler. John A.
Byllesby ft Co.. H. M.
Clark Mgmt Corp. E. W.
Day & Zimmerman, Inc.
Drum ft Co.. A. L.
Engel ft Hevenor
Feustel. Robert M.
Ford, Bacon & Davis
Hemphill & Wells
Hoist, Englehardt W.
Jackson, Walter
Kelly Cooke ft Co.
Parsons. Klapp, Brinkerhoft
ft Douglas
Richey. Albert S.
Sanderson ft Porter
Sangster & Matthews
Smith ft Co.. C. E.
Stone ft Webster
Engines. Gas. Oil and Steam
Westinghouse Elec. & M .
Co.
Expansion Joints. Track
Wharton. Jr. ft Co., Inc..
Wm.
Fare Boxes
Cleveland Fare Box Ck).
Johnson Fare Box Co.
Na'l Ry. Appliance Co.
Ohmer Fare Register Co.
Fences, Woven Wire and
Fence Posts
Amer. Steel ft Wire Co.
Fenders and Wheel Guards
Brill Co.. The J. G.
Cleveland Fare Box Co.
Consolidated Car Pender Co.
Electric Service Sup. Co.
Star Brass Works
Fibre and Fibre Tubing
Continental Fibre Co.
Nat'l Fibre ft Insulation Co.
Westinghouse Elec. ft M. Co.
Field Coils. (See Colls)
Filters. Water
Scaife & Sons Co.. Wm. B.
Flaxlinum Insulation
Nat'l Ry. Appliance Co.
Floodlights
Electric Service Sup. Co.
Floor Plates
Amer. Abraisive Metals Co.
Flooring Composition
American Mason Safety
Tread Co.
Forglngs
Columbia M. W. ft M. I. Co.
Standard Steel Works Co.
Williams ft Co.. J. H.
Frogs, Track. (See Track
Work)
Fuses and Fuse Boxes
Columbia M. W. ft M. I.
Co.
General ETIectric Co.
Westinghouse Elec. ft M.Co^
Williams ft (Jo.. J. H.
Fuses, Reflllable
Columbia M. W. ft M. I. Co.
General Electric Co.
Gaskets
Power Specialty (^.
Westinghouse Tr. Br. Co.
Gas-Electric Cars
(Seneral Electric Co.
Gas Producers
Westinghouse Elec. ft M. Co.
Gates, Car
Brill Co.. The J. G.
Gear Blanks
Standard Steel Works Co.
Gear Cases
Columbia M. W. ft M. I.
Co.
Electric Service Sup. Co.
Westinghouse Elec. ft M.(3o.
Gears and Pinions
Bemis Car Truck Co.
Columbia M. W. ft M. I.
Co.
Electric Service Sup. Co.
General Electric Co.
Nat'l Ry AppUance Co.
Nuttall Co.. R. D.
Tool Steel Gear ft Pinion
Co.
Generating Sets, Gas-Electrie
General Electric Co.
Generators
EngUsh Electric Co.. Ltd.
General Electric Co.
Westinghouse Elec. ft M. Co.
Gongs. (See Bells and
Gongs)
Graphite
Morganite Brush Co.
Greases. (See Lubricants)
Grinders and Grinding Snp>
plies
Metal ft Thermit Corp.
Railway Track-work Co.
Grinding Blocks and Wheels
Railway Track- work Co.
Guards, Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Harps. Trolley
Anderson M. Co., A. ft J. M.
Bayonet Trolley Harp Co.
Electric Service Sup. (3o.
More-Jones Br. ft Metal Co.
Nuttall Co.. R. D.
Star Brass Works
Headlights
Eflectric Service Sup. Co.
General Electric Co.
Ohio Brass Co.
St. Louis Car C^.
Heaters, Car (Electric)
Consolidated Car Heating
Co.
Gold Car Heating ft Light-
ing Co
Nat'l Ry. AppUance Co.
Smith Heater CJo.. Peter
Heaters. Car. Hot Air and
Water
Cooper Heater Co.
Smith Heater Co.. Peter
Heaters, Or (Stove)
Electric Service Sup. Co.
Smith Heater Co.. Peter
Hoists and Lifts
Columbia M. W. ft M. I. Co.
Ford-Chain Block Co.
Niles-Bement-Pond Co.
Hose. Bridges
Ohio Brass Co.
Hydraulic Machinery
N lies -Bcment- Pond (k>.
Watson-Stillman Co.
Instruments. Measuring, Test-
ing and Recording
Elec. Service Supplies
General Electric Co.
Westinghouse Elec. ft M. (3o.
Insulating Cloth, Paper and
Tape
Anchor Webbing <3o.
General Electric Co.
Hope Webbing Co.
National Fibre ft Insulation
Co.
Westinghouse Eflec. ft M. Co.
Insulating Machinery
Amer. Ins. Machinery Co.
December 3, 1921 Electric Railway Journal
aimimiriiiiniiiiiiiiiiiraiiuuiiiiiiiiiniiiiiiiiiiiiiiiiniiuiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiniinHUKiii'i
47
E
UMiiinmniiiB
They are uniform in quality
They tall^for themselves
W. J. Jeandron
227 Fulton Street
New York City
Pittsburgh Office:
636 Wabaah Building
Canadian Distributors:
Lyman Tube A Supply Co^ Ltd.
Montreal and Toronto
Brake Shoes
I A. E. R. A. Standards
! Diamond "S" Steel Back is the Best Type
Standard
Patterns
for
SAFETY
CAR
D-67 for Narrow Treads
D-87 for Wide Treads
I American Brake Shoe and Foundry Co.
I 30 Church Street, New York |
I 332 So. Michigan Ave., Chicago Chattanooga, Tenn. |
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^
li|J^lttl!HWli|
SASHES, DOORS
INTERIOR FINISH
VESTIBULES AND FRAMING
rv k,» r-'iw mm rmioi;-^ « ir: i
PERLEY A. THOMAS
GAR WORKS
Manufacturer of Cars
and Car Materials
Cars of all types from one-man to large
interurban
HIGH POINT, N. G.
CURTAINS, VENTILATORS
SASH AND DOOR TRIMMINGS
DOOR AND STEP MECHANISM
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THE DIFFERENTIAL
STEEL CAR CO.
H. Fort Flowers, Pres. and Gen. Mgr.
FINDLAY, OHIO
Adjustment for slack is made on the appli-
cation of the brake, not on the release.
Send for full detail/.
Hamilton & Hansel!, Inc., 13 Park Row, New York. N. Y.
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I SAMSON SPOT WATERPROOFED TROLLEY CORD I
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Tndi M>rk B<c. V. a. fu. ua.
S Made of e«rs quality stock trmly braided and smoothly flnlshad I
S CareftUly inspected and guaranteed free from flaws. i
s Samples and Information gladly sent. =
I SAMSON CORDAGE WORKS, BOSTON. MASS.
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lU^ Car Heating and Ventilation
WIE
^rfnniini\\
is one of the winter problems that you must
settle without delay. We can show you how
to take care of both, with one equipment.
Now ifl the time to fret your cars ready for
next winter. Write for details.
The Peter Smith Heater Company
1725 Mt. Elliott Ave., Detroit, Mich.
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4S
Electric Railway Journal
December 3, 1921
Ineolation. (See also Faints)
Anderson M. Co., A. & J. M.
Electric By. Equipment Co.
Electric Service Sup. Co.
General Electric Co
Westin^house Elec. & M. Co
Insulators, - (See also Line
Material)
Anderson M. Co., A, & J. M.
Creaghead Engineering Co.
Electric Ry. Equipment (3o.
Electric Service Supplies Co.
General Electric Co.
Macallen Co.. The
Ohio Brass Ck>.
Westinghouse Elec, & M. Co.
Insulator Pins
Electric Service Sup. Co.
Hubbard & Co.
Insurance, Fire
Marsh & McLennan
Inventions Developed and
Perfected
Peters & Co.. G, D.
Jacks. (See also Cranes,
Hoists and Lifts)
Buclceye Jack Hie. Co.
Columbia M. W, & M, I, Co.
Elec. Service Supplies
National Ky. Appliance Co
Watson-Stillman Co.
Joints, Rail
Amer. Chain Co , Inc.
Rail Joint Co.
Journal Boxes
Bemis Car Truck Co.
Brill Co., J. G,
Lamp Goards and Flxtntea
Anderson M, Co,, A. & J. M.
Electric Service Sup, Co,
General Electric Co,
Westinghouse Elec. & M. Co.
Lamps, Arc and Incandescent
(See also Headlights)
Anderson M, Co., A. & J, M.
General Electric Co.
Nat'l Elec. Specialty Co.
Westinghouse Elec. & M. C^.
Lamps, Signal and Marker
Nichols-Lintern Co,
Lanterns, Classification
Nichols-Lintern Co.
Lathe Attachments
Williams & Co., J, H,
Lathes, Car Wheel
Niles-Bemenl-Pond Co,
Lightning Protection
Anderson M. Co,. A. & J. M.
Electric Service Sup. Co.
(Jeneral Electric Co,
Ohio Brass Co.
Westinghouse Elec. & M. Co.
Line Material. (See also
Brackets, Insulators, Wires,
etc.)
Anderson M. Co., A, & J, M.
Archbold Brady Co,
Columbia M. W. & M. I. Co.
Creaghead Eng <3o.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
English Electric (3o., Ltd,
(Jeneral Electric Co.
Hubbard & Co.
Macallen Co., The
More-Jones Br. & Metal Co.
Westinghouse Elec. & M. Co.
Locking Spring Boxes
Wharton, Jr. & Co., Ino„
Wm.
Locomotives, Electric
General Electric Co.
McGuire-Cummings Mfg. (3o.
Westinghouse Elec. & M. Co.
Lubricating Kngineers
Galena-Signal Oil Ck>,
■Texas Company
Universal Lubricating Co,
Lubricants, Oil and Grease
Borne, Scrymser Co,
Galena-Signal Oil Co.
Texas Company
Universal Lubricating Co.
Lumber. ((See Poles, Ties,
etc.)
Machine Tools
Columbia M, W. & M. I. Co,
Niles-Bement-Pond Co.
Watson-Stillman Co.
Magnet, Wire
Belden Mfg. Co.
Manganese Steel, Special
Track "Work
Wharton, Jr, & (k>.. Inc.,
Wm. I
Mica
Macallen Co.. The
Motor Buses
(See Buses, Motor)
Motormen's Seats
BriU Co., J. G.
Electric Service Sup. Co.
Wood Co., Chas, N.
Motors, Eleetrlo
General Electric Co.
Westinghouse Elec. & M. C!o.
Motor and Generator Seta
General Electric Co.
Molded Insulations and Parts
Belden Mfg. Co.
Molding, Metal
Nafl Metal Molding Co.
Nuts and Bolts
Barbour-Slockwell Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Hubbard & Co.
Oils. (See Lubricants)
Packing
Elec. Service Stipplies
Power Specialty Co.
Westinghouse Tr. Br. Co.
Paints and Varnishes for
Woodwork
National Ry. Appliance Co.
Paving Alaterlal
Amer. Br. Shoe & Fdry Co.
Pickups, Trolley Wire
Electric Service Sup. Co,
Ohio Brass Co,
Pinion Pullers
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
(Jeneral Electric Co.
Wood Co., Chas. N.
Pinions. (See Gears)
Pins, Case Hardened, Wood
and Iron
Bemis Car Truck Co.
Electric Service Sup, Co,
Ohio Brass Co.
Westinghouse Tr. Br, Co.
Pipe
National Tube Co.
Pipe Fittings
Power Specialty Co.
Standard Steel Works Co.
Watson-Stillman Co.
Westinghouae Tr. Br. Co,
Planers. (See Machine Tools)
Pliers. Insulated
Electric Service Sup, Co.
Plugs
Nat'l Metal Molding Co.
Pole Reinforcing
Hubbard & Co.
Poles, Metal Street
Bates Expanded Steel Truss
Co.
Electric Ry, Equip. Co.
Hubbard & Co,
Poles. Ties Post, PilUne and
Lumber
Southern Cypress Mfr, Assn.
Poles, Trolley
Anderson Mfg. Co.. A. &
J. M.
Bayonet Trolley Harp Co.
Columbia M. W. & M. I. Co.
National Tube Co.
Nuttall Co.. R. D.
Poles, Tubular Steel
Electric Ry Equip. Co.
Elec. Service Supplies
National Tube Co.
Power Saving Devices
Nat'l Ry. Appliance Co.
Pressure Regulators
(Jeneral Electric Co.
Westinghouse Elec. & M. Co.
Pumps
Schutte & Koerting Co.
Watson-Stillman Co
Punches, Ticket
Bonney-Vehslage Too. Co.
International Register Co.,
The
Wood Co,, Chas. N,
Punching Mach) lerj
Watson-Stillma i Co,
Purifiers, Feed Water
Scaife & Sons Co,, Wm. B
Rail Grinders. (See Grinders;
Railway Safety Switches
Westinghouse Elec. & M. Co.
Rail Welding, (See Weldhig
Processes
Ry. Track-work (Jo,
Rail Welding & Bonding Co.
Rattan
Amer, Rattan & Beed Mfg.
Co.
Brill Co., The J. G,
Electric Service Sup, Co,
McGuire-Cummlngs Mfg. Co.
St. Louis Car Co.
Receptacles and Plugs
Home Mfg, Co.
Registers and Fittings
Brill Co,. The J, G.
Electric Service Sup. Co.
International Reg. Co.. The
Ohmer Fare Register Co.
Rooke Automatic Reg. <}o.
Reinforcement, Coneret«
Amer. Steel & Wire Co.
Repair Shop Appliances. (See
also Coil Banding ajid
Winding Machines)
Columbia M. W. & It. I. Co.
Electric Serric" *tip ^.
Repair Work. (See also
Coils)
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse Elec. & M. Co.
Replacers. Car
Amer. Chain Co., Inc,
Columbia M, W, & M. I. Co,
Biectric Service Sup, Co,
Reeistance. Grid
Columbia M. W, & M, I, Co,
Resistance, Wire and Tube
(Jeneral Electric Co.
Westinghouse Elec. & M. Co
Retrievers, Trolley. See
Catchers and Retrievers,
Trolley)
Rheostats
General Electric Co.
Westinghouse Elec. & M. Co
Rosettes
Nat'l Metal Molding Co.
Rubber Covered Wires and
Cables
Belden Mfg. Co,
Sanders, Track
Brill Co,, The J. G.
Columbia M. W. & M. I, (3o.
Electric Service Sup, Co,
Nichols-Lintern Co.
Ohio Brass Co.
St. Louis Car Co.
Sash Fixtures. Car
Brill Co.. The J. G,
Scrapers. Track. (See Clean-
ers and Scrapers, Track)
Seating Materials
Brill Co,. J. G.
St. Louis Car' Co.
Seats, Car. (See also Rattan)
Amer. Rattan & Reed Vfg.
Co.
Brill Co., The J, G.
Peters & Co., G. D.
St. Louis Car Co.
Second-Hand Equipment
Archer & Baldwin
Electric Equipment Co.
Shades, Vestibule
Brill C!o., The J. G.
Shovels
Hubbard & Co.
Shovels, Power
Brill Co., The J. Q,
Signals, Car Starting
Consolidated Car Heating
Co,
Electric Service Sup, Co.
Nat'l Pneumatic Co.. Inc.
Signals, Indicating
Nichols-Lintern Co.
Signal Systems, Block
Electric Service Sup. Co.
Nachod Signal Co.. Inc.
Union Switch A Signal Co
U. S. Electric Signal O.
Wood Co.. Chas. N.
Signal Systems, Highway
Crossing
Nachod Signal Co., Inc.
U. S, Electric Signal Co.
Slack Adjusters. (See Brake
Adjusters)
Sleet Wheels and (Gutters
Anderson Mfg. Co., A. &
J. M.
Bayonet Trolley Harp Co.
Columbia M. W. & M. 1. Co.
Biectric Ry. Equip Co.
Elec. Service Supplies
More-Jones Br. & Metal Co.
Nuttall Co.. R. D.
Smokestacks, Car
Nichols-Lintern Ck).
Snow-Flows, Sweepers and
Brooms
Amer. Rattan & Reed Mfg.
Co.
Brill Co., The J. Q.
Columbia M. W. & IT. I. Co.
Consolidated Car Pender Co.
McGuire-Cummings Mfg Co.
Sockets A Receptacles
Nat'l Metal Molding Co.
Soldering and Brazing. (See
Welding Processes and Ap-
paratus.)
Spikes
Amer. Steel & Wire Co.
Splicing Compounds
Westinghouse Elec. & M. Co.
Splicing Sleeves. (See Clamps
and Connectors)
Springs, Car and Truck
American Steel A Wire Co.
Bemis Car Track Co.
Brill Co., The J. G.
Standard Steel Works <3o.
Taylor Electric Truck Co.
Sprinklers, Track and Road
Brill Co.. The J, 6.
McGuire-Cummings Mfg, Co.
St. Louis Car Co,
Steps, Oar
Amer. Abrasive Metals (To-
American Mason Safety
Tread Co.
Stokers, Mechanical
■ Babcock & Wilcox Co.
Westinghouse Elec. & M. Co-
Storage Batteries. (See Bat-
teries, Storage).
Strand
Copper Clad Steel Co.
Roebling's Sons Co.. J. A.
Superheaters
Babcock & Wilcox Co.
Power Specialty Co.
Sweepers, Snow. (S"* Snow
Plows, ISweepei and
Brooms)
Switrh .Stands
Ramapo Iron Works.
Switches, Selector
Nichols Lintem Co,
Switches, Track. (See Track,
Special \\'ork )
Switches and Switchboards
Anderson Mfg, Co., A. & J.
M,
Cutter Co,
Electric Service Sup. Co.
General Electric Co.
Westinghouse Elec. & M. (3o-
Tnpes and Cloths. (See In-
sulating Cloth, Paper and
Tape)
Telephones and Parts
Electric Service Sup. Co
Testing Instruments. (See In-
struments. Electrical Meas-
uring Testing, etc.)
Thermostats
Consolidated Car Heating Co.
(Jold Car Heating & Light-
ing Co.
Railway Utility Co.
Smith Healer Co.. Peter
Thread-Cutting Tools
Williams & Co.. J. H.
Ticket Choppers and De-
stroyers
Electric Service Sup. Co.
Ties, Mechanical
Dayton Mechanical Tie Co.
Ties and Tie Rods, Steel
Barbour-Stockwell Co.
International Steel Tie Co-
Ties. Wood Cross. (See Poles.
Ties, Posts, etc.)
Tongue Switches
Wharton, Jr.. St Co.. Inc.
Wm.
Tool Holders
WiUiams & Co.. J. H.
Tool Steel
Cambria Steel Co.
Midvale Steel & Ord. Co.
Tools, Track and Miscell.
Amer. Steel & Wire Co.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Hubbard & Co.
Railway Track-work Co.
Tools. Thread Cutting
Williams & Co.. J. H.
Towers and Transmission
Structures
Archbold-Brady Co.
Bates Expanded Steel Truss
Co.
Westinghouse Elec. & M. Co.
Track. Special Work
Barbour-Stockwell Co,
N, Y, Switch & Crossing
Co.
Ramapo Iron Works
Wharton, Jr, & Co,, Inc,
Wm.
Transfer Issuing Machines
Ohmer Fare Register Co.
Transformers
General Electric Co.
Westinghouse Elec. A M. Co
Treads, Safety, Stair, Car
Step
Amer. Abrasive Metals Co.
Amer. Mason Safety Tread
Co.
Trolley Bases
Anderson Mfg, (k>,. A, &
J. M.
Electric Service Sup. Co.
(Jeneral Electric Co.
Nat'l Ry. Appliance Co.
Nuttall Co., R, D,
Oliio Brass Co.
Trolley Bases, Retrieving
Anderson Mfg. Co., A. A
J. M.
Electric Service Sup. Co.
(Jeneral Electric Co.
More Jones Br. & Met Co.
National Ry. Appliance Co.
Nuttali Co., R. D.
Oluo Brass Co.
Trolley Buses
Brill Co., The J, G,
General Electric Co,
Westinghouse Elec. A Mfg,
Co.
Trolley Klaterial
Elec. Service SuppUes
Ohio Brass Co.
Trolleys and Trolley Systems
Ford Chain Block Co,
Trolley Shoe
Miller Trolley Shoe Co.
Trolley Wheels. (See Wheels,
Trolley)
Trolley Wire
American Blec'l Works
Amer. Steel & Wire Co.
Anaconda Copper Mining Co.
Bridgeport Brass Ck).
Copper Clad Steel Co.
Roebling's Sons Co.. John A.
Trucks. Car
Brill Co . The J. G.
Bemis Car Truck Co.
McGuire-Cummings Mfg.Co.
St. Louis Car Co.
Taylor Electric Truck Co.
Tubing, Steel
National Tube Co.
Turbines, Steam
General Electric Co.
Terry Steam Turbine Co.
Westinghouse Elec. & M. Co.
Turnstiles
Elec. Service Supplies
Percy Mfg. Co.. Inc.
Upholstery Materials
Amer. Rattan & Reed M. Co.
Valves
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Varnished Papers
Irvington Varnish & Insu-
lator Co.
Varnished Silks
Irvington Varnish & Insu-
lator Co.
Varnishes (See Paints, etc.)
Ventilators, Cat .
Brill Co.. The S. G.
National Ry. Appliance Co.
Nichols-Lintern Co.
Railway Utihty Co.
St. Louis Car Co.
Vises, Pipe
Williams A Co.. J, H,
Water Softening and Purify-
ing Systems
Scaife & Sons Co.. Wm. B.
Welded Rail Joints
Ohio Brass Co.
Ry. Track-work (Jo.
Rail Welding & Bonding Co.
Welding Processes and Appa-
ratus
American Steel A Wire (^.
General Electric (^.
Metal A Thermit Corp.
I National Ry. Appliance Co.
Ohio Brass Co.
By. Track-work Co,
Rail Welding A Bonding Co.
Westinghouse Elec. A M. Co.
Welders. Portable Electric
Ohio Brass Co.
Ry. Track-work Co.
Rail Welding & Bonding Co.
Wheel Guards (See Fenders
and Wheel Guards)
Wheel Grinders
Wheel Truing Brake Shoe
Co.
Wheel Presses (See Machine
Tools)
Wheels, Car, Cast Iron
Assn. of Mfrs. of Chiliad
Car Wheels
Griffin Wheel Co.
WheeU, Car, Steel and Steel-
Tired
Amer, Steel Foimdries
Standard Steel Works Co.
Wheels, Trolley
Anderson Mfg. Co, A. A
J. M.
Bayonet Trolley Harp Co.
Columbia M. W. A M, I. Co.
Electric By. Equip. Co.
Elec. Service SuppUes Co.
General Electric Co.
More-Jones Br. & Metal Co.
Nuttall Co., R. D.
Star Brass Works
Whistles, Air
(Jeneral Electric Co.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Wire Rope
Amer. Steel A Wire Co.
Roebling's Sons Co.. J. A.
Wires and Cables
Amer. Electrical Works
Amer. Steel A Wire (3o.
Anaconda Copper Min. Co.
Belden Mfg. Co.
Bridgeport Brass Co.
Copper Clad Steel Co.
(Joneral Biectric Co.
Kerite Insulator Wire A
Cable Co.
Roebling's Sons Co.. J. A.
Westinghouse Elec. A M. Co
Wrenches
Williams A Co..
J. H.
December 3, 1921 Electric Railway JOURNAL 49
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E A R L L
i NEW YORK
CHICAGO
ST. LOUIS
Tool Steel Gears aod PiniooB
Anderson Slack Adjusters
Genesco Paint Oils
Dunham Hopper Door Device
Feasible Drop Brake Staffs
Flaxlinum Insulation
Ang:lo-Anierican Varnishes,
Paints, Enamels, Surfacers,
Shop Cleaner
Johnson Fare Boxes
Drew Line Material and Railway
SpiH.'iultie8
Perry Side Bearings
Hartman Centering Center Plates
Kconomy Power Saving Meter
H & \V Electric Heaters
Garland Ventilators
Pitt Sanders
National Safety Car Eqaipmmt
Co's One-Man Safety Cars
Reversible Slldine Trolley ghoee
wmwiN
You name the job — we'll name the bru»h
National Carbon Company, Inc.
CleTeland, Ohio
—The right retriever!
THERE is a special type of
EARLL Trolley Catcher or Re-
triever for every type of service. Our
business is making retrievers and
catchers — nothing else. We have
specialized in this particular field for
your benefit. Consult us.
^J^,7^ I
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= B. A Hegeman, Jr., President =
= Charles C. Castle, First Vice President W. C. Lincoln, Msr. Sales A Engineering =
E Harold A. Hegeman. Vice Prea. and Treas. Fred C. J. Dell, Secretary =
1 National Railway Appliance Co. I
I 50 East 42nd St., New York City I
i Hegeman-Castle Corporation National Railway Appliance Co. |
I 343 So. Dearborn St.. Chicago, 111. Munsey BIdff.. Washington. D. C. =
i National Railway Appliance Co. i
1 Little Bldff.. Boston. Mass. i
I RAILWAY SUPPLIES I
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MOEE-JQNES
'TIQER-BRONZE"
AXLE
/ANDAEMATUEE
BEARINGS
j^^
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= I
I Reduce Commutator Wear |
I and Losses Due to "Tie-Ups" |
I To be absolutely safeguarded against excessive comrau- i
I tator wear — assured of real mileage day in and day out — i
I and to obtain lower operating costs, use 1
National Carbon Brushes
I the brushes that were made to suit the commutator and |
1 the service. =
_Ao/ alvi^ays ihe c/ieapesi. bui eVer
loWesi in uliimaie qosI
MOBB-JQNES BRASS &METAL CO.
St. Louis. Missouri.
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I Railroad and Tram Car Specialties |
I New inventions developed, perfected |
I and worked fur the English market |
I Messrs. G. D. Peters & Co., Ltd. f
I Windsor Works, Slough (Bucks), Eng. |
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I Car Seating, Broom and Snow Sweeper |
I Rattan, Mouldings, etc. |
i AMERICAN RATTAN & REED MFG. CO. I
I Brooklyn. N. Y. |
I AMERICAN meant QUALITY |
I RATTAN SUPPLIES OF EVERY DESCRIPTION |
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50
Electric Railway Journal
December 3, 1921
ALPHABETICAL INDEX TO ADVERTISEMENTS
A
PacB
Allis-Chalmers TAig. Co 43
Alliaon Co„ J. B 20
American Abrasive Metals Co. . 50
Amer. Brake Sboa & Fdnr. Co. . 47
American Car Co 53
American Chain Co.. Inc 33
American Electrical Worka .... 40
American Insolatinr KachineiT
Co 40
Amer. Mason Safety Tread Co. . 50
American Rattan & Reed Mfar. Co. 40
American Steel Foundries 49
American Steel & Wire Co 40
Anaconda Copper Mlninar Co ... . 40
Anchor Webbing Co 45
Anderson TAfg. Co., A. ft J. M.. 36
Archbold-Brady Co 41
Archer & Baldwin, Inc 45
Arnold Co., The 20
Assn. of Mfrs. of Chilled Car
Wheels 51
Automatic Reclosingr Circuit
Breaker Co 42
B
Babcock & Wilcox Co 42
Barbour-Stockwel) Co 41
Bates Expanded Steel Truss Co. 33
Bayonet Trolley Harp Co 37
Beeler. John A 20
Beldcn Mfg. Co 44
Bemis Car Truck Co 28
Bonney-Vehslage Tool Co 43
Bori?e, Scrymser Co 41
Bridgeport Brass Co 12
Brill Co., The J. G 53
Buckeye, Jack. Hig. Co 44
Byllesby Enir. & Mfg. Corp.... 21
Cameron Electrical Mfgr. Co.... 43
Clark Mgr. Corp.. B. W 21
Cleveland Fare Box Co 44
Coal & Iron Nat'l Bank 21
Collier, Inc.. Barron G . . Back Cover
Columbia M. W. & M. I. Co 52
Consolidated Car Fender Co ... . 50
Consolidated Car Heatinr Co... 43
Fwa
Continental Fibre Co.. The 44
Copper Clad Steel Co 40
Cooper Heater Co.. The 43
Creaghead Engineerinr Co 45
Cutter Co 43
D
Day & Zimmermann. Inc 21
Dayton Mechanical Tie Co.. 24, 25
Differential Steel Car Co.. The. . 47
Drum & Co.. A. I, 20
Barll. C. 1 49
Electric Equipment Co 45
Blectric Ry. Equipment Co.... 10
Blectric Service Supplies Co ... . 9
Electric Storage Battery Co. . . . 43
Engel & Hevenor. Inc 21
English-Electric Co., The. Ltd. . A.
r
Feustel. Bobt. H 20
Flood City Mfg. Co 43
Ford, Bacon & Davis 20
Ford Chain Block Co 44
"For Sale" Ads 45
O
Galena-Simal Oil Co 17
General Electric Co 18
Gold Car Heating h Ut. Co 43
Gould, L. B 20
Griffin Wheel Co 39
Hamilton & Hansell 47
"Help Wanted" Ads 45
Hemphill & Wells 20
Hoist, Bnglehardt W 20
Hope, Webbing Co 42
Home Mfg. Co 45
Hubbard * Co 41
International Register Co., The. 34
Internafl Steel Tie Co.. The 7
I Page
i
Jackson. Walter 20
Jeandron. W. J 47
Johnson Fare Box Co 44
K
Kelly Cooke & Co 21
Kerite Insulated Wire & Cable
Co 40
Kinnear Mfg. Co 38
Kuhlman Car Co 63
I.
LeCarbone Co 47
H
Macallen Co 21
McGraw-Hill Book Co.. Inc 27
McGuire-Cummings Mfg. Co.... 16
Marsh & McLennan 6
Metal & Thermit Corp 22
Miller Trolley Shoe Co. .Front Cover
More- Jones Brass Metal Co 49
Morgan! te Brush Co 37
N
Nachod Signal Co 35
National Brake Co 19
National Carbon Co ^9
National Fibre & In.culation Co. 43
National Metal Molding Co 43
Nat'l Pneumatic Co.. Inc 11
Nat'l Ry. Appliance Co 49
National Tube Co 13
New York Switch & Crossing Co. 41
Nichols-Lintem Co 50
Niles-Bemeot-Pond Co 44
Nuttall Co.. R. D 32
O
Ohio Brass Co 5
Ohmer Fare Register Co 26
P
Parsons. Eapp. Brinckerhoff *
Douglas -iQ
Percy Mfg. Co., Inc 4,3
Peters & Co. ■. . . 49
Positions Wanted and (Vacant.. 45
Power Specialty Co 42
B
Fan
Rail Joint Co 41
Railway Track -work Co 15
RaUway Utility Co 50
Rail Welding & Bonding Co 41
Ramapo Iron Works 41
Richey. Albert S 20
Roebling'a Sons Co.. John A. . . . 40
Rooke Automatic Register Co. . 43
8
St. Louis Car Co 39
Samson Cordage Works 47
Sanderson & Porter 20
Sangster &> Matthews 21
Scaite & Sons Co., Wm. B 42
Si-aivhlight Section 45
Silver Lake Co 43
Smith & Co.. C. B 20
Smith Heater Co.. Peter 47
Southern Cvpress Mfi-s. Assn . . . 23
Standard Steel Works Co 30
Star Brass Works 45
Stone & Webster 20
Stuck! Co.. A 50
T
Taylor Electric Truck Co 38
Terry Steam "rurbine Co 42
Texas Co 31
Thomas. Perley A 47
Tool Steel Gear Sc Pinion Co . . . 35
V
Union Switch & Signal Co 8
D. S. Electric Signal Co 14
Universal Lubricating Co 29
W
"Want" Ads 45
Wason Mfg. Co 53
Watson-Stillman Co 3©
Westjtighoiisf' Elec & Mfg. Co. . 2
Wesfgh'se Traction Brake Co . . 4
Wharton. Jr. & Co.. Wm 41
Wheel Truing Brake Shoe Co. . 45
White Eng. Corp.. The J. G 20
Williams & Co.. J. H ! 44
Wish Service. The P. Edw 50
Wood Co.. Chas. N 40
^■iliniiiiiiiiiiiiillliiillllirMillliiMiilllliilliliiiillllliliilllMllllimiillllllilliniiii lit iiitiiitliitiiiMiiiiiiiMi'inil t liii^ HlNllilliniiiiiitiiiiiiiiiiiiiiiii<iiiijii)iiitiiriiiiiiiiiiiiiriuillilliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii)iiiiiiiiiiiiiiiii)i||||||iiii„„„„|„,„j„„m,,^
FERALUN "^^
Car Stens
Floor Plates
Station Stairs
Door Saddles, etc-
AMERICAN ABRASIVE METALS CO.
50 Church St.. New York City
Ift Iron ontf mtnr$
eatt too9tktr
PROVIDENCE H-B
FENDERS
LIFE GUARDS
.'iilllliiiiiiliilllllllllliilillliiili)llliliiiiiiriiiiiiiiiiiiiiiiiiiiiiiiii:<uiiiiiiiiiiiiiiiiiiiliilinilliiiitlllllliilllliiiniiiiliiiilMlllltllllllllllllllliF
I The Consolidated Car Fender Co,, Providence, R. 1. i
1 Wendell & MacDuffie Co., 61 Broadway, New York I
2 General Sales Agents I
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^iltiiiiiiiiiiiitlllllillllllllll(limilliliHliliiMliiiiiiiiiiiiiiiiriiiniiniHiiiiiiiliiliiliiiiiiiiiiiittiiiiiiilliniiiiiiniiitiiHiiiiiiiiiiiiiiiiiiiini>^ «niiiiiliiiiitiimriHiiiiiiiiiiiniiuiiiiiiiniiiiiiiiiiiiiiiiniiniiriritti iiiiiiiiiriiiiiiiiiiiiiiiiiiintitniiiti iiritiiiiniiiiiiimitiiifiv
STUCKI
SIDE
BEARINGS
MASON
A. STUCKI CO. =
Oliver Bldg. H
Pittsburgh, Pa. T
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Any width, wi'.h or without nosing
SAFETY TREAD
I tor car and stat'on steps J
I Standard for 25 years
= Stanwuod Steps and KarboUth Flooring
i American >lason Safety Tread Co.. Lowell. Mass.
= Branch offlces in N'ew York and Philadelphia.
= Joseph T. Kjerson & Son, Chicago, Western Distributers
!iiiiiiiiiHmiiiiiiiiiiiniMniiitMmiiitimiiiiiimiiHiiiiiiiniitiiiiHiiHiiiniinM)uiiiiiiini)niiiiiMnuiniiHiiimiiH]iHUHniiHiiiiiiiu£
dniiiiiniiuiiniiniiiniiniinMiiMiiiiniiuiiiinMiiiiiiiiiiMiiiniiitinuiiunMiiifiiiirnitiiiniitiiiitiiiniiniirniiiiiiiiiiiiiiiiiniiiiiiiui^ S"iiiiii">Hiiiuiiiiiiiiii]niiuiiitiiiininiiiiiMi>)nrMiiiriiiiMiMiiiiiiinMiiMiiiiiiiiii(iiiiiiiiiiMiiiiiiiiiiiriiiMiiriiiiriiniiiniiuiiuiiiiii;
Indicating Signals
Mechanical Sanders
Ventilators, Smokestacks
Pneumatic Sanders
Selector Switches, Lanterns, etc.
THE NICHOLS-LINTERN CO.
N-L
I 8404 Lorain Ave., Cleveland, Ohio |
^imMimiiiiiiiiiiiiiiiiiiiiMiiiiiiiuiiiniiiiiiiMiiiiiiniinriiMMiMiuiiiiiMiiriiiiiinniiiiiMiniiuiinHiHiiitiiintiimiiiMiiiiiiiiiiiiiiiiiiic
'I
I pAH.AA^ I fTIUIT\( f»OMFANA< |
i Sole Manutacmrert |
I "HONEYCOMB" AND "ROUND JET" VENTILATORS I
= lor Monitor and Arch Roof Cara. and all classes of buildincB* =
i also ELECTRIC TUER.MOMETER (X>NTROL i
= ot Car Temperatures. §
I 141-161 WEST 2«D 8T, WrU* tor 13S8 Broadwar I
I OUeaco, m. Catalogue New Tark. M. T, I
TiiiiiHiiiHiiiiiiiniiiiiiiiiiiniiiiiiiiiiiiiiiiimiiiMliliiiitiiiitiiiitiiiiriiiiniitiiiiitiiiiiiiiuiiitiiiitiiiiiiiiiiiiniiiiiiiintiHiiMiiiiiiiinliiiiS
THE P. EDWARD WISH SERVICE
50 Church St. DETECTIVES 131 SUte St.
NEW YORK Street RaUway Inspection BOSTON
When writing the advertiser for information (
prices, a mention of the Electric Railway
Journal would be appreciated.
December 3, 1921
Electric Railway Journal
51
49
'Iffte map above shotfs the location oj the49pindripi
m the Untied SaCei and Canada jeprespnted bi/ /fie
dissociation ci Manufacturen of Chilled Car If'hcels
3
2
2
2
Boston HuntingflonVi^Vd
Detroit Wilmington, Del
St. Paul Houston.Tex
KcinsasCity,Kai^ Hannibal Mo
Denver Beading. Pa
Tacomd Baltimore
Rochester. N.Y Richmond .Va
Savie.Pa FlWilliam.OnI
Berwick.Pa. St.Thomas. -
Albany Hajnilton,
Toronto Ramapo.N.Y
New Glasgow KS Mavshall.Tex
Madison.Ul. LosAnteles
'-^— Council Bluffs
AMERICAN EaILRQAD ASSOaATlON STANDARDS
65c ]b wheel for 00.000 Capacity Can
700 ib. }*^eel for 80.000 Capacity Can
T50 Jb. wheel for lOO.OOO Capacity Can
850 Ib.idieelfor J4O,O00 Capacity Can
The Standard Wheel for
Seventy Years
Chicago
St Louis
Buffalo
Pittsburgh
Clevelana _
Amherst N.S
Montreal
MiclxCity, Ind
Louisville
Mt Vernon, HI
Ft.Wayne.Ind
Birmingham
Atlanta
Savannah
Where
CHILLED
IRON WHEELS
are made for Ihilway
and Street Car Service
Caf)aciiy20,000perdaij
25,000,000 in Service
Association o/Manufacturers
o/Chilled Car Wheels
J847Mc Cormick Bldg.
CHICAGO
i
62
Electric Railway Journal
December 3, 1921
Equipped for Economical Shopwork
Lifting is made easy, quick and efficient if you
fit your shops with
COLUMBIA
Car Hoists and Pit Jacks
This Columbia type electric hoist, shown above, will raise
a 50-ton car six feet, in less than 5 minutes, and you can
hitch up some discarded old car motor to run it.
Columbia pneumatic jacks are savers of pitmen's time.
Think what it would mean to you to have at least one under
each line of pit tracks in the barn!
We make a widely diversified line of standard and special
machinery for car shop work, equipment which will help you
to reduce maintenance labor costs.
Write us for further information.
COLUMBIA
Machinery for Shops
Armature Banders
Armature Buggies
Armature Winding Stands
Axle Straighteners
Babbitting Moulds
Beiiring Moulds
Car Replacers
Coil Tapers
Pinion Pullers
Tension Stands
The Columbia Machine Works & Malleable Iron Company
Atlantic Ave. and Chestnut St., Brooklyn, N. Y.
A. A. Cr«en, Sales M^.
Brooklyn, N. Y.
E. Keller,
Brooklyn, N. Y.
F. C. Hedley,
Brooklyn, N. Y.
J. L. Whittaker,
141 Milk St., Boston, Mass.
E. Allison Thornwell,
l.M.'; Candler BIdg., Atlanta, Ga.
W. McK. White,
343 South Dearborn Street,
Chicago, III.
F. F. Bodler,
903 Monadnock Bldg.,
San Francisco, Cal.
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December 3, 1921
Electric Railway Journal
TONE & WEBSTER
Have Purchased Only Cars of
Birney Safety Type
During Past Five Years
It was just five years ago that the Birney Safety Car was
introduced in Fort Worth, Texas, where the street railway
lines are controlled by Stone & Webster. The importance
of this introduction can be appreciated only by reviewing
the history of this type of car since that time. Of course, a
very large number of cities have now taken advantage of
the economical and revenue producing features of these
light-weight one-man cars, and the number of "repeat
orders" bear testimony of their success. But more than any-
thing else the most impressive fact is that all cars purchased
during these five years by Stone & Webster, who operate
street railways from coast to coast and from Canada to the
Gulf of Mexico, have been Birney Safeties, and they have
purchased hundreds of these.
The following Stone & Webster properties are now oper-
ating Birney Safety Cars:
Tampa Electric Company, Tampa, Fla.
Northern Texas Trac. Co., Ft. Worth, Texas
Houston Electric Co., Houston, Texas
El Paso Electric Ry. Co., El Paso, Texas
Eastern Texas Electric Co., Beaumont, Texas
Columbus R. R. Co., Columbus, Ga.
Puget Sound Int. Ry. Co., Everett, Wash.
Puget Sound Pwr. & Lt. Co., Bellingham, Wash.
Tacoma Ry. & Pwr. Co., Tacoma, Wash.
Keokuk Electric Co., Keokuk, Iowa
Cape Breton Elec. Co., Ltd., Sidney, Nova Scotia
Nova Scotia Try. & Pwr. Co., Halifax, N. S.
The J. G. Brill Company
PmL-A.DEI_F»l-II-A., Pa..
American Car Co. —
ST. couis r^o.
CC KuMUMAN Car Co.
Ct-CVCI-ANO, OHIO
— Wason Mant'c Ca
SPR INOF-ICUO MASS.
CANADIAN BRILL COMPANY, LTD., PRESTON, ONT., CANADA
jsJs
Electric Railwa' Jo' .i
:&
"^m.
^'^•^"//i
COLLIER Service has
been the biggest single
factor in the develop-
ment of car card advertising
from its earliest crude be-
ginnmgs to the establish-
ment of a form of advertising
which has commanded the
attention of the large adver-
tisers, to the ultimate benefit
of the Railway Companies.
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December 10, 1921
Twenty Cents Per Copy
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;:iii«biiil:
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"Transportation is a natural monopoly,
subject to regulation."
Our [Public Utilities Division emphat-
ically endorses this policy, believing that
Public Utility Companies themselves can
best develop local transportation fields.
The Republic Knight-Motored Bus has
been created for this purpose. It is built
to specifications based on the experience
of the world's leading motor bus operators.
It meets especially the needs of Street
Railway Lines requiring supplementary
and feeder service.
Conference with our Fhiblic Utilities Divi-
sion, without obligation, is invited.
1 w - of the Republic Knight
Motored Bus.
' e space and comfortable seats of ample
* of leather fabric. Cross seats for 20
iinal seats for 4 passengers. Slatted
s easily adjustable. Inside of roof.
oom clearance, six feet, three inches.
REPUBLIC TRUCK SALES CORPORATION
ALMA, MICHIGAN
REPUBLIC
KNIGHT' MOTOBED BUS
Electric Railway Journal
December 10, 1921
Mass Transportation
"I am convinced, Joe" remarked the Vice President, "from our own
experiences and my interviews with other authorities, that our future
equipment, in addition to safety cars, will be 28.000 to 30,000 pound
motor cars, equipped for multiple unit operation during rush hours,
and arranged for one man operation during other periods. Therefore,
that is the outfit we want right now, and I authorize you to place
orders at once for ten new cars to demonstrate to the public, before we
begin our extensive replacement of obsolete equipment."
"Great news. Boss" answered Joe, "that sounds as if the good old
days were sure returning."
"We want to be certain, Joe" continued the Vice President, "that
these cars are right in weight, consistent with durability, and that
Westinghouse HL control is installed on each car."
Westinghouse Electric
Sales Offices in All Large American Cities \[*iVic°',T'l
& Manufacturing Co.
East Pittsburgh, Pa.
Vol. ^S. No. 24
New York, December 10, 1921
Pages 1015-1056
Electric Railway
Journal
Henry W. Blake and Haroij) V. Bozell, Editors
Henry H. Norris, Managing-Editor
Contents
The Financial Cycle for Electric Railways Has Com^
Robert I. Todd, president American Electric Railway Association, is full of
optimism over the electric railway outlook. He points to the substantial
status of- the industry and says the public generally recognizes the necessity
of railways. The spirit of optimism exists on both sides Page 1018
Trackless Trolleys at Work Abroad
In this article Walter Jackson presents the results obtained on the two most
recent installations. Tees-side and York, together with some general data
and notes on the over-running trackless trolley of the Vienna Municipal
Tramways Page 1027
Important Features of the Des Moines Traction Franchise
The twenty-fiv«-year grant recently approved by vote of the people has a
sliding scale for rates of fare and return on investment. The operating
deficit is to be taken from the revenue Page 1033
Editorials 1015
Trolley Buses Recommended for Seattle
Municipal Lines 1024
A Trackless "Trollicar" Is the Latest 1025
Telephoning from a Moving Car 1032
French Railway Strike Ended 1035
Car and Bus Speeds in Chicago 1035
Front Drive Trolley Bus 1036
Letters to the Editors 1036
Six Years of Trackless Trolleys ; 1037
How to Keep Cars on Time 1038
Four Committees Meet at Indianapolis. . . . 1039
Traffic & Transportation Committees
Appointed 1040
News of the Electric Railways 1041
News Notes 1044
Financial and Corporate 1045
Financial News Notes 1048
Traffic and Transportation 1049
Transportation Note 1058
Personal Mention 1054
Manufactures and the Markets 1055
McGRAW-HILL COMPANY, INC., Tenth Ave. at 36th St., NEW YORK
JAME3 H. McGHAW. President
ABTHDE J. BALDWIN. Vie«-PreBldent
J. MAIX;OLM MDIR. Vice-President
EDWARD D. eONKLIN. Vice-President
JAMES H. McGRAW. JR., Secy, and Treasurer
WASHINGTON, D. C Colorado Building
CmCAOO, 1570 Old Colony Building
PHILADBXPHIA. Real Estate Trust Building
CLEVELAND, Leader-News Building
ST. IXJUIS. 713 Star Building
SAN FRANCISCO. Rlalto Building
LONDON, B. C. 6 Bouverie St.
Cable Address "Machinist. N. T."
Publishers also of
Electrical World American Machinist
Engineering and Mining Journal
Electrical Merchandising
Journal of Electricity and Western Industry
Chemical and Metallurgical Engineering
Engineering News-Record
Ingenleria Intemaclonal
Power .fMR,., Coal Age
Member Audit Bureau of Circulations.
Member Associated Business Paper*. Inc.
The annual subscription rate is 94 in the United
states. Canaiia. M'exioo. Alaska. Hawaii, the Philip-
pines. Porto Rico. Canal Zone. Cuba. Honduras.
Nicaragua. Dominican Republic. Salvador, Peru.
Colombia. Bolivia and Shanghai. China. Extra
ioreign postage in other countries S3 (total f7.
or !J9 shillings). Subscriptions may be sent to the
New York office or to the London office. Single
copies, postage prepaid, to any part of the world.
'JO cents.
Change of Address — When change of addreai is
ordered the new and the old address must be given.
Notice must be received at least ten days before
the change takes place.
Copyright. 1921, by McOraw-HUl Company. Inc.
Published weekly. Entered u •soond-daae nut-
ter. June 23. 1908. at the Post Office, at Mew
York, under the Act of March 3. 1879.
Circulation of this issue, 6,000
Advertising Index— Alphabetical, 38; Classified, 34, 36; Searchlight Section, 33
Electric Railway Journal
December 10, 1921
Clet'eland, Ohio, Public Square
On the Big Cars
DH-25
Compressors
Westinghouse Traction Brake Co.
General Offices and Works:
Wilmerding, Pa.
Mexico City
Boston. Mass.
Chicscro. 111.
Columbus. Ohio
Denver. Colo.
OFFICES:
Houston, Tex.
XiOs Ang-eles
New York. N. T.
Pittsburgh, Pa.
San Francisco
Seattle. Wash.
St. Paul. Minn.
St. Louis. Mo.
Washington. D. C.
Adequate, dependable car control is a prere-
quisite of efficient traction service. It is doubly
important in thickly populated communities;
first, to insure the public's safety, and second, to
increase traffic capacity by allowing faster
schedules and shorter headway.
Control centers in the air compressor.
The compressor must be capable of furnishing
a constant, dependable supply of compressed air
sufficient at all times to meet the extreme require-
ments of the control apparatus. To be thor-
oughly satisfactory it must do this quietly, eco-
nomically, with minimum wear and attention.
The Westinghouse DH-25 best meets these
conditions on the big cars in heavy city or inter-
urban service.
This 25-foot compressor of the popular Bungalow design,
developed priinarily for big low-built units, but equally adapt-
able to all other types, has been installed on hundreds of
cars in many cities with uniform success.
WestincmiseTraction Brakes
December 10, 1921
Electric Railway Journal
The New Safety Cars
in Milwaukee
THE adaptability of the Safety Car
to heavy traffic as well as light is
again demonstrated by the success of
the new double-truck, one man, two man
cars in the congested sections of Milwaukee.
These cars are of special design, weighing
31,820 lbs. and seating 58 passengers.
They are regarded as a compromise be-
tween the standard Safety Car and the
larger unit commonly used for heavy city
service. They remain Safety Cars never-
theless by virture of being equipped with
the complete Air Brake and Safety Car
Control Devices of the Safety Car Devices
Company, which permits of safe and eco-
nomical operation by one man when traffic
does not justify the services of two.
The American Electric Railway Association
has agreed that any car is a Safety Car
if properly equipped.
Let us show you how your cars may be
properly equipped.
SafetyCar Devices Q>.
OF St. Louis. Mo.
Postal and Olographic Address:
WUMCRDING, Pa.
CHICAGO SAN FRANCISCO NEW YORK •WASHINGTON PITTSBURCH
6 ElectricRail WAY. Journal December 10, 1921
^ insurance plus
JKarsh &SK-lDennan Service
Expert Insurance Advisers
Without Retainer Fees
Place your insurance in the hands of men who
know — men whose standing and whose experi-
ence justifies the responsibility which you place
in their hands.
Your insurance adviser should render you
expert advice consistent with the service which
you demand from your legal adviser — and
expert insurance service may he had at no ad-
ditional expense.
Representatives of Marsh and McLennan are
expert insurance advisers. They have the con-
fidence of their clients and render a service that
lessens hazards and lowers insurance costs.
You will find many ways to make the services of
Marsh and McLennan of value to vou.
MARSH & MCLENNAN
175 W.Jackson Blvd. Chicago, 111.
Minneapolis Denver San Francisco Winnipeg
New York Duluth Seattle Montreal
Detroit Columbus Cleveland London
Electric Railway Journal
This train is safeguarded — at night — nith Imperial Luminous Arc Headlights.
AH the light you want
All the time you want it Avith
Imperial Luminous Arc Headlights
You need powerful light for safety at high speed. You
get it with Imperial Luminous Arcs. You get it even when
the voltage drops below — far below — normal.
When Imperial Luminous Arcs are on your cars, you
know that the motorman can see far enough and without
fatigue. You know that there is an intense far-reaching
beam ahead that gives unmistakable warning of the car's
approach.
Imperial Luminous Arcs are rugged, substantial head-
lights that stay on duty.
There is a Crouse-Hinds Imperial Headlight for every
car — Luminous Arcs, Carbon Arcs, Incandescents.
Sold exclusively in the U. S. A. by
The
Ohio
Mansfield,
Brass
Co.
Ohio.U.SA.
New York Philadelphia Pittsburgh Charleston, W.Va. Chicago Los Angeles San Francisco Paris, Tranc*
Products: Trolley Ma-lenol. Rail Bonds. Electric Railway Car Equipment, High Tension Porcelain Insulators, Third Rail Insulators
Electric Railway Journal
December 10, 1921
UNIVERSAL
Rotary Track Grinder
Grinding Rails on Philadelphia Rapid Transit Company's Lines.
Essential for Efficient Maintenance
Regardless of the size of the property, no maintenance of way department can
afford to be without at least one good rail grinder. Roadmasters generally
require more than one, depending upon the number of miles of track they are
responsible for.
The Universal Rotary Track Grinder is especially adapted for removing sur-
plus metal, after welding low joints, or broken special work. In operation, it
remains stationary on the track, the grinding wheel having a travel of 36 inches
longitudinally, and 6 inches laterally, hand-controlled.
We also manufacture the AJAX Electric Arc Welder, unsurpassed for lightness
and high capacity, the Atlas Rail Grinder, and the RECIPROCATING
Track Grinder.
Are you interested in present prices?
RAILWAY TRACK-WORK COMPANY
3132-48 Thompson St., Philadelphia, Pa.
Chas. N. Wood Co.
Boston
AGENTS:
Electrical Engineering & Mfg. Co.
Pittsburg
Atlas Railway Supply Co.
Chicago
P. W. Wood
New Orleans
December 10, 1921
Electric Railway Journal
^Ci33
:',if.^^'m'-
Li*i'^
WHERE that old snaky piece of track, with
talkative joints, is making trouble and bad will,
imagine a smooth straight-as-a-string job with
invisible joints and inviting pavement — if you
lay Steel Twin Tie Track.
You will be able to point out to your management a
saving; an extensive saving in first cost, a saving perhaps
running into four or five figures — savings of from five thou-
sand dollars to ten thousand dollars per mile were made
last season. The first step, of course, is estimating. We
will be glad to put the data at your disposal for this purpose.
THE INTERNATIONAL STEEL TIE COMPANY, Cleveland, Ohio
International Steel Twin Ties manufactured and gold in Canada, by Sarnia Bridge Co., Ltd., Sarma, Oni.
W^M^Mm/M../;/£^y,mmmmWM:/mi;J,.. .LM
I'O
Electric Railway Journal
December 10, 1921
ingo'
Ten years of melting
snow and heavy rains
— rushing with a violence that only a mountainous dis-
trict can produce, have caused no damage to this sturdy
48-inch Armco Culvert. Year after year, in all parts of
the country, hundreds of Armco Culverts, subjected to the deteriorating action
of all kinds of soil and climate, are duplicating this record of service.
If only one" Armco Culvert had given so many years of service, their enduring
qualities might be questioned, but when thousands of them show not the
slightest sign of deterioration after ten or more years of service, the rust-
resisting and enduring qualities of Armco Ingot Iron are proven beyond the
shadow of a doubt.
The increasing use of Armco Culverts by experienced engineers and Highway
Commissioners is authentic approval of their ease of installation and enduring
qualities.
There is a manufacturer in nearly every state, and in Canada, making genuine
rust-resisting ARMCO CULVERTS and other products of Armco Ingot Iron such
as flumes, siphons, tanks, road signs, roofing, etc. Write for full information and
nearest shipping point on products in which you are interested.
ARMCO CULVERT & FLUME MFRS. ASSN.
215 NORTH MICHICAN AVE. « ':'■•«'>< > -a CHICAGO
December 10, 1921
Electric Railway Journal
11
FOR TESTING AND TAPING
ARMATURE AND FIELD COILS
Century Armature Tester
Economical and dependable equipment for
detecting and locating short circuits, open cir-
cuits, wrong connectioins or grounds in any
type of armature without unsoldering any lead
wires from the commutator.
Century Field Tester
A quick and certain detector of weak fields and faults
in armatures. Very simple, easy to operate, dependable
and economical equipment.
Segur Taping Machine
One of several types of Segur Machines for taping
magnet or field coils. Ask for complete data on Segur
Coil Winding Tools.
Type A
Testing Magneto
Finished in quartered oak
and equipped with lock
and leather strap for
carrying.
Electric Seevicb Supplies Co
Manufacturer of Railway Mat^erial and Electrical Suppliet
PHILADELPHIA NEW YORK CHICAGO
17th and Cambria Street* 50 Church St. Monadnock Bldg.
Branch Offices: Boston, Seranton, Pittshurgft
Canadian Distributors: Lyman Tube & Supply Co., Ltd., Montreal, Toronto. Winnipeg. Vancouver
12
Electric Railway Journal
Home-Made Cars
Eight of these fine safeties were
built in their own shops by the Texas
Electric Railway Company.
But they have
H-B LIFE GUARDS
Many companies, realizing the economic desirability of
using one-man cars — but unable at present to invest the
necessary money in new cars — are building their own, or
re-building and rehabilitating old cars to meet modern
conditions.
When you're getting ready to do this, remember in time to
plan for the installation of H-B Life Guards. They are
part of the equipment of practically every modern safety
car. A safety car without H-B Life Guards is a unique
spectacle. Do you remember seeing any?
Keep a set of blueprints on file —
write today!
The Consolidated Car Fender Co., Providence, R. I.
General Sales Agent
Wendell & MacDuffie Co., 61 Broadway, N.Y.
iliiililllllillllllllllllllllllllllllllillllllltlllllllliillllllllllllllllllllllllllllllllllllllllH^
December 10, 1921
Electric Railway Journal
18
Pneumatize!
Manufactured in Canada by
Dominion Wheel & Foundries, Ltd.
Toronto, Ont.
Modernize/
crowds!
New York's ciowds are the world's massiest because New York's
skjscrapers are the highest and most populous per square foot.
To transport these crowds right demands vehicles of top capacity
and top rate of passenger-interchange.
Thousands of New York's cars both on the ground and under
the ground satisfy these conditions so well because they have been
speeded up safely through the installation of
These Wonderfully Helpful
NATIONAL PNEUMATIC
INVENTIONS
Door and Step Control
Door and Step Operating Mechanisms
Motorman's Signal Lights
Safety Interlocking Door Control
Multiple Unit Door Control
What We've Done for New York —
We Can Do for You.
National Pneumatic Company, Inc.
50 Church St., New York Edison Bldg., Chicago
Works: Rahway, N. Jt
14
Electric Railway Journal
December 10, 1921
s*;^^^v '■"'S-; ■ fijs;
ACHiEviNG^tooi^ Economy
&
To none in the electrical field should our claim of
extra economy — that which is only to be achieved
by copper wire through additional years of service —
appeal more forcibly than to the alert power plant
executive.
To him the immensity of our daily tonnage output
should be a positive guarantee not only of great purchas-
ing power — and therefore of price advantages that are
mutual — but of a quality of product that courts the most
searching tests as to additional service potentials and
ultimate economy.
For our trolley wire we claim qualities of toughness
which, when coupled with exceptional price attractions,
must result in extra economy. For our weatherproof
wire we claim not only that it is "right" in price, but that
it possesses extraordinary resistance to the elements; is
unusually tough and durable; affords remarkable resist-
ance to abrasive action; and meets the most exacting
heat and freezing tests.
And for our other products, representing in tonnage a
daily output of many carloads of bare wire and cable,
bus bars, copper and brass sheets, etc., we make claims of
similar strength all based upon quality of product, price
and service.
So thoroughly are we imbued with the conviction that
super-quality and super-service (in addition to prices
that are economically "right") should be the wire manu-
facturers' contribution to the needs of the utilities at this
time, that we extend an earnest invitation to every power
plant e.Kecutive to see for himself the methods of pro-
duction pre\-ailing in our Bayway Mills (formerly plant
of Wacbrk Wire Crmpary).
\
COPPER PRODUCTS
Round Bare fVire
Bare Strand
Trolley Wire — Round and Shaped
Flat and Square Bare IVire
Tinned Wire and Strand
ll'eatherproof IVire and Strand
Slow-burning Wire and Strand
Bus Bars
Copper in Rolls
Rolled Rods
Dratcn Rods — Round, Square
and Rectangular
BRASS AND BRONZE PRODUCTS
Brass and Bronze Sheets Brass and Bronze Round IVire
Brass and Bronze Flat and Square fl'ire
Mills, Bayway, N. J.
AMERICAN COPPER PRODUCT!
CORPORATION
200 BROAlDmMf NEWYORIH
December 10, 1921
Electric Railway Journal
15
^
AMERICAN COPPER PRODUCTl
CORPORATION
200 IROAPHMf NEWYOEIi
16
Electric Railway Journal
December 10, 1921
You can buy Babbitt for 8 cents a pound or you may
pay 40, but the purchase price has little to do with the
actual cost of the metal. It's the labor cost and the cost
of time spent for repairs and replacements that
determine that.
More-Jones Armature Babbitt Metal — because it
keeps your rolling stock in service — because it increases
the life of axles and journals — because it reduces repair
and maintenance costs — labor charges and overhead
expenses — because More-Jones Armature Babbitt
actually brings these results, it is the least expensive
Babbitt on the market today.
Write for complete data and illustrated booklet
MORE-JONES BRASS & METAL CO., ST. LOUIS
December 10, 1921
Electric Railway Journal
17
"Save at the spigot —
waste at the bung-hole!!"
This trite saying is perhaps more applicable to the purchase of railway lubricants than
to any other example one could select.
The few cents per gallon — that may possibly be saved through the purchase of cheap
oils — is insignificant, compared with the many dollars that must be spent for repairs
and replacements to equipment that become necessary through their use.
Inferior lubricants carry this penalty — always, without exception ; a fact known to
mechanical men, as proved by countless tests. Lubricants made from the lower grade
crudes may be used safely for many purposes, but not for railway lubrication — the
very nature of the service required demands quality!
And it is the uniform and unvarying high quality of GALENA OILS that enables
them to deliver the remarkably efficient lubrication service for which they are noted.
This quality shows in greater mileage, in reduction of fuel and repair bills, preserva-
tion of bearing surfaces, with lessened depreciation in equipment.
It is lubrication — not o»7— that the street railway uses, whether on rolling stock or in
power house. And gallon for gallon — on the basis of actual service units contained —
Galena Oils cost far less than any of the "lower priced" products, as may be seen
from the mileage and cost records on any of the hundreds of electric properties under
Galena lubrication.
iliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii^
*>«««m%%«%«^%««%^%««%«««%«>«%%«%%>>%«%«««»»>v«nM^^
i!ll!imiHllll!llllilllllllllllllllllllllllllllllll
^Galena-Signal Oil Cbmpanyj
New York - Franklin. Pa. Chicago
and oflHces in principal cities '
18
Electric Railway Journal
December 10, 1921
•imm
One-man cars in interurban service have a right to railway
men s respect when they carry more passengers at half the ex-
\pense of heavier equipment
K-3S Control
CP-27 Compressor
J-12 Headlight
This Car Cuts Costs in Two
Five one-man cars like No. 301 are covering a
28.8 mile run through 22 zones on the Cincin-
nati, Milford and Blanchester Traction Com-
pany system. They weigh 15 tons, and carry 47
passengers, replacing two-men, 44 passenger cars
weighing 30 tons.
These light cars with safety features have re-
duced power consumption 60 per cent and oper-
ating costs 40 per cent.
A part of their success must be credited to their
equipment designed and built by the General
Electric Company. These cars have G-E equip-
ment throughout — G-E 264 Motors, K-35 Con-
trol, CP-27 Compressors, and J-12 Headlights
operating from GECO Resistors.
"G-E throughout" is a sound policy for any rail-
way. It unifies manufacturer's responsibility.
GECO Re.istor
GeneralAElectric
General Office
Schenectady: NY
Company
Sales Offices in
all large cities
25-106
Electric Railway Journal
Consolidation of Street Railway Journal and Electric Railway Review
HENRY W.BLAKE and HABOLD T.BOZELL.Edlturs HENRY H.NOBRIS.Muiaglni Editor
BARRY L.BBOWN.Western Editor N.A.BOWEBS.Pidflc Coast Editor H.S.KNOWLTON.Now England Editor C.W.gQUIEB.Auool«to Editor CARL W.STOCKS.Assoclate Editor
O.J.MACMimBAY.Nowi Editor DONALD F.HINB.Edilorial BepreaentatlYO PAUL WOOTON.Waahlniton BoproamUtlM
l'o;»»ie 58
New York, Saturday, December 10, 1921
Number 24
To Indianapolis
for the Midyear Conference
IT IS indeed a fitting tribute to President Robert I.
Todd that the association has decided to hold the mid-
year conference in Indianapolis. As a matter of fact
it appears that no other city was considered or even
proposed.
The decision is wise from another viewpoint, for
Indianapolis is the center of a large interurban railway
activity; in fact, more interurbans radiate from there
than from any other one point, and the program for
the meeting contemplates a substantial treatment of the
problems of this part of the industry. It is a typical
mid-Western city, easy of access to all electric railway
men. It has accommodations which are ample and it
can be assured that the dinner in all its aspects will not
only satisfy but please.
Another point as to this midyear conference. It is
going to be a real conference on the live questions of
the day. Those who attend — and a record attendance is
predicted — must come prepared not to listen to speeches,
but to take part in active discussion of the subjects be-
fore the meeting.
Remember the date — Tuesday, Feb. 28. Headquarters
will be at the Claypool Hotel.
The Tax Exempt Bond
Given Another Blow
ONE of the many admirable features of President
Harding's message to Congress on Tuesday of this
week was the telling blow delivered against the tax
exempt bond. "I think," said President Harding, "our
tax problems, the tendency of wealth to seek non-
taxable investment and the menacing increase of public
debt — federal, state and municipal — all justify a pro-
posal to change the constitution so as to end the issue
of non-taxable bonds." Senator Smoot and Representa-
tive McFadden already have proposed such an amend-
ment in the two houses of Congress.
The President does well to call the attention of Con-
gress and the public at large to the uncontrollable drain
upon the available capital of the country this class of
security is causing. The income tax is apparently here
to stay and properly so. This makes it all the more
necessary to remove any obstacles from the proper levy-
ing of the income tax, not only in the interest of equity
between individuals but for the even greater purpose
of providing for the general good of all.
Some tax expertg hold that a constitutional amend-
ment is not necessary to effect a change in the law
as the provision of the federal constitution which is
supposed to exempt municipal, county and state bonds
has never been officially construed to have that effect
by the United States Supreme Court. Whether this
view is correct or not the effect of the exemption now
made is undoubtedly injurious. To use President Hard-
ing's own words: "The drift of wealth into non-taxable
securities is hindering the flow of large capital to our
industries, manufacturing, agricultural and carrying,
until we are discouraging the very activities which
make our wealth." This is particularly and poignantly
true in the public utility field with its regulated and
limited rate of return.
As has been urged in these columns before, the elec-
tric railway industry has a peculiar interest in this
problem. Railway men should take every possible
legitimate step to bring the matter forcibly to the atten-
tion of senators and representatives by individual effort.
It is, sound business for the nation, and it will assist
railways directly in the search for new capital.
How the Pass System
Differentiates the Passengers
THE pass system as employed at Youngstown, Racine
and some other cities is such a novel departure
from previous methods of fare collection that its effects
are now only beginning to be understood. Considerable
has been published in regard to methods of its installa-
tion, basis of charge and effect on riding, but there are
other points in connection with it which as yet have
hardly been discussed.
Under the customary flat-fare system of this country
the street railway's contact with the patron is so fleet-
ing that practically nothing is known of his habits
unless a traffic survey is deliberately made for that
purpose. In a general way, it is known that weather,
degree of employment, amusement and shopping activ-
ities have a bearitig on the ups and downs of the travel,
but there are no simple bases for figuring how much
each class of riders, such as holiday, short-haul, off-peak
and rush, is affected by different factors. Foreign dis-
tance-fare roads are much more fortunate in this
respect as their returns tell them the fluctuations in
traffic according to fare paid by each class of rider.
Also where, as in London, a special low rate is granted
for off-peak hours (10 a.m. to 4 p.m.) still further data
of value are obtained by the management on the travel
habits of its customers.
An equally interesting differentiation of passengers
is being furnished by the operation of unlimited-ride
weekly passes. In Racine, where this pass has been in
use since August, 1919, sufficient evidence has accumu-
lated to prove that pass purchasers are the most depend-
able class of riders. In late months the revenue from
cash and token riders has dropped 25 per cent or more,
in comparison with the same months of the year before.
On the other hand, the revenue from the pass riders
has shown increases as high as 10 per cent. From this
it is fair to assume that the average pass purchaser
is a more provident or prosperous type than the other
passengers ; also that a part of his riding is compulsory.
He does not have to take the four rides a day, which
he actually averages, but he does have to take more
than sixteen rides a week to come out even on his pass.
If it is assumed that two of the four rides per day are
taken in the rush hours the other two rides necessarily
1016
Electric Railway Journal
Vol. 58, No. 24
come during off-peak pei-icds, when the company would
prefer to supply them.
Further differentiation is afforded by the operation
of the pass at Youngstown, Ohio. Within a period of
seven weeks the pass sales have increased 50 per cent.
During this time there was only one noteworthy setback
in sales despite much greater fluctuations in the sales
of cash and ticket transportation. This was during
election week. It seems that when a holiday comes early
in the week 2 to 3 per cent of the pass buyers reckon
that they will save by buying their rides at retail that
week. On the other hand, the earnings from the other
classes of passengers went up during the very same
week, as these classes may have been increased by elec-
tion excitement, holiday games, good weather, etc. In
general, however, the revenue from the pass riders is
the most dependable from week to week and month to
month. A pass buyer has paid for his transportation
for a week in advance and therefore is more inclined
to ride on each and every occasion, and to use the cars
only. If he does stay home the railway loses nothing.
This is not the case where people buy one car or jitney
ride at a time.
When the pass became effective at Youngstown, it
was found that the chief inroads were in the sales of
tickets at six for 50 cents or at 8'i cents each. The
number of 9-cent cash-fare riders was affected so little
by the pass that after a few weeks there were as many
cash riders as in the weeks just preceding the pass.
About one-third of the ticket riders seemed to have
become pass riders, but owing to the general increase in
the business of the Youngstown Municipal Railway the
ticket sales after a few weeks were only one-sixth be-
low the old figures. In the meantime, the pass was
building up a new source of revenue that is now about
one-fourth of the total gross.
Naturally, the recapture of riders who had been using
the jitneys makes it impossible to say what proportion
of each class of the present riders was originally car
or originally jitney. Probably a certain number of
jitney riders went directly from cash-fare jitney to
pass-fare car. It is also probable that the number of
cash-fare and ticket riders has been increased by the
fact that a person accompanying a passholder, as in
going to a theater, would also use the cars and make a
one-time payment for riding on the same. Neverthe-
less, there is one outstanding deduction, namely, that
despite the extremely liberal rate for the pass ($1.25
a week) about one-half of the original pre-pass clientele
should continue as cash-fare customers. Improvidence
or poverty cannot account for much of this. What is
far more probable is that many of these riders are so
situated that they do not have to use the cars regularly
twice a day.
From this it would seem clear that in any large city
there are a great many people so close to their work that
they do not have to ride unless they choose to. When
some occasional town-edge affair like a football game
occurs a number of these people are attracted out of
their usual orbit and become riders. They are also the
people who change from walking to riding when the
weather is disagreeable. If business from this special
element is to be increased the attraction must lie in a
short-haul fare rather than in a pass. The principle
of good business is not only to make a reduction to the
wholesale purchaser who buys more than he actually
needs but also to provide an inducement for that class
which ordinarily has no need for transportation service.
Expenditures for Publicity
Fully Justified
SEVERAL times recently expenditures made by elev
trie railways for advertising and publicity purposes
have come under public scrutiny. The concern just
at this time is not with the question of whether these
particular expenditures were ill advised or not com-
mensurate with the results attained, but rather with
the general policy back of such expenditures. Adver-
tising and publicity are generally accepted as proper
charges to doing business in all lines of merchan-
dising, and in the electric railway business they
are as much a part of the expense for developing
trafllc as the printing of time-tables, the maintenance
of comfortable cars or a great many other ways of
gaining passengers which come to mind. Money, of
course, can be unwisely spent in advertising, but that
is true also in the other ways mentioned.
All publicity, whether for more traffic or higher
fares or to stimulate good will, is special pleading in
the sense that it is an effort to sell at a profit some-
thing which the advertiser possesses or to acquire
something he wishes to gain. While there may be
some reason in specific instances to question the total
of expenditures for publicity by electric railways,
there can be no question about the right of any com-
pany to go before the public direct with the story of
how much riders are getting in return for the fare
they pay and how well their interests are being look
after by the company they patronize. The expenditure
is also a proper one that has for its purpose contro-
verting statements made publicly that serve only to
vilify a company and destroy good will which the
company is constantly seeking to keep and to increase.
Who, for instance, would be rash enough to attempt
to place a monetary value on the output of the cre-
ator and perpetrator, if you will, of Phoebe Snow?
And who would say, whatever the cost may be to the
Lackawanna Railroad of its advertising, that the ex-
pense of the company in this connection is not a
merited one! The good will of the public is no less
important to a railway than it is to the store selling
general merchandise. Nowhere does the purchaser
get more for his money than he does in buying electric
railway transportation.
Exchange Not the Only
Ruling Factor in Export
WITH the low exchange rate existing abroad a
considerable handicap must be overcome by our
manufacturers in export trade. In the countries
where the low exchange rate exists, the apparent
cost of American manufactures seems increased in
direct proportion with the rate of exchange between
that country and America. In countries with a more
nearly equal exchange, manufacturers here are
brought into direct competition with those in the low
exchange countries. It has been said that the chief
advantages on which the manufacturers of this country
must rely are ingenuity and low cost due to mass
production.
Fortunately for the home manufacturers of the
electric railway equipment, both of these factors are
present in that industry. There is no country in the
world which at all approaches the United States in
miles of track or number of electric ears in operation.
The manufacturers of essential maintenance parts
December 10, 1921
Electric Railway Journal
1017
used in electric railway service can therefore be con-
ducted in this country on a scale far beyond that
possible in any other. The same condition naturally
stimulates the improvement of equipment. The mar-
ket is so large that inventive genius is encouraged.
Another incitement to improved equipment is the
readiness with which American operators will discard
what they have if the savings from the new machinery
are sufficient to amortize the scrapped parts within a
reasonable time.
For these reasons export business in electric rail-
way lines is not so hopeless as the rate of exchange
would suggest. As the need for railway equipment
throughout the world grows, this country should sup-
ply a goodly part of that required.
The Motor Bus
for Owl Service
THAT motor buses for complementary and supple-
mentary service in connection with electric railway
lines are a practical proposition seems to be pretty well
demonstrated by this time. That being the case, it is
worth while examining all possible ways in which the
buses, once secured and placed in service, may be used
to the maximum advantage. One way which is sug-
gested is that they be used for all-night service. The
furnishing of owl service has proved to be a pretty
burdensome problem for many electric railway com-
panies, and a service which they have usually given
grudgingly or through the enforcement of statutory
requirement.
It would seem that right here is a virgin field for
the motor bus. Of course in some cities this has been
the cream of business for the taxicab, but there seems
to be no reason why buses that are used for feeder
service during the daylight hours should stay in the
garage all night when they might well be used to ad-
vantage on the streets. This done, the power plant
could be shut down completely in these hours, with a
material saving in expenses. The elimination of four
or five hours of boiler-room labor and engine-room
watches will figure out a pretty neat sum. Furthermore
it would give an opportunity for repair work and over-
hauling around the plant, which with twenty-four-hour
operation is done under considerable handicap, if at all.
Emergency line crews need not be kept on duty, and
probably other opportunities for savings would be
worked out.
There are some companies in places where all-night
service is not required which do close down entirely
for several hours, with very material advantage to
themselves in i-eduction of costs. They find no diffi-
culty in arranging their car inspection and minor repair
work around the carhcuses to conform to the hours when
the power is off.
Perhaps this possibility will appeal more strongly to
the smaller traction companies than to the larger ones.
In the very big cities conditions are more complex and
the volume of traffic, even in the early hours, is of
goodly proportions. But for transportation companies
in the moderate-sized and smaller cities this idea of bus
operation is well worth considering. An investigation
o-f this proposal as a "way out" of the burden of owl
service is suggested to those companies already operat-
ing buses, or considering them for the immediate future.
An example of such an instance of bus operation is
given in the Electric Railway Journal, July 9, 1921,
page 51.
Lessons Learned
by Des Moines Citizens
VOTING two to one for the new franchise, the people
of Des Moines have confirmed the action of the City
Council in accepting a service-at-cost contract and have
thereby re-established electric railway service. This
action came as the result of an eighty-four-day experi-
ence without the street cars, during which the people
got their fill of 5-cent jitney transportation and came to
realize that there had been more sincerity than selfish-
ness in the efforts made by the Des Moines City Railway
to secure terms from the city authorities under which
it could somehow avoid cessation of service. It was a
hard lesson for Des Moines, for merchants and other
business men were becoming desperate at the loss of
trade resulting from the terrible inadequacy, discomfort,
indecency and hazard of the service provided by the
jitneys. All classes of people earnestly avoided any
activity that involved a ride on a so-called bus, and the
business of the city dwindled correspondingly. But the
suffering, inconvenience and financial loss to the people
and city may not have been in vain if the lesson learned
is remembered and the railway is thus permitted to go
forward and to give and develop its service to the people
free from the vicious limitations imposed by constant
political abuse.
Three things in particular were brought home to Des
Moines citizens as the result of this famous eighty-four-
day period. First, they became convinced that they had
to have electric railway service; second, that they had
to pay for it, and, third, that they would have to deal
with the present company.
The buses failed signally to provide adequate, regular
or convenient service. The bus men were long on
promises as to what they would do if given a franchise
and the City Council was anxious to give such a fran-
chise upon reasonable assurance of financial strength
equal to the undertaking. But the bus men were unable
to coax any substantial amount of capital into their
hands with the 5-cent fare limitation, and no respon-
sible interests came forward with a proposition to take
the job at a 5-cent fare. Consequently there was no bus
transportation undertaking on a scale which the situa-
tion demanded. Rather, for a traffic requiring at least
500 buses, there were only a hundred or less buses of
all kinds and descriptions driven by individual owners
trying to cope with the situation. Even though they
had schedules and routes somewhat systematized
through an association, the service was hopelessly in-
adequate. The people were thus convinced that they
must have the street cars back.
Previous to the shutdown a general feeling had pre-
vailed that the company was bluffing in its statements,
but when the threatened shutdown actually became a
painful reality this feeling was quite dispelled. After
a few weeks the people were finally convinced that the
electric railway could not go on indefinitely giving serv-
ice for less than cost and that if service were to be had
it must be paid for.
Lastly, after considerable dickering, the officials and
the public in general found out that na one else could be
induced to come in and give transportation service under
any terms. Therefore it became evident that, because
the present company had its investment at stake, not
only could the best proposition be obtained from it, but
that it was the only possible agency through which to
secure any reliable proposition to supply any kind of
continuous transportation.
1018
Electric Railway Journal
Vol. 58, No. 24
Railways' Financial Cycle Has Come
Robert I. Todd, President American Electric Railway Association, Is Full of Optimism Over the Electric
Railway Outlook — Points to Substantial Status of Industry — Says Public Generally Recog-
nizes Necessity of Railways — Spirit of Co-operation Exists on Both Sides —
Discusses Outstanding Problems Now Requiring Attention — The
Bus the Largest Unsolved or Undetermined Question
An interview with President Robert I.
by Harold V. Bozell
Todd
T
F THERE is one
point that I
would stress
above others in my
analysis of present-
day conditions of the
electric railway indus-
try it is that the rail-
ways' financial cycle
has come around
again and that we
have good reason to-
day to be optimistic
in our predictions for
the future of the in-
dustry." P r e s ident
Robert I. Todd was
very much in earnest
when he said these
words during the
course of a most in-
teresting and inspir-
ing discussion of the
electric railway indus-
try which the writer
enjoyed having with
him recently. And
the words were not false to his manner, either. It was
easy to sense his optimism and actually to see his con-
fidence, even though our discussion centered around the
most pressing problems still before the industry, and
even though he recognized that he was undertaking the
burdens of leadership of the industry as he commenced
his term of office as president of the association.
But President Todd is a man who does not flinch from
problems; rather he approaches them in a quiet, deter-
mined manner, bound to find the right solution to each
one in as quick and efficient a way as possible. He is
willing and anxious to discuss his problems with others
and obtain the best advice there is, but having decided
on the best method of procedure, he goes ahead without
quibbling. There is nothing spectacular about Mr.
Todd, but there is a sincerity, a thoroughness, a perse-
verance about him which gives confidence to one in
contemplating the result of the coming year's work
under the direction of this quiet leader. He has reason
to be optimistic in his outlook of the work of the asso-
ciation this year. It was just after the October meeting
of the executive committee that our discussion reported
below occurred, and that meeting was enough to put
confidence in any incoming president. Past-president
Gadsden worked well — perhaps better than he knew —
when he insisted before the reorganization committee
upon the cardinal principle of monthly meetings of the
'I'uDIt. I'KEylLtK.NT .VMKi'.lCAX KlECTKIC KA1L\\AV ASSdCIATI"
AT His Work Desk in His Office at I.ndia.napolis.
THE IXTERlRnA.X CENTER
executive committee
so that there would be
real active manage-
ment of the associa-
tion's affairs by its
selected officers. Pres-
ident Todd was more
than pleased, as would
have been every mem-
ber of the industry
had he been there, at
the manner in which
the new executive com-
mittee is undertaking
its responsibilities and
starting the year's
work, if that meeting
of the executive com-
mittee proves a typical
example. President
Todd feels the encour-
agement of an active
working executive
committee with its
various sub -commit-
tees and special com-
mittees. The recorded
results of the coming year will, of course, prove the
value of the administration. But if a prediction may be
permitted, it is that the association will receive tangible
and practical benefit during the present administration
from the new form of management under President
Todd's direction.
But this is supposed to be a tale of President Todd's
opinion of the industry, not mine of him. Continuing
his discussion of the general situation, he said:
"The industry in general is through what might be
called its period of tribulation. People do recognize
that the electric railway is necessary. They believe in
railways as a necessity. The work which the industry
has done since the close of the hearings of the Federal
Electric Railways Commission in telling the public the
story of the railways has had a real eff'ect and there
is everywhere evidence that electric railway problems
are better appreciated by the public as a whole,
"At the same time there ha.s been an awakening on the
part of railway men themselves to some of the shortcom-
ings, not so much of their operations as of their relations
to the public, their former reticence occasioned by their
absorption with operating problems and a more or less
thoughtless assumption that the public knew more than
it did about railway operation.
December 10, 1921
Electric Railway Journal
1019
"There is certainly everywhere today a very evident
desire on the part of railway men to do what the public
wants done in the way of furnishing transportation.
This is true not only from an operating standpoint but
from a public policy and financial standpoint. In other
words, there are signs all over of the public and the
railway operator 'getting together' for their mutual
good.
"The industry is substantially sound. It has come
through trying days and even now, in what is probably
the bottom of the valley of depression after the war, it
is in much better condition than most general indus-
tries, and there is every sign of continued improvement
everywhere in the industry. It has proved itself a most
essential industry.
"Only last week I was talking with a leading banker
dealing with public utility securities who called my
attention to the difference in market value of many
millions of dollars' worth of railway securities now
compared with two or three months ago and I was sur-
prised, to put it mildly, to note the substantial increase.
I was assured by this banker that this was no sudden
rise, no peak, in a curve of prices, but a point on what
was apparently a gradually rising curve. It was he who
called my attention to the fact I have just told you,
namely, that the utility — the railway — financial cycle
had come around again."
He Outlines Bus Situation
President Todd in his analysis or discussion of the
more pressing or outstanding problems before the in-
dustry today debated a while between the bus and labor
and finally said: "I think the bus proposition, perhaps,
presents the biggest problem to the transportation in-
dustry today. We don't know yet exactly how to tackle
the problem. It is really a knotty one. Every one is
interested in it, the railways, the public, the commis-
sions— yet it is a most difficult proposition to discuss
intelligently because we lack so much information and
because there are so many tender spots where unre-
stricted competition and other factors have caused such
an irritation that an intelligent, quiet study cannot be
made."
"It is true there are tender spots," I interjected, "but
how can anything be accomplished if we do not talk —
if some intelligent effort is not made to relieve the ten-
der spots. How, in your estimation, is the problem to
be settled. I am thinking now of those areas in which,
or contiguous to those in which, railways operate.
Should independent operators start up in co-operation
and co-ordination with railways? Should all competi-
tion be crushed and the bus banned from consideration ?
Should the railways take up the bus and use it experi-
mentally to find its proper sphere?"
"The last, by all means. In such areas, certainly, it
seems to me, the railways should take whatever respon-
sibility should properly exist for bus development to
supplement or complement their existing services if
such supplementary or complementary service is desir-
able in the interest of the best transportation for the
community. This, of course, does not mean that every
railway should use the bus. It merely means that my
own "belief is that if there is any place in a community
for bus service — and in many communities I think there
is such a need — it should be the railways that should
undertake that development, for they are the transporta-
tion experts of the community. From a business stand-
point they handle the transportation business of the
community and so should, as a matter of good business,
undertake to provide and sell all the transportation to
a community. The very fact that railways are today
more and more doing this is indicative both of the legiti-
mate sphere of the bus in certain areas and of the
farsightedness and good business judgment of those
railways which develop the bus themselves, when it is
needed in their community, thus retaining both their
transportation monopoly of the community and the good
will and the confidence of the public."
"What about areas where there is no rail develop-
ment? Do you not see an opportunity for a real bus
transportation service there?"
"There are certainly some areas where no right think-
ing railway man would ever try to build a rail system,
but where highway transportation would probably pay,
though usually on a much higher fare basis than is
possible by rail transportation in most communities.
On the other hand, there are examples such as the Shore
Line community in Connecticut where bus service does
not seem to retain any stability even after the cessation
of service by rail. In other words, the fact that rail
transportation did not pay is a pretty fair indication
that the situation should be carefully examined to see
if bus transportation will pay. However, in small com-
munities and in many interurban services on the in-
creasing network of highways, there is probably a legiti-
mate opportunity for independent bus operation to give
an organized transportation service. I have naturally
not analyzed situations like that. My study has per-
tained principally to electric railways, to the transpor-
tation problems of urban communities and heavy inter-
urban traffic and to the relation of bus transportation
to them.
"In some of these smaller communities, where the
question is the adoption of the bus or the retracking of
the rail system, there is a real serious problem at the
present time, but there is no doubt of the fact in my
mind that bus operation cannot be substituted for rail
operation on good existing track no matter how light
the traffic.
"In new undertakings I understand that the claim
is made that it takes five dollars investment for one
dollar gross earnings on rail as compared with one
dollar investment for a dollar in earnings with the bus.
This latter ratio seems very doubtful, but this is one
aspect of the situation which must be considered. If it
is a commercial proposition, it must be taken up.
"But this much I do want to emphasize again — that
we haven't enough data upon which to base any judg-
ment as yet. We must not — and no one else should —
base any judgment on a comparison of illegitimate, un-
regulated, untaxed bus service with organized, respon-
sible continuous rail service. The full facts, compared
on equivalent responsibilities for service, taxes, claims,
etc., must be first obtained. This, of course, I think the
railways are interested in and anxious to do."
Confidence Created by Direct Dealing
WITH Employees
Turning from his discussion of the bus, President
Todd took up a topic which is really more interesting
and absorbing to him and upon which he has done a
great deal of thinking, namely, the labor problem of the
electric railway.
"I have indicated that possibly the bus is the biggest
problem which confronts the industry, but I believe the
labor problem is perhaps the most serious with which
1020
Electric Railway Journal
Vol. 58. No. 24
we have to deal, particularly with reference to wages
and to the improvement of the economic status of the
employees, and also with reference to stabilization of
relations between the employees and employers.
"As to the former, much as we desire it for the em-
ployees, it is impossible for most electric railways to
operate on wages which were established by the War
Labor Board and the Amalgamated Association. I feel
very strongly that motormen and conductors should re-
ceive wages as high as it is possible for the industry to
bear, but I doubt if in normal times it will be possible
to make it seem fair to the public to pay motormen and
conductors wages equivalent to those received by
machinists and other skilled workmen who spend three
to five years learning their trades so long as the public
sees motormen learning how to 'operate cars' within
one or two weeks. Not that I think that one or two
weeks is a period in which a motorman and conductor
can become a skilled motorman or a skilled conductor,
but there is a difference in training which cannot be
entirely overlooked. I would like very much to take a
different view of this situation, but since the wages
must come out of fares we must realize that the public
is not yet, at least, willing to pay the motorman and
conductor a scale comparable to the skilled mechanic. If
by united action of railway employers and employees the
public mind can be changed in this respect, and the
public be willing to pay such a rate of fare as will make
high wage scales possible, this would be an end greatly
to be desired.
"We cannot forget that the labor cost is the major
pai"t of the cost of furnishing transportation which
must be paid for by the public out of fares — and in that
way only. But, as I said before, the public does not
now take kindly to paying skilled mechanic wages to
motormen and conductors.
"If only the wage question could be once satisfac-
torily settled most other difficulties between operators
and labor would automatically disappear."
"What, if anything, in the way of bettered economic
status will come to street railway labor out of the re-
adjustment period we are passing through?"
"Frankly, I don't know. The men are now getting
116 per cent more wages than in 1913, according to
A. S. Richey's index number for November, though not
that much in buying power perhaps. But I believe that
the present economic cycle will end with railway labor
having a purchasing power of perhaps 25 to 50 per
cent above its 1913-14 status. In other words, the gen-
eral level of cost of living will, I believe, be lower than
the general level of railway labor wages when we have
finally settled down again economically. The only way
we can maintain this is from the growth in travel and
revenue which must compensate for the increased pay
to labor. The fact that the railway industry generally
throughout the country, and the public as well, has
got away from the basic 5-cent fare as a requirement is
a factor in this. The industry has certainly suffered
financially the past five or six years, but is now getting
back to a normal basis. Materials are going down and
other factors of expense are going down and there
should be sufficient added increase to carry the added
cost of labor's increase."
"The other angle to this labor question, as you have
mentioned, is that of the relation between employer and
employee? How do you think that will adjust itself in
the railway field?"
"In anything I say on that question I would surely
want it understood that it is only my personal opinion.
That opinion is, quite shortly stated, that I favor what
is known as the American plan or the individual con-
tract method of direct negotiation and dealing between
employee and employer. Through such mutual relation-
ship it is possible to create the greatest confidence and
most satisfactory conditions on both sides. To point
to the extreme of the opposite kind of arrangement there
are some situations of which I know in which the own-
ers tell me that the labor situation is intolerable; the
wage is so high that they cannot even pay operating
expenses. They are no longer operating their proper-
ties, they say. The labor unions are doing it.
"My conclusion on this subject has been reached not
from antagonism but from long extended observation
and sincere conviction. I am convinced that the best
results in the operation of electric railways cannot be
secured under domination by any organization such as
the Amalgamated, first, for the community; second, for
the men; third, for the company itself. The Amalga-
mated organization may be actuated by what it believes
to be its desire to provide for the men an adequate
wage and satisfactory working conditions; I am for
that, wholeheartedly, but I differ, however, on the best
method by which I think the object we all really desire
may be obtained.
"The Amalgamated has been a strong, forceful body
with intelligent leadership for the purposes it wished to
accomplish. We all know the history of its growth, how
railway by railway the employees have been added.
With a strong, organized body, individual properties
could be added one by one and nothing else could be
expected. On the other hand, the railways are not
welded together like the Amalgamated and there should
be thorough study of the problem by the individual rail-
ways for the purpose of bringing about better and closer
labor relations between railway operators and their
employees."
"To be more specific, what exactly do you mean by the
individual contract and what has been your own experi-
ence under it?"
"The contract, I think, should provide that there
should be no lockout on the part of the company and no
strike or interruption of the service on the part of the
employees, and if there should be any diflSculties upon
which agreement cannot be reached they should be
referred to the Public Service Commission as a board of
arbitration. This seems a just and sensible American
way to deal with men, and intelligent employers are
more anxious than any one else for satisfactory labor
relations, as they realize the best business results can
be obtained only by having satisfied and loyal employees.
I am sure the general public would support such a plan
and it will ultimately prove most beneficial to the
employees.
"From our own experience I think our men are among
the most contented employees in the country. We have
a reasonable wage scale, considering the general living
conditions — and cost of living — around Indianapolis. No
outside organizer wholly unfamiliar with local condi-
tions comes in to try to solve things better solved at
home. Without such outside influence the men interpret
things for themselves and deal directly on a fair and
manly basis with their employers."
"How do you deal with grievances?"
"The men have the right to come direct to the super-
intendent or to the president. In Indianapolis we have
four carhouses and at each house there is a system of
December 10, 1921
Electric Railway Journal
1021
selection or voting for trustees, four from each house
for a term of one year. If any man thinks that he is
not properly disciplined he has the right to select three
men, one from each carhouse except his own, who, with
the superintendent and the assistant superintendent,
vote on the case and their decision is final. You see
that the men themselves have the majority vote as there
are three men from the other houses and the company
is only represented by the superintendent and the
assistant superintendent. With the exception of two
or three cases, all such appeals have been decided in
favor of the company; that is, the fairness and justice
of the company's action has been recognized and sus-
tained. The men have an organization, but they devote it
to beneficial purposes only, to provide sick and death
benefits."
"Is there any provision for the men to discuss ques-
tions as a group or to be represented as a group?"
"Naturally the men can appoint committees to take
general problems up with the company. If the question
of wages comes up, for example, they select a committee
and come in and talk things over."
"Of course there is one other part of this subject
in which labor is particularly interested, and that is
working conditions and security of employment."
"Perfectly true and rightly so. As to the former,
I do not believe that the eight-hour day is feasible in
railway work. The railway business is one in which its
own working conditions must be analyzed and the
answer made to fit the requirements of the case. I
think a logical basis — the best for the men themselves —
is nine or ten hours of work with a maximum spread,
which even in so-called split runs will not exceed six-
teen hours. This must naturally be arranged on a basis
of providing satisfactory working relations, working
conditions, surroundings and atmosphere, but as to the
actual schedule, I very strongly believe that an eight-
hour day is an economic impossibility.
"But the other point is frequently overlooked in dis-
cussing electric railway labor, namely, the continuity
and stability of employment. The electric railway is a
public necessity; it must furnish continuous service
which cannot vary much in amount; it therefore pro-
vides continuous employment. The employee who per-
forms his duties with reasonable efficiency is assured
his position. He counts on that, purchases his home
and is assured that even depressions which cause so
many ups and downs elsewhere will not deprive him of
his job. The large number of satisfied employees who
have been with the various railways in this country for
years and years is an earnest of this thought.
"I shall not leave this subject without paying a
tribute to the railway employees, organized and unor-
ganized, for the intelligent manner in which they have
met the necessary readjustments of the past few
months. In many cases they have approached the prob-
lem as real partners in the business."
Good Salesmanship Implies Good Understanding
WITH Public
Our conversation then turned from this absorbing
human problem, which is today an outstanding one in
all industries, to the subject which was the keynote,
or at least the ever-present topic of conversation, at
the recent convention — salesmanship in transportation.
"I am afraid my thoughts are of little value on this
subject," said Mr. Todd. "It seems to me that the plan
outlined by Mr. Goodwin in the Electric Railway
Journal (see issue of Sept. 24, page 466), though, is
the way to introduce salesmanship into the industry.
That is, on most properties, as I see it, the president or
general manager or some vice-president should person-
ally be or embody the sales manager — should instill
salesmanship and a commercial aspect of the business.
"But the best salesmanship of all, and I recognize
this as a part of Mr. Goodwin's idea, is to have a clear
understanding with the public — to have a frank and
open dealing with the public on problems of the rail-
way. And it is due the public that there should be
such a close and frank understanding."
"How about financial reconstruction?"
"The way many people talk of that appeals to me as
being a dream of Utopia. I don't think that there is
any one more in favor of the principles outlined by Mr.
Frothingham at the Atlantic City convention of a geti-
eral reorganization and plan of refinancing for all com-
panies, but outside of going through a receivership and
reorganization or through that rare thing, a voluntary
reorganization, I don't see how we can arrive at the end
desired. Speaking of our own city company, we reor-
ganized voluntarily, although we could not get the ratio
of stocks to bonds as we desired to have it. There is
no question but that where possible it is the right policy
to clarify the financial structure. The ideal condition
for a property to be in, as I conceive it, is to have its
outstanding capitalization divided 50 per cent bonds and
50 per cent stock.
Voluntary Reduction of Capital Difficult
"There are so many complications in many of the
companies that a voluntary reorganization is very diffi-
cult to bring about and receiverships and reorganiza-
tions under them are usually not good for the industry
and are expensive for the individual property and to
the general public. But there is no doubt that it is a
serious question and one upon which the individual
company can work to advantage, knowing that any im-
provement in financial structure will be a strong factor
in creating a great improvement in public relations."
"What are you going to do in cases where the valua-
tion is very much less than the capitalization and you
wish to reduce the latter?"
"Usually I do not think a reduction can be effected
except when there are just a few security holders and
they will accept the reduced face value of their hold-
ings. The public must remember that present capitali-
zations were made in good faith and according to
accepted principles, and further that it is valuation and
not capitalization upon which we earn. It is, however,
desirable, from a public policy standpoint, when it is
found that capitalization considerably exceeds physical
value, to effect a reduction if practicable. But take
some of the larger companies where there are thousands
of security holders. It is a physical impossibility to
get consent to a reduction in the capitalization.
"I don't know what the answer is unless just to let
properties work themselves out. If a railway gets in a
situation where it is desirable to reduce its capitaliza-
tion to its value or adjust capitalization and value, one
possible way to do it is to declare no dividends for a
few years and put what should fairly be paid in divi-
dends into the property so that the value will eventually
1022
Electric Railway Journal
Vol. 58, No. 24
work up to the capitalization. Meanwhile, of course,
there is no return on the property paid out in dividends,
but eventually the best interests of the stockholder may
be served and he is no loser. If there is no receivership
and if there is no voluntary reorganization this is the
only way that I see."
Municipal Ownership Largely a Dead Issue
"Do you see any tendency toward municipal
ownership?"
"As a matter of fact, as I view it, the tendency is the
other way. Municipal ownership at present is a dead
issue in most cities. Municipalities are educated and
enlightened. A few years ago the situation was dif-
ferent, and I think the result is largely attributable to
the experience under government operation of the rail-
roads. Personally, I think that the general public
agrees with the views expressed by almost every
investigating body, and with the opinion of railway
operators themselves, that private operation under intel-
ligent regulation provides the best service in the end."
"It has been said, you know, that the fiscal policy
of the government, with the graduated income tax
and with the continued supply of tax exempt govern-
ment and municipal bonds, would drive the public to
have to supply the additional capital necessary for
utilities to grow and thus force municipal ownership.
Have you any opinion on that? Do you think such a
result is likely from that course?"
"No, I don't. It seems to me that should munic-
ipalities go into the transportation business the money
rate would go up for them, for the investor will
appreciate that the municipalities are rather stretching
their credit for such purposes.
"There is another angle to this, of course, and that
is that there is a feeling that the tax exempt feature
of municipal secufities may soon be removed. There
are some who express the opinion that this feature may
be determined to be retroactive; in other words, that
present municipal securities may be taxed, and of course
present purchasers take the chance on that. But on the
whole, I think that the situation will soon change so
that the damage now being done by the tax exempt
municipal securities will be minimized or largely
eliminated."
Present Coal Situation an Outrage
"What else looms up before you as an outstanding
problem for the industry?"
"Well, the coal question, which is one that I am most
deeply interested in. The present situation seems to me
to be an outrage. The utility companies, as well as
the genei-al public, are entitled to have a continuous
and dependable supply of coal at a fair price without
being continuously subjected to the dangers and inter-
ruptions of coal supply or to periods of exorbitant
prices, no matter how caused. We in Indiana live right
on top of the question and perhaps get more interested
in it than those who are farther from the actual pro-
duction of the coal.
"But it is a question of real importance to the entire
industry because the price of coal has such a material
effect on the power cost and therefore the car fare
and because the continuity of supply affects our con-
tinuity of service or forces us to make larger expendi-
tures to maintain adequate coal reserves.
"Of course, I recognize that the coal industry has a
labor problem of its own of no small proportions. It has
been sufficiently aired in the newspapers, however, so
that I need not discuss it. But when a 1912 price of
$1.15 per ton delivered is compared with a 1921 price
of $4.05 per ton delivered there is enough to indicate
a serious interest in this problem by railways.
"To many utility pi-operties in the Midwest it would
be their salvation if they could secure their coal at a
fair cost of mining and profit to the producer, this on
account of the large quantities of coal which must neces-
sarily be used in the production of power.
"I am very hopeful with reference to the most recent
developments in straightening out the coal situation.
If this is cleared up it will mean something to the coal
bill of the electric railways, but it will have a broader
significance to industry as a whole which should be very
beneficial."
From the nature of Mr. Todd's discussion thus far
it is apparent that he is not one to "dodge the issue."
These are all debatable subjects which Mr. Todd
analyzes and upon which he presents his own views for
what they are worth to the industry in its grappling
with the problems before it.
Our talk soon turned toward what the American
Electric Railway Association as an organization could
do to assist in some of these problems.
"The association can certainly do a great deal to bring
out the correct analysis of the trackless trolley and the
bus. I also think that it can as an organization do
something of value on the question of wages and labor."
"Do you think this latter is a question which it is
advisable for the association to deal with?"
Association Should Study Fare Question
"Yes, I think it is. Certainly some fundamentals
might be uncovered by study. I do not propose to
suggest this as a topic for the association at this time.
I realize that there are divergent views on the subject
and I don't know if it is possible for the association
to tackle it at all, but how are we ever going to find
out if it is possible unless some one does study >t
with the expectation of finding some solution of the
problem?"
"How about the subject of fares? Is not this so-
called period of deflation an excellent time for the
industry to make an intelligent study of modification
of city fare schemes, if any are possible in the various
areas, as a means of adjusting fares to public policy,
if such a figure of speech is allowable?"
"I think this is a subject on which the association
should do some very useful work. I think we must get
down to basic facts, and in my own judgment we must
get down to a low basic fare for short rides. I think
it is extremely important that we keep the short rider,
and we cannot keep him, at least in Indianapolis, with
a high basic fare. My own judgment is that we must
work out some sort of a low basic fare with an added
fare for increments or zones, as they may be called.
This means real work, and the association might in
some way aid in the solution of the problem as its vari-
ous aspects are presented in different localities."
"What do you think of the unlimited ride ticket, or
the pass, as it is called, as a factor in this situation?"
"A doubtful experiment. To me it seems a step back-
ward to the days of flat rates for incandescent lamps or
flat unmetered gas rates. In both these cases lamps
were burned continuously. Of course, I may think dif-
ferently after we have more experience with it in
various cities, but that's the way I look at it now.
December 10, 1921
Electric Railway Journal
1021
selection or voting for trustees, four from each house
for a term of one year. If any man thinks that he is
not properly disciplined he has the right to select three
men, one from each carhouse except his own, who, with
the superintendent and the assistant superintendent,
vote on the case and their decision is final. You see
that the men themselves have the majority vote as there
are three men from the other houses and the company
is only represented by the superintendent and the
assistant superintendent. With the exception of two
or three cases, all such appeals have been decided in
favor of the company; that is, the fairness and justice
of the company's action has been recognized and sus-
tained. The men have an organization, but they devote it
to beneficial purposes only, to provide sick and death
benefits."
"Is there any provision for the men to discuss ques-
tions as a group or to be represented as a group?"
"Naturally the men can appoint committees to take
general problems up with the company. If the question
of wages comes up, for example, they select a committee
and come in and talk things over."
"Of course there is one other part of this subject
in which labor is particularly interested, and that is
working conditions and security of employment."
"Perfectly true and rightly so. As to the former,
I do not believe that the eight-hour day is feasible in
railway work. The railway business is one in which its
own working conditions must be analyzed and the
answer made to fit the requirements of the case. I
think a logical basis — the best for the men themselves —
is nine or ten hours of work with a maximum spread,
which even in so-called split runs will not exceed six-
teen hours. This must naturally be arranged on a basis
of providing satisfactory working relations, working
conditions, surroundings and atmosphere, but as to the
actual schedule, I very strongly believe that an eight-
hour day is an economic impossibility.
"But the other point is frequently overlooked in dis-
cussing electric railway labor, namely, the continuity
and stability of employment. The electric railway is a
public necessity; it must furnish continuous service
which cannot vary much in amount; it therefore pro-
vides continuous employment. The employee who per-
forms his duties with reasonable eflBciency is assured
his position. He counts on that, purchases his home
and is assured that even depressions which cause so
many ups and downs elsewhere will not deprive him of
his job. The large number of satisfied employees who
have been with the various railways in this country for
years and years is an earnest of this thought.
"I shall not leave this subject without paying a
tribute to the railway employees, organized and unor-
ganized, for the intelligent manner in which they have
met the necessary readjustments of the past few
months. In many cases they have approached the prob-
lem as real partners in the business."
Good Salesmanship Implies Good Understanding
WITH Public
Our conversation then turned from this absorbing
human problem, which is today an outstanding one in
all industries, to the subject which was the keynote,
or at least the ever-present topic of conversation, at
the recent convention — salesmanship in transportation.
"I am afraid my thoughts are of little value on this
subject," said Mr. Todd. "It seems to me that the plan
outlined by Mr. Goodwin in the Electric Railway
Journal (see issue of Sept. 24, page 466), though, is
the way to introduce salesmanship into the industry.
That is, on most properties, as I see it, the president or
general manager or some vice-president should person-
ally be or embody the sales manager — should instill
salesmanship and a commercial aspect of the business.
"But the best salesmanship of all, and I recognize
this as a part of Mr. Goodwin's idea, is to have a clear
understanding with the public — to have a frank and
open dealing with the public on problems of the rail-
way. And it is due the public that there should be
such a close and frank understanding."
"How about financial reconstruction?"
"The way many people talk of that appeals to me as
being a dream of Utopia. I don't think that there is
any one more in favor of the principles outlined by Mr.
Frothingham at the Atlantic City convention of a geYi-
eral reorganization and plan of refinancing for all com-
panies, but outside of going through a receivership and
reorganization or through that rare thing, a voluntary
reorganization, I don't see how we can arrive at the end
desired. Speaking of our own city company, we reor-
ganized voluntarily, although we could not get the ratio
of stocks to bonds as we desired to have it. There is
no question but that where possible it is the right policy
to clarify the financial structure. The ideal condition
for a property to be in, as I conceive it, is to have its
outstanding capitalization divided 50 per cent bonds and
50 per cent stock.
Voluntary Reduction of Capital Difficult
"There are so many complications in many of the
companies that a voluntary reorganization is very diffi-
cult to bring about and receiverships and reorganiza-
tions under them are usually not good for the industry
and are expensive for the individual property and to
the general public. But there is no doubt that it is a
serious question and one upon which the individual
company can work to advantage, knowing that any im-
provement in financial structure will be a strong factor
in creating a great improvement in public relations."
"What are you going to do in cases where the valua-
tion is very much less than the capitalization and you
wish to reduce the latter?"
"Usually I do not think a reduction can be effected
except when there are just a few security holders and
they will accept the reduced face value of their hold-
ings. The public must remember that present capitali-
zations were made in good faith and according to
accepted principles, and further that it is valuation and
not capitalization upon which we earn. It is, however,
desirable, from a public policy standpoint, when it is
found that capitalization considerably exceeds physical
value, to effect a reduction if practicable. But take
some of the larger companies where there are thousands
of security holders. It is a physical impossibility to
get consent to a reduction in the capitalization.
"I don't know what the answer is unless just to let
properties work themselves out. If a railway gets in a
situation where it is desirable to reduce its capitaliza-
tion to its value or adjust capitalization and value, one
possible way to do it is to declare no dividends for a
few years and put what should fairly be paid in divi-
dends into the property so that the value will eventually
1024
Electric Railway Journal
Vol. 58, No. 24
Trolley Buses Recommended for
Seattle Municipal Lines
Railway Superintendent, After Country-Wide Investigation,
Advocates Trolley Buses in Place of Motor Buses
for Complementary Feeder Service
DECLARING that trolley buses would be efHcient,
satisfactory and economical in outlying districts,
D. W. Henderson, superintendent of the Seattle (Wash.)
Municipal Railway, recommends that the city purchase
and try out a number of these vehicles. He proposes
to operate them as feeders to existing rail lines, so as
to provide service in such districts as Beacon Hill,
Cowen Park, Thirty-fifth Avenue S.W., Tenth Avenue
N.E., and Fifth Avenue N.E. and Woodland Park Ave-
nue north of the Green Lake line. The trolley bus on
these routes, he claims, would be more efficient, more
satisfactory to the public and to the railway division
than the present gasoline buses now being used. A
much less investment would be required than if rails
were laid and street cars bought to take care of these
outlying districts.
These were the outstanding features of the report
to Mayor Hugh M. Caldwell of Seattle made by Mr.
Henderson, who made an extended trip to Eastern
cities to study first hand permanent as well as experi-
TABLE I— ESTIMATED ANNUAL EARNINGS AND EXPENSES
GRACE STREET "TROLLIBUS" ROUTE— RICHMOND, VA.
(Cash Fare — No transfer)
Unit 7-Cent« 6-Cents 5-Cents
LengthofUne Miles J.J6 3.36 3.36
Bus-miles operated 444,312 444,312 444,312
Estimated passenger tratBc* 2,221,560 2,221,560 2,221.560
Grossrevenue $155,509 $133,294 $111,078
Operating expenses IScentsper
buB-mSe $66,647 $66,647 $66,647
Depreciation reserve 2 cents per
bus-mile 8,886 8,886 8,886
Total cost of operation $75,533 $75,533 $75,533
Netearnings $79,976 $57,761 $35,545
Estimated investment
Overhead line construction and
twelve trolley buses $130,000 $130,000 $130,000
* Based on Bimey car operation of five passengers per car-mile.
mental installations of trolley buses. He also pointed
out that the cost of operating this type of vehicle in
Richmond and Norfolk was much lower than that of
either the motor bus or the trolley car in Seattle and
that it was the consensus of opinion of railway men in
Eastern cities that the trolley bus has its place in the
street car transportation field as a feeder.
For the most part the report consists of a detailed
description of the experimental trolley buses at Detroit
built by the Trackless Transportation Corporation and
the Packard Motor Car Company and also the one at
Philadelphia, built by The J. G. Brill Company. Mention
T.ABLE II— OPERATING STATISTICS OF "TROLLIBUf?"
RICHMOND, VA.
Period July 12 to July 31, Inclusive, 1921
Per Bus-
Unit Actual Mile
IN
Per Bus-
Hour
14.5
1.04
(Cents)
(a) 0.80
(a) 0.06
8.32
156
(6)
(a)
(6)
C)
m
(a)
(a)
1.42
1.00
0.99
0.67
6.28
1.06
0.92
Actual
Length of route Miles 0.69
Headwa.v. . . ._. Minutes .10
Seating capacity Passengers 30
Standing capacity Passengers 1 5
Bus-hours operated Bus-hours 284
Bus-miles operated Bus-miles 2,363
Schedule speed M.p.h. 8.32
Passengers carried Total 44,394
Power consumption* Kw.-hr. 2,448
Operating Costs
Maintenance overhead lines
Maintenance buildings
Maintenance of Equipment
Bus equipment and shop ex-
penses $33 . 56
Tire renewals
Cleaning, inspection, etc 23 . 39
Cost of power at 6 . 5 cents per
kw.-hr $15.91
Wages of operators 52 J cents per hour 148.39
General and Miscellaneous
Expenses
Generalexpenses
Damages and legal expenses
Total 13.20
* Equipment one 25-hp. G. E. 258 motor. No heaters; two 3-Ught circuits.
(ri) Estimated, no charges to date. (6* All costs to date charged.
is also made of the installations on Staten Island, New
York, as well as the experimental lines in Richmond
and Norfolk. Descriptions as to the equipment and
operation of all these installations as outlined in the
report have appeared more completely from time to
time in the columns of the Electric Railway Journal.
In commenting on the method followed in mounting
the equipment on the two vehicles in Detroit, Mr. Hen-
derson contended that the location of the motors would
not prove satisfactory for the reason that the water
would run from the hood into the motors. Also the
motors were not properly protected underneath from
the water of the street. Comment was made of the
type of current collector used in each installation and
Mr. Henderson seemed to realize that here lies the
success or failure of the trolley bus. The rolling con-
tacts as used on the Imperial and Packard vehicles
would be rather hard to keep on the wires, he said,
when passing under overhead special work. The slid-
ing contacts used by the Atlas buses on Staten Island
were also unsatisfactory. The swivel sliding-shoe col-
lector on the Brill rail-less car was, in his judgment,
the most practical at this time.
The report contains operating statistics — Tables I
and II — of the experimental trolley bus operation in
Richmond as furnished by C. B. Buchanan, formerly vice-
president and general manager of the operating com-
pany, as well as estimated revenues for a specific route
under three different rates of fare. Interesting esti-
mates as to the cost of building overhead trolley lines
per mile of route using either span or bracket construc-
TABLE III— ESTIMATED COST PER MILE OF ROUTE FOR OVERHEAD TROLLEY CONSTRUCTION FOR
"TROLLIBUS" OPERATION AS OF JULY, 1921
. Span Construction — 30-Ft. Poles . . Bracket Construction — 35-Ft. Poles ■
'— Iron Poles — . Concrete Poles ^Wood Poles-^ ^-Iron Poles — .—Concrete Poles-^ —Wood Poles—-
Unit Double Single Double Single Double Single Double Single Double .Single Double Single
Route Route Route Route Route Route Route Route Route Route Route Route
Poles per city block 666666333333
Spans or brackets per mile 50 50 50 50 50 50 50 50 50 50 50 50
Cost of Materials
Poles $4,000 $4,000 $3,000 $3,000 $1,000 $1,000 $2,250 $2,250 $2,250 $2,000 $1,100 $850
Galvanijed span wire — A-in. diameter 100 100 100 100 100 100 100 100 100 100 50 50
Line materials 400 200 400 200 400 200 400 200 400 200 400 200
Paving blocks 2,000 2,000 2,000 2,000 500 500 1,000 1,000 1,000 1,000 250 250
Labor . 1,600 1,400 1,800 1,600 1,200 1,000 1,100 900 1,200 1,000 900 800
Miscellaneous expense 1,000 1,000 1,000 1,000 800 800 850 850 850 850 750 750
$9,100 $8,700 $8,300 $7,900 $4,000 $3,600 $5,950 $5,300 $5,800 $5,150 $3,450 $2,900
Phono-electric 00 trolley wire at 23 cents per lb 2,000 1,000 2,000 1,000 2,000 1,000 2,000 1,000 2,000 1,000 2,000 1,000
Ordinary 00 trolley wire at 1 5 cents per lb 1,300 650 1,300 650 1,300 650 1,300 650 1,300 550 1,300 650
Total cost with Phono trolley $11,100 $9,700 $10,300 $8,900 $6,000 $4,600 $7,950 $6,300 $7,800 $6,150 $5,450 $3,900
Total cost with copper troUev 10,400 9,350 9,600 8,550 5,300 4,250 7,250 5.950 7.100 5,800 4.750 3,550
December 10, 1921
Electric Railway Journal
1025
tion on iron, concrete or wood poles is given in Table III.
The cost of operating trolley cars and motor buses
in Seattle is considerably in excess of the figures pre-
sented by Mr. Buchanan. These costs are 28.56 cents
per car-mile for the trolley cars and 19.93 cents for
motor buses as against trolley bus costs of 16.37 cents
in Norfolk, Va., and 13.20 cents in Richmond, Va., per
bus-mile. From these figures it is readily seen that
the expense of operating the trolley bus is much lower
than that of the motor bus or the trolley car.
The consensus of opinion, Mr. Henderson says, of all
the railway managers with whom he talked at Atlantic
City at the recent convention of the American Electric
Railway Association was that the trolley bus had its
place in the street car field as a feeder. On account of
the much smaller investment for installation than that
of the street car, and but very little more than that of
the gasoline motor bus, the trolley bus as a feeder will
be the coming means of transportation in outlying dis-
tricts. When traflic becomes greater than can be han-
dled by the trolley bus the poles and wires can be incor-
porated as a part of the rail system that would have to
be installed.
Following are the conclusions which Mr. Henderson
presented before the City Council and Mayor of Seattle :
"My recommendation would be that if the Mayor and
City Council can see their way clear without any legal
entanglements to secure some of these buses and give
them a try out, I am satisfied that they would prove
satisfactory. And, if there are any legal entanglements
whereby the city could not purchase these buses at the
present time, I would recommend that the matter be
put to the vote of the people at the next general elec-
tion to decide whether or not they would give the city
government the authority to go ahead and purchase
buses as part of the street railway system; that is, for
the railway to have the right to operate cars or buses."
A "Trackless-Trollicar" Is the Latest
St. Louis Car Company Has Utilized Its Car Building
Experience in the Design and Construction of
the Most Recent Rail-less Vehicle
THE fifth trolley bus to make its appearance is now
being tested in Detroit, Mich. It is a twenty-nine-
passenger vehicle weighing approximately 10,500 lb.,
designed and manufactured by the St. Louis Car Com-
pany. The car body, which is permanently attached to
Longitudinal Seats Are Placed Over Wheelhouses
the chassis, has been standardized, while the chassis
itself, as far as motive power is concerned, is con-
vertible so that the bus may be used as a trackless
trolley or adapted to be driven by a gasolene motor. By
adopting underslung spring suspension on both front
and rear axles it has been possible to overcome the fault
common to so many rail-less vehicles of having too
high a floor level. The distance above the roadway of
the car floor of this machine has been kept to 30 in.
The step has been placed at a height of 17 in. above
the street, but ordinarily the distance will be but a few
inches, since most passengers will enter from the side-
walk level. No drop platforms were necessary with this
low body level. The entrance and exit at the front are
controlled by means of the manually operated folding
door located in the customary position at the front right-
hand corner. The door operates in the stationary step
well and folds inward toward the front when open.
When shut it entirely incloses the step. An emergency
hinged door swinging toward the front will be located
either at the center of the rear end of the car or at
the rear right-hand corner, according to the desires of
the purchaser. The body is electrically illuminated and
heated. The upper part of the sash is stationary, while
the lower part can be raised to the level of the vision
line, a distance of about 50 in. above the floor level.
The motive power consists of two 25-hp., 600-volt
motors of either Westinghouse or General Electric make.
Two Views of the Underslunq, LiOno Wkeelbase St. Lonis "Trollicab."
OF Swiveled Trolley Wheels
Insert Shows the Pair
1026
Electric Railway Journal
Vol. 58, No. 24
The motor units, connected in tandem, are mounted
underneath the chassis approximately half way between
the front and rear axles. A full universal joint con-
nects the two motors as well as the rear motor with
the drive shaft. A worm gear is used to transmit the
torque to the rear axle. The control equipment,
rheostats, switches, etc., are mounted underneath the
hood as was done with the Packard trolley bus, which
was adapted from a gasoline truck. The control equip-
ment consists of a pedal-operated master controller
connected to a motor-control sequence switch, which
automatically operates the magnetic line breaker and
rheostat switches. The master controller is arranged
to provide two running speeds through action of the
pedal, making it unnecessary for the operator to notch
up the controller.
Current collection is accomplished with two standard
trolley poles and two trolley wheels held in specially
GENERAL DIMENSIONS OF ST. LOUIS
•■TR.\CKLESS TROUL.ICAR"
Length over all 26 ft.
Wheelbase 16 ft. 2 in.
Length of bodv 21 ft. 6 in.
Width over all 7 ft. 6 in.
Width inside 6 ft Hi in.
Tread of rear wheels 5 ft. 4 in.
Tread of front wheels 5 ft. 10 in.
Heigrht of floor at entrance 2 ft. 6 in.
Height of first step 1 ft. 5 in.
Height of step to floor 1 ft. 1 in.
Height from floor to ceiling at center 6 ft. 4 J in.
Height from roadway to top of roof 9 ft. 3 In.
Post spacing 2 ft. 4i in.
Seat spacing 2 ft. 4 J in.
Width of aisle 1 ft. 6 in.
devised harps. Each pole is mounted separately on
regulation trolley bases. In place of two poles a single
pole with a sliding shoe mounted on a specially designed
harp with the pole supported on a single regulation
trolley base can be furnished.
The electric equipment of the St. Louis trackless trol-
ley car includes the following : Two motors, one master
controller, one sequence switch, one magnetic switch
group, one rheostat, one complete current electric unit,
one main fuse, one reverser and one double-pole mag-
netic line switch, with overhead relay, cable and neces-
sary details.
The general dimensions of the trackless trolley car
are as shown in the accompanying table.
Equipment Details
Motors: Two 25-hp. Westinghouse or General Electric.
Control: Pedal series-parallel type with auto-magnetic
switches.
Steering Gear: Ross screw and nut type with 22-in. wheel.
Wheels: Artillery.
Tires: Firestone cushion — Front, 34x6 single. Rear,
34 X 5 dual.
Brakes: Service brakes on both front and rear wheels.
Emergency brakes on rear wheels only.
Axles: Front, drop forge "I" section with ball-bearing
steering knuckle spindles. Rear, worm-drive mounted on
ball bearings. Gear ratio 6 J to 1.
Springs : Compensated semi-elliptic. Front 3 in. x 42 in. ;
rear 3 in. x 56 in.
Propeller Shaft: Spicer double universal between motors
and on drive shaft.
Headlights: Two standard incandescent lights mounted
on frame.
Windshield: Smith "Rain Vision" or other approved make.
Bumper: Biflex type.
Passenger Sigiial: Type "B" push buttons mounted on
molding over center of each window space, wired in connec-
tion with Faraday high-voltage car signal buzzer installed
at front of car.
Curtains: At each jide window, of double-faced O'Bannon
hair cloth, mounted on all metal rollers and equipped with
automatic bottom holding fixtures.
Draw Hooks: Provided front and rear for towing.
Main Lighting Circuit: Two circuits of five lights each
within the trolley car body and one additional circuit con-
sisting of two headlights, one steplight, one dashlight and
one tail-light.
Emergency Lighting Circuit: Consisting of two sidelights,
two lights within the trolley car body, one tail-light con-
nected with accumulator in series, with main lighting circuit
and arranged so that these auxiliary lights automatically
cut in in case of failure of trolley circuit.
Fare Box: Support for fare box furnished and installed
at front entrance ; box to be supplied by purchaser.
Gong: One 10-in. alarm gong electrically operated from
power circuit by means of "Handy Ring" mounted under
steering wheel.
Heaters: Eight electric heaters arranged in two circuits
to be provided with necessary cut-outs and fuses.
Seats: Eight stationary cross seats, two longitudinal
seats over wheel house, one rear longitudinal seat full width
of body. Seat cushions ventilated spring type. Backs padded
type. All upholstered and covered with imitation leather.
Signs: One illuminated destination sign mounted at center
over windshield.
Tail and Marker Lights: One combination line and bat-
tery tail lamp mounted on chassis frame at rear. Two clear
marker lights mounted in front dash.
Ventilators: Four Peerless ventilators installed on roof.
Inside Finish: Doors, sash, moldings, etc., of soft yellow
poplar of mahogany finish.
Trackless Trolleys for the Italian Army
ACCORDING to a recent article in Elektrische Kraft-
l\ betriebe und Bahnen the scarcity of coal in Italy
during the war compelled the military authorities there
to do everything they could to relieve the railroads of
unnecessary transportation of freight and men, and to
utilize more than ever the country's abundant water
powers. First, an attempt was made to use electric
storage battery trucks, but the great weight of the
batteries made their efficient operation under the condi-
tions impossible.
Better results were achieved with trackless trolley
lines, of which seven, aggregating 135 miles in length,
were installed, for the most part in mountainous dis-
tricts. Particulars of a typical line, that between Pri-
molano and Enego, follow:
The line was 7i miles in length. The average grade
was 6 per cent, and the maximum was 11 per cent.
There were many sharp turns on the line and radii as
short as 16i ft. The two trolley wires were suspended
18 ft. above the road on wooden poles, set in concrete.
The overhead line was divided into sections about li
miles long, each with a horn-gap lightning arrester.
Two substations of 60 and 90 kw. fed from a 30,000-volt
trunk line supplied 500 volts direct-current to the over-
head system. The power supply was sufficient to
operate five cars up hill and five cars down hill at a
time. Each car was driven by a 10 to 15-hp. motor.
On the termination of hostilities all of these lines were
abandoned.
Test of Sprague Train Control System
ARRANGEMENTS have been made between the New
.ZxYork Central Railroad and the Sprague Safety
Control & Signal Corporation for an extended test of
the auxiliary ti-ain control of that company to be con-
ducted on one of the tracks on the electric division of
the New York Central Railroad between Ossining and
Tarrytown. The control system is of the magnetic
type and has been developed by Frank J. Sprague. It
is expected that the test will be begun within the next
month or six weeks. The system is adapted to both
steam and electric locomotives.
December 10, 1921
Electric Railway Journal
1027
Trackless Trolleys at Work Abroad*
In This Article the Results on the Two Most Recent Installations, Tees-side and York, Are Presented,
Together with Some General Data and Notes on the Over-Running
Trackless Trolley of the Vienna Municipal Tramways
By Walter Jackson
Consultant, Mount Vernon, N. Y.
THE trackless trolley system known as the Tees-
side Rail-less Traction Board is of outstanding
interest because it is the only all rail-less installa-
tion and second because it is new throughout, as service
was only established on Nov. 8, 1919.
At the time decision had to be made with regard to
the method of propulsion the rail was held to be hope-
less for the density of traffic to be served. This was due
to the fact that the cost per single track-mile for paved
track had risen to £12,500 to £15,000 exclusive of loops
or sidings. The gasoline bus was also suffering from
rapidly rising prices for fuel, namely, 50 cents per
gallon and more. On the other hand, electricity was
available at the low cost of 1.5 cents (0.75d.) per kilo-
watt-hour for ten years with an option of another five
years. This meant a saving of 8 to 9 cents per mile on
the fuel bill, and this difference alone offered an over-
whelming reason for choosing electric operation.
The general traffic situation also tended to favor
trolley bus operation, inasmuch as there was available
but one important highway, 35 ft. wide, to connect the
towns of this iron-working district. The question there-
fore of a possible shift of traffic in the future did not
enter. The 45,000 population served is concentrated for
the most part in a number of small industrial towns,
viz.. North Ormesby, Middlesbrough, Cargo Fleet,
South Bank, Grangetown, Normanby, etc. But few of
the population live in the open country intervening.
Thus, while there are seventeen request stops in the 3.5
miles between North Ormesby and Grangetown, the
actual stops average but two per mile. The usual free
running speed is 13.5 m.p.h., and the schedule speed,
with twenty-eight-seat buses averaging 9.9 passengers
boarded per bu.s-mile, is 7 m.p.h.
Power and Link
The Tees-side rail-less line is 5.1 miles in length,
all four-wire construction using No. 000 SWG (British)
hard-drawn copper trolley wires. Triple insulation is
used between the positive and negative wires. Double
insulation is maintained between the positive and nega-
tive wires. Double insulation is maintained between
the positive wire and the poles and but single insulation
between the negative wire and the poles. The negative
wires are on the outside to save insulation. Suspension
is from concrete-set tubular steel poles and bracket
arms. The poles vary in weight according to the strains
imposed, light on tangents, medium on easy curves,
heavy on shai-p curves and terminal loops. Section
insulators are installed every half mile. At these insu-
lators the positive wires are connected to pole switch
boxes by means of an insulated cable carried inside the
pole, thus permitting half-mile sections of the positive
wire to be cut out if desired. Tangent trolley ears are
18 in. and curve ears are 24 in. long. Overhead guard
wires are installed throughout and are connected to the
•This Is the second of two articles summarizing some of the
authors ohs-rvations in Europe during the past spring- and summer.
New Double-Trom.kv Trackless Bvs at Tees-siue
negative wires according to the usual Board of Trade
specifications. Indeed, all overhead construction con-
forms to these national regulations, aside from the
extra insulation demanded by the use of the double
trolley.
Drawings on page 1029 show the two forms of ter-
minal loops — the symmetrical one at Normanby, where
there is ample turning space, and the asymmetrical one
at Grangetown, where the buses turn in a cross-roads
intersection. The one junction on the system (at South
Bank) is also shown.
Tests conducted on the best setting of trolley base
positions, under the direction of J. B. Parker, general
manager Tees-side system, and N. Clough, director of
Clough, Smith & Company, London, who built the over-
head line, show that the base should be placed over the
center of the wheelbase. This location showed
superiority in keeping the poles on the wire as compared
to setting the base further forward. This base location
will be standard on all future buses, including the
thirty-six-seat bus now being built.
Power at 550 volts direct current is supplied from the
plant of the Cleveland Iron & Steel Works, which is
about 0.25 mile from South Bank on the way to Grange-
town. To maintain favorable voltage conditions, the
trolley wires are supplemented by bare copper feeder
cables of 0.2 sq.in. cross section for part of the run.
As noted, the cost of power is but 1.5 cents (?d.) per
kilowatt-hour. The total power requirements per bus-
mile operated, including office and carhouse lighting,
but no bus heating, runs from but 1.39 to 1.41 kilowatt-
hour. The maximum grade, which is macadam paved,
is 5 per cent, but this is only a few hundred feet long. A
variety of paving exists such as stone setts or block
between South Bank and North Ormesby, wood block in
1028
Electric Railway Journal
Vol. 58. No. 24
Middlesbrough, brick at Cargo Fleet and tar macadam
in poor condition elsewhere. The block paving is rather
hard on solid tire usage, while if smooth paving were
used throughout the energy consumption, including car-
house and office lighting, would drop to 1 kw.-hr. per
bus-mile for the present buses.
Tees-side Experience Favors One-Motor Drive
The first equipment comprised ten twenty-eight-seat
single-deck buses, each with two 23-hp. motors with
series-parallel control and with a reverser which could
be used for braking assistance rather than for emer-
gencies. In this equipment both the controller and the
steering wheel are hand-operated, which appeared a
rather awkward arrangement for the driver. Each
motor drives one rear wheel through a worm gear
reduction and live axle. This calls for short propeller
shafts between the motors and the driving wheels, and
as their universal joints are in constant use there is a
strong tendency for them to work out of line. The buses
weigh 10,080 lb. empty, but a load of forty passengers
is not uncommon. The seating capacity of twenty-eight
is based on the official government allowance of 16 in.
per passenger. A reduction in the seating capacity to
twenty-six means a saving of £12 per year per bus in
taxes. The general seating plan is cross seats for most
of the space, with longitudinal seats in the corners.
Much care is taken with regard to insulation for the
pi'otection of passengers. Three-ply rubber hose pro-
tects the trolley poles against short circuits, and wooden
instead of metal stanchions are used inside the bus body.
These buses have two sets of brakes. The service
brakes, which are operated either by foot or hand, work
on the rear wheels, while the emergency brakes, which
are operated by pedal only, are applied to the propeller
shafts. Easy riding was sought by suspending the
bodies on long springs, supplemented by auxiliary
springs that function when the bus has a full load. In
future buses still longer springs are to be used to better
the present suspension, aside from the fact that the bus
is to be longer. The rear springs will not be fixed with
shackles but are to slide in housings. It is also planned
to interpose 14 in. rubber blocks between the chassis and
body to reduce vibration and thus minimize the chafing
of the body against the chassis.
The second group of buses ordered consisted of six
twenty-eight-seaters weighing 9,968 lb. with but one
GE-258 25-hp. motor and electric foot control. These
buses have the control drum itself within the driver's
seat and the resistors on the platform. The motor and
worm shafts are in a direct horizontal line with the
propeller shaft. The universal joints come into play
only upon the deflection of the front and back axle
springs instead of being in constant operation, thereby
reducing driving friction. Apparently this was respon-
sible for the drop in average energy consumption from
1.41 to 1.39 kw.-hr. after the six single motored buses
were added. However, if a schedule speed of 10.5 m.p.h.
over the 3.12 mile route, with an average of three stops
to the mile, is to be maintained, at least a 40-hp.
capacity motor is required. The average length of
stops is eleven seconds and a five-minute lay-over at
the end of the run is embodied in the schedule.
On the first ten buses the positive and negative
trolley bases are mounted separately. On the six later
buses, however, they are mounted on the same vertical
pin, thereby reducing weight and increasing the reach
of the poles, which are 18 ft. long. Heretofore 17-ft.
poles had been used. These lengths are for the Board
of Trade trolley-wire height of 21 ft. A spring tension
of 30 to 35 lb. is used in the trolley base to allow a pos-
sible maximum speed of 20 m.p.h. without dewirement.
The collectors on both types of bus are 4^ in. Parker
patent, spring-cushioned, non-fouling wheels which can
swivel all the way round. Rings below the sockets
allow the trolley poles to be drawn down with bamboo
rods to the level of the trolley standards. With the
center-base arrangement it is possible to make a clean
reverse by jockeying the vehicle around while maintain-
ing contact successively with the two sets of trolley
wires in succession. The poles did not leave the wire until
the bus was more than 12 ft. off center, whereas the
usual deviation for a stop at the curb is from 8 to 10 ft.
In the latest type bus, designed by Mr. Parker in co-
operation with Mr. Clough, put into operation late this
year, the seating capacity has been raised to thirty-six.
The illustration shows this bus to be of front-entrance
and exit type so that eventual one-man operation is pos-
sible, although the traffic is unusually heavy. This bus
has the 18-ft. positive and negative trolley poles
mounted on a single base and revolving from one center.
This base is mounted centrally over the wheelbase. This
amidship position reduces to a minimum the move-
ment transmitted to the base in the steering of the
vehicle. The two standards are fitted with ball bearings
that allow equal freedom of the trolley poles in both
directions.
The bus body has twelve cross-seats for twenty-four
passengers, with a rear-end seat for five passengers and
with two front longitudinal seats, the one opposite the
entrance seating five and the one alongside the entrance
seating two. Besides the sliding door at the front, there
is an emergency door in the rear. The body is 25 ft.
4 in. over all with 180 in. wheelbase and 8 ft. overhang.
Except that the wheelbase is lengthened 6 in. and the
position of the starting rod changed to allow a wide
front door, the cha.ssis is practically the same as the
standard Starter Squire gas-driven unit. This avoid-
ance of a special chassis is expected to play a large part
in reducing the maintenance cost of buses of this de-
sign. The unusually long springs used, combined with
substantial body construction, are reported by Mr.
Parker as meeting all his expectations as to absence of
rattle and vibration. He writes that the new bus rides
like a motor car and that it has caused quite a sensa-
tion among the Tees-side patrons.
The tires are known as the Dunlop "super-resilient"
type, being a compromise between the pneumatic and
ordinary solid kinds. Their estimated cost of upkeep
varies from fd. (11 cents) to Id. (2 cents) per mile
compared with 3d. (6 cents) for a pneumatic tire good
only for 10,000 miles and still in the doubtful stage for
vehicles of this capacity.
There is but one 35-hp. motor of Brush type. The
drive has metal instead of fabric universals, experience
having proved that when a fabric joint becomes dis-
torted through strain the propeller shaft begins to whip.
The controller is of the foot-operated type with rheo-
static braking for forward and reverse. This gives the
vehicle hand, foot and electric brakes. The foot-
operated controller is not only less awkwai-d than hand
control, but also allows the driver to have both hands
free for steering. A watt-hour meter and speedometer
are installed as an aid to economical and careful driving.
Illumination is furnished by ten 16-cp. 110-volt lamps.
December 10, 1921
Electric Railway Journal
1029
A 60-amp.-hr. battery takes care of the two head and
tail lights in case the trolley supply is interrupted.
The estimated weight, empty, of the new bus is 11,200
lb. and with thirty-two passengers, 15,688 lb. Its energy
consumption is placed as 1.25 kw.-hr. per mile, inclusive
of line losses, but exclusive of the lighting of the bus-
house and offices.
The Tee.s-side "Property and Assets" account, ex-
clusive of £2,558 stores, for the year ended March 31,
1920, shows a total of £71,430 made up as follows:
Permanent way (bridge) £14,034
Electrical equipment of line 13,572
I.and 2,752
Buildings and fixtures 6,428
Workshop tools and sundry plant 585
Cars (trackless buses) 28,823
Other rolling stock 486
Miscellaneous equipment 551
Office furniture 99
Parliamentary expenses 3,655
Preliminary expenses 545
£71,430
Normanby Roool
Although the Tees-side installation is but two years
old appreciable improvement has been made not only in
the method of drive and current collection but also in
body mounting to decrease
vibration. Attention has
also been given to improved
lighting and ventilation.
As customary in Great
Britain heating is not a
factor.
In presenting the costs
for the first full year ended
March 31, 1921 (Table I),
it is but fair to mention
that when Mr. Parker came
to the property July 31,
Overhead Loop at Normanby Road Termii
especially as the type used on the present buses is not
standard with a (luantity output manufacturer. Nightly
examination and tightening of tie rods is one pre-
ventive. The management also hopes to anneal such
axles every year in accordance with the practice of the
London General Omnibus Company. One of the prin-
cipal reasons for adopting a gasoline chassis for future
vehicles is to be able to purchase replacement parts on
a more reasonable basis than is possible when every
detail is special.
With reference to the upkeep and depreciation of
future rail-less vehicles, Mr. Parker anticipates that
general repairs and maintenance will work out to about
2.5d. to 8d. (5 to 6 cents) per mile. As to depreciation,
the income tax authorities have allowed a seven-year
basis for all the trackless trolley vehicles as against
their five-year allowance for gasoline motor buses. Mr.
Parker rightly points out that stated mileage would be
a better guide. He considers 30,000 miles per annum
or 210,000 miles in seven years a fair performance. If
200,000 miles be taken as the basis for the life of
vehicles costing £2,000 each, the depreciation allowance
per mile would be 2.4d. (4.8 cents). If the latest type
proves capable of 400,000
miles, the writing-off cost
would be reduced to 1.2d.
(2.4 cents) per mile.
In connection with the
table of operating costs, it
should be explained also
that the buses have both a
motorman and a conductor,
which fact brings the plat-
form expense to 13.26 cents
(6.63d.) an hour. The
motorman receives 83 cents
■ Overhead Loop at Grangetown Terminus
TYi'ES OF Overhead Construction at I^oops and Junctions
1920, or after nine months operation, he found that no
prevision had been made for regular inspection and
maintenance of the vehicles. Two-thirds of the buses
were laid up and no tools were on hand with which to
make repairs. This fact should be taken into consider-
ation when noting that repairs and maintenance of
buses cost 11.33 cents (5.66d.) per mile.
So far as the electrical equipment is concerned, there
has been no trouble of any kind that could not have been
prevented by ordinary inspection. Buses are now in-
spected every week and as little work as possible is done
at night. Once a month each bus is in for three days,
following a one-day guidance overhaul the week before.
Rear axles, broken through crystallization, come high,
and the conductor 31 cents an hour with free uniforms
and a week's holiday with pay. One-man operation
would, of course, make a substantial saving, cutting the
total operating expenses fr'om 36.78 cents (18.39d.) to
say 30 cents.
As at Leeds and Bradford, the cost of maintaining the
overhead line is an insignificant item, hardly more than
1 cent per mile. The entire staff for maintaining the
line, sixteen buses and one tower wagon, comprises four
machinists, four electricians, including the foreman, one
overhead man, two laborers, four washers, one oiler and
one controller and trolley head boy — a total of seven-
teen, or one man per vehicle, counting in the tower
wagon. Briefly, the cost situation is as follows:
1030
Electric Railway Journal
Vol. 58, No. 24
The principal future savings are, first, in platform
expense through one-man operation or larger buses;
second, through lower maintenance charges obtainable
through technical improvements and the purchase of
replacement parts on a quantity production basis.
TABLE I-OPERATING DATA TEES-SIDE RAIL-LESS TRACTION-
SYSTEM— YEAR ENDED MARCH 31, 1921
Revenue from Operation In Pence per Bus-Mile
Traffic revenue 19.64
Expense of cperatiin;
Traffic expenses:
Wages of niotormen and conductors. . .
Cleaning and (jiling buses
6.63
0.61
. 0 05
Ticket check (including inspection and tickets*
1 09
0 02
Miscellaneous.
0 19
8.59
General expenses:
Salaries of general officers and staff. .
Rents ( •)
0.82
0.00
0,70
0.23
0.01
0.20
. 0.09
0.27
0 52
Rates and taxes
Printing and stationery
Fuel, light and water for offices
Accident insurance and compensation.
Fire and other insurance
Miscellaneous
^ Gsneral repairs and maintenance:
2.31
0.08
Workshop tools and sundry plant
0.17
5 . 66
6 43
Power expenses:
Coat of current
1.06
1.06
Total
18.39
* Nominal rents of £1 U. 2d. only.
Tees-side Traffic Comparatively Heavy
The earnings and expenses shown in Table I were
obtained in operating 364,798 bus-miles and carrying
3,614,857 passengers, which gives the high density of
9.9 passengers boarded per bus-mile with a twenty-eight-
seat vehicle. About one-half of these passengers were
carried at the 2d. minimum, the remainder being divided
among Id. and 3d. tickets and workmen's reduced rate
round-trip tickets costing up to 4d. The earnings per
bus-mile were 19.645d. or 39.29 cents. This left only
1.25d. to be carried to net revenue account, a situation
which could have been remedied if the Parliamentary
legislation relating to fare increases had not overlooked
the existence of an all-trackless system. The total
traffic revenue was £29,860.
Thus the Tees-side was obliged to continue the fare
of 2d. initial rate and Id. per mile thereafter, with work-
men's fares as low as id. per mile. This handicap was
overcome in part by a rearrangement of stages whereby
the shortest stage is at the heaviest loading point. North
Ormesby. Although this stage is only 1,050 ft. long,
few people undertake to walk to the boundary of the
next zone as this would deprive them of a seat during the
heavy hours. The result is that for the 2 miles between
South Bank and North Ormesby the fare is now 3d.
instead of 2d. The average fare per mile is 0.875d.
(1.75 cents) and per passenger, 1.96d. (3.9 cents).
On the whole, the Tees-side system is meeting the
transportation requirements as desired. Fog and sleet
have each been responsible for one interruption to serv-
ice, but otherwise operation has proceeded smoothly.
In the beginning the schedule of the buses was 6.5
m.p.h., but now 7 to 8 m.p.h. is readily obtainable.
Improvement in the reliability of the service is shown
by increases in earnings and traffic during the more
recent months, accompanied by reduction in energy con-
>umption through insistence upon coasting to stops
wherever possible. Taking every point into considera-
tion, the Tees-side system, with either relief in fares
or a reduction in working expenses, will be able in the
future to stand forth as a conspicuous example of all-
trackless operation.
Bus Operation at York
On Dec. 22, 1920, the York Corporation Tramways
opened a 1.25-mile trackless trolley route which runs as
such all the way from the Market Square (Parliament
Street) to Heworth (Stockton Lane), a suburb with
some new housing development. The management had
already had some experience with self-propelled vehicles
and had concluded that the storage-battery kind was
too slow and gasoline too costly. The deciding factor in
this instance in choosing rail-less operation was, stated
J. W. Hame, then general manager, the great saving
possible in power inasmuch as the lighting department
was prepared to sell electricity at 13d. (3.5 cents) per
kilowatt-hour. While this was more than double the
Tees-side rate of Jd. (1.5 cents), it still compared favor-
ably with the 1920 British price of gasoline, which varied
between 80 cents and $1 or more per imperial gallon
(2771 cu.in. against the American gallon of 231 cu.in.).
Prices are decidedly different today, the August, 1921,
quotations being almost 50 per cent of the prices a
year earlier.
Aside from the great saving in power, based on the
highest gasoline figures, Mr. Hame e.xpected lower
maintenance costs in the driving mechanism; also a
simpler store-keeping system, inasmuch as the control,
motors and trolley collectors were of the railway type.
There was also but one class of maintenance men, a
desirable consummation on a property with but thirty-
eight cars and 14.5 miles of single track. From the
public's viewpoint trackless trolley buses were prefer-
able because of greater cleanliness and quietness of
operation.
York, although a compact city of 82,500 popula-
tion, is a good city in which to get lost. It is
one of the few places in England that has clung
tenaciously to the picturesque characteristics of
the municipalities of the Middle Ages, such as forti-
fication walls and narrow streets and lanes. The
route of the trackless trolley is typical of the older
thoroughfares, being so narrow that there are places
where span suspension from building rosettes is used
instead of sidewalk poles. The trolley wires are from
21 ft. to 24 ft. above the ground. The cost of the over-
head system was placed at £3,688 for li miles or
£2,950 per mile.
The capital expenditure included four buses at an
estimated cost of £8,000. Total investment for the
quarter ended March 31, 1921, shows £12,541. This
sum includes expenditures of £605 for street work and
other changes necessarj' to permit trackless operation;
£71 for carhouse changes, and £260 for alterations in
the position of telephone and telegraph circuits. While
the anticipated cost of the buses was £2,000 each, the
actual cost approximated £2,400 each, due in part to
faults in construction, the correction of which was
to be charged against the contractor. These cost figures
indicate that prices of buses are fairly comparable on
both sides of the water. It would seem, though, the
British makes would cost a little more if they were built
as sturdily and upholstered as comfortably as the
American types, even if some allowance is made for
recent drastic cuts in the prices of British type chassis.
These trolley buses were built for one-man operation,
as was the case with the York battery and gasoline
December 10, 1921
Electric
Railway
Journal
1031
buses. They seat twenty-four passengers on side and
end longitudinal seats. Transverse seats are impracti-
cable due to the narrowness of the bus, which is but
75 in. The body is of wood. The vibrations of the body
in operation disclosed defects which have made it neces-
sary to reinforce the sills with T-iron the full length,
in addition to roof reinforcing irons on the car lines.
Two stanchions were also added, the object being to
stiffen the roof, which was of i in. board, enough to
prevent it from obvious bobbing up and down.
Noiseless operation, a thoroughly commendable
advantage of trackless trolleys, did not obtain because
of the rattling of the small ventilator sash due to the
use of what the Britisher calls "penny bazaar" fixtures.
When these sashes were held tight running was prac-
tically noiseless. This rattle was being corrected by
the use of stronger fixtures.
The chassis frame is of pressed steel and laminated
springs are used. The front axle is a solid steel frame.
The worm and sector steering gear is inclosed in a dust-
proof casing. Propulsion power is furnished by two
23-hp. series-parallel control motors, each motor driving
one of the rear wheels by means of worm gearing, no
differential being used. The rear axle is fitted with
roller and ball bearings. The weight of the vehicle,
which is 11,200 lb. (light), is taken by the axle casing.
Hand and foot service brakes are provided on the rear
wheels and a foot emergency brake on the motor shafts.
The wheels are of hollow-spoke, cast-steel road type
with single solid tires on the front and dual solid tires
on the rear. The cam-controlled current collectors allow
for a deviation of some 15 to 17 ft. on each side of the
wires. They appeared entirely suitable for the condi-
tions on this route since the run of Ik miles is made in
ten minutes, yielding a schedule speed of 7.5 m.p.h.,
exclusive of layovers.
Table II covers 9,402 bus-miles operation for three
months ended March 31, 1921, showing the cost of the
principal items:
TABLE II — RESULTS OF TROLLEY BUS OPERATION YORK COR-
PORATION TRAMWAYS, THREE MONTHS ENDED MARCH 31, 1921
Actual Per Bus-Mile
£ s. d.
Revenues .' 696 15 17.79
Coat of operation:
Platform wages 159 15 4.10
Power 114 4 2.90
Maintenance of vehicles 90 4 2 . 30
Line repairs 3 2 0.08
Way-leaves (rosettes, etc.) 9 5 0.23
IJcenses, etc 48 0 1 . 22
Miscellaneous 27 2 0. 70
Total £451 12 11.53
The platform wages are based upon the pay-
ment of 21|d. per hour (43.25 cents) ; power upon a
charge of 1.75d. (3.5 cents) per kilowatt-hour; license
charges include registration fees and road maintenance ;
line repairs is the sum of repairs to overhead wires and
cost of way-leave privileges in connection with the
rosette type of suspension. It will be noted that inspec-
tion, management, office and other general charges of the
character detailed in the Bradford accounts (See Elec-
tric Railway Journal for Nov. 12, 1921, page 860)
have not been definitely prorated against the trackless
service. On a small system, naturally, such general
charges per mile operated must be higher than on a
system like Bradford, which ran 387,543 trolley bus-
miles in the fiscal year ended March 31, 1921. Assum-
ing that the Bradford general costs were applied to
York, we would have to add a number of accounts like
the following:
Pence per Bus-Mile
Superintendence 0 043
Wagesofothertrafficemployees.. .!!•!!!..!!!.!! !^i! !!!! 1 o!3ll
Ticket check 0 44 1
Salaries of general officers and staff. \.[\[\[ ......... ... 0 454
btore expenses 0. 076
Rates and taxes .'...'..'.'."..* 0.409
Total 1.734
This does not exhaust the list, but enough prorating
accounts are given to indicate that the actual operating
expenses were at least 12.5d. (25 cents per mile) for
three twenty-four-seat, one-man vehicles within the first
three or four months of operation. The actual mainte-
nance of these brand new buses, it will be noted, was
2.3d. (4.6 cents).
Total over-all costs available since March 31, 1921,
show 18d. (36 cents) from one source and from another
source 19d. (38 cents) per mile. These cover all operat-
ing charges, taxes, overhead, depreciation, etc. On the
basis of 6 per cent interest on the capital expenditure
of £12,541, the fixed charges alone work out at 4.8d.
(9.6 cents) per mile operated. This is a heavy burden
to carry because the long headways of fifteen (a.m.)
and thirty minutes (p.m.) yielded only 9,402 miles in
three months operation or a little more than 100 miles a
day. In this case, one must conclude that a similar
service at present gasoline costs and motor bus chassis
prices would preferably be straight gasoline. Some
thing like this seems to be in the mind of the York
Tramways Committee, which in October, 1921,
appointed a sub-committee to report as to the cost of
running omnibuses and trackless trolley vehicles before
it decides on a proposed service to Clifton. This situa-
tion shows how viewpoints as to the desirability of
the trolley bus or gasoline bus are bound to shift as
the price of power fluctuates.
Notes on Vienna's Carruge Collector System
The trackless trolley route of the Vienna Municipal
Tramways is of the over-running type. The installa-
tion comprises a 2-km. (1.24-mile) route between Pots-
leindorf, a Vienna suburb, to Salmannsdorf. This
route was opened in October, 1908. The original Stoll
buses have been in use ever since.
As regards the question of bus drive, it is pertinent
to note that hub-mounted direct-drive motors have not
proved satisfactory for anything but undesirably low
speeds. Roadway conditions lately have not been good
for this style of drive. Less than one-third of the run
(about 600 meters) is well paved, the rest being macad-
am in poor shape. In the future buses will have chain
drives. This drive if kept thoroughly lubricated and
encased in a steel housing is expected to be noiseless.
There are but five regular stops in this 1.25-mile run.
The trip is made in twelve minutes, giving the low speed
of but 6.25 m.p.h, between terminals. There is no occa-
sion for hurry, however, as the shortest headway is
fifteen minutes. At other times the buses are run on
hourly headways. The buses seat sixteen and stand
eight passengers, yet nine or ten passengers per bus-
mile have not been uncommon in recent years. This
must have led to crowding at times. However, no one
needs to be told that the Viennese management has
been and still is struggling with unparalleled difficul-
ties. Car windows had to be patched with odds and
ends of glass. Even wooden tires were used as a war-
1032
Electric Railway Journal
Vol. 58, No. 24
time expedient. The enlargement of wheel sizes caused
thereby led to the overheating of the two 10-hp., 600-volt
motors per bus. Nothing daunted, Ludwig Spangler,
general manager, made the motors stand up under their
heavier work by equipping them for self-ventilation.
These buses are 6 meters (23.6 ft.) long, and because
of the narrow roadways, only 1.7 meters (80.4 in.)
wide. They weigh about 3,200 kg. (7,040 1b.). The new
ones are expected to be of like weight, the wooden body
alone weighing 1,000 kg. (2,204 lb.). Their estimated
life is figured at ten years.
The Vienna Municipal Tramways may also lay claim
to having been the first to adapt the gasoline type
chassis to trolley bus operation, an old one being em-
ployed to that end. The resistors are mounted under
the hood.
So far as current collection is concerned, no serious
difficulties have arisen at the moderate speeds in vogue.
The overhead entrance switches are much more com-
plicated than the like structures for the under-running
trolley. The only branch-off on the line is at the bus-
house. Here wheel and chain drives on poles are pro-
vided to permit the connecting structure to be shifted
as a unit in order to leave the main line unbroken.
The wheels on the over-running collector carriage have
a side play of about 0.75 in. each. Because of roadway
and grade conditions, no buses are operated in very
bad weather. Each bus is provided at the rear with
two diagonal rods or struts which can be let onto the
ground as a safety measure when the bus stops on a
^ade.
While the bus fleet numbers four, it is customary to
run only two buses daily and three on Sundays and
holidays. About 750 passengers are carried daily. Fares
in July, 1921, were 15 kroner on Sundays and holidays
and 8 kroner on week-days. Commuters who possess
an identification card with photograph, as vouched for
by the local police, pay only 3 kroner. At current rates
of exchange these fares were but sorry fractions of a
cent. Any cost figures translated into dollars at the
present fluctuating rate of exchange would serve no
useful purpose for comparative costs.
So far as Austria is concerned, the trackless trolley
should prosper there once the great hydro-electric pos-
sibilities of the republic have been developed.
Telephoning from a Moving Car
The "Carrier Current" Communication System Is Demon-
strated by Telephoning from One of the Schenectady
Railway's Cars to a Substation
Three Miles Distant
A DEMONSTRATION of what is known as the "car-
rier current" system of communication was given
at Schenectady on Dec. 1. These tests were the
culmination of development work extending over a
period of ten years, followed by practical tests made on
the Chicago, Milwaukee & St. Paul Railroad, where
communication was effected up to 60 miles.
The system makes use of a second current superim-
posed on the same trolley wire which supplies current
to operate the electric car. This "carrier current,"
which is generated at higher frequency than the power
supply, serves to transmit messages along the wire from
which it is picked up at any convenient point and made
to energize a telephone instrument. The demonstration
took place on the Schenectady Railway, 5 miles from the
city, and was arranged by the railway department of
the General Electric Company, which is interested in
the development of the new system.
From the moving electric car the railway men were
enabled to talk successfully with a substation on the
line several miles distant and also to listen to conversa-
tion from the operator in the station. The second
feature of the demonstration was listening to the con-
versation of the substation attendant at a waiting room
2 miles from the substation, the messages being trans-
mitted over the trolley wire and amplified in the wait-
ing room by a loud-speaking telephone instrument.
The demonstration was designed primarily to show
the application of the system to communication on elec-
tric railways, especially as regards expediting train
operation. The apparatus used for carrier current
communication is small and simple of operation. It
consists essentially of vacuum tubes used as oscillators,
rectifiers and detectors, making up a telephone equip-
Tklephoninq prom Car to Substation
ment equaling in sensitiveness and simplicity the most
modern apparatus.
Among the participants In the tests at Schenectady
were members of the radio committee of the American
Railway Association, headed by J. D. Jones, chairman
and superintendent of telegraph and signals Pennsyl-
vania Railroad, Eastern region.
Commenting on the tests, W. B. Potter, engineer of
the railway and traction department of the General
Electric Company, said: "These tests at Schenectady
and on the Chicago, Milwaukee & St. Paul Railroad
indicate the early perfection of a practical telephone
system, utilizing the power wires as a conductor, which
will provide for the usual call and telephone communica-
tion between different cars or trains. This system is
equally applicable to communication between the train
dispatcher and the trains in operation under his direc-
tion. This is an important development which we feel
sure will contribute materially to the facility and safety
of railway operation."
December 10, 1921
Electric Railway Journal
1033
Features of Des Moines Franchise .
The Twenty-five Year Grant Has a Sliding Scale for Rates of Fare and Return on Investment — ^The
Operating Deficit Is to Be Taken from Revenue
A FRANCHISE of the service-at-cost type has been
accepted by the Des Moines (Iowa) City Rail-
^way. It was approved by the City Council on
Oct. 24 and passed upon favorably by the people at a
special election on Nov. 28. The franchise is now to
be tested in the State Supreme Court to verify some
question as to its legality under the Iowa laws and
thereafter will presumably be the contract under which
the company will operate in future. It is expected that
a decision of the Supreme Court may be had before the
end of January. The action of the City Council and
voters rescinded a twenty-five-year franchise entered
into late in 1915, which provided for a fixed 5-cent fare
and had other features which proved to be impossible
to carry out.
The new service-at-cost franchise is granted for a
term of twenty-five years. It permits the operation of
interurban cars over the streets and the sale of T)ower
to interurban companies by the Des Moines City Rail-
way. The haulage of freight, baggage, mail, express,
etc., over the city tracks is authorized, provided that
freight cars will not be permitted to stop on a street
crossing or to stand on a public street for any purpose
except such as may be necessary in the operation of
trains. The handling of such freight and express cars
must not delay the operation of passenger cars, and no
such car is to be allowed to stand on any track or siding
located in the public streets for more than one hour
without the consent of the department of public safety.
These restrictions, however, do not apply between the
hours of 1 a.m. and 5 a.m.
In regard to the extension of lines, the contract pro-
vides that extensions must be made upon petition in
writing to the City Council by a majority of the adult
residents of the district to be served, when this body,
after due investigation, shall have passed a resolution
declaring that the extension is a proper and necessary
one to be made by the company. It is stipulated, how-
ever, that the City Council must find in its study that
the returns of the company will be sufficient to pay at
least the cost of operating the cars over the extension,
including the ordinary maintenance of track, cars and
overhead, together with a reasonable depreciation upon
the cost of the extension and the equipment used, and
all reserves provided for later in the contract. Having
satisfied itself that this is the case, the Council may
direct the extension to be made and the company is
then required within a reasonable time to build the line
at its own expense. But if the company and city cannot
agree that the extension can be made under these condi-
tions, then the question of whether or not the line shall
be extended shall be submitted to arbitration and the
award of the board of arbitration is binding on both
parties.
On the subject of paving and maintaining paving of
streets, the franchise reads that "Whenever the city
shall grade, pave, gravel or macadamize any street, and
so long as the statutes of the state of Iowa do not
authorize another or different method therefor, the com-
pany, under the conditions in this ordinance contained,
shall grade, pave, gravel or macadamize such portion of
said streets between the rails of its track and 1 ft.
outside thereof." The same requirement as to repaving
is made conditional upon the present statutes of Iowa.
The company is required to sweep, clean and sprinkle
the portion of the street used by the company only
where the need for cleaning results from construction
work, sanding rails, etc. But it must remove snow and
ice.
In regard to the motive power that may be used, the
contract mentions the use of electricity, applied either
by overhead or underground trolley, "or any other mod-
ern and improved system, or by any other modern and
improved motive power, except steam locomotives; pro-
vided, however, before any motive power other than
electricity may be used, consent and permission therefor
shall be first granted by the city."
A "city supervisor" of track stations is to be elected
by the City Council to hold office at the pleasure of this
body and with a salary which shall not exceed $5,000
per year at any time. This is fixed by the City Coun-
cil and paid by the company. The company is to pro-
vide and pay for his office, office fixtures, stationery and
clerical help, but the cost of clerical help shall not ex-
ceed $100 per month to begin with, but this may be
increased in the same ratio as the gross receipts of
the company increase. The company is also to select a
person to be known as the "company supervisor" andl
these two supervisors shall determine what acts shall
be done and orders made affecting the quality and quan-
tity of service, fixing of schedules, routes and terminals,
the character and equipment of cars, the places at
which they shall be stopped for passengers and other
similar operating questions.
Any differences arising between the company and the
city in regard to any provisions of the ordinance or
the rights and power reserved to and conferred upon the
company or the city, or if the two supervisors fail to
agree upon any question, over which they have super-
vision, then either the city or the company may require
that these questions be submitted to arbitration. It
is agreed that the individuals comprising the board of
railroad commissioners of Iowa shall constitute the
board of arbitration, and if this board fails or refuses
to act as arbitrators, then it is agreed that the board
shall consist of three disinterested persons who must
be non-residents of Des Moines and appointed by joint
action of the chief justice and the two associate justices
of the Iowa Supreme Court.
Scale of Fares and Returns
The initial rate of fare is to be 8 cents cash with
ten tickets for 80 cents. The contract provides that
this may be adjusted either up or down in half-cent
increments as shown in the accompanying table, which
also shows the rate of return to be allowed on common
stock. Children between the ages of six and twelve
years are to be carried for one-half fare and high and
grade school pupils actually on their way to and from
school may ride on special tickets sold to them at the
school for 2 J cents each. A charge of double the cash
fare in force may be made on owl cars as the company is
1034
Electric Railway Journal
Vol. 58, No. 24
not obliged to accept tickets for passage on such cars.
Once a rate of fare is placed in effect it must remain
in effect for a minimum of thirty days.
Di\idend
on Coin-
Fare mon Stock
9 cents cash, 1 0 ticketsJ90 cents i 0 per cent
9 cents cash, 1 0 tickets 85 cents 0 per cent
8 cents cash, 10 tickets 80 cents* 0 percent
8 cents cash, 1 0 tickets 75 cents 0 per cent
7 cents cash, 1 0 tickets 70 cents 3 per cent
7 cents cash, 1 0 tickets 65 cents 3 per cent
4 cents cash, 1 0 tickets 60 cents 44 per cent
6 cents cash, 10 tickets 55 cents 4) percent
5 oeataloash, 1 0 tickets 50 cents 6 per cent
5 cents cash, 1 0 tickets 45 cents 6 per cent
5 cents cash, 1 0 tickets 40 cents 7 per cent
5 cents cash, 1 0 tickets 35 cents 7 per cent
* Present rate.
The initial rate of fare of 8 cents cash and ten tickets
for 80 cents is to continue in force until there has been
accumulated in the "fare adjustment fund" the sum of
$150,000. Thereafter the rate of fare shall be changed
to the next higher step whenever the balance in this
fund shall be lower than $100,000. The next lower step
shall be put into effect when the amount in the fare
adjustment fund is $200,000. A notice of five days must
be made before any change in the rate shall become
effective. The maximum and minimum figures already
noted are to continue as long as the number of passen-
gers carried annually by the company is 30,000,000 or
less.
When the annual number of passengers is between
30,000,000 and 40,000,000, the fund is to vary between
the limits of $133,333 and $266,666; for between 40,-
000,000 and 50,000,000 annual passengers, the fund is
to vary between the limits of $166,666 and $333,333;
50,000,000 to 60,000,000 passengers, $200,000 and
$400,000; 60,000,000 and 70,000,000 passengers, $233,-
333 and $466,666; 70,000,000 and 80,000,000 passen-
gers, $266,666 and $533,333; 80,000,000 and 90,000,000
passengers, $300,000 and $600,000, and thereafter if
there are further increases in the number of passengers
carried in any fiscal year, the same progression of maxi-
mum and minimum amounts will be carried out.
The company is to be entitled to earn dividends on
its common stock now issued and outstanding and on
such common stock as may be issued to retire the first
stock now issued and on common stock that may be
issued to provide funds for extensions, improvements, or
betterments as noted in the above table.
For the purpose of determining the basis upon which
the rate of fare is to be established, it is agreed that
the gross income of the company shall include income
from all sources. Operating and all deductions from
gross income shall be in accordance with good account-
ing practice as prescribed by the American Electric
Railway Accountants' Association and the company shall
at all times be entitled to earn net earnings (gross in-
come less operating expenses and taxes of all kinds)
sufficient to pay the following seven items:
1. The interest on its bonded indebtedness as of
Oct. 1, 1921, and on notes now issued and to be issued
and now consisting of $4,651,000 of 5 per cent general
and refunding bonds and $1,309,709 of 7 per cent notes,
issued and to be issued.
2. The interest on any additional interest-bearing in-
debtedness similar to that listed under (1) that may
be created subsequent to Oct. 1, 1921.
3. Dividends at the rate of 7 per cent per annum on
any or all preferred stock which may at any time be
outstanding, of which there is now $250,000 outstand-
ing and $1,100,000 of debentures to be converted int»
preferred stock, and such other preferred stock as may
be issued as authorized.
4. Credit to a common stock dividend reserve account
to the extent permitted to be earned under the terms of
the section relating to the rate of dividend on common
stock.
5. An amount which is to be accumulated in equal
monthly installments during the first five years after
this ordinance shall become effective to offset the oper-
ating deficit existing at the date of taking effect of
this franchise. The accumulated amount thereof as of
Oct. 1, 1921, was $572,737.
6. Fifty thousand dollars of working capital which
shall be accumulated before any amount shall be set
aside for the fare adjustment funds, or before any re-
duction in the rate of fare first above established shall
become effective, and shall be in addition to stores and
supplies aggregating approximately $240,000 in value,
which represents the value of the stores and supplies
on hand Oct. 1, 1921.
7. Any other amounts arising after Oct. 1, 1921,
properly deductible from net earnings. All above
accumulations are to be considered as an expense in con-
nection with the establishment of the rate of fare.
After all of the reductions provided for in these seven
sections have been made from net earnings, debits or
credits are to be made to the fare adjustment fund.
The company agrees to secure a fund of $100,000
within thirty days after the adoption of the ordinance
for the purpose of making additions, betterments, and
improvements or in construction work in so far as the
cost is properly chargeable to the capital account. The
company is to be permitted to execute its notes for this
amount which will bear interest at the current rates
and are to be retired when the company is able to issue
and sell securities as provided by the ordinance. It is
also agreed that the city will not require the company
to make improvements or additions during the first' year
after the adoption orf the ordinance requiring expendi-
tures in excess of this $100,000. Similarly, the com-
pany agrees during the second and third years of the
franchise, to provide and spend an additional $100,000
each year, provided it is unable to issue and sell secur-
ities and provided that all of the items provided by the
ordinance are earned. It is also agreed that if these
conditions prevail, the city will not press the company
to spend in excess of $100,000 chargeable to capital
account.
In connection with the sale of securities, the exi)ense
of the sale of stock or of the sale and discount on bonds
or notes now outstanding or to be issued shall be amor-
tized out of the earnings of the company in equal
monthly amounts during the life of such securities.
On the matter of depreciation, the contract is indefinite,
the provision being that "the company shall charge as
a part of the expense of said business and set up a de-
preciation reserve sufficient to cover replacement, obso-
lescence and renewals of the property of the company,
and installations necessary to maintain such property
. . . provided that the reserve shall be apportioned
and used 50 per cent for way and structures, 25 per
cent for equipment and 25 per cent for power. It is
also stipulated that the company shall not be required to
make any expenditures in excess of the amounts thus
provided."
An interesting clause in the contract is that relating
to corporate existence which provides that "the company
December 10, 1921
Electric Railway Journal
1035
and each successor corporation . . . shall remain
and shall be an Iowa corporation and it shall maintain
its principal office in the city of Des Moines and shall
not remove such principal office or any of the books of
the company, records, accounts, contracts or original
vouchers of receipts and expenditures beyond the limits
of the said city, and shall maintain such principal office
within such city so long as the company continues oper-
ating any part of the street railways mentioned and
provided for in this ordinance under the provisions
hereof, and the provisions of this section shall apply to
all the company's lessees, successors and assigns."
One section of the contract contains provision whereby
the company waives all rights and claims except thorse
allowed by this ordinance, agrees to pay all interest due
on any bonds secured by lien on the property existing
Aug. 1, 1921, and to pay thereafter all such interest on
bonds as it becomes due, with the condition that upon
failure to pay such interest resulting in the foreclosure
of the liens, the rights of the company under the ordi-
nance are thereby forfeited. This section also stipulates
that the company is to cause all foreclosure suits now
pending against the city or the company to be dismissed
without cost to the city, and the company is to pay its
bond in the amount of $54,000 which fell due April 1,
1921. It is also to pay or refund on other bonds now
outstanding, secured by lien upon the property, at or
before maturity, none of which bonds mature later than
the year 1936.
The franchise gives the city the right, during the time
of the franchise, to purchase and take over free and clear
of all liens and incumbrances the entire street railway
system upon giving six months notice. If the company
and city cannot agree on the purchase price, the latter
is to be determined by a court of competent jurisdiction.
Disposition of Competitive Buses
Immediately upon the acceptance of the franchise, the
city agreed to cancel all licenses issued for the opera-
tion of jitney buses engaged in carrying passengers on
any street on which street cars are operated. The city
also agrees that it will not permit any jitney bus opera-
tion on streets occupied by cars under the franchise,
provided, however, that jitneys may be licensed to cross
such streets at right angles with the car line and in
addition may travel over such space as far as it is
necessary to cross bridges. It is further provided that
the buses may have a terminus in the business district
and that for the purpose of going to and from this
terminus the buses may travel over such portion only
of the prohibited streets as is necessary to connect
directly with the licensed route of the buses on streets
on which there are no street car lines.
French Railway Strike Ended
REPORTS to the Department of Commerce recently
. told of the termination of the street railway strike
in Calais, France. Service was suspended entirely dur-
ing two weeks. The company finally granted the de-
mands of the employees for an increase of 50 centimes
per day, for two days vacation per month with full
pay and for the establishment of a joint committee
with power to pass finally on all differences between
the street railway management and its employees.
The joint committee is to be made up of representa-
tives of the employer, the employees and the street
railway committee of the City Council.
Car and Bus Speeds in Chicago
Comparison of Car Speeds Operating Through Tunnels and
Over Bridges Was Presented in Chicago Fare Hearing —
Also Data on Speeds of Buses and Cars
in the Loop District
SOME rather interesting speed comparisons were
brought out in the hearings of the Chicago Surface
Lines before the Illinois Commerce Commission in con-
nection with the recent fare case. The special engineer
for the city, George W. Jackson, had recommended in
his proposed plan of speeding up service the taking of
cars from the tunnels and routing them over bridges.
The company therefore introduced the following evi-
dence to indicate the relative speed of cars in tunnel's
and over bridges. For the Clark Street bridge and
La Salle Street tunnel the observations were made on
Oct. 15, and the distance over which the cars were
timed in each case was taken between Randolph and
Illinois Streets. For the Madison Street and Adams
Street bridges and the Washington Street and Van
Bur en Street tunnels the observations were made on
Oct. 18 and the distance covered was between Franklin
and Clinton Streets in each case. The results of the
observations follow.:
CAR SPEEDS over BRIDGES VS. THROUGH TUNNELS
Clark street Bridge
11:35 a.m. to 12:55 p.m.
Cars Minutes
73 336.00
Average time per car, 4 . 603
Madison Street Bridge
1:30 p.m. to 4:00 p.m.
Cars Minutes
264 715.75
Average time per car, 2 . 7 1 1
Adams Street Bridge
1:58 p.m. to 4:02 p.m.
Cars Minutes
103 221.75
Average time per car, 2.153
La Salie Street Tunnel
1 1:36 a.m. to I p.m.
Cars Minutes
122 241.00
1.975
Washington Street Tunnel
1 :36 p.m. to 4:00 p.m.
Cars Minutes
137 231.00
1.686
Van Buren Street Tunnel
1:44 p.m. to 4:00 p.m.
Cars Minutes
199 304.75
1.531
Another study was made to show the speed of cars
in the Loop district, as bounded by the river on the
north, Wabash Avenue on the East, Harrison Street on
the South and the river on the West. The cars on
Dearborn Street from Harrison Street to Polk Street
were also included and all lay-overs at stub terminals
in the Loop were included. The observations were
made on Oct. 12, 1921, from 4 : 30 p.m. to 10 : 30 p.m.
The system average schedule speed based on schedule
running time between terminals and excluding lay-over
time was given as 10.64 m.p.h. The Loop data follow:
speed of cars in loop DISTRICT, CHICAGO
.\verage Speed
Hour
Car-Miles
Cai^Houis
M.p.h.
4:30 p.m. to
5:00 p.m.
520.31
107.70
4 83
5:00 p.m. to
5:30 p.m.
595.62
120.76
4.93
5:30 p.m. to
6:00 p.m.
511.47
91.75
5.57
6:00 p.m. to
6:30 p.m.
389.15
54.85
7.09
6:30 p.m. to
7:00 p.m.
331.43
44.27
7.49
7:00 p.m. to
7:30 p.m.
316.74
40.34
7.85
7:30 p.m. to
8:00 p.m.
312,48
43.47
7. 19
8:00 p.m. to
8:30 p.m.
305.03
43.52
7.01
9:00 p.m.
279.95
37.08
7.55
9:00 p.m. to
9:30 p.m.
211.86
29.87
7.09
9:30 p.m. to
10:00 p.m.
206.73
28.50
7.25
10:00 p.m. to
10:30 p.m.
J54.32
20.72
7.45
4,135.09
662.83
6.24
For the sake of comparison some observations were
made of the operating speeds of the Chicago Motor Bus
Company's buses. These observations were divided into
three groups, covering speeds from the north terminals
into the loop to the points at which the buses are turned
back ; in the downtown district, and outside of the Loop
district. These data are presented herewith in three
1036
Electric Railway Journal
Vol. 58, No. 24
tables. The observations were made on Oct. 19 and
20, 1921.
Limited observations of the motor bus service given
by the Depot Motor Bus Company, operating between
Carson, Pirie, Scott & Company's store on State Street
and the Northwestern and Union stations on the west
side, showed that these buses operate at an average
speed of 5.85 m.p.h. The distance is 0.78 mile each way.
SUMMARY OF SPEED AND STOPS OF CHICAGO MOTOR BUS
COMPANY'S BUSES, OUTLYING AND LOOP
DISTRICTS COMBINED
Bus-hours 8.11
Mileage 86. 66
Stops 284
Duration of stops — seconds 3,335
Average running speed 10.70 m.p.h. _
Average number of stops 3.28 per mile
Average time per stop 1 1 . 74 seconds
SPEED AND STOPS OF CHICAGO MOTOR BUS COMPANY'S BUSES,
LOOP DISTRICT ALONE
c S "
Jackson.... 9:10a.m. to 9:25a.m. 1.824 15.50 13 228 7.06
Madison... 1 1:16 a.m. to 1 1:27 a.m. 1.229 11.50 11 186 6.42
Monroe.... l:35p.m.to 1:53p.m. 1.473 18.00 17 326 4.91
Monroe.... 3:43 p.m. to 4:00 p.m. 1.473 17.00 15 336 5.20
Monroe.... 5:24 p.m. to 5:43 p.m. 1.473 19.25 18 448 4.59
Jackson.... 7:33 p.m. to 7:48 p.m. 1.824 14.75 15 164 7.41
Total 9.296 96.00 89 1,688
Average: Speed 5.81 m.p.h.
Stops per mile 9.57 m.p.h.
Duration of stop 18. 96 seconds
SPEED AND STOPS OF CHICAGO MOTOR BUS COMPANY'S BUSES,
OUTLYING DISTRICTS ALONE
fi :- s i's I •^ilil ill
DevonAve... NB 9:25 a.m. to 10:01 a.m. 36.00 8.45 4 32 14 09
Devon Ave. .. SB 10:25 a.m. to 1 1:16 a.m. 50.50 8.45 30 301 10 03
WilsonAve... NB 1 1:27 a.m. to 1 1:53 a.m. 25.50 5.96 19 105 14 01
DevonAve... SB 12:51 p.m. to 1:35p.m. 43.50 8.45 30 255 II 60
E.B.Hotel... NB l:53p.m.to 2:25p.m. 32.50 6.90 II 76 1165
DevonAve... SB 3:00 p.m. to 3:43 p.m. 43.00 8.45 18 232 1 1 78
Edg. B. Hotel. NB 4:01 p.m. to 4:35 p.m. 34.00 6.90 3 46 1216
Edg. B. Hotel. SB 4:49 p.m. to 5:24 p.m. 35.00 6.90 18 129 1182
DevonAve... NB 5:43 p.m. to 6:28 p.m. 45.25 8.45 39 298 II 20
DevonAve... SB 6:48 p.m. to 7:33 p.m. 45.25 8.45 23 173 11.20
Total 390.50 77.36 195 1, 647 sec.
Average: Speed 1 1 . 87 m.p.h.
Stops per mile 2. 54 m.p.h.
Duration of stop 8,45 seconds
Front Drive Trolley Bus
A RECENT issue of the Electric Railway & Tram-
way Journal of London contains a description of
a front-drive trackless trolley bus recently built for
use in Leeds, England. This bus is in two parts, .'some-
what like the Chicago type of gasoline bus, the forward
part carrying the motor and the two driving wheels and
the rear part the body of the bus and the two trailing
wheels. The two portions are attached to each other by
six bolts only, so that the front portion, or tractor, can
be very easily detached. This is considered an impor-
tant point where a company desires to keep a number
of trolley buses in constant service, as it is only neces-
sary to have one or two spare front parts which can be
slipped into place whenever required. As there is no
part of the motive equipment or driving mechanism
under the car body, the floor of the bus can be kept
very low. Actually in the bus built for Leeds the car
floor is only 14 in. above the surface of the ground.
Thus the center of gravity is low and the factor of
safety for a double-deck vehicle running on an ordinary
road surface is correspondingly increased.
The drive is provided by two 25-hp. motors, hung in
the regular railway manner and each geared to one-half
of the axle. Brakes are applied to all four wheels.
llitsA^ |-»'tlv4, ?dlj(>V^
" Bus Transportation " Approved
Important Railway Managers Recognize a Field for Buses
in Urban and Interurban Transportation and Welcome
Establishment of Bus Paper by McGraw-Hill Co.
THE policy of the publishers of the Electric
Railway Journal in deciding to start a bus paper
has met with the hearty approval of all of those electric
railway executives who have expressed themselves on
the subject. In answer to a request for opinions on this
a number of replies have been received. From these
quotations a few are printed below, with the permis-
sion of the writers.
Opinions on "Bus Transportation"
Henry G. Bradlee, of Stone & Webster, Inc., Bo.ston,
Mass., writes:
"I have read with great interest the editorial in the
Electric Railway Journal for Oct. 29 and have
been intending to write to you offering my congratula-
tions on this new step that you are taking. It meets
with my hearty approval.
"We need a responsible publication that will set forth
the facts and keep us all posted on development in the
field of bus transportation. I am sure that no one can
handle this as well as the McGraw organization.
"I have only one suggestion to make, namely, that
you have constantly in mind the desirability of ulti-
mately combining as a single publication the Electric
Railway Journal and the new Bus Transportation,
adopting at that time a new title for the combined
magazine which will indicate in some way that it covers
broadly all branches of urban and suburban transporta-
tion. The temporary publication of Bus Transporta-
tion as a supplement is no doubt wise, but I do think
that this should be temporary and that eventually the
two should be again combined.
"In your editorial of Oct. 29 you say:
"All of the studies which have been made and data which
have been collected tend only the more firmly to fix the
idea that the best transportation for the community can
be obtained only by the co-ordination of the various trans-
portation facilities and not by indiscriminate competition.
"This is exactly the thought I have in mind in making
my suggestion that ultimately the two magazines should
be combined as one. I think we should from every
standpoint try to convey the idea to the public that
satisfactory public service can be obtained only through
a single co-ordinated system whether this operate on
rails, on rubber tires, or part on each. The street rail-
way companies should do this in the conduct of their
business, and you, I think, could help by ultimately
treating in your publications all forms of urban trans-
portation as a single problem.
"A few weeks ago we held a convention in Boston of
the district and local managers from all of our proper-
ties. In a talk that I made at this convention I referred
briefly to the street railway problem, and I think you
will be interested in what I said on this subject, a
copy of which is inclosed. While I had not read your
editorial at the time, ooir thoughts are clearly running
along the same general lines.
"As I see it, the constructive thing that we should do
at the present time is to emphasize in every possible
December 10, 1921
Electric Railway Journal
1037
way and bring constantly before the public the fact that
urban transportation in whatever its form must be con-
ducted as a unified system to give public satisfaction,
and that any new developments along transportation
lines should be brought into use as a continuation of
those now in existence rather than as a separate and
independent proposition. This you can do through your
publications, we through our operating efforts in the
field and through any public statements that we may
make.
"Again my congratulations to you and my best wishes
for success in the new enterprise."
Mr. Bradlee's Remarks on Buses to Local
AND District Managers
The street railway is the real problem, a problem concern-
ing which people are sometimes very pessimistic. I want
to give you this thought. We always speak of ourselves
as being in the street railway business and usually have
in mind only the electric railway. When some other form
of urban transportation is suggested a shiver runs down
our spine and we wonder whether we are to be driven from
the field. Let us change our point of view and, in the
future, let us always say: We are in the transportation
business. True, we are at present operating electric rail-
ways, but our business is to furnish transportation. The
method may change from time to time, but if it does we
are prepared to meet the situation; if any new and more
efficient methods are devised we are prepared to adopt
them and continue our service to the public.
Personally I believe that we are going to operate electric
railways for the next twenty-five years and then for an
indefinite period after that. There is nothing in sight as
far as I can see to take the place of the urban electric rail-
way except in small communities or in outlying districts
of larger communities. I think we may to advantage use
other forms of transportation to supplement our street rail-
way except in small communities or in outlying districts
travel is light. When the traffic increases, electric railway
service will be substituted. In all cases the backbone of
our system will continue to be the electric railway. But
suppose I am wrong. Suppose, for example, the electricity
is to be superseded by some other form of power. Still I
believe we will operate on tracks because I believe that is
the only way that adequate service can be given in an
urban center. We will simply change over our motors or
our rolling stock and use the new source of power, what-
ever this may be. But suppose I am wrong again. Suppose
that tracks have outlived their usefulness and are to be
abandoned. Still I would say: We are in the transporta-
tion . business and we should furnish service in whatever
way is most efficient, whether it be by motor cars, by trolley
buses, or by aeroplanes. I say this because I am satisfied
that there must always be some systematic and co-ordinated
method of urban transportation. The people must be
carried back and forth between their homes, their business
and their places of amusement. That is a necessary feature
of our modern life that cannot be done away with. It must
take place in some form. To have that service satisfactory
and economical it must, in my judgment, be conducted by
some single organized system. Competition in public serv-
ice has been shown repeatedly to be extravagant and waste-
ful. In the early days there was competition between horse
car lines and later between electric railways, but this was
economically unsound and gradually disappeared. As I
told you a few minutes ago, we bought eleven street rail-
ways in the city of Seattle and we combined them into a
single efficient property. We bought them because eleven
street railway properties could not exist in Seattle and
properly serve the public. What has been true of horse car
lines and of electric railways will be true of any future
method of transportation. Good service and efficient opera-
tion will compel a unified system.
Then take that other bugaboo, municipal ownership. We
have just seen how the government came out with the steam
railroads. You know and I know that municipalities in a
democracy can never successfully operate street railways.
There may be sporadic attempts as there are now in Seattle
and a few other cities, but this will pass. Sooner or later
-these properties will return to private operation as did the
Philadelphia municipal gas plant. Already the difficulties
of these cities are becoming known, and tod^y it would be
pretty difficult to sell a street railway to a city. Most
cities do not want them at any price.
Our problem then is to keep abreast of the times, to be
familiar with every improvement in the art of transporta-
tion and to apply these improvements to our properties
whenever this will produce better service or more efficient
operation.
If we are open-minded and alive to our possibilities, if
instead of fearing improvements we are quick to seize and
apply them to our own use and the service of the public,
we need have no anxiety for the future."
From Harry Reid, president Interstate Public Service
Company, Indianapolis, Ind.
"I wish it [Bus Transportation] every success and
trust that its policy will be such that there could be no
cause for complaint by any of the patrons of the Elec-
tric Railway Journal and I am sure that this would be
the case."
From J. W. Welsh, executive secretary American Elec-
tric Railway Association:
"I am very much interested in noticing the announce-
ment in the Electric Railway Journal for Oct. 29
relating to your institution of the Bus Transportation.
"I think this is a very forward looking step, and I
wish to extend to you my best wishes for success in
this new undertaking."
From Britton I. Budd, president Chicago, North Shore
& Milwaukee Railroad, Chicago, 111.
"I see absolutely no objection to your starting a bus
journal ; in fact, I think it is decidedly to the advantage
of the electric railway industry. The sooner the com-
panies realize that they will have to use, in part, the bus
as a medium of transportation in order to take care of
the needs of certain districts not served by electric rail-
ways the better it will be for the industry."
From J. H. Hanna, vice-president Capital Traction
Company, Washington, D. C.
"I was very glad to see the announcement in the
Electric Railway Journal regarding its new publica-
tion, Bus Transportation. There can be no doubt in
my mind that trackless transportation of passengers in
cities and suburbs is a factor which must be given care-
ful consideration in the future. It is important that
electric railway operators get information on which
they can rely regarding the operation of existing lines
and the possibility of establishing others. Your publica-
tion should help in filling that requirement."
From P. H. Gadsden, vice-president United Gas Im-
provement Company, Philadelphia, Pa.
"I was very much interested in the editorial of Oct. 29
regarding your new publication. Bus Transportation.
I believe the treatment of this subject in the way you
suggest will be very helpful.
"The auto bus, in my judgment, is destined to play
an increasingly important part in urban transportation
as time goes on. Whether it shall be as a competitor
of street railways, or as an auxiliary, will depend largely
upon our attitude toward the subject. In order that
we may make no mistake in such a highly important
matter we must keep ourselves thoroughly informed.
The Electric Railway Journal, through its Bus
Transportation publication, is in the very best position
to keep the electric railway industry informed of the de-
velopment of this special form of transportation. Your
treatment of the subject from the standpoint of trans-
portation requirements of the various communities will
greatly aid in arriving at a proper conclusion."
1038
Electric Railway Journal
Vol. 58, No. 24
How to Keep Cars on Time
Representatives from the Transportation and Equipment Departments of New
England Companies Give Their Views at Club
Meeting Held in Boston
THE meeting of the New England
Street Railway Club on the after-
noon of Dec. 1 was devoted to the ques-
tion of how to keep the cars on time.
Abstracts of the two papers presented
on the subject appear below.
Troubles of Keeping Cars on Time
By Howard F. Whitney
Assistant to the President Spring-
field (Mass.) Street Railway
I SHALL confine my remarks in this
paper to those delays outside of
schedule making which I believe we
can help to reduce.
In Massachusetts, Section 84 of the
revised laws says that "whoever will-
fully obstructs a street railway com-
pany in the legal use of a railway
track, or delays the passing of cars
thereon, or abets in such obstruction or
delay, shall be punished by a fine of
not more than $500 or by imprisonment
for not more than three months." I
know of several cases on our own prop-
erties where cars were willfully de-
layed, and a case which recently came
to my attention is probably typical of
others. A truck broke down on a
single-track line, and the driver of the
truck refused to allow the crew or the
inspector, who later arrived on the
scene, to move the truck until the
proper repair part arrived from a near-
by town and was duly installed, when
the truck moved off the track under its
own power. In this case the company
considered itself fortunate in collecting
from the owner of the truck one-half of
the cost of the delay, but I do not
think that we would have received that
much if the car that was delayed had
not been carrying the U. S. mail. I do
not believe in the policy of looking for
a fight, but a few cases of willfully
delaying cars, taken into court, would
g'ive the public a wholesome lesson in
the rights of the street railway, and if
we insist on these rights, we shall win
the respect of our various communities.
There has seemed to me a tendency
in recent years for street railway oper-
ating officials, instead of riding on the
cars themselves and obtaining first-
hand knowledge of the conditions, to
step into their automobiles at their
homes and either be driven to the office
by a chauffeur or to drive themselves,
avoiding the car tracks near their home
so that they will not have to pass up
their friends waiting on the comer for
a street car.
I have heard one official say that he
drove to work in his machine to avoid
the constant criticism to which he was
subjected while a passenger on the car.
The public, upon whom we depend for
a living, should not get the idea that
we cannot use our own cars to go to
and from our office because they are too
slow, even if some little time is taken
— wasted perhaps you may think — in
using the street car. I believe that
every street railway official should use
the cars as much as possible. I have
seen a great many times in the
People's Forum"— and you undoubtedly
have also seen them — letters signed
Strap Hanger," etc., stating that if
the street railway officials rode on their
own cars, they might occasionally get
some first-hand knowledge of the condi-
tions. Suppose that you had deposited
your savings in a certain bank and
found upon investigation that the presi-
dent, vice-president, secretary, treas-
urer and most of the other officials of
the bank deposited their money in a
bank across the street. Would you not
be afraid that there was something
radically wrong with the bank and that
you had better withdraw your funds
and deposit them in the bank across
the street? It is exactly the same with
our patrons on the street cars. If they
find that the street cars are too slow
and too crowded for the officials of the
company, why aren't they too slow and
too crowded for the passengers?
The automobile is probably the cause
of more delays than any other one
thing, and the congestion caused by
the automobile on our downtown streets
is becoming a great problem not only
to the street railway companies but
to the city government as well. I be-
lieve that every street railway company
should endeavor to have ordinances
passed by the various city governments
to stop the parking of automobiles on
the main streets, especially during the
rush hours. This may meet with stiff
opposition from the merchants on the
main streets, but when it is known that
from recent traffic surveys in various
cities it has developed that the auto-
mobile averaged only 1.9 persons to
each machine, while our cars, especially
during the rush hours, will average well
up towards 100 people, it would seem
as if the city officials could be made
to see that the greatest good to the
largest number lies in giving the street
car the right of way. This, however,
will never be done unless the street
railway company itself brings it to the
attention of the city government.
The city government should also stop
the practice of allowing left-hand turns
by automobiles on our main streets.
All traffic should be routed straight
across or by right-hand turn, and the
street railway company should do its
share to relieve the congestion by re-
routing some of its own lines.
The Massachusetts Legislature, a
year or two ago, passed the so-called
8-ft. law. This law has been very bene-
ficial in making it easier for our pat-
rons to reach the car, but it has also
materially increased the congestion, es-
pecially where the streets are narrow
and automobiles are parked at the
curb, as it has forced the automobile
onto our tracks so that after one car
has stopped at a white pole the sec-
ond car cannot get anywhere near the
stopping place because of the auto-
mobiles lined up behind the street car.
A better way would be to have the
city prohibit the parking of automo-
biles within 75 ft. in front of a white
pole, and then by means of iron stanch-
ions and light chains rope off a load-
ing area 4 or 5 ft. from the track,
and have the rule enforced that auto-
mobiles are always to go to the right
of the roped-off space. This will per-
mit the automobiles to keep moving
while the car is being loaded and al-
low the second car to come up behind
the first car and load at the same
time. We find in Springfield that the
8-ft. law has practically eliminated the
usefulness of the two-car stop, because
of the congestion of automobiles on the
track. If the roped-off area which I
mentioned could be used, the two-car
stop will again be of great advantage
to us.
Another cause of many delays are
poor track conditions. As rapidly as
the companies get onto their feet
again, we should spend our money in
rehabilitating the tracks. In fact, good
track will permit of higher schedule
speeds and stop many of our delays.
Delays in Loading
The odd unit of fare is another cause
for delay, as a great many people
have to make change, and with the
prepayment car — which has come to
stay — the car is forced to stand until a
large number of people have received
their change. However, some things
can be done to help in this. In re-
modeling old cars for prepayment cars
we have placed the fare box in such a
position that, with the usual crowd
standing on the back platform, it is
next to impossible for passengers to
get by the box. Would it not be well
to widen out the aisle so that access
to the body of the car is not blocked
by the box and the heavy iron stanchions
which go to hold it in place? We should
do all that we can to accelerate en-
trance into the car.
Today our business is surrounded
with so much machinery that on some
of our cars it is next to impossible
to get onto the car. We force our
passengers to climb a flight of stairs,
crowd by folding doors which never
open quite to their full width, and
then crowd through a narrow passage-
way usually blocked by men and boys
standing on the back platform. We
ask them to have a nickel and one
or two pennies ready to pay their fare,
and then wonder why our cars are de-
layed.
The delays in loading may in some
measure be relieved by street collectors
which are being used quite extensively
in various parts of the country. These
street collectors could very materially
assist the loading at congested points,
especially on the one-man cars, if the
car was equipped with some device by
which the street collector could open
the rear door. This, of course, would
have to be so connected that the oper-
ator could not start the car until the
rear door was closed.
During the war an extensive drive
was made for the reduction in number
of white poles or stopping points, but
I find on our own properties that the
white poles are gradually creeping
back until in a few years the condi-
tion will be as bad as it was before
the war. Where we are confronted
with jitney competition, of course, the
tendency is to stop at every street cor-
ner. These white poles, however,
should be kept to a minimum, if we
are to increase our schedule speed and
stop delays.
I have tried to show that the delays
of which we complain are not entirely
beyond our control. I realize that a
great many delays are due to the pub-
lic, but while we are appealing to the
public to help us keep our cars on
time we should do all in our power to
obtain the same object. Let us, as
far as possible, clean our own house
first and then go to the public and
say that we have done all that we can
and ask for their support.
December 10, 1921
Electric Railway Journal
1039
Keeping Cars on Time
By W. C. Bolt
Superintendent Rolling Stock and Shops,
Eastern Massachusetts Street Railway,
Boston, Mass.
AN ELECTRIC railway may be
. likened to any other manufacturing
and sales organization. The motormen
and conductors represent the sales or-
ganization, and the rolling stock em-
ployees represent the manufacturing
organization. There must be close co-
operation between these two depart-
ments or the service will not be ade-
quate and cars will not be on time.
Our electric car of today is a very
much different piece of machinery than
the electric car of early street railway
days. The first electric vehicle com-
prised a simple car body with open
platforms, hand brakes, two simple
motors and contactors. Contrast this
equipment, if you please, with the
highly complicated modem electric rail-
way car of today — a car equipped with
folding doors, folding steps, door en-
gines, electric signals, electric buzzers,
illuminated signs, electric heaters, heat
control, electric or pneumatic contact-
ors, control and motor switches, emer-
gency valves, engineer's valves, pneu-
matic sanding equipment, and a great
many other details.
Maintenance Often Compucated
BY Variety of Equipment
The maintenance of cars is often
complicated by the variety of equip-
ment in use on each property. It is
not at all uncommon for a large street
railway to have between ten and fifteen
types of motors in active service at the
same time. A similar condition exists
with practically every other principal
unit. With this diversity of equipment
it becomes very necessary for the roll-
ing stock department to be in a posi-
tion to be able to prepare specifications
for new cars and to recommend the
service to which each type of car is
best adapted. It was not until the
advent of the safety car that an at-
tempt was made to use a standard car
and construct schedules to fit the car,
rather than to construct a car to fit
the schedules.
The second and most important func-
tion of the rolling stock department is
that of maintaining car equipment in
a high degree of reliability. The gage
by which the efficiency of the depart-
ment is generally measured is the rec-
ord of cars removed from service, or
number of "car pull-ins."
Adequate car inspection becomes the
most important means by which these
can be reduced. On the Eastern Massa-
chusetts Street Railway cars are thor-
oughly inspected about every 1,000
car-miles and are overhauled at ap-
proximately 30.000 car-miles, or its
equivalent in kilowatt-hour energy con-
sumption, where cars are equipped with
automatic recording meters.
Full Complement of Snow-Fighting
Equipment Necessary
To keep cars on time during the
winter months every property must be
equipped with a full complement of
snow-fighting equipment. The invest-
ment in snow-fighting equipment be-
comes an obligation to enable passenger
car equipment to perform its proper
function and for the electric railway to
give proper service to the public. An-
other important factor in keeping cars
on time as viewed from the rolling stock
department is to have the established
line voltage uniformly maintained to
prevent undue injury to motors, re-
sistances, etc. Bad track, bad joints
and broken special trackwork are all
serious interferences in maintaining
schedules. The bad results on the con-
dition of rolling stock equipment
through low line voltage, bad track con-
ditions, I do not believe, are sufficiently
realized by many operating managers.
Abuse of equipment on the part of
operators and motormen is always one
of the reasons given by rolling stock
maintenance men for equipment fail-
ures and can be eliminated only by
means of a thorough system of follow
up and check. All of this in the ulti-
mate analysis is a matter of discipline.
If cars are reasonably well maintained
by the rolling stock organization and
schedules have been properly con-
structed, equipment failures will be
materially less when cars are kept on
time.
Four Committees Meet at Indianapolis
President Todd's Home Town Scene of Association Activities for One Day-
Executive Committee Decides to Hold Midyear Conference in
Indianapolis on Feb. 28.
THE American Electric Railway
Association is forging ahead rapidly
in its business with the monthly meet-
ings of the executive committee. At
Indianapolis on last Friday, Dec. 2, the
executive committee put into practice
the policy of holding some meetings
away from New York and some of the
other committees followed suit, meet-
ing in Indianapolis on the same day.
Executive Committee Meeting
The executive committee held an
active session in President Todd's office
on Friday morning. As was contem-
plated in the revised constitution, there
was a large number of committee
reports to present to the executive com-
mittee for its information for it to take
action on.
One of the most important reports
considered at this meeting was that of
the subjects and meetings committee
presented by its chairman, C. D. Em-
mons. As a result of this report and of
that of the special dinner committee
presented by its chairman, Harry Reid,
it was decided by the executive com-
mittee to hold the mid-year conference
at the Claypool Hotel, Indianapolis,
Ind., on Tuesday, Feb. 28, 1922.*'
The subject and meetings committee
presented a tentative program which
provided for consideration of some of
the most important subjects before the
industry at this time. This program
was approved by the executive commit-
tee with instructions to the subjects
and meetings committee to make final
plans along those lines. One important
feature of the subjects and meetings
committee report was the provision for
plenty of time for active discussion.
The subjects chosen were such as would
lend themselves to discussion in the
meeting.
The special dinner committee re-
ported that it had made satisfactory
arrangements with the Claypool Hotel
for a meeting hall for the morning and
afternoon sessions and for a real
Indiana dinner in the evening. The
management of the Claypool Hotel had
promised to warn all other people away
from it on Feb. 27, 28 and March 1, so
that the association would have full
sway for the conference.
The special dinner committee an-
nounced the appointment of H. J. Ken-
field as chairman of its sub-committee
on transportation, M. B. Lambert
chairman of its sub-committee on pub-
licity, and S. W. Greenland as chairman
of its sub-committee on reception.
As the result of the report and
recommendation of the finance com-
mittee submitted by J. G. Barry, one of
its members, the committee was author-
ized by the executive committee to en-
gage Arthur Andersen & Company as
auditors of the association's books.
A progress report of the membership
committee, presented by its chairman,
F. R. Coates, was read. It was recom-
mended by the executive committee that
the membership committee and the com-
mittee on co-operation with state and
sectional associations work together in
bringing to the attention of the rail-
ways scattered over the country the
advantages of membership in the asso-
ciation.
A report was heard from the special
committee on co-operation with manu-
facturers, presented by its chairman,
E. F. Wickwire, and the plans approved
for enlisting the more active education
of manufacturers' employees as to their
relation to the electric railway in-
dustry.
Report of Publicity Committee
A report of the publicity committee
was received, presented to the executive
committee by Labert St. Clair, of the
advertising section. Attention was
called to the new publicity section in
Aera, to the co-operation between the
advertising section and the various
state public utility Information com-
mittees, and to the activity of the adver-
tising section in connection with
various local situations which have a
national importance.
Some tentative plans for the future
were submitted. A sub-committee to
pass on all proposed advertising copy
was appointed. The members of this
committee are: J. N. Shannahan, chair-
man; B. G. Collier, vice-chairman; P.
H. Gadsden and L. S. Storrs.
Upon recommendation of the pub-
licity committee, the executive com-
mittee approved the plans: to prepare
an article or statement to be submitted
to the executive committee setting forth
an interpretation of the attitude of the
association on the motor bus; to assist
in the formation of state committees on
public utilities information in states
where they do not now exist; and to
notify companies of its readiness to
review proposed national public utility
publicity campaigns for which financial
assistance is asked.
1040
Electric Railway Journal
Vol. 58, No. 24
Formal approval was given to the
admission of the following associate
members, Class 1: Stone & Webster,
Boston, Mass.; Day & Zimmerman,
Philadelphia, and H. L. Doherty &
Company, New York.
The names of some two railway com-
panies and nine manufacturer com-
panies who indicated desire to resig^n
from the association were referred to
the membership committee.
The committee referred the question
of payment of expenses of special
representatives of the association and
affiliated associations when traveling
on necessary work for the association —
not including committee meetings of
the association — to the finance com-
mittee for recommendation.
Progress reports were also heard
from the public policy committee and
the national relations committees.
Those present at the meeting were:
Robert I. Todd, president; C. D. Em-
mons and F. R. Coates, vice-presidents;
L. H. Palmer, president affiliated asso-
ciation; H. E. Chubbuck and W. H.
Sawyer, operator members at large;
C. R. Ellicott, J. G. Barry, and L. E.
Gould, manufacturer members at large;
A. N. Brady and C. L. Henry, past-
presidents; and J. W. Welsh, executive
secretary.
Special Dinner Committee
Meeting
A meeting of the special dinner com-
mittee was held in the office of Harry
Reid, chairman, on the morning of Fri-
day, Dec. 2, in Indianapolis. Various
details of the arrangements for the
dinner on Feb. 28 were discussed and
a report drawn up for presentation to
the executive committee. The special
dinner committee has been given the
duty of providing all entertainment for
the evening and something out of the
ordinary is promised, but naturally
plans will not be revealed until Feb. 28.
The following members, the total
committee membership, were in attend-
ance: Harry Reid, chairman; L. E.
Gould, E. C. Faber, S. W. Greenland,
and M. B. Lambert.
Meeting of the Committee on Co-
operation of Manufacturers
A meeting of the special committee
to enlist the co-operation of manufac-
turers in spreading electric railway in-
formation to their own employees and
through them to the general public was
held at the Claypool Hotel, Indian-
apolis, on Friday morning, Dec. 2.
It was brought out by this committee
that there is a real opportunity to put
into play the ideas expressed by Mr.
Wickwire at the October convention
and the committee took very definite
plans to enlist the various manufac-
turers in this work. This committee
also had its full membership present:
E. F. Wickwire, chairman; E. C. Faber,
Frank Gale, P. N. Jones, and J. C.
McQuiston.
Meeting of the Committee on
Membership
The meeting of the membership com-
mittee was held in President Todd's
office on Friday afternoon, Dec. 2.
A complete survey of the present
membership of the association was
made and particular attention was paid
to the analysis of individual member-
ship situations on account of the modi-
fied provisions of the constitution as
well as to the new classes of member-
ship created, namely the three divisions
of associate members.
Some new and vigorous methods of
placing the advantages of membership
before the various classes of individuals
and companies who are elig:ible for
membership were discussed and definite
plans made by the committee to carry
them into execution. The committee
has set certain definite goals for itself
this year and non-member companies of
the association, both operating and
manufacturing, may expect to hear
from the membership committee with
telling arguments.
At the close of the meeting one mem-
ber remarked that most membership
committee meetings of most associa-
tions were perfunctory and ended about
where they started; but that this meet-
ing of the membership committee of
this association had been the most in-
structive of any he had ever attended.
Members of the committee in attend-
ance were: F. R. Coates, chairman; L.
E. Gould, P. N. Jones, M. B. Lambert,
E. F. Wickwire, and Frank Gale for
E. P. Waller, and H. V. Bozell for H.
H. Norris.
President Todd Entertains
at Dinner
President Todd entertained the com-
bined personnel of all committees meet-
ing at Indianapolis on Friday, Dec. 2,
at a wonderful Indiana chicken dinner
out in the country. He ran his special
car No. 600, into the terminal so that
the party had exceptionally fine trans-
portation out to the farm house of local
renown for its chicken dinners. Every-
one in attendance authorized the state-
ment that if this was a sample of
Indiana culinary art, there could be no
better place selected for the mid-year
dinner.
Traffic & Transportation
Committees Appointed
PRESIDENT PALMER of the T. &
T. Association has announced the
appointment of the following commit-
tees. The personnel named indicates the
committees in so far as they have been
appointed.
Committee on Merchandising
Transportation
E. M. Walker, chairman, Terre Haute
Traction & Light Company, Terre
Haute, Ind.
G. H. Clifford, sponsor. Northern Texas
Traction Company, Fort Worth, Tex.
Edward Dana, sponsor, Boston El-
evated Railway, Boston, Mass.
W. R. Alberger, San Francisco-Oakland
Terminal Railway, Oakland, Cal.
W. H. Boyce, Beaver Valley Traction
Company, Beaver Valley, Pa.
Victor S. Curtis, The Connecticut Com-
pany, New Haven, Conn.
F. C. Lewis, Boston & Worcester Street
Railway, Framingham, Mass.
V. L. Lloyd, Cleveland Railway, Cleve-
land, Ohio.
A. Stuart Pratt, Stone & Webster Man-
agement Corporation, Boston, Mass.
Samuel Riddle, Louisville Railway,
Louisville, Ky.
F. W. Shappert, Chicago, North Shore
& Milwaukee Railway, Chicago, 111.
K. A. Simmon, Westinghouse Electric &
Manufacturing Company, East Pitts-
burgh, Pa.
J. B. Stewart, Jr., Youngstown Munic-
ipal Railway, Youngstown, Ohio.
S. L. Vaughan, Grand Rapids, Grand
Haven, & Muskegon Railway Com-
pany, Grand Rapids, Mich.
H. B. Weatherwax, United Traction
Company, Albany, N. Y.
Committee on One-Man Car
Operation
C. E. Morgan, chairman, Brooklyn City
Railroad, Brooklyn, N. Y.
J. V. Sullivan, sponsor, Chicago Surface
Lines, Chicago, 111.
F. G. Buffe, Kansas City Railways,
Kansas City, Mo.
S. W. Greenland, Indiana Service Cor-
poration, Fort Wayne, Ind.
R. B. Hull, Conestoga Traction Com-
pany, Lancaster, Pa.
C. W. Kellogg, Stone & Webster, Bos-
ton, Mass.
Dudley Montgomery, Madison Railways,
Madison, Mo.
D. A. Scanlon, Northern Ohio Traction
& Light Company, Akron, Ohio.
• Committee on Personnel
AND Training
J. E. Wayne, chairman, York Railways,
York, Pa.
Arthur Gaboury, sponsor, Montreal
Tramway Company, Montreal, Can-
ada.
J. K. Punderford, sponsor, Connecticut
Company, New Haven, Conn.
F. L. Butler, Georgia Railway & Power
Company, Atlanta, Ga.
Edward M. Graham, Bangor Railway &
Electric, Bangor, Me.
Dr. John Leeming, Chicago Surface
Lines, Chicago, 111.
A. P. Norris, Rochester & Syracuse
Railroad, Newark, N. J.
H. H. Norris, Electric Railway Jour-
nal, New York City.
Dr. Arthur J. Rowland, Employees
Mutual Benefit Association, The Mil-
waukee Electric Railway & Light
Company, Milwaukee, Wis.
Committee on Traffic Regulations
Herbert B. Flowers, chairman, United
Railways & Electric Company of
Baltimore, Baltimore, Md.
T. C. Cherry, sponsor, Rochester &
Syracuse Railroad, Newark, N. J.
H. O. Butler, United Railways of St.
Louis, St. Louis, Mo.
F. R. Cogswell, Pittsburgh Railways,
Pittsburgh, Pa.
F. P. Edinger, Chicago Surface Lines,
Chicago, 111.
W. H. Maltbie, Baltimore, Md.
Fielder Sanders, Street Railroad Com-
missioner, Cleveland, Ohio.
Paul E. Wilson, Cleveland Railway,
Cleveland, Ohio.
Committee on Safety Work
W. H. Boyce, chairman, Pittsburgh &
Beaver Street Railway, New Brigh-
ton, Pa.
J. R. Blackball, Chicago & Joliet Elec-
tric Railway, Joliet, 111.
D. E. Parsons, East St. Louis & Sub-
urban Railway, East St. Louis, 111.
R. M. Reade, Quebec Railway, Light
& Power Company, Quebec, Canada.
E. D. Reed, Chattanooga Railway &
Light Company, Chattanooga, Tenn.
C. B. Scott, Chicago Edison Company,
Chicago, 111.
G. T. Seely, Pennsylvania-Ohio Elec-
tric Company, Youngstown, Ohio.
Claude C. Van Aucken, Electric Trac-
tion, Chicago, 111.
News of the Eledric Railways
FINANCIAL AND CORPORATE
TRAFFrC AND TRANSPORTATION
PERSONAL MENTION
Operating Arrangement Perfected by
the City of Detroit and Detroit
United Railway
Negotiations between the Detroit
(Mich.) United Railway and officials of
the city of Detroit have resulted in
an agreement which will give the city a
unified railway system with a universal
transfer. Although the company had
stated that it would not agree to the
transfer arrangement, the city's de-
mands in this respect were finally met
and passengers will be granted trans-
fers between Detroit United Railway
and city cars on all lines.
Woodward Avenue Case Settled
Another agreement reached at the
conference between representatives of
the company and city officials provides
for the operating of cars of the munic-
ipal railway on Woodward Avenue,
Fort Street and the Hamilton, Trum-
bull and Fourteenth lines on a day-to-
day rental basis. For the privilege of
operating over the company's tracks the
city will pay 20 cents per car-mile. The
company will pay on the same basis for
operating over the municipal lines. The
city will pay for operating over 69
miles of Detroit United Railway tracks
while the company will operate over
approximately 35 miles of city lines
including the 29 miles of Detroit United
Railway lines to be taken over by the
city according to the day-to-day agree-
ment under which they were built.
Negotiations will be continued for
the lease of the Detroit United Rail-
way's entire city system on a day-to-
day rental basis. The proposal to lease
the lines was made by Mayor Couzens
as it IS desired to have the complete
system operated under city control un-
til a purchase plan can be submitted
to the people. The Mayor's proposal
to lease the lines with a view to ulti-
mately purchasing them is the first
f oVn"\'^'*'^V^^'°" «'°ng that line since
ly 19 when the purchase proposition was
voted down.
Day-to-Day Lease
No details as to the rental to be al-
lowed the company or the price to be
paid for the lines have been disclosed.
The lease under which the city proposes
to take over the entire system will be
on a day-to-day basis subject to ter-
mination at any time by the City Coun-
cil. In 1919 the company offered to sell
1„! complete system to the city for
$31 500,000. The plan to purchase at
that price was voted down.
Under the present arrangements the
city will operate cars over more than
150 miles of tracks and will have con-
nections at both the east and west sides
of the city as well as a route to the
down-town section. It was announced
following the last conference that there
would be no change at present in the
conditions of transfer arrangements.
The Detroit United Railway will con-
tinue to collect the 1-cent charge for
each transfer and the city will issue
transfers on the same basis. When
transfers are issued from one system
to the other the 6 cents resulting from
the 5-cent fare and 1-cent transfer
charge will be divided equally between
the company and the city. Traffic on
Fort Street and Woodward Avenue, the
two lines from which the people voted
to oust the Detroit United Railway,
will be divided by operating alternately
company cars and city cars. No inter-
ruption of service is to be made while
the details are being completed and the
company has announced that the trans-
fer arrangements will be effective on
Dec. 12.
Peter Witt Cars to Be Used
The city plans to use the 128 cars
taken over under the day-to-day agree-
ment to match up with the company's
cars on Fort Street and Woodward Ave-
nue. It is not intended to use the one-
man safety type cars on lines where
the Detroit United Railway is oper-
ating large cars, but the Peter Witt
type cars now in the possession of the
city will be used. The even division of
traffic on Fort Street and Woodward
Avenue, two of the important lines,
IS expected to increase the city's car
revenue materially.
The unified operation of all lines will
give the city a very satisfactory rail-
way service it is believed by city offi-
cials, in view of the fact that the
municipal lines will be connected with
the Detroit United Railway system and
these lines supply railway facilities to
sections of the city which were previ-
ously without railway service. Con-
siderable new territory is tapped by the
municipal lines.
The meeting on Dec. 1 which evi-
dently ended the controversy was prac-
tically without friction between the two
parties. The conference was held be-
hind closed doors. On two occasions the
negotiations were interrupted while one
of the parties withdrew to confer pri-
vately. The company was represented
at the conference by Allan F. Edwards,
vice-president, Alex Dow and Jere C.
Hutchins, directors; Elliott G. Steven-
son, chief counsel; E. J. Burdick, gen-
eral manager. The city officials pres-
ent besides Mayor James Couzens were:
G. 0. Ellis and H. H. Esselstyn, mem-
bers of the Street Railway Commission;
Ross Schram, secretary of the commis-
sion; Clarence E. Wilcox. Corporation
Counsel and Joseph S. Goodwin, gen-
eral manager of the Detroit Municipal
Railway.
No definite date has been set for fur-
ther conferences and it is not antici-
pated that the details of the proposi-
tion to lease the complete system will
be worked out for some time.
Paterson Has Ambitions! — The City
Plan Commission of Paterson. N. J.,
has invited the cities of New York and
New Jersey to a conference on Dec. 15
to consider a unified transportation
plan for both states. The proposals in-
clude additional tubes under the East
and Hudson rivers, electrification of all
nassenorer lines and an interstate
through-routing plan which will take
New Jersey trains to Westchester and
Long Island and vice versa.
$2,000,000 for Improvements
Expert Retained by City of Seattle Sees
Great Need for Large
Improvements
Peter Witt, retained by the Council
of Seattle, Wash., as a consulting ex-
pert, has proposed to that body that a
conference be entered into with the
former owners of what is now the
Seattle Municipal Railway who at
present are holders of bonds of the
city that would lead to a virtual re-
writing of the contract under which the
city took over the road. He favors defer-
ring for ten years the payment of the
purchase installments so as to give time
for the absorption of $2,000,000, which
he considers should be spent on the
lines to improve them.
Mr. Witt's formal report has not yet
been presented. He made a prelim-
inary statement, however, to the Coun-
cil recently which is accepted as show-
ing the trend that his formal report
will take. He is quoted in part as fol-
lows:
I have come to definite conclusions aa to
certain things that I shall deal at length
with in my written report. I have asked,
however, tor this privilege of coming before
you now that we may benefit by an oral
discussion.
I have taken the position that it can't be
any of my business how the city to6k over
this property from its former private own-
ers, or how its previous arrangements for
payment have been made. Personally, I
can't see why the car rider should pay for
this property, and I feel that all any street
car rider should be forced to pay for when
he contributes to the fare box should be the
maintenance, the overhead and the oper-
ating expenses. Under the provisions of
your contract, however, you are decreeing
that the car rider shall pay.
As your street car situation appears, it
anticipates that all future capital outlay
charges shall be met by issuance of utilltv
bonds. Presumably, it is going to be Impos-
sible to sell any more bonds against this
property.
But your property has to have new money.
It must have replacements — not only ordi-
nary replacements but extraordinary re-
placements— before It can ever be possible
to bring about better service at less cost.
I am going to recommend the expenditure
of several million dollars Immediately for
new equipment. For Instance, there Is only
one place for many of the large, heavv
cars — the Junk pile.
Money must be raised some way to meet
these necessary replacements. The only
way that I see is for the city of Seattle to
have a conference with the owners of the
bonds and arrange for the replacement of
the old bonds with new bonds. The new-
bonds should be Issued for a longer period
say twenty-flve years, and for at least ten
years there should be no payment on prin-
cipal required. In these ten years the
replacement costs can be repaid from the
earnings.
The principal of »1 5,000,000 should not be
written off at the rate of 11,000,000 a year
for the last fifteen years. The payment
should provide for a lower amount In the
early years and a larger amount In the
later years, so that your property should
have time to rehabilitate Itself and should
he paid for In the end by the much
to'"ha''ve ■'"P"'''"''" your o'ty Is destined
Councilman Fitzgerald, chairman of
the finance committee, in discussing
Witt's remarks, said:
Personally, I think Witt did the wise
thing to take this matter up now wt
can talk It all over, call the Mavo'r Into
our conferences and mavbe we can cet
somewhere and accomplish something that
will actually relieve our situation.
Ma.vor Caldwell declined to comment
1042
Electric Railway Journal
Vol. 58, No. 24
on the Witt report. He is reported to
nave said:
Witt is hired by the Council and is
i-eporting to it. I will let the Council do
all the commenting on it.
The finance committee, consisting of
five of the nine members of the Coun-
cil, approved the plan suggested by Mr.
Witt and by a unanimous vote directed
the Corporation Counsel to draft a reso-
lution, authorizing the city law de-
partment to negotiate with the holders
of the securities. When the matter
was about to come before the Council
meeting, Councilman Fitzgerald an-
nounced that it had not been introduced,
and it was abruptly dropped, due, it
is believed, to the storm of protest from
the public at the proposed invasion of
the general fund of the city.
Deferred Payment Plan
Broached in September
Corporation Counsel Walter F. Meier,
in an opinion on the proposed plan,
said:
At the time when a bill was proposed
in the last session of the State Leg^islature
authorizmg cities to refund utility bonds I
was of the opinion that under existins
statutes It is doubtful whether such bonds
can be refunded with anything but general
obligation bonds, and I think it is still
doubtful, there having been no change in
the statutes.
The plan to defer payments on the
city's $15,000,000 debt to the Stone &
Webster interests was first broached by
Mr. Fitzgerald last September, in con-
nection with the movement to reduce
fares on the railway. Subsequently
Mr. Witt was engaged to survey the
railway system, and his first recom-
mendation was that the city negotiate
with the bondholders for the purpose
of obtaining their consent to the de-
ferred payment idea.
When asked the probable effect of
the proposed payment refunds upon
fares, Mr. Witt replied:
Carfare cannot interest me. It was
always dependable upon the cost of serv-
ice. • • • Of necessity, the rate of fare
is always involved in any transportation
question. It has been the great problem for
several years all over the country. Per-
sonally I am utterly opposed to the plan
making the car ri^er buy this property.
Better than 1 cent of every fare paid this
last year has gone not for service, but for
payment of the debt. • • •
This property must have some changes
and I don't see how you can get the money
unless the payments on the principal are
deferred. It was a most unusual situation
in which this property was acquired. I
never heard of such a purchase, but how-
ever that may be, this other money must be
obtained. The city of course would not be
asking the bondholders to do anything that
would hurt them, because it would greatly
improve the property. I can't see any
chance of anyone purchasing any more
bonds on the utility on account of the
large first lien, and I understand there is
no chance of issuing general bonds. The
property which is worn out should be
replaced by the car rider — the car rider
has worn it out and the car rider should
repay.
Pay of Interurban Men Reduced
The wage dispute between the East
St. Louis & Suburban Railway, East
St. Louis, 111., and its employees, mem-
bers of the Amalgamated Association,
has been settled by the board of ar-
bitration. Men employed on the inter-
urban were reduced from 60 to 57J
cents an hour. The old scale had been
in effect seven months in 1920 and up
to April 30, 1921. Although all three
arbitrators signed the award, the one
chosen by the company submitted a
separate opinion in which he stated:
In my opinion the award reflects the opin-
ion of a layman who has become unduly
impressed with the importance, in the scale
of crafts, of the position of motormen and
conductors on electric interurban railways.
Approximately $2,500 back pay will
be paid the fifty employees affected, on
account of the award being 6 J cents an
hour more than has been paid the men
since Aug. 1. At that time W. H.
Sawyer, president of the company,
agreed to reimburse the men if they
got a larger award. The decision is
retroactive to May 1, of this year, but
up to August the men were paid 60
cents. Since August the pay has been
51 cents an hour.
Trackless Trolley Proposal
Contemplates Local
Ownership
At a recent meeting of the board of
directors of the Virginia Railway &
Power Company, Richmond, Va., it was
decided to organize the Richmond
'trackless Trolley Company and to set
about at once putting in a line of
buses along a route suggested in an
application made to the Council.
This route will require ten buses to
operate on a five-minute schedule and
will necessitate the purchase of twelve
buses — two for spares to insure con-
tinuity of service. To accomplish this,
the company says, will require an in-
vestment of approximately $150,000.
Since it is not possible for the com-
pany in its present status to finance
this plan it has been proposed:
1. To organize the Richmond Track-
less Trolley Company with capital
stock of $150,000— $75,000 of 8 per
cent preferred stock (preferred as to
both dividends and assets), and $75,-
000 of common stock.
2. To offer the preferred stock lo-
cally to investors, the officers of the
Virginia Railway & Power Company
being authorized to use treasury assets
to borrow $75,000 with which to sub-
scribe to the common stock of the
Richmond Trackless Trolley Company.
The ability of the company to make
this loan and to interest local investors
is, of course, predicated upon the Coun-
cil's offering a contract that will secure
the investment and insure an adequate
return thereon.
The offer of the company is for a
complete line of transportation from
Ninth and Grace Streets westward
through the smooth-paved residential
district where adequate and reliable
transportation is greatly needed.
The application of the company for
the right to operate under the plan
just outlined was filed with the Council
on Oct. 3. At that time the company
said to the Council:
Assuming that you can offer a contract
which the Virginia Railway & Power Com-
pany can use as a basis for the loan and
on which the public is willing to Invest in
the preferred stock, the buses, we under-
stand, can be secured In ninety days and
the overhead construction can be done while
the buses are being constructed, so that
no long time should elapse after the nec-
essary and satisfactory action by the
Council before the service can be available
to the public.
The entire proposal has been ex-
plained to the public recently by means
of advertisements inserted in the daily
newspapers. As indicated in the Elec-
tric Railway Journal for Dec. 3,
page 1005, the application of the com-
pany for trackless trolley rights has
been referred to the street committee
of the Council to be considered along
with the new blanket franchise for the
company itself.
Mr. Maloney Seeks Sources of
Original Information
Commissioner Paul Maloney of the
Department of Public Utilities of New
Orleans, La., has addressed letters of
inquiry to the executive heads of twO'
hundred cities in the United States^
Canada, the British Isles and Australia,,
asking for information regarding the
operation of their public utilities. The
questionnaires are intended to furnish
him with knowledge regarding electric
railways, gas, electric light and power,
motor and telephones, of other com-
munities under any and all conditions.
He is especially anxious to secure
data as to the rate of fares which obtain
in each city, the issuance of transfers
whether free or charged for, the char-
acter of the service, whether good, bad
or indifferent; also the prevailing rates
charged for gas, electric light and
power; water and telephone for resi-
dential and commercial purposes and the
service tendered, as it is Mr. Maloney's
belief that low rates or low fares dO'
not necessarily imply good public serv-
ice or successful operation.
The questionnaire also includes gen-
eral matters such as the earnings of
the utilities and whether same are sat-
isfactory to the investor; whether ex-
isting rates have been determined or
are still open for adjustment; does the
city or state exercise rate making pow-
ers; whether the utilities in communi-
ties where they are public owned, are
operated at a profit.
These are the problems which Mr.
Maloney since assuming the office of
Commissioner of Public Utilities at New
Orleans has encountered and has had
to solve, in the pending utilities tangle
of the New Orleans Railway & Light
Company. He feels that the informa-
tion will be of great assistance to him
in dealing with the matter intelligently
and permitting him to profit from the
experience of other communities.
French Railways to Be Electrified
and Reorganized
According to a cable received at the
Department of Commerce recently from
Economist Consul Westcott at Paris,
plans and estimates are in preparation
for the electrification of 5,000 miles of
French railways. It is also under con-
sideration to have the six main line
railways of France rehabilitated and re-
organized under a single agreement
with the State.
The bill under the provisions of which
it is intended this work shall be carried
out provides for pooling of net revenues
into a common fund, from which any
deficits of weaker lines will be paid:
Maintenance of this fund at a specific
figure, after an initial contribution by
the State, by periodic advances or re-
ductions of tariffs, as required: Fix-
ing of maximum rates by the govern-
ment, and the layout of a broad policy,
in which the government will exercise
a supervisory control for operation of
the roads.
A supreme council, in which the op-
erating companies, the government and
the people will be represented, will
formulate the future policies of the
roads. Actual administration and op-
eration will be by the corporations.
The State guarantees operating ex-
penses, bonded indebtedness and pre-
ferred dividends, the corporations to
raise the capital for the necessary im-
provements and extensions.
December 10, 1921
Electric Railway Journal
1043
Brooklyn Officials Sign Waivers
Testimony Helpful to Commission Given by Officials of Brooklyn Company —
President Williams on Stand
Timothy S. Williams, president of the Brooklyn (N. Y.) Rapid Transit Com-
pany since 1903, took the witness stand before the Transit Commission on
Dec. 7, for a long examination about company finances and particularly the 1917
dividends. He unhesitatingly signed a waiver of immunity. Nicholas F.
Brady, chairman of the directorate of the company, joined President Williams in
signing the waivers. In presenting these documents the Transit Commission
followed its policy established with the Interborough Rapid Transit Company
directors, who, however, declined last week to sign and were not examined. ■
MR. WILLIAMS put much of the
blame for B. R. T. receivership on
the city's failure to finish dual system
construction on time. He denied that
the 1917 dividends — the last paid by his
eompany — had any material effect on
the corporation's financial troubles the
next year, when Lindley M. Garrison
became receiver.
At the afternoon session Mr. Wil-
liams was questioned about the alleged
over-capitalization of the Brooklyn
Rapid 'Transit. He said that the total
capitalization was $144,385,159.37, and
asserted that "every dollar of stock
issued and every dollar of bonds issued
represents an actual cash investment at
par." Mr. Williams was glad to have an
opportunity to dispute the charge that
Brooklyn Rapid Transit securities were
"watered."
"Looking back on it now," asked Mr.
Sheam, counsel to the commission, of
Mr. Williams, "wouldn't you frankly
say that it was a grave mistake to
have followed the policy of declaring
dividends during a year (1917) when
your expenses were mounting and when
you were confronted with a receiver-
ship if you could not market these
$57,000,000 in notes maturing in July,
1918?"
"Not in the light of the information
before us at that time," replied the
Brooklyn Rapid Transit president. "I
am frank to say that personally I
would not have changed my attitude in
the slightest. The mistake we made,
for which we are to be criticised, if we
are criticised at all, is in the fact that
in 1902 when we created our $150,000,-
000 refunding mortgage we limited the
rate of interest to 4 per cent. At
that time we thought it was wise to
do so."
Mr. Williams went on to explain
that it was intended to refund all
existing mortgage loans and to provide
a continuous source of funds for capital
expenditures. The mortgage was made
on the advice and with the assistance
of such well known financiers as E. H.
Harriman, Norman B. Ream, Governor
Flower, A. N. Brady and H. H. Porter.
Mr. Williams said that the Brooklyn
Rapid Transit had difficulty in market-
ing the 4 per cent, bonds with conse-
quent financial difficulties which cul-
minated after other developments in
receivership. The witness said most
railroads have to make back loans even
when they are in good condition. He
said he did not know of any road in the
country "unless it is some particularly
rich railroad company — and I don't
know of such nowadays — that carries a
sufficient working capital for all needs."
Asserting that he considered obliga-
tions to investors "equally sacred with
obligation to your employees or to the
public so far as extending facilities are
concerned," the witness said, "we might
have stopped the extension and im-
provement of our facilities. That un-
doubtedly would have been a public
disadvantage, but inasmuch as we were
attempting to develop a system so that
it would be a service to the public and
a profit to its security holders, why we
tried to please both sets of people at
the same time."
After explaining that refusal of the
War Finance Corporation to help the
company in 1918 also hurried the B. R.
T. receivership, Mr. Williams said he
believed "if we had shown on our books
an accumulating surplus of from
$5,000,000 to $6,000,000 a year never ex-
pended except for capital purposes,
the banking community would have
been rather suspicious of our book-
keeping. There have been companies in
the past showing large surpluses, and
bankers who depended on these book
surpluses have been sadly fooled."
Commission Plan Criticised
During the course of his examina-
tion President Williams read into the
record a long statement in which he
offered many suggestions for the modi-
fication of the tentative plan of the
commission for the reorganization of
the traction lines and practically pre-
sented an alternative plan. Limitations
of space prevent more than this refer-
ence to the statement at this time, but
it is proposed to publish an outline of
his remarks in the issue for Dec. 17.
Howard Abel, comptroller of the
Brooklyn Rapid Transit Company, was
examined on Dec. 6. He testified with
respect to the earnings of the company
for the six months ending Dec. 31,
1916. He said that although the gross
revenue of the period increased $832,-
224, the net result was that there was
$585,849 less income available for
dividends. This showing was due to
the largely increased amounts charged
for taxes and interest, taxes shov^ing
an increase of $391,206, or 45.72 per
cent, and interest showing an increase
of $441,312.
Notwithstanding these additional
burdens, the net income of the system
for dividends was more than $500,000
in excess of the dividend requirement
at the rate of 6 per cent per annum
for this period. Mr. Sheam, for the
commission, sought to show that about
this time the excess of bills payable by
the Brooklyn Rapid Transit Company
to subsidiary companies over the bills
receivable from those companies was
$5,678,805. At this time however the
treasurer's statement of cash balance
of the system on deposit was $1,260,900.
On Feb. 25, 1918, the executive com-
mittee adopted a resolution to the effect
that although the company's net profits
justified a declaration of the usual
dividend payable on April 1 the com-
mittee believed that in view of the
maturity on July 1 of that year of
$57,735,000 of secured gold notes, issued
for rapid transit purposes, it would
be wise to withhold action on the
dividend. The directors approved this
recommendation. The last dividend was
declared Dec. 1917, payable on Jan. 1,
1918. On the last day of that year
the road was thrown into the hands
of Lindley Garrison as receiver.
Judge Sheam read in evidence a cir-
cular signed by Chairman Brady and
President Williams dated Jan 31, 1919,
showing that during the twenty years
which ended with the last fiscal year
the net profits of the system from
operation were $51,043,824, of which
$29,022,334 was distributed to stock-
holders in dividends. Practically all the
remaining $22,021,490 had gone back
into substantial property improvements.
Before leaving the matters connected
with the Interborough Rapid Transit
Company counsel for the New York
Transit Commission on Dec. 6 called
as a witness James R. Sheffield, receiver
of the Interborough Consolidated Cor-
poration, the successor to the Inter-
borough Metropolitan Company. He
corroborated the statement brought in
previous testimony that $800,000 had
been transferred from the Interborough
Consolidated Corporation to the use of
the Interborough Rapid Transit Com-
pany on March 20, 1919, the day before
he had been appointed receiver.
Mr. Sheffield doubted the legality of
the transaction, but as at that time he
was only a receiver in bankruptcy, he
had very limited powers. As soon as he
became trustee in bankruptcy, however,
he referred the matter to his counsel
who after considering the matter ad-
vised him that in their opinion the
transaction was illegal and he should
take steps to recover the money.
This he did and the late Mr. Shonts,
president of the Interborough Rapid
Transit, replied by letter that it was the
opinion of counsel for that company that
the loan was in all respects legal and
proper. On the representation of Mr.
Shonts that the $800,000 could not be
paid at once, the situation that con-
fronted Mr. Sheffield, he said, was either
to begin an action to recover or to ac-
cept the equivalent of the $800,000 in
proper collateral. Some of the bond-
holders were opposed to pressing suit.
Finally a petition was presented to
the court by the receiver in which he
stated all of the essential facts. The
court instructed Mr. Sheffield to refrain
from instituting proceedings to test the
legality of the transaction. An agree-
ment was made, however, that the
money should be paid back on or before
Dec. 1, 1919. On Nov. 8, 1919, Mr. Shef-
field received principal and interest to
the amount of $248,000 to apply to the
indebtedness. On Nov. 29, he received
the sum of $605,875, being the payment
of the $800,000 in full with interest.
That fulfilled all the obligations under
which that agreement was drawn with
the exception of the payment of the
$500,000 which had been borrowed in
1918, and that amount was paid on Dec.
22, when he received $502,395, thus clos-
ing out the transaction.
A few days after receiving this pay-
ment, the Interborough Consolidated
Company loaned $1,000,000 to the Inter-
borough Rapid Transit Company. "This
was done on order from the court after
a conference of all the interests in-
volved. Counsel Cook said it was a
hectic New Year's eve. As he recalled
it it was Dec. 31 when the order was
received from the court. According to
1044
Electric Railway Journal
Vol. 58, No. 24
Mr. Cook it was a question of a receiver-
ship or a Happy New York.
Memoranda made by J. P. Morgan &
Company, and Lee Hig-ginson & Com-
pany of Boston, advising the Inter-
borough Rapid Transit Company greatly
to reduce its dividends in order to meet
charges, were introduced as evidence in
the hearing on Thursday morning. Mr.
Ficher, secretary of the company, pre-
sented the data as the first witness of
the day.
The first of the data presented was a
letter dated July 6, 1917, from E. A.
Hallowell, of Lee Higginson & Com-
pany, to A. M. Anderson, of J. P. Mor-
gan & Co., which contained statistics
showing how much the Interborough
Company was running behind and the
recommendation that "if is advisable
for the Interborough Rapid Transit
Company to reduce its dividends to meet
the interest charges." The letter con-
tinued, "It seems a certainty that this
dividend must be suspended sooner or
later."
In a memorandum dated Aug. 1, 1917,
from Mr. Anderson to the Interborough
Company, the former pointed out that
the liability of the company under the
contract with the city for construction
was limited to some $58,000,000, but
that the company's liability for equip-
ment was unlimited. A final estimate
had placed it at $44,000,000 which was
an increase of $23,000,000 over pre-
liminary estimates. Other figures
proved that for a period of years the
actual gross earnings had been much
less than the estimated earnings. Par-
ticularly was this true of 1915, and the
memorandum stated that in all proba-
bility there would be a larger diver-
gence in the coming years. It further
recommended that the dividend rate be
reduced to 10 per cent, the amount
needed to pay interest on Interborough
Consolidated Company's 4is.
In reply, the Interborough brought
out certain errors made in estimating,
which swelled the estimate and reduced
the actual operating figures. For ex-
ample, revenue from the elevated lines
was included in the estimate for 1913,
whereas the new elevated lines were
not put in operation during that year.
Mr. Garrison, the next witness
after Mr. Fisher, in reply to Judge
Sheam's question to "describe the
break-up of the system since your ap-
pointment," said that the company was
suffering from several troubles. The
war affected the labor market through
the infiltration of incompetent men,
prices increased out of all proportion,
and the contract with the city made
operation so expensive that the prop-
erty could not be run economically. MTr.
Garrison then continued with a history
of changes in transfer systems on sub-
way and surface lines and the discon-
tinuance of operation of certain lines.
Saginaw Votes in Favor of Buses
At a special election on Dec. 7 the
voters of Saginaw, Mich., rejected the
proposal for the return of street cars
and decided in favor of motor buses
by a majority of 869. Less than half
of the registered vote was cast. Buses
received 6,028; electric cars 5,159. Al-
though this was an advisory vote, it
is believed that the Council will proceed
to have a motor bus system established
in Saginaw, and there will probably be
no further conference at this time with
representatives of the bondholders of
the Saginaw-Bay City Railway, which
ceased operations on Aug. 10.
New Franchise Proposal Made
in Houston
The Houston (Tex.) Traction Com-
pany has made a new proposal to the
City Commission in the franchise and
fare controversy. It has proposed to
the city that the fixed valuation and
guaranteed net earnings, on which the
company won its fight in the Federal
Court, be abandoned and that in re-
turn the city grant a franchise ex-
tension to which is added a guarantee
to spend $1,200,000 in extensions and
improvements.
The franchise fight has waxed warm
in the City Council meeting, some
members apparently being in favor of
giving the company a fare that will
yield an adequate return. At the last
meeting Tax Commissioner H. A.
Halverton charged that "somewhere,
somehow, somebody is trying to kill
the railway, and if such is the case,
let him be frank enough to speak up."
Mr. Halverton's charge went unchal-
lenged.
In the informal negotiations looking
to the submission of new franchise
proposals representatives of the com-
pany told Mayor O. F. Holcombe that
the new plan with the contemplated
improvements would add something like
700 men to the company's pay roll.
They also told the Mayor that efficient
service in Houston is one of the chief
aims of the traction officials.
apparent disadvantage. I suggest the con-
.sideration because the drift of wealth into
non-taxable securities is hindering the flow
of large capital to our industries, manu-
facturing, agricultural and carrying, until
we are discouraging the very activities
which make our wealth.
Labor and Tax Problems
Discussed by Presi-
dent Harding-
The matters of greatest interest to
electric railway executives touched
upon by President Harding in his mes-
sage to Congress were the reiteration
by him of the right of labor to or-
ganize and the need for ending all is-
sues of non-taxable bonds. President
Harding said:
The right of labor to organize Is Just as
fundamental and necessary as is the right
of capital to organize. The right of labor
to negotiate, to deal with and solve its par-
ticular problems In an organized way,
through its chosen agents, is just as essen-
tial as is the right of capital to organize,
to maintain corporations, to limit the lia-
bilities of stockholders.
As W6 have great bodies of law carefully
regulating the organization and operations
of industrial and financial corporations,
as we have treaties and compacts among
nations which look to the settlement of dif-
ferences without the necessity of conflict in
arms, so we might well have plans of con-
ference, of common counsel, of mediation,
arbitration and judicial determination in
controversies between labor and capital. To
accomplish this would involve the neces-
sity to develop a thoroughgoing code of
practice in dealing with such affairs. It
might be well to set forth frankly the su-
perior interest of the community as a whole
to either the labor group or the capital
group. With rights, privileges of immuni-
ties and modes of organization thus care-
fully defined. It should be possible to set
up judicial or quasi Judicial tribunals for
the consideration and determination of all
disputes which menace the public welfare.
I think our tax problems, the tendency of
wealth to seek non-taxable investment and
the menacing increase of public debt, fed-
eral, state and municipal, all justify a pro-
posal to change the Constitution so as to
end the issue of non-taxable bonds. No ac-
tion can change the .status of the many
billions outstanding, but we can guard
against future encouraerement of capital's
paralysis, while a halt in the growth of
public indebtedness would be beneficial
throughout our whole land.
Such a change in the Constitution must
be very thoroughly considered before sub-
mission. There ought to be known what
influence it will have on the inevitable re-
funding of our vast national debt, how it
will operate on the necessary refunding of
Slate and municipal debt, how the advan-
tages of nation over .state and municipal,
or the contrary, may be avoided. Clearlv
the states would not ratify to their own
Cities Co-operate to
Retain Service
Community committee meetings, com-
posed of representatives from Elgin,
Aurora, Batavia, St. Charles, Dundee
and other Illinois cities touched by the
Aurora, Elgin & Chicago Railway have
been held during the past few weeks to
ascertain if the communities themselves
could not find a way to keep cars of the
railway company in operation. If not,
the company may be ordered by the
court to discontinue its service. The
controversy between the railway com-
pany, which seeks an order to discon-
tinue service on Fox River valley in-
terurban and the city lines of Aurora
and Elgin, and the cities which would
be affected, has been noted previously
in the Euxjtric Railway Journal.
Related to these meetings are sev-
eral important developments. First,
Elgin voted on Nov. 26 to adopt the
"home-rule" policy whereby the city
itself will regulate utility rates. The
legality of the election has since been
attacked by Attorney General Brund-
age, but city oflicials declare the Coun-
cil will act on rates as soon as the
company asks for a franchise. Second,
Elgin may have one-man cars. This
much is the expressed opinion of Mayor
Arwin E. Price, formed after a confer-
ence in Elgin with officials of the com-
pany. Third, there is little possibility
that railway service will be discontinued
on the Aurora-Elgin lines, according
to the announcement of Attorney Al-
schuler, representing the receiver for
the company. Fourth, a uniform fran-
chise for all the cities and the company
is the plan proposed by Judge Evan
Evans.
The community committee meetings
were the result of Judge Evans sugges-
tion that the communities themselves
try to settle the problem. A uniform
franchise has been considered almost
impossible to conclude, since many
Aurora streets need paving, and Elgin
streets do not, with a few exceptions.
The city administration of Aurora,
however, has announced through its
counsel that it would waive the future
paving assessments providing the com-
pany gave lower fares; paid up its past
obligations of $5,000 for its share of
the cost of paving Lincoln Way and
South River Street, and other indebt-
edness, making a total of $25,000; and
cut down salaries now paid to the man-
agement of the road.
A sub-committee composed of repre-
sentatives of the various communities
concerned, investigating the financial
affairs of the company, preparatory to
working out some agreement as to a
franchise found that Elgin lines had
been operated at a small profit, but
that the interurban lines of the Fox
River division had operated at a loss.
Home-rule in Elgin now gives that
city the right to govern rates. It
formerly possessed only the right to
govern on what streets the railway could
operate. Now the commerce commis-
sion will act only in case the city and
traction officials fail to agrree on a
schedule of fares rates. The Commerce
Commission promulgated the home-rule
nrovisions about five months ago, and
Elgin is the first city to adopt them.
December 10, 1921
Ele c TRIG Railway Journal
1045
Financial and Corporate
$20,602,766 Estimated Value
Toronto Railway
Item of $1,558,574 Included As Cost of
Bringing Bare Property Into Going
Concern
Testifying before the board of arbi-
tration in Toronto, Ont., on Nov. 25, A.
L. Drum, consulting engineer. Chicago,
said he had made an appraisal of the
property of the Toronto Railway and
found the value on the basis of cost to
reproduce new less depreciation as of
Sept. 1, 1921, to be $20,602,766. This
valuation is on the basis of applying
average unit prices for the three years
from Aug. 31, 1918, to Sept. 1, 1921,
to the quantity inventory as of Aug.
31, 1921. A second similar appraisal
was submitted by Mr. Drum on the
basis of unit prices prevailing Sept. 1,
1921. The following table gives a com-
parison of the two appraisals:
physical property, Mr. Drum added
$1,558,574 as an estimate of the actual
cost of placing the physical property
in operation, which he contended is an
element of cost that is encountered in
creating a street railway system and
bringing the bare physical property
into an efficient, operating and going
concern. This cost includes the cost of
creating and training the existing
operating organization of the company.
The basis used for determining this
estimate was that a fair measure of
such cost is an estimate of the loss of
interest that would accrue on the cost
of the property during the period of
time that would be necessary to bring
the property to an efficient, operating
going concern; that is, the develop-
ment period of the property. Such
loss would be equivalent to a loss of
interest averaging 2 per cent per year
for the three-year development period,
this being the period estimated to
Three Year Average
Aug., 1918, to
Aug., 1921, Inclusive
Land $1,655,484
Track 2,782,823
Bndges and subways 94,922
Electrical distribution system .. . . 1,566,246
Rolling stock 5,928,309
Power station equipment 570, 1 45
Substation equipment 1,335,254
Sliop tools and miscellaneous equipment 344,642
Buildings 1,834,768
Furniture and fixtures 53,750
Contingencies and omissions 288,324
Engineering and superintendence 592,940
Administration, organization and legal expense 674,800
Taxes during construction 15 1 ,600
Interest during construction 1,170,185
•
^ Total $19,044, 192
Cost of placing the physical property in operation . . 1,558,574
Total physical property $20,602,766
Sept. 1, 1921
per Cent of
Three-Year
Sept. 1, 1921
Average
$1,655,484
100.00
2,728,692
98.05
94,922
100.00
1,385,024
88.43
5,742,407
96 86
554,971
97.33
1,310,170
98.12
309,844
89.90
1,864,542
101.62
45,687
85.00
278,827
96.71
575,610
97.08
674,800
100.00
151,600
100.00
1,142,063
97.60
$18,514,643
97.22
1,514,647
97.19
$20,029,290
97.22
The appraisal of the property was
made in accordance with the special
act of the Canadian Parliament
enacted in 1891, and under which the
city of Toronto took over the property
of the Toronto Railway on Sept. 1,
1921. The valuation clause in the
statute, which covers the basis of the
appraisal, is as follows:
In determining such value the rights
and privileges granted by the said agree-
ment and the revenue, profits and divi-
dends being or likely to be derived from
the enterprise are not to be taken Into
consideration, but the arbitrators are to
consider only the actual value of the
actual and tangible property, plant, equip-
ments and works connected vpith and
necessary to the operation ot the railways,
which is not to include any land, property
or rights acquired or used in connection
with the said street railway, and which
do not actually form a part ot the said
street railway undertaking necessary to the
carrying on of the same.
In arriving at such value the arbitrators
are to consider and award only the value
of the said several particulars to the city
at the time of the arbitration, having re-
gard to the requirements of a railway of
the best kmd and system then in opera-
tion and applicable to the said city.
In determining the actual value of
the physical property to the city, Mr.
Drum found the present value on the
basis of depreciating the existing
physical property from the standpoint
of existing depreciation due to wear
and use, giving due regard to age and
remaining economical service and life
of the several component parts of the
property. To the value of the bare
elapse between the beginning of opera-
tion and the time when the business
will earn operating expenses and
taxes and a fair return on the cost of
the property.
Reorganization Details Being
Worked Out
Plans are expected to be announced
before the beginning of the new year
for the reorganization of the Spring-
field Terminal Railway & Power Com-
pany, Springfield, Ohio. The property
has already been sold, but the com-
mittee in charge of the proposed re-
organization has not progressed far
enough, however, to be able to submit
a reorganization plan. The representa-
tives of the bondholders are confident
that the property can be made to show
an earning capacity ample to pay the
principal and interest on the proposed
bond issue from the outset with pos-
sibilities of a much greater earning
power in the course of a little time.
The desire now is so to reorganize the
line as to prevent ultimate loss to any
of the bondholders. The holders of the
first mortgage 6 per cent serial gold
bonds of the company are represented
D I, Protective committee consisting of
K. a. Hyney and Guy L. Emerson of
Hyn^ Emerson & Company, Chicago,
and Edvirard A. Farmer and S. M. Sor-
rey, with Guy M. Walker as counsel.
Ihe depositary is the Ft. Dearborn
J rust & Savings Bank, Chicago, 111.
Stock Dividend Refused
Michigan Commission Declines to Ac-
cept Cooley Appraisal As Conclu-
sive Proof of Utility's Value
The Public Utilities Commission of
Michigan, in an order issued on Dec. 2,
denied permission to the Detroit United
Railway to issue a stock dividend of
$334,000, "with which to regain the
confidence of its stockholders." The
opinion was written by William W.
Potter and concurred in by the other
members of the commission'. It denied
the company's contention that the ap-
praisal and audit recently completed
by Dean Mortimer E. Cooley of the
University of Michigan had been recog-
nized by the State.
Officers of the company who appeared
before the commission asked permission
to issue the stock from the company's
unissued securities, pointing out that
the company has $35,281,000 in bonds,
$4,748,000 in notes and $5,375,000 in
stock outstanding, and that the com-
pany has properties of a book value of
$62,400,000 and of an appraised value
considerably in excess of this.
It appears that the figure of $62,400,-
000 for the property was set by Dean
Cooley at an expense to the company
of $300,000. An officer of the company
is reported to have said before the com-
mission that "we assume that the State
would not cause us to spend $300,000
for an appraisal and then not be bound
by the appraisal." Mr. Potter, for the
commission, retorted that this was pre-
cisely the claim he thought the com-
mission would make, whereas, he said,
"the record will show that the ap-
praisal was made at the request of the
company and not the commission. The
commission said:
The commission having gone further than
It should at the request of the Detroit
united Railway to accommodate it, the
petitioner now alleges that this commssion
put the company to an expense of $300,000
m makmg this inventory and appraisal ;
that the appraisal is the commission's
appraisal, made on behalf of the State-
that this commission is bound by It, and
that without proof of its accuracy it is
sufficient in and of itself to establish a
prima facie case of its own correctness
... An appraisal made at the petitioner's
request, at its own expense, for its own
purposes, by men of Its own selection,
without any proceeding pending before the
cornmission, in pursuance of an order made
without jurisdiction, has no such standing
as a public document as to make it, of
itself evidence of anything. . . .
I think the Cooley appraisal a private
document and entitled to no force as evi-
dence until Its correctness and accuracT
are proved.
Representatives of this commission are
engaged in the inventory, appraisal, audit
and study of the interurhan properties of
'5''„",'''''°'' United Railway, in pursuance
of Public Acts 115. 1921. When this shall
be done, if petitioner Is entitled to the order
requested, one should Issue.
It is set forth in the opinion that
with Detroit United Railway stock not
now e-irning a sufficient sum to pay
cash dividends, and "its stock selling
on the market at from 60 cents to 70
cents on the dollar, to issue more stock
now without increasing its assets
would normally tend to further depre-
ciate its stock."
The cases of the Bay City-Sagi-
naw Railway, now in bankruptcy, and
the Muskegon Traction & Lighting
Company, which recently asked for
permission to cease service, are cited
m the opinion as ample evidence that
an electric railway company should not
be permitted to declare a stock dividend
because some time in its prosperous
past It invested surplus earnings in
property." *
1046
Electric Railwak journal
Vol. 58, No. 24
Money Cheap Under
Service-at-Cost
Montreal Tramways Floats $1,750,000
Loan to Net 6.5 Per Cent to Pay
for Improvements
The Montreal (Que.) Tramways has
just floated through Harris, Forbes &
Company, New York, N. Y., an issue
of $1,750,000 of 5 per cent first and
refunding mortgage gold bonds to pay
for improvements authorized and made
during the year ended June 30, 1921.
The offering price was 83i and inter-
est, yielding about 6.50 per cent. Ac-
cording to the bankers, this was the
first time in several years that an of-
fering of street railway bonds has been
made in any considerable sum. The
issue is non-callable before 1941 except
in full. All of the bonds were sub-
scribed before the public offering.
It is understood that competition for
the issue was keen among the bank-
ers, showing that in instances where
existing fares are capable of produc-
ing sufficient revenue to meet the con-
ditions of operation the electric rail-
ways can secure loans on terms as
favorable as any other class of bor-
rowers. It is true, of course, that in-
terest rates have been declining stead-
ily for some time now, but the success
of the railway in placing the new loan
is attributed largely to the element of
stability which the service-at-cost
grant of the company lends to its earn-
ings and to the fact that the tramway
has been able materially to cut the
cost of operation since the termination
of the last fiscal year. In the first
place, materials have declined in cost
and then the company has been able to
utilize more hydro-electric power at a
figure very much lower than steam
power can be generated.
During its last fiscal year the com-
pany paid 10 per cent on its common
stock in addition to paying a deferred
dividend of 5 per cent. At the present
market price the yield on the common
stock is only 7 per cent, but by some
Montreal brokers the stock is consid-
ered an investment with possibilities
of considerable further appreciation in
price, particularly in view of prospec-
tive future "rights."
The bankers reported earnings of the
company for the year ended Oct. 31,
1921, as follows:
Gross earnings $11,784,965
Operating expenses, taxes and
maintenance 9,058,208
Net earnings $2,726,757
Annual interest charges on all
bonds outstanding 1,051,533
Balance $1,675,224
The service-at-cost franchise under
which the company holds the exclusive
right until 1953 is unique in that
fares must be so adjusted as to pro-
duce revenue sufficient to meet (1)
operating expenses and taxes; (2)
maintenance and renewals; (3) 6 per
cent per annum on a capital value of
$36,286,295 as established by a valua-
tion based on reproduction cost new,
less depreciation using 1917 prices;
(4) 7 per cent on addition capital sup-
plied during the war and for a fixed
period after the termination of hos-
tilities; (5) 6 per cent on working capi-
tal; (6) 0.5 per cent of $36,286,295
capital value per annum ($181,431) to
cover expenses incurred in providing
additional capital; (7) rental of $500,-
000 per annum during the life of the
contract for the city for the use of the
streets but payable only when earned
after all prior charges.
The conditions worked out as fol-
lows for the fiscal year ended June 30,
1921, on a basis of $11,773,005 gross
earnings:
Revenues :
Allowance from con-
tract ..$2,355,970
Other revenue 55,359
Gross revenue $2,411,329
Less the following expenses :
Interest on bonds $1,082,418
Interest on debentures 850.313
Other expenses 17,540
Total expenses $1,950,272
Net income available for divi-
dends $461,057
Dividends paid (10 per cent on
$3,891,310 common stock) 389,131
Surplus for year $71,925
Surplus for year June 30, 1920... 941,175
Total profit and loss surplus.. $1,013, 100
From this surplus the company has
paid the quarterly dividend of 2i per
cent due the quarter ended March 31,
1919, which leaves now outstanding
only a 5 per cent deferred dividend to
meet all dividend payments in full.
This ability to pay deferred divi-
dends demonstrates the value of the
new franchise from the credit point of
view and although these deferred divi-
dends were paid from the profit and
loss surplus neverthless they were
made possible only by the assurance
that the recurring annual dividends
would automatically be met by fran-
chise allowances which also provided
for the continuing the excellent physi-
cal operating condition of the property.
Among improvements to be paid from
the proceeds of the sale of $1,750,000
bonds is the new Cote substation.
Consolidation of Charleston
Lines Planned
The executives of the Charleston (W.
Va.) Interurban Railway and the
Charleston & Dunbar Traction Com-
pany are of the opinion that the sys-
tems can be operated more efficiently
and effectively by consolidation under
one management and have petitioned
the State Public Service Commission
to permit the companies to merge
under revised rates and schedules to
go into effect after January. The
Charleston Interurban recently effected
a lease of the Charleston & Dunbar
Traction Company.
The combined organizations propose:
1. To lease all lines of the Charleston
Dunbar Traction Company to the Charles-
ton Interurban for an unnamed period of
years, these lines to be operated by the
interurban as a part of its own system.
2. To abandon tracks of the Charleston
6 Dunbar line on Pennsylvania Avenue and
on Roane Street.
3. To connect the Kanawah Valley Trac-
tion Company's tracks on Virginia Street,
business district, and the Summers Street
line of the new consolidation, so that cars
may be sent in a continuous loop from the
east to west side of Elk River.
4. To operate city cars east of Capitol
Street in three loops, one going east as far
as Smith Street, the middle loop turning at
Ruffner Avenue, and the other and third
loop extending to Duffy Street. Revised
schedules to go into effect in the city.
5. To raise the rate of fare on all
Charleston & Dunbar lines from 6 cents to
7 cents, In conformity with the 7-cent rate
on the Interurban lines.
Cleveland Deficit Reduced
Improved Business Conditions There
Reflected in Railway Company's
October Statement
Signs of improved business conditions
in Cleveland, Ohio, are indicated in the
October report of the Cleveland Rail-
way. On Sept. 1 the deficit in the com-
pany's interest fund, which is the fare
barometer, was $206,158. During Sep-
tember this deficit was decreased by
$10,165, while in October the deficit was
reduced to $23,785, making the deficit
in the fund on Nov. 1 $172,207, a net
reduction of more than $33,000 in two
months.
In addition to this indication that the
bottom has been touched in the general
business depression in Cleveland, the
Cleveland Railway's directors learned
that $43,094 was added in September
and $80,777 added in October to the
company's operating reserve as sur-
pluses, making the total in the operat-
ing reserve $415,235.
Since, under the Cleveland plan of
operation, all the accruals in the va-
rious funds must be transferred to the
interest fund at the end of the ordi-
nance year, March 1, there is now a
prospective balance in the interest fund,
anticipating the transfer to be made, of
$230,000.
That the balance in this fund will be
considerably greater before March 1 is
foreseen from the fact that the operat-
ing allowance of the company has been
in excess of expenditures each month,
due to the reduction in the wage scale
of operatives and other economies af-
fected by the company.
No prediction is being made at the
offices of the company or by the city
street railway commissioner as to when
any change may be made in the rate
of fare, but in both quarters it is felt
that the worst effects of the general
industrial depression are over.
This is further evidenced in the traffic
figures for October. During this month
32,740,409 riders were carried, as
against 38,726,694 in October, 1920, a
decrease of 15.46 per cent. The de-
crease in the preceding month had been
17.56 per cent.
The street railway committee of the
City Council was scheduled to meet on
Dec. 5 to consider increasing the com-
pany's allowance from 10 cents a car-
mile to a figure that will extinguish an
accumulated deficit of close to $700,000
and at the same time provide for neces-
sary improvements.
The Council at its last meeting
authorized the company to take more
than $200,000 from earnings for the
purpose of writing off obsolete tracks
in the dovratovsm section and obsolete
equipment at the West Twenty-fifth
Street battery house, abandoned since
the company began purchsaing most of
its power.
Reorganization Plan Declared Ef-
fective.— Notice has been given that
the plan of reorganization for the
Monterey Railway, Light & Power
Company, Monterey, Mexico, has be-
come effective and binding on the
holders of the 5 per cent first mortgage
debenture stock. Holders of the
debenture stock are called upon to de-
posit the certificates for their stock at
the office of the British Empire Trust
Company, Ltd., London, for exchange
for new securities which will be issued
in accordance with the reorganization
plan. . ^
December 10, 1921
Electric Railway Journal
1047
New Company Formed to Operate
Shore Line
The report that a new company has
been formed to operate the Shore Line
Electric Railway from New Haven
through Saybrook and Chester, Conn.,
has been officially confirmed. The Shore
Line Traction Company has been in-
corporated and will take over all the
assets of the old operating company, the
Shore Line Electric Railway, in the
territory to be served. Under present
plans service will be maintained from
6 a. m. to 10 p. m. on a one-hour sched-
ule. Ford, Bacon & Davis, New York,
N. Y., will superintend all operations.
In their report the engineers estimate
that it will require at least four months
and possibly longer to restore the road
to a successful operating basis. The
work of rehabilitation of the line, which
has not been in operation for two years,
involves the installation of new power
house equipment, the overhauling of all
rolling stock and the cleaning and re-
pairing of track and working equipment.
The cost of this work has been esti-
mated at approximately $900,000. To
secure the capital the company has pro-
vided a $1,000,000 issue of first mort-
gage 7 per cent gold bonds, with a
thirty-year maturity. The capitaliza-
tion of the new company is less than
half that of the old. The latter earned
all its fixed charges and carried a sub-
stantial amount of surplus during
favorable years. With a substantial re-
duction in the burden imposed on the
company in the form of fixed charges,
the success of the line is said to be
practically assured.
The net revenue from operations it
has been estimated will exceed $110,000
a year. This aflfords a liberal margin
of safety for the interest requirements
of $63,000 of the bonds to be outstand-
ing. A large part of the bond issue has
already been subscribed by individuals
and corporations whose homes or busi-
ness properties will be served by the
line.
Lines Seek Partial Abandonment. —
The San Jose (Cal.) Railroads have
petitioned the State Railroad Commis-
sion for permission to abandon the
Santa Clara line running from the
Southern Pacific depot at Santa Clara
to the south town limits known as the
depot line. The Peninsula Railway,
operating suburban lines in Santa Clara
County, wants to abandon service on
part of its Naglee Park line.
$5,000,000 Gain in Net
Operating Revenue
Although the operating expenses of a
group of electric railways, whose earn-
ings represent approximately 25 per
cent of the total earnings of the indus-
try, shows an increase of about $800,000
for the first nine months of 1921 over
ID n
7.5
I 7.0
16.5
s'ao
I 55
I 5.0
gJTS
Ijbo
e
gUZS
^^
Reorganization of United Rail-
ways Investment Company
Considered
Plans relative to a reorganization of
the United Railways Investment Com-
pany, Jersey City, N. J., are being con-
sidered and an attempt made to bring
the interests of the company together
in such a way that the accumulated
dividends on the preferred stock may
be liquidated.
These dividends now amount to 75
per cent, for no payments have been
made on the outstanding $16,000,000
of 5 per cent cumulative preferred
stock since 1907. United Railways In-
vestment has $20,400,000 common stock
outstanding also. The company owns
58 per cent of the $42,943,000 com-
mon stock of the Philadelphia Com-
pany, which derives its income almost
wholly from dividends.
|300 ■
Jan. Feb. Mar. Apr. May June July Aug. Sept
A Graphic Picture of Business and
Earnings of Representative
Electric Railways
the corresponding period of last year,
the net operating revenue during that
time totals about $8,000,000 more. The
table below compiled by the Amer-
ican Electric Railway Association, in-
cludes the reports from 72 companies
for the group of the first eight months
and 62 for the ninth month. When these
figures are totaled it is revealed that
the operating ratio for 1921 has fallen
from 76.7 to 75.5.
The accompanying chart will serve to
picture the trend of the electric rail-
way industry in regard to the number of
passengers carried, operating and net
operating revenue.
San Francisco Asks Price on
Market Street Railway
The Board of Supervisors of San
Francisco, Cal., on Dec. 6 decided to
request the Market Street Railway to
name terms and conditions upon which
it will turn over its railway system to
the city to be operated in conjunction
with the present municipal railway
system. A charter amendment adopted
a year ago permits the city to take
over the public utility and pay for it
out of the earnings of the utility. In
case a price can be agreed upon, it is
not proposed to issue bonds for the
purchase, but to take over the proper-
ties on the pay-as-you-go plan.
The purchase is being urged by the
Chamber of Commerce, Civic League of
Improvement Clubs, Building Trades
Council, Downtown Association and
other organizations.
If an agreement is reached as to the
price to be paid, the matter would still
have to be submitted to popular vote m
September.
City Engineer O'Shaughnessy esti-
mated the value of the company's rail-
way system at $40,000,000. The Rail-
road Commission's valuation is about
$41,500,000. The company itself has
placed the figure at $51,800,000.
Some of the company's most impor-
tant franchises expire in about ten
vears, while others continue for twenty-
five years.
COMPARLSON OF OPERATING REVENUE, OPERATING EXPENSE.S, PASSENGER REVENUE AND REVENUE PASSENGERS
OF SEVENTY-TWO ELECTRIC RAILWAYS MONTH BY MONTH FOR THE FIRST NINE MONTHS OF
1921 AND 1920
. January . February » ■ — " March ■ •
Per Cent Per Cent ,„,, ..,„
1921 1920 Increase 1921 1920 Increase . ''?,',„„ .,c l:>Ji ko
Operating revenue $27,581,198 $24,712,598 11.6 $25,046,916 $22,498,452 11.3. »",940,298 »f5'?25'«7
Operating expenses 21.009,454 18,846,047 11.5 19,307,654 17,990,835 7.3 ^f"'**?'??! 'I'^ntinT
Net opcr.iting revenue 6,571,744 5,866,551 12.0 5,739.262 4,507.617 27.3 ''""Ijl^l™ "'^"'•{l Jw
Operating ratio 76.2% 76.1% 0.1 77.2% 80.0% 3.5(<f> .„ „,/iiS^° tiA t.-i-yli.7
Passenger revenue $26,735,211 $23,876,612 12.0 $24,229,453 $21,718,302 11.6 PJ'?I}'?^9 iiiiil^iii
Revenue passengers 361,546,245 362,229,993 0.2 (ifl 327,076,392 328,782,242 0.5(d> 365,493,508 373.081,771
. April . Percent . May • Per Cent - — — June — — ■
1921 1920 Increase 1921 1920 Increase ,''?„'», „,: , A «in
Operating revenue $26,743,454 $25,627,551 4.4 $27,424,197 $27,021,052 1.5 $26,590,202 '?X'^?'Sti
Operating expenses 20,075,345 18,781,559 6.9 20,274,181 19.802,057 2.4 20,006,325 ^J'iSf'S^J
Net operating revenue 6.668.109 6,845,992 2.9(<0 7,150.016 7,218,995 l.O(rf) ^•^°Wl^ *' ,? Sm
Operating ratio 75.2% 73.4% 2.5 74.2% 73.4% I.I ,-,. ^JhT" t9^ ir/m?"
Passenger revenue $25,889,883 $24,709,943 4.8 $26,557,004 $25,986,203 2.2 $25,607,552 f^MJ;'??,
Revenue passengers 349,781,601 373,598,840 6.4(d) 356,876,091 387,099,601 7.8(d) 344,775,722 374,406,61/
• July -Percent . August ■ Per Cent . ——♦September—— ■
^ ■ " 1921 1920 Increase 1921 1920 Increase ., ''Vc„ •■.= 1,0701
Operating revenue..,.., $26,510,903 $27,655,426 4.1 (rf) $26,363,501 $27,727,414 4.9(rf) $23,617,527 '?5'J'r';2i
Operating expenses........ 20,088.668 22,055,726 8.9(<i) 19,800,524 21.584,202 8.2(d) 17,583,710 19,646,307
Net operating revenue. . .- 6,422.235 5,599,700 14.7 6 562,977 6,144,212 6.8 6,033,817 5,493.486
Operating ratio... -...-.-..- 75.8% 79.8% 5.0(d) 75.0?i, 78.0% 3.9(d) 74.6% ,,, ,^i■l:<
Passenger revenue. $25,564,568 $26,620,025 4.0(d) $25 401494 $26,696,993 4.9(d) $21,267,213 $22,593,767
Revenue passengers .. 342,403,463 372,586,593 8.1(d) 338,984,874 372,063.589 8.9(d) 303,516,114 333.601,903
(u1 Only sixty-two companies arc represented in the summary for September. (d) Decrease.
Per Cent
Increase
9.6
8.1
|4.3
, 'l.3(<fl
10.0
2 0(<fl
Per (3ent
Increase
1.6
0.8(d)
9.6
2.6(d)
1.7
7.8(d)
Per Cent
Increase
6.1(d)
10.5(d)
9 8
4.6(d)
5.9(d)
9. 1 (d)
1048
Electsic Railway Journal
Vol. 58, No. 24
Merger Petition Renewed
The Indiana Electric Corporation has
filed with the Public Service Commis-
sion an amended petition for the con-
solidation of seven public utility
companies in the State, three of which
companies the corporation now owns.
The petition sets out that "the fair
aggregate value of the properties of
the utility companies described is not
less than $18,500,000." The petition
also asks authority for the corporation
to issue $5,500,000 in bonds, $3,000,000
in common stock and $1,500,000 in pre-
ferred stock. The service commission
set Dec. 14 for the first hearing on the
new petition.
The property valuation of the com-
panies, as set out in the petition, is
$250,000 higher than the valuation of
the properties as set out in the former
petition of several months ago, which
was denied by the service commission.
The corporation in the first petition
proposed to have outstanding approxi-
mately $21,000,000 in securities. In
the amended petition the corporation
proposes to cut this figure to $18,500,-
000, an amount equal to that placed
in the petition on the valuation of the
property, or a reduction of approxi-
mately $2,500,000 from the former
figure.
The new petition requests authority
to issue $3,000,000 in common stock, a
reduction of $1,000,000 as requested in
the former petition. In the old peti-
tion authority was asked to issue
$750,000 in notes, due one year after
issue, but the new petition does not
ask authority to issue any notes. In
the amended petition authority was
asked to issue preferred stock of the
par value of $1,500,000, which is a re-
duction of $350,000 from the amount
fixed in the former petition. Figures
covering the valuation of several of the
companies also are slightly changed.
The companies which the corporation
plans to consolidate are the Merchants
Heat & Light Company, Indianapolis;
the Elkhart Gas & Fuel Company and
the Valparaiso Lighting Company,
which are now owned by the corpora-
tion, and the Indiana Railways & Light
Company, Kokomo; the Wabash Val-
ley Electric Company, the Putnam
Electric Company and the Caluga Elec-
tric Company.
The Public Service Commission on
Sept. 13 declined to authorize the
merger of the companies on the first
petition of the corporation, holding that
the property valuation of the utility
companies was not sufficient to warrant
the issuance of the securities for which
permission was asked. The new peti-
tion also requests that the commission
set aside its order on the former
petition.
Service Suspension Allowed
The Muskegon Light & Traction
Company, Muskegon, Mich., is author-
ized to discontinue service on Dec. 30, if
jitney competition is not eliminated by
that time. The order was issued by the
Public Utilities Commission on Nov. 20
and requested that within thirty days
Muskegon and Muskegon Heights should
hold an election to decide on the ques-
tion of jitney elimination.
Following this decision, officials of
both cities set Dec. 14 as the date for
the election. If the electors vote to
retain electric railway in service city
officials must terminate bus lines which
compete with the railway. In case the
vote is in favor of jitney service, the
traction company may cease operation
on Dec. 30.
The railway claims that it can operate
only at a loss with bus competition, but
could be successful without it. Both
city officials and the company are said
to be satisfied with the decision of the
commission.
Defunct Line May Be Operated
Gasoline cars may be operated over
the Plymouth-Norwalk line of the San-
dusky, Norwalk & Mansfield Electric
Railway, Norwalk, Ohio. This is the
latest development since the purchase
of the road by the Wilkofif Company,
Youngstown, Ohio, as reported in the
Electric Ralway Joxjrnal for Nov. 26,
1921. The new owners will wait five
weeks before junking the road, to give
the stockholders and patrons an oppor-
tunity to decide whether they shall buy
and operate it.
Chances for operating the road are
considered better than for some time,
for the present owners will sell any
part of the road and junk what they do
not sell. If the stockholders decide to
operate the road with gasoline cars
they would purchase only the road bed,
track and ties. The present owners
would then junk the equipment not
needed for the operation of gasoline
cars. While the court had custody, the
road had to be sold in its entirety, but
now that it is owned by private inter-
ests, the advocates of gasoline cars may
have some success, it is said.
Detroit United to Pay Bonds.— Fifty
thousand dollars of first mortgage 5
per cent gold bonds of the Detroit
(Mich.) Railway, due on Dec. 1 will be
paid at the office of the People's State
Bank, Detroit, Mich.
Stockholders' Meeting Postponed. —
The meeting of stockholders of the In-
terborough Rapid Transit Company,
New York, N. Y., which was scheduled
for Nov. 29, has been postponed until
Dec. 29.
Receiver for Line in Pennsylvania. —
Walter C. Graeff has been appointed
receiver of the Ephrata & Lebanon
Street Railway, Lebanon, Pa., operated
by the Ephrata & Lebanon "Traction
Company.
Seeks to Issue Stock— The West End
Street Railway, Boston Mass., has peti-
tioned the Massachusetts Department
of Public Utilities for permission to
issue $2,700,000 of thirty-year 7 per
cent bonds to refund a similar amount
maturing Feb. 1, 1922.
Paving Assessment Upheld. — The
Supreme Court of North Carolina has
affirmed the right of Durham to col-
lect $102,942 from the Durham Pub-
lic Service Company as its part in the
pavement of Main Street, on which the
company has a street railway line.
Abandonment Authorized. — Permis-
sion has been granted to the Hopatcong
Shore Railroad by the Board of Public
Utility Commissioners to abandon its
line and to sell its property and assets.
The corporation was organized in 1911,
but discontinued service on Sept. 7,
1917. The line provided passenger
service between the Morris County
Traction Company's terminus at Land-
ing and Bertrand's Island, Lake Hopat-
cong, a distance of approximately 2
miles. In its petition the company set
forth an operating loss of about $5,000
from 1911 to 1917, exclusive of any
return on either stock or bonds.
Maturing Bonds Extended. — An-
nouncement has been made by Dillon,
Read & Company, New York, N. Y.,^
that the $5,000,000 first consolidated
mortgage bonds of the Minneapolis
(Minn.) Street Railway, issued jointly
with the Minneapolis, Lyndale & Min-
netonka Railway, and which mature
Jan. 15, 1922, have been extended to
Jan. 15, 1925, with interest at the rate
of 7 per cent from Jan. 15, 1922. They
will be secured by the original lien.
Bondholders are offered the privilege
of extending their bonds to Jan. 15,
1925, bond for bond, with the payment
to them of $10 for each bond.
May Resume Interest Payments. —
The improved financial condition of the
Third Avenue Railway, which, accord-
ing to the last statement of the treas-
urer, had $1,770,871 in cash and
$1,419,000 in Liberty bonds and United
States certificates of indebtedness, led
President Huff to state that, if normal
improvement continues, the resumption
of interest payments on the company's
adjustment income bonds might be
started within the next few months.
It is the policy of the company to keep-
a large surplus on hand to meet such
conditions as arose last winter when the
interest on underlying bonds could not
be paid by the current earnings.
Stock Issued for Power Plants. — The
Indiana Public Service Commission is-
sued an order recently approving the
issuance of $4,500,000 of common stock
and $1,260,000 of bonds by the Indiana
Hydro-Electric Company to finance con-
struction of electric power plants to
utilize water power of the Tippecanoe
River in northern Indiana. The com-
pany is to issue $1,125,000 of stock at
once to finance the construction of the
first unit at Norway, near Monticello,
county seat of White County. The com-
pany is backed by Eastern capitalists
and by the Insull interests. Governor
McCray has instructed R. Lieber, di-
rector of the state department of con-
servation, to make an investigation of"
the plans of the company.
Court Fixes Status of Bonds. — Fed-
eral Judge Mayer has answered the
request for advice made by counsel
for the Guaranty Trust Company,
trustee of the first mortgage of the
New York (N. Y.) Railways, as to-
what property of the defendant was
covered by the mortgage. This infor-
mation was needed in the foreclosure
proceedings instituted by the trustee.
Judge Mayer found that the most
valuable assets of the company, the
franchises and equipment, together
with odd items, were subject to the lien
and then, summarizing the various
properties owned by the railways, said
the property, consisting of stock of the
various companies in the system,
should be held for the benefit of the
general creditors. Judge Mayer said
h's opinion on the various proper-
ties at this time could be considered
only as advisory because of the many
(ither undetermined questions that
must be answered before a final decree
was entered.
December 10, 1921
Electric Railway Journal
1049
■TTTTTTrrTTTmTTlTTIIIIilllllllllllllllllllillllliriinirimmnn;
Traffic and Transportation
Fare Increases Denied
California Commission Says Further
Advances at San Jose Would
Drive Business to Autos
Expressing its belief that increased
fares would reduce earnings by driving
travel to the automobile, the Railroad
Commission of California on Nov. 30
denied the applications of the San Jose
Railroads and the Peninsular Railway
for 10-cent fares in San Jose and Palo
Alto. The companies also proposed a
7-cent token fare when five are bought
at one time. Both lines desire to in-
crease school children's commutation
fares and to make a number of minor
adjustments. The present city fare is
6 cents. The Peninsular Railway did
not ask any increase in its interurban
fares or freight rates.
Both lines are owned by the South-
ern Pacific Company. San Jose Rail-
roads operates local service in the city
of San Jose, the tovra of Santa Clara
and in unincorporated parts of Santa
Clara county. The Peninsular Rail-
way operates electric interurban serv-
ice, passenger and freight, between
San Jose, Palo Alto and Los Gates.
Local service is also given in San Jose
on the Naglee Park Line and between
Palo Alto and Stanford University.
The coriimission recommended to the
San Jose Railroads that it put into ef-
fect service and other recommenda-
tions, made by the engineering depart-
ment of the commission after a survey,
and expressed the belief that the
revenues of the road would continue to
increase with the growth of the com-
munity. The company claimed a net
loss of $89,432 for the nine months
ending Sept. 30, 1920, but it was point-
ed out by the commission that this in-
terest on a funded debt of $2,423,000
issued against a historical reproduction
cost of $1,523,933.
The commission proceeded to point
out that applicant's so-called financial
requirements are not a proper basis
for computing rates, adding, that the
company under existing rates is mak-
ing a substantial operating income. In
referring to the future prospects of
the road the commission said:
While there has been no apparent in-
crease in business this is, no doubt, a tem-
porary condition. San Jose has a good
record of growth in population, with no in-
dication that such growth has been ar-
rested. The number of passengers and
revenues should increase ; operating ex-
penses because of declining costs of labor
and materials should decrease. The esti-
mated net income of over $84,000 is greater
than that of any year except 1913 and 1914,
before the general use of the private auto-
mobile. Returns in the future, then, should
be greater and not less than 5.55 per cent.
In the case of the Peninsular Com-
pany the commission pointed out that
the Palo Alto city lines which are
operated separately from the interur-
ban system are earning 8 per cent on
the company's own valuation and with
economies a return of 9.5 per cent is
possible. The commission declared that
patrons of the line between Palo Alto
and Stanford University should not be
compelled to pay a higher rate in or-
der to enable the company to make a
small increase in its net return on the
investment of its entire system.
The commission declared that it
could not subscribe to the doctrine ad-
vanced by the railroads that they had
a right to assume the risk of loss of
business through increased fares. On
this point the commission said:
When rates are too high, they not only
retard and reduce the earnings of the car-
rier but result in loss to the traveling pub-
lic, who either go without the service en-
tirely or turn to the other channels of
travel. In a situation of this kind it be-
comes the duty of this commission to deny
increases in fares which we believe would
have the effect of further reducing passen-
ger earnings by driving travel to the auto-
mobiles.
United Railways Asks
Fare Extension
Continuation of the 7-cent fare is
asked in a petition of the United Rail-
ways & Electric Company, Baltimore,
Md., filed with the Public Service Com-
mission on Nov. 29. The order for a
7-cent fare will expire on Dec. 31, and
the company asks for its extension
until the order "shall be further modi-
fied, extended or repealed."
The ruling's of the commission in
1919 state that the company's rate
should be such as to yield a net surplus
not exceeding $1,500,000 and not less
than $1,000,000. The company points
out that its net income for the ten
months ended Oct. 31 was $475,445
which would indicate a net balance to
surplus for the entire year of 1921 of
$609,870. This amount is $1,045,772
less than one-half its fixed charges for
that year and $390,130 less than the
minimum of $1,000,000 allowed by the
commission, based on the fixed charges
of 1919.
The decline in passenger traffic is
laid to the recent depression in business.
Revenue passengers for October of this
year showed a 10 per cent decline as
compared with those of October, 1920.
Commission Against 10-Cent Fare
The Interstate Commerce Commission
in decision of Nov. 3, 1921, just pub-
lished, holds that the lO-cent passenger
fare between Louisville, Ky., and New
Albany, Ind., on the lines of the
Louisville & Northern Railway &
Lighting Company, was unreasonable
and that the 10-cent rate for the future
will be "unreasonable to the extent it
exceeds or may exceed 10 cents per
passenger for a single trip and a com-
mutation fare of 9 cents per passenger
upon the purchase of not exceeding
twelve tickets."
The case was called to the attention
of the Commerce Commission by the
complaints filed by the city of New
Albany on Dec. 17 and 18, 1920. At
that time the defendant corporation
operated two separate and distinct divi-
sion of interurban electric railway, but
since the hearing, the Interstate Public
Service Company, an Indiana corpora-
tion, has acquired all the rights and
property of the defendant company. In
March, 1919, the fare was increased
from 5 to 7 cents between Louisville
and New Albany, and in 1920, a 10-cent
cash fare was instituted and no com-
mutation tickets were sold. The total
distance of the route was 4.76 miles.
Routing for Kansas City, Kan.,
Before tlie Court
After many meetings and many de-
lays it now appears that the origrinal
routing suggested by John A. Beeler
for the Kansas City Railways will be
adopted for use in Kansas City, Kan.,
with slight modifications. The whole
matter is now before the courts as
the result of the rejection by the Board
of City Commissioners of Kansas City,
Kan., on Nov. 3 of all four plans of
rerouting presented from time to time
during the last several months by the
Kansas City Railways. At that time
Francis M. Wilson, one of the re-
ceivers, said:
I cannot say what we will do now, but
it is a general practice for the receivers
to ask the advice of the court when they
have proceeded as far as they can along
any one certain line and failed to obtain
results. We very likely will ask the advice
of the court in the matter, as we have
done all that we can do. We tried earnestly
to adjust the matter to the satisfaction of
all parties concerned and to give to Kansas
City, Kan., the same high-grade service
we are giving to Kansas City, Mo., obtain-
ing desired economies at the same time.
It is apparent from the vote of the com-
missioners we have failed.
Later Mr. Wilson carried the case to
the court. A hearing was held before
Judge Kimbrough Stone in the fed-
eral court at Kansas City, Mo., on Nov.
25. F. G. Buffe, general manager of
the railways, answering a question as
to which plan the company preferred,
produced the revised Beeler proposal,
decided on by the company on Nov. 23.
He said that the Beeler plan, writh
some modification, would allow the
company to put into effect some of the
economies it has desired to put into
practice and still give the people first
class service. Mr. Buffe explained the
Beeler plan would save the company
$147,000 a year.
It was declared by both Mr. Buffe
and Mr. Fennell, the traffic manager
for the company, that operation of a
modified Beeler plan in Kansas City
would eliminate about thirty cars a
day. Their explanation was that cars
would be transferred from points
where the travel was light and pressed
into service where travel justified.
Both insisted no cars would be trans-
ferred to relieve Kansas City, Mo.,
traffic.
Throughout the hearing Judge Stone
indicated the liveliest interest in the
points raised and gave particular at-
tention to the matter of checks atid
suggested turnbacks and changes in
routes, all plans therefore being dis-
cussed. He said:
In the last analysis, rerouting of the
street cars, if done at all, must be by the
balance of two factors, one of which Is
proper service of the public and the other
economies in the operation of the property.
Judge Stone questioned officials of
the railway closely relative to routes,
character of travel over them and of
comparative importance of localities,
residential and business, as relating to
both Kansas City, Kan., and Kansas
City, Mo., showing especial interest in
theories advanced as to possibility of
a g^reater and more rapid growth for
Kansas City, Kan., along lines sug-
gested under the original Beeler plan.
Favors Bus Franchise — Geneva
(N. Y.) Chamber of Commerce re-
cently adopted resolutions favoring a
franchise permit by the Common Coun-
cil to the Geneva and Auburn bus line.
The proposed line is to operate between
Geneva and Waterloo.
1050
Electric Railway Journal
Vol. 58, No. 24
Argument Completed in Chicago Case
Burden of Proof in Fare Reduction Proceeding Placed on Illinois Commerce
Commission — Wage Question Injected in Hearing
The 8-cent fare still prevails on the Chicago Surface Lines, and hopes of
immediate dissolution of the injunction writ against the restoration of a 5-cent
fare did not look bright at the close of arguments in the United States District
Court on Dec. 2. Attorneys for the companies, the commission, the city and
the Attorney General spent the day in presenting their side of the case before
Federal Judges Baker, Carpenter and Page. They were told to file briefs by
Dec. 8, after which the matter would be taken under advisement.
THE judges announced early in the burden of proof had been shifted to
proceedings that the only point of the city. An unusual event during the
interest to them was the question of hearing was the appearance of Frank
the sufficiency of the 5-cent fare and L. Smith, chairman of the commission,
they cut short the city's legal repre- whose order was under review. He in-
sentative whenever he attempted to sisted on explaining the reasons for
wander into other phases of the situa- the order. , , ,
tion. Mr. Smith stated that the commission
Judge Baker presided. He made the i" arriving at its decision considered
caustic comment at the close that if no* ""'y whether a fair return on capi-
the city and state were really solicitous *«' ^as to be allowed, but whether a
of the interests of the car-riding pub- ""ate of return for improvident man-
lie the city would forego "levying a agement should continue to be main-
tax" by having the companies collect ta'ned. The judges made it plain that
55 per cent of the net earnings. "Street all they were interested in was whether
car fares," he said, "should be the rate the 5-cent rate was confiscatory, not
which would enable the company to whether the 8-cent fare was excessive,
pay its operating costs and leave an ^}}^ ^^^^ }^,f commission should have
honest return on a fair valuation. That shown m dollars and cents how sayings
is the total amount passengers should could be made sufficient to offset the
be required to pay " '°ss of $23,000,000 in revenue which
Judge Baker said that, in addition would follow a reduction of 3 cents in
to this, Chicago is putting on a special ^\l^^l,'^^''r?^^4^%^J'-^ . ,u „„„
and discriminatory tax Ind requiring .Attorney H. E. Wood for the com-
the companies to collect it for thenf. mission, cited some of the data which
If Chicago wants this extra money it til- '=°"i"]'«?'°" \f'^ "^'"'J *? f^^^X^
should collect from the proprietors of ^^^'^ .^''^^' ^"* ^" l"^ T^^'i^ilf nnn nnrf
stores, not from the clerks in the stores hearing amounted to about $10,000,000,
and other riders who do not enjoy the 7*^"^^ mcluded about $5,000,000 al-
use of private automobiles. ^°'^t<^ «^«^ year for renewals.
Another pointed comment was made The court said that apparently the
by Judge Baker on the matter of rate commission wanted the companies to
of return. "Why should not the com- experiment with a 5-cent fare while
panies be held to the 5 per cent limit endeavoring to reduce costs. 'Evi-
of return fixed by the ordinances?" dently, said Judge Baker, because you
inquired Attorney Cleveland for the Relieved the companies committed mis-
city. "Because the United States Con- feasance under their contracts and be-
stitution says nothing about 5 per cent," ^^^^^^ 'hey violated service orders of
answered the court. Attorney Cleve- t\e commission, they were to be pun-
land had also made reference to the '^^^i^^ rate less than compensatory '
overcrowding of cars and its possible W|iile the temporary order of the
result in damage claims against the ^"^t continues in force, transfers are
companies being issued as rebate slips. It is
The commission had evidently taken ^^j'^ ^'^^\ "°t a great proportion of
this point of view in declaring that the T"^?" insist on getting a final transfer
present payments of the companies for *« \e held for this purpose,
damages were extravagant and should Throughout the hearings before the
be cut in half. "The burden is on you Hhnois Commerce Commission, the
to point out facts," said Judge Baker; city's representatives and the commis-
"not to make nebulous statements, sioners refused to be led into a sug-
Where in the record is there a figure to gestion that wages of employees of the
show that the claim department paid Surface Lines be reduced. They, there-
more than ought to be paid by a pru- fore, had difficulty in making a showing
dently, efficiently managed claim de- before the federal court as to how a
partment?" The city lawyer was silent large saving could be made,
on this subject. A few days after arguments had
Attorneys for the company, however, been concluded one of the newspapers
had taken advantage of the suggestion announced apparently with authority
by filing an affidavit from Joseph V. that the commission contemplated a
Sullivan, assistant to the president, direct cut of $5,176,000 in wages when
showing that the commission had come it entered the order. The toUl possible
to this conclusion without any evidence, savings considered by the commission,
whereas figures which he produced according to the newspaper in question,
showed the Chicago companies were were listed as follows:
paying out less than other large prop- , Savinprs^ Amount
erties both in per cent of gross earn- offi%'iara'nd Sher kkiaHes' ! ! linulooo
ings and in cost per 1,000 passengers Maintenance 451.000
carried Materials 900,000
Bv the court's ruling, the positions l^^^^/Js . '. ! '. : ". '. ". ". '. '. ". '. '. ! : : '. . l'. 000. 0 no
of th" city and the companies were re- Rerouting, new cars, wages.. 6,177.000
versed. By the companies' flat chal-
lenge to the city to prove a single find- »16,13d,ooo
ing by the commission which was based It was made plain by the federal
on evidence, the court held that the judges that the city lawyers would have
to show from the record that such sav-
ings could be made. It developed
during the hearing that the city and
the commission were not in agreement
on several of these items.
Advance of New Jersey
Case Asked
The Supreme Court of the United
States has taken under advisement the
motion of Attorney General Thomas F.
McCran and the Board of Public
Utility Commissioners of New Jersey
to expedite the argument on the appeal
of the commission from the 8-cent fare
recently granted to the Public Serv-
ice Railway by the special statutory
court.
The motion of Mr. McCran was filed
with the clerk of the court on Dec. 6.
Frank Bergen, general counsel of Pub-
lic Service Railway, in reply, filed a
memorandum, which stated that the
railway was as anxious for an early
determination as the utilities board,
but it would ask the court, in disposing
of the motion, to allow a reasonable
time to prepare for the argument. Mr.
Bergen said this could not be charac-
terized as opposition to Mr. McCran's
motion to advance, but merely an in-
sistence that the cause be not unduly
rushed.
In his brief on the motion Mr. Mc-
Cran first sets out the facts of the
controversy between the Public Serv-
ice and the Utilities Board, up to and
including the action of Judge Rellstab
at Trenton in naming former Judge
Haight to take testimony and to make
a report to adjudge whether the pre-
liminary injunction ordering the 8-cent
fare to be put into effect shall be made
permanent.
Reduce Service to Lessen Deficit
The Columbia Railway, Gas & Elec-
tric Company, Columbia, S. C, which
during the first ten months of 1921
suffered an operating loss of $91,000,
has petitioned the City Council to dis-
continue service on Gadsden and Rich-
land Streets, which connect Elmwood
and Main by way of the Governor's
mansion.
Officials of the company, in advertise-
ments in the daily papers, have set
forth the problem the company faces,
and have asked for the co-operation
of the citizens in solving the financial
difficulty. This the company hopes to
do without resorting to increasing the
fare to 10 cents. F. H. Knox, president
of the Columbia company, said that the
installation of one-man cars would
hardly relieve the situation because of
the heavy expenditure, and that the
company hoped to avoid a drastic re-
duction in wages of the employees.
All the lines of the company showed
a loss in October.
Railwav Wants Permanent
Fare Settled
The Duluth (Minn.) Street Railway
has petitioned the State Railroad &
Warehouse Commission to set a date
on a hearing for a permanent fare.
Engineers for the city and the company
have completed their valuations.
The actual valuation and a fair rate
of return will probably be argued at
length. Under the law passed last
winter, the permanent fare must allow
the company a fair return on its valua-
tion.
December 10, 1921
Electric Railway Journal
1051
Monthly Pass for Joliet
Ten-Cent Cash Fare Retained but Lower
Rate Authorized for Regular
Riders
The present 10-cent cash fare of the
Chicago & Joliet Electric Railway in
Joliet, 111., is to be reduced for the regu-
lar patron by the addition of a monthly
pass selling for 75 cents which will en-
title the holder to ride upon paying a
5-cent cash fare. There will be no ad-
vantage in the monthly pass to anyone
who rides only sixteen times a month,
but if a person rides fifty times in a
month, the average rate of fare will be
6.5 cents and 5.75 cents if 100 rides are
taken in a month.
J. R. Blackhall, general manager,
applied for this reduced rate of fare
for the regular riders on the morning of
Dec. 1 and the Illinois Commerce Com-
mission heard the case and entered an
order approving the same day. Mr.
Blackhall estimates that with an in-
crease in traffic of 5 per cent over that
of 1921 on the Joliet city lines, and
with the probability that 25 per cent of
the total fares will be on the ticket plan
and resulting in an average fare of 7
cents, which is conservative, the revenue
of the company from transportation will
be reduced approximately $50,000 as
compared to 1921.
Mr. Blackhall comments that not-
withstanding a large deficit from opera-
tion of the property this year, he felt
that some concession would have to be
made to the regular riders on account of
the reductions in wages of from 10 to 25
per cent that have been made in the past
several months. If the gross earnings
from operation for 1922 are approxi-
mately the same as for 1921, it will re-
quire a reduction of $100,000 in the pay
roll and $100,000 in all other operating
expenses to make it possible to earn the
fixed charges.
The contract with the organized em-
ployees of the company was entered
into July 1, 1921, and expires this Dec.
31. A reduction of 5 cents an hour was
made on July 1 and it is now proposed
to make a further reduction by Jan. 1.
A 20 per cent reduction in wages would
be necessary in order to effect a reduc-
tion of $100,000 for the year in the pay-
roll expense.
New Routing and Fare Collections
in Effect -
During the negotiations for the
service-at-cost franchise in Youngstown,
Ohio, the City Council, acting upon the
advice of its street railway expert, de-
cided that all railway lines in the city
should terminate at the Public Square,
thereby dividing the city, so far as elec-
tric railway service was concerned, into
four distinct sections, namely, north,
south, east and west.
This method of operation was con-
tinued until Nov. 27, 1921. On that date
the Youngstown Municipal Railway,
operating the lines in Youngstown,
placed in service twelve additional
Birney one-man safety cars and routed
three of the lines operating on the west
side of the city through to the easterly
section of the city.
Prior to that date the fares had been
collected on the inbound trips as the
passengers entered the car and on the
outbound trips as the passengers left the
car. This method of fare collection was
very simple and easily understood by the
public, but when the cars were through-
routed it became necessary to devise a
new system of fare collection. It was
suggested that a trial be made of the
"pay-as-you-leave" system on through-
routed cars, and after considerable in-
vestigation and discussion this system
was placed in effect and is working out
satisfactorily.
Commission Ends Long Time
Litigation
The Pennsylvania Public Service
Commission recently handed down a
decision establishing a 7-cent fare for
the Reading Transit & Light Company
in Reading, Pa. The order also allows
eight tickets for 50 cents. Patrons in
Reading have been fighting for a 5-cent
fare.
The commission at the same time
upheld the 9-cent rate on the Norris-
town division, dismissing the com-
plaints of residents of the Twenty-first
Ward.
Asks Reduced Fare Schedule
The Empire State Railroad Corpora-
tion, operating between Auburn and
Syracuse, N. Y., whose rates of fare
are fixed by an order of the Public
Service Commission which runs out on
Dec. 31 of this year, has filed a new
schedule of rates with the commission,
asking that the new schedule go into
effect on one day's notice.
In its new schedule so filed it asks
for a reduction in its city fares from
8 cents to 7 cents and in fares from
Auburn to Owasco Lake of from 10
cents to 7 cents. The order requested
by the company will be granted by the
commission this week. This is not a
general reduction in fares but a change
in the fare schedule.
More Passengers at Five Cents,
but Greater Operating Loss
With an increase of more than 100,-
000 passenger fares, there was a de-
crease of $6,470 in receipts on the lines
of the Bridgeport division of the Con-
necticut Company in the first week of
the 5-cent fare with transfers.
The report sent to the Public Utilities
Commission by L. S. Storrs, president
of the company, is as follows:
The foUowing^ is a statement of the oper-
ating results of the Bridgeport Division
for the weeic ending Nov. 26, being the
first weel{ under the fare test as com-
•pared with revenue on like days for the
preceding week In which at flat 10-cent
fare was charged, this covering the entire
revenue of the Bridgeport Division.
5-Cent Fare lO-Cent Fare
Nov. 20 $3,570 Nov. 13 $4,479
Nov. 21 $4,800 Nov, 14 $5,903
Nov. 22 $4847 Nov. 15 $5,490
Nov. 23 $5,266 Nov. 16 $5,722
Nov. 24 $3,761 Nov. 17 $5,641
Nov. 25 $4,998 Nov. 18 $5,568
Nov. 26 $5,554 Nov. 19 $6,455
During the periods we carried a total
of 406,659 6-cent passengers and 125,672
10-cent passengers.
Of course, It is Impossible to compare
the number of passengers carried, for dur-
ing the 10-cent fare period every individual
riding within the 10-cent fare area within
the city of Bridgeport was counted as a
single passenger, whereas under the pres-
ent scheme it Is quite possible that many of
the individuals are counted twice by reason
of the fact that they have crossed the
fare limit in the center of the city.
You will note that the revenues show a
decrease of $6,461 over the revenues ob-
tained for the preceding week, and as
revenues heretofore obtained have been in-
sufflclent to pay operating costs, the re-
sult of this first week's test is materially
greater losses sustained by the operation
of the street car service In this community.
Court Divided on Jitneys
New Jersey Tribunal Split on Question
of Property Rights of Electric
Railway
The refusal of the Court of Chancery
to restrain the operation of jitneys in
New Jersey in three test cases brought
by the Public Service Railway was up-
held by the Court of Errors and Appeals
on Dec. 2 by a divided vote of seven to
seven.
In refusing the injunction sought by
the railway Vice-Chancellor Griffin held
that the Public Service Railway, not
having an exclusive right in the streets,
had no standing to ask for injunctive re-
lief. The unusual situation of an affirm-
ance of that ruling by an equally divided
court precludes any majority opinion
by the Court of Errors.
Judge Minturn Explains
Justice Minturn, however, who voted
to reverse, filed an opinion concurred in
by Chief Justice Gummere, Justice Ber-
gen, Justice Katzenbach, Judge Heppen-
heimer. Judge Williams and Judge
Gardiner, all of whom voted with him.
The Minturn opinion expressed the view
that the company occupies a legal
status, entitling it to present its griev-
ances to a court of law or equity and
obtain a hearing. Judge Minturn said:
It Is not contended that as against the
state under its reserve power other forms
and methods of transportation may not be
inaugurated and utilized as progress and
ipublio necessity may require. But such a
contention cannot be revoked by a mere
trespasser (the jitneur), whose hands are
soiled with usurpation, and who, In defiance
of the provisions of the law recognizing
and regulating his business, raises this
question against a legitimate State agency.
The impression seems to have gained
ground rapidly with the public that the
decision settled the question as to the
right of the buses to operate in the
public streets without having secured a
franchise under the limited franchise
act. What the Court of Errors passed
upon was not the rights of jitneys, but
whether the Public Service Railway,
because of its franchise to do business,
had the right to challenge the jitneys
in the courts.
The fact is that the application of the
Public Service Railway for an injunc-
tion against certain jitney owners on
the ground that they were operating
illegally and were competing against
the railway came before Vice-Chancel-
lor Griffin originally. He merely reached
the decision that the Public Service
Railway had no standing in court — that
is, that the company had no property
right involved that warranted it in ask-
ing for the injunction. No other legal
question that had been raised in the
litigation was passed upon by the vice-
chancellor.
Verdict a Negative Victoby
In this connection it is explained:
The one question that came before the
Court of Krrors on appeal was whether the
vice chancellor's decision as to the right
of the Public Service Railway to seek an
injunction was correct. It was on this
question that the fourteen members of the
state court of last resort who voted were
evenly divided. One-half of them believed
that the railway had a property right that
was necessary to sustain the Injunction
proceedings, and the other half took the
opposite view.
Unless there should be a request for a
reargument of the case, these proceedings
are at an end, and If the legal points
raised are to be decided some new method
of bringing them before the courts must be
tried. As the case now stands, the rail-
way has suffered a defeat, while the jit-
neys have won a negative victory that may
later be reversed. '
1052
Electric Railway Journal
Vol. 58, No. 24
New Bus Line Operates
in Toledo
Does Not Parallel Railway Lines, but
Other Companies in Direct
Competition
A new bus line began service in To-
ledo, Ohio, on Nov. 28, operating on
streets not served by trolleys. Six own-
ers form the operating company, which
"will provide six-minute service from 5
o'clock in the morning till midnight.
The route to be covered extends from
Detroit and Bancroft Streets to De-
troit and Buckingham, to Junction,
Belmont, Ontario, Monroe, Superior,
Adams, Summit, Monroe and return. At
several points the route crosses car
tracks. Those in the operating com-
pany are H. A. Schmuhl, C. F. Daine,
Ralph Streeter, Burdell Taylor, Otto
Steve and John Andrews.
Before the new bus service was in-
stalled sixty-five buses were operating
in Toledo. They quite generally dupli-
cate trolley service and follow almost
the identical routes. Buses charge a
5-cent fare and give no transfers, while
the electric railway charges 7 cents and
gives transfers for 1 cent. Interurban
buses are also competing strongly with
the electric railways, radiating from the
city.
The Toledo Bus Transportation Com-
pany was recently organized to unite
a number of bus drivers. Busmen have
thrown their equipment into the com-
pany and received stock in the company
equivalent to the value of the equipment
they contributed. Operation has been
directed from central offices and reve-
nues and expenses managed centrally.
The Monroe-Lincoln-Bancroft route
of this company serves a community
which is only partially taken care of by
the electric railways. It has been suc-
cessful from the start. It was fostered
in the beginning by real estate inter-
ests. The success of this route has led
officials of the Toledo Bus. Transporta-
tion Company to declare that they do
not intend a warfare with the electric
railways, but rather would seek to de-
velop new routes of their own.
City and electric railway officials esti-
mate that the buses which do operate
on streets where there are railway lines
carry approximately 15,000 passengers
daily and divert $30,000 a month from
the revenues of the railways.
The new passenger bus of the Ace
Motor Bus Company, Newark, Ohio, is
now in operation between Toledo and
Sylvania and in direct competition with
the Toledo & Western Railroad. The
receivers for the electric railway re-
ported in the federal court that the in-
roads of the buses had reduced their
gross receipts about 30 per cent.
The Commissioner of Street Railways,
Wilfred E. Cann, has appealed to the
city administration several times to
enforce the bus regulations, which he
claims are violated every day and by
most of the bus drivers. Only two or
three violations have been reported by
the police.
It is generally believed that the new
administration is more favorable to
limited competition between the two
methods of transportation. Mayor
Schreiber, the outgoing Mayor, fought
the traction interests through ten years
of connection with the city government,
and it is felt that his leniency has made
possible the infractions of the ordi-
nances against overloading, schedules
and routes.
The buses used are not uniform.
Many are converted from truck chassis
while a few are modern, newly built
buses.
Bus Advertising Centralized
In northern New York State all motor
bus advertising is taken care of by one
company. This company, the Rochester
(N. Y.) Bus Line Advertising Corpora-
tion, has exclusive advertising privi-
leges for a period of years in all motor
buses operated in intervening territories
from Niagara Falls and Buffalo, on the
north and west to Watertown and Bing-
hamton on the south and east. The
buses in this territory are being
equipped with advertising sign racks so
as to carry the standard size street car
advertising card. The company reports
that it will soon start solicitation for
advertising to fill these places and that
it will not only attempt to sell to the
merchants in the town through which
the buses run, but will go after national
advertising. Information on hand in-
dicates that this company can reach 102
different towns by means of its adver-
tising service.
Motor Buses in Columbus, Ohio
The Ohio Motor Bus Company, with
offices at 30 North Water Street,
Columbus, Ohio, operates a bus line
between Columbus and Westerville, a
village about 15 miles northeast of the
city. Three buses are in operation and
they have been successful from the
start. The president of the company
is T. C. Robmson and R. E. McCullom
is general manager.
Another route is operated on East
Broad Street, Columbus, connecting the
business center with Bexley, a suburb.
Four buses are operated on this line
and an 11 -minute headway is main-
tained. It is understood that at first
the buses were not financially success-
ful, but in October, 1921, they had be-
come able to earn the cost of service.
The buses were manufactured by the
American Motor Truck Company, New-
ark. They are known as the "Aces."
The bodies are built by the same con-
cern, but have been especially designed
for use in the Buckeye capital and
have a capacity of 30 passengers with-
out crowding. The entrance is at the
front opposite the driver, who collects
the fare.
After a service of six weeks the
four buses on East Broad Street were
carrying about 60,000 passengers per
month. The Westerville line, which
charges 20 cents each way, or 18 cents
when tickets are brought, is somewhat
cheaper than the traction line operating
over the same route. The fares on the
East Broad Street line are 5 cents
straight to Franklin Park and 10 cents
to Bexley or intermediate points.
The Columbus Coach Company, an-
other Columbus concern, on Sept. 23
started a twelve-minute service on
Bryden Road. This route is about 3
miles long and serves streets not cov-
ered by electric railway routes. The
same type of buses is used on this line
as that used by the Ohio Motor Bus
Company. The fare is 5 cents. John
B. Gager is general manager of the
Columbus Coach Company, which is
a partnership.
These two motJor bus concerns main-
tain a large garage and service station
at 564 East Mound Street, where the
buses of the two companies are stored.
Restricted Bus Service
Discussed
Lob Angeles Hearing to Settle Dispute
between Pacific Electric and
Interurban Lines
Curtailment of the interurban service
of motor transport companies which
have competed stiffly with the Pacific
Electric Railway, Los Angeles, Cal., will
be discussed by officials of the affected
cities and the railway and engineers of
the California Railroad Commission.
The conferences were arranged for at
the hearing before the California State
Railroad Commission at Los Angeles,
Nov. 14, 15 16.
The Pacific Electric Railway claims
that 60 per cent of the business de-
veloped by the bus lines in competitive
territory takes $2,000,000 annually from
the railway.
At the hearing the commission's engi-
neers presented a report recommending
that the Pacific Electric supplement the
present trolley service with motor
transportation, and in some cases sub-
stitute motor service entirely. The com-
pany made known its intention to insti-
tute such service in more or less new
territory or as extensions of present
trolley routes and as feeders to exist-
ing rail lines. In some cases it will
amount to giving additional service to
people now using rail lines but who go
some distance to reach them.
The report of the commission's engi-
neer, Richard Sachse, stated that it
would be impossible to dispense with
service on electric lines running be-
tween the outlying cities. Traffic would
block a fleet of motors during rush
hours and delay the schedule. More-
over, it was brought out that the
greater carrying capacity of the large
type of electric interurban car, the
quicker service possible in getting out
of the cities on a private right-of-way
and the better facilities of permanent
terminals favor the continuation of the
electric lines.
A further argument brought against
the motor bus was that it was of doubt-
ful economic service because of the
small investment and the lack of stand-
ardization of buses.
Mr. Sachse stated that municipalities
wishing to keep the Pacific Electric
alive must decide at an early date to
what extent they are willing to curtail
motor transportation activities.
Motor carriers claimed in their pro-
test filed with the commission that they
were unfairly represented by the com-
mission in its engineers' report and
stated to the commission that when bus
lines give a service that electric lines
cannot give or when they come into
competition with electric lines and give
lower rates than the electric carrier
they should not be interfered with by
any governing body.
The commission does not have juris-
diction over jitney operation in any par-
ticular city, but it does have control
over autos doing intercity business and
has been trying to figure out for some
time how best to deal with the inter-
city lines. There were in existence, be-
fore the law regarding auto stage serv-
ice in the State went into effect, nine-
teen buses running between Sawtelle,
Santa Monica and Venice in competi-
tion with the electric railways. These
were automatically left in business, but
persons since then establishing bus
service between cities have had to ob-
tain certificates from the commission.
December 10, 1921
Electric Railway Journal
1053
Buses Operated by Toronto
Transportation Commission
The Toronto Transportation Commis-
sion, which on Sept. 1, 1921, took over
the entire transportation system of the
Toronto (Ont.) Railway, has begun to
operate vehicles other than those which
run on rails. A motor bus line has al-
ready been opened up in the north-
eastern part of the city over Hummber-
side Avenue on which eight buses will
be necessary to take care of the traffic.
The commission announces also that
it has placed an order for four Packard-
Brill trolley buses using Westinghouse
Electric equipment throughout. The
route over which these vehicles will
be operated is approximately 1.25 miles
long and extends from Yonge Street,
North Toronto, where connection is
made with the Metropolitan Division of
the Toronto & York Radial Railway,
east through Merton Street and thence
north out Pleasant Road as far as
Eglington Avenue, east.
This route is over a newly bound
macadam road and will serve a terri-
tory not otherwise reached. Free trans-
fer arrangements are to be made with
trolleys so it will be possible to ride
over any part of the whole system of
the Toronto Transportation Commission
Tipon payment of a single fare. Tem-
porary housing facilities are being
built on Merton Avenue.
Poughkeepsie to Improve
Bus Terminal Service
The Retail Merchants' Association at
Poughkeepsie, N. Y. is considering plans
for improving the bus terminal service
in the city by the enlargement of the
waiting room and the addition of all
needful services and conveniences. The
plan is to move the present waiting
room back into an addition which is now
being erected and to fit up the basement
Tindemeath to form a part of the gen-
eral waiting rooms. The terminal is
located on New Market Street and
Main.
The bus companies are to co-operate
by assuming a part of the necessary
expense of fitting up the new station
and maintaining it, and an agreement
will probably be established by which
the buses may line up at the curb under-
neath a shed or coping where passengers
boarding or alighting from the buses
will be protected from the weather. The
directors of the Chamber of Commerce
have approved the general plan.
Bus Company Files Objections
to Ordinance
Action against the city of South Bend,
Ind., to restrain it from putting into
force a city ordinance passed on Oct.
24, naming certain streets preferential
traffic streets, was filed by the Elkhart
& South Bend Bus Company in Circuit
Court recently. The suit also asks that
the new ordinance be declared null and
void.
The complaint holds that the ordi-
nance is discriminatory in that it pro-
vides that certain streets over which
electric railways operate shall be
preferential traffic streets and that
taxis, jitney buses and other buses
operating within the limits of the city
may use the streets, but that the inter-
urban bus company is barred therefrom.
The suit also sets out that a license
fee of $500 is unreasonable.
No 5-Cent Fare for Lowell
Lowell, Mass. need not expect a 5-cent
fare, though Fall River now rides
twenty times for $1. This is the attitude
of Homer Loring, chairman of the trus-
tees of the Eastern Massachusetts
Street Railway, which was expressed in
a letter to Mayor Perry D. Thompson
of Lowell. The deficit of $82,329 for the
period from Jan. 1, 1920, to Nov. 1, 1920,
will not permit a fare reduction in
Lowell, but Fall River, with a surplus
of $62,865 for the same period, could
stand it, Mr. Loring said.
Transportation
News Notes
Jitneys Charge Six Cents.— A 6-cent
fare on jitneys operating in Houston,
Tex., became effective on Nov. 21. This
was the first step in the plans of the
city to improve transportation facili-
ties. A 5-cent fare is now charged by
the Houston Electric Company with
twenty tickets for $1. This change was
referred to in the Electric Railway
Journal for Dec. 3.
Separate Bus and Trolley Routes. —
Except in minor instances, bus routes
will not duplicate trolley routes in De-
catur, 111., according to the recent an-
nouncement of the City Council. Final
announcement of the streets on which
buses may operate will soon be made,
and thereafter the Commerce Commis-
sion will probably issue certificates of
convenience, it is said.
Wants Approval for Buses. — An ap-
plication has been filed with the Com-
mon Council of Syracuse, N. Y., by
C. R. Winslow for approval of seven
different auto lines. Mr. Winslow pro-
poses to establish bus lines at once from
Oswego to Syracuse, Watertown to
Syracuse, Rome to Syracuse, Ithaca to
Syracuse, Geneva to Syracuse, Norwich
to Syracuse and Cato to Syracuse.
Bus Travel Increases. — Buses in
Camden, N. J., carried 59,040 more
passengers in October than in Septem-
ber, according to figures obtained from
City Treasurer George A. Frey. Re-
ports showed jitneys carried 446,717
persons in September and 505,757 dur-
ing the month of October. Members of
the Camden County Bus Association
are elated over the increase in patron-
age on their buses.
Red Versus White.— The State Road
Commission of West Virginia, has taken
under consideration the application of
Toney Alloy and Walter Moore, of Beck-
ley, for a license to operate a line of
buses between Beckley and Thurmond
to be known as the Red Star line.
Their application was contested by
counsel for J. Queensberry and Walter
Holliday, who are operating a line of
buses between the same points under
the name of the White Star line.
Fourth Bus Line Started in Hartford.
— The Connecticut Company, New
Haven, Conn., beginning Sunday, Nov.
27, at Hartford started another bus
line, making the fourth such service to
serve the city. The new line is from
Barnard Park, the south central part
of the city, to the Connecticut Insti-
tute for the Blind. It is a two-hour
schedule most of the day, buses leav-
ing the institute at 6.30 a.m., 8.30 a.m.
and then every two hours until 6 p.m.
Lower Fares in Effect. — Reduction
of passenger fares amounting to 40
per cent effective after five o'clock in
the evenings was put into effect on the
line of the Indiana Railways & Light
Company, Kokomo, Ind., about Dec. 1.
Under this reduction fares will be
based on a rate of 1.8 cents per mile
and will be good only on round trip
tickets. The purpose of putting this
reduction into effect is to stimulate
evening traffic and will benefit farmers
and many others.
Railway Complains of Bus Operation.
— The Southern Pennsylvania Traction
Company, Chester, Pa., has protested
before Public Service Commissioner
Benn against the granting of certificates
of convenience for the operation of
buses in the company's territory. An of-
ficial of the company stated that there
were fifty-two jitneys operating in
Chester which took about $120 a day
from the railway. The matter will be
referred to the commission.
Buses Serve as Feeders. — The Tvdn
City Rapid Transit Company, Minne-
apolis, Minn., has decided to try out
motor bus transportation as feeders to
its railway system. The first bus be-
gan on Nov. 7 to serve suburban com-
munities, with one fare and transfer
service to electric lines. The company
also has promised to try out a new
type of motor bus running on paved
streets without rails on any street
which the Minneapolis City Council
may designate.
Steam Line Adopts Motor Bus. — A
new type of motor bus which runs on
rails, self propelled, has been tried out
by the Northern Pacific Railway on
its branch between St. Paul, Minn..
and White Bear Lake, a distance of
about fifteen miles, with some twenty
officials of northwest railroads as pas-
sengers. The experiment was highly
successful and the White Bear road
was selected because of its steep, wind-
ing grades. The bus is designed for
branch lines and suburban traffic.
New Ticket Scheme in Effect. — Be-
ginning Dec. 3, the Tacoma Railway &
Power Company, Tacoma, Wash.,
placed on sale twelve car tickets for $1,
in place of the present rate of twenty-
five for $2. City Attorney Charles
Dennis is investigating to find out if
the State Public Works Department at
Olympia authorized the change with
slight boost in fares. The company an-
nounced the new ticket sale in a large
display "ad," urging the public to "use
the street car and save money."
Washington Bus Routes Granted. —
Two motor bus companies in Washing-
ton, D. C, have been granted permis-
sion to open new routes by the Public
Utilities Commission. The Washington
Rapid Transit Company, by the grant,
will operate from Union Station to
Sheridan Circle on Massachusetts Ave-
nue, and the Northern Virginia Motor
Transportation Company will run buses
from Fairfax, Va., to "Twelfth and C
Streets, over the chain bridge and
through Georgetown. The latter can
carry only passengers who intend to
cross the District line. The Rapid
Transit Company's route was changed
to compete less with the existing elec-
tric railways.
1054
Electric Railway Journal
Vol. 58, Xo. 24
Rerouting Deferred.— The Wisconsin
Railroad Commission has issued an
order granting the Milwaukee Electric
Railway & Light Company an exten-
sion of time of ninety days to effect the
rerouting in the Milwaukee down-town
district of the Vliet and Third Street
lines. This rerouting was to have gone
into effect on Dec. 1, 1921. At the same
time the commission announced that
similar rerouting of the Walnut Street
line will be postponed until the commis-
sion has had an opportunity to pass upon
the application of the Milwaukee Safety
Commission for a reconsideration of
the commission's order in so far as it
affects the routing of the Walnut Street
line. The postponement in the case of
the Vliet and Third Street lines was
due to the inability of the company to
get special work by Dec. 1. The original
order of the commission was reported in
the ELBX3TRIC Railway Journal of Oct.
22, page 757.
Fare Reduction Offered in San An-
tonio.—Fares in San Antonio, Tex., will
be reduced from 8 cents to 6 cents under
proposals made to the City Commission
by the Public Service Company, which
owns and operates the railway lines.
The acceptance of the proposal by the
city brings a settlement to a con-
troversy that has been in progress be-
tween the city and the company over
fares for several years. The company
went into Federal court seeking relief
from what it termed confiscatory fare
regulation, and won its case. The 8-
cent fare was the result. Since that
time the city has been seeking by
various means to force a reduction, and
litigation on the part of the city to bring
about the desired fare cut was in pros-
pect. The company's proposal is con-
tingent on the city stopping the opera-
tion of jitney buses in all parts of the
city except to Camp Travis, which is
not served by the railway. It is ex-
pected the reduction will become ef-
fective early in 1922.
City Prevented from Running Buses.
— On the ground that it was to the best
interests of the city to have only one
transportation system, the Legislature
of British Columbia on Nov. 26 refused
permission to the city of Vancouver to
operate motor buses. It was asserted
by members that two transportation
systems would be a calamity. Other
members said that competition in city
transportation would lead to the chaotic
conditions there had been in Seattle.
The leader of the opposition, W. J.
Bowser, charged the members of the
government party with playing the
game of the British Columbia Electric
Railway as this would give that com-
pany a perpetual monopoly, but At-
torney-General Farris replied that the
private bills committee lost interest in
the city's petition when the rumor be-
came current that the city did not really
wish to enter into competition, but
merely to hold its power over the head
of the electric railway as a club. An-
other member asked the house to con-
sider the effect on the credit of the
province if the city were allowed to
.^tep in over the head of the electric rail-
way. The city's petition was prompted
by the railway refusing the demand of
the residents of West Broadway for a
railway line. The company has offered
a motor bus service in connection with
its railway system, provided the city
will pave the street, an expenditure the
city 18 not likely to incur at present.
Mr. Brendel Promoted on
Michigan United
Railways
Wallace W. Brendel has been ap-
pointed superintendent of the Northern
and Southern divisions of the Michigan
United Railways, Jackson, Mich. Mr.
Brandel assumed the position made va-
cant a short time ago by the resigna-
tion of Dean McLaughlin, who accepted
a position with Ohio Brass Company.
Mr. Brendel's connection with the
Michigan United Railways began in
June, 1916, when he was appointed
train dispatcher on the Northwestern
division at Holland, Mich. He continued
in this capacity for a year and a half,
when he was made chief train dis-
patcher of the Southern Division at
Battle Creek, Mich. It was from this
latter position that he was promoted
about a month ago to superintendent
of the Northern and Southern divisions,
which are composed of the interurban
lines operating between Jackson, Battle
Creek and Kalamazoo, and Jackson,
Lansing and Owosso.
Before his connection with the Michi-
gan United Railways in 1916 he was
for several years in the service of the
Union Traction Company of Indiana as
train dispatcher. Mr. Brendel entered
the service of that company in 1905
as a motorman.
E. W. Alexander, general manager
of the Charleston & Dunbar Traction
Company, Charleston, W. Va., has
offered his resignation, effective Dec.
10. He will assume the position of
general manager of the Tygart's Valley
Traction Company, Grafton, W. Va.
William M. Crowe has been elected
secretary of the Springfield Railway
Companies, Springfield, Mass., follow-
ing the resignation of F. P. Mclntyre.
This company controls the Springfield
Street Railway, and is in turn controlled
by the New England Investment and
Security Company.
Charles K. Bowen, assistant engineer
of the Pacific Electric Railway, Los
Angeles, Cal., has been appointed
special engineer of the Southern Pacific
Railroad of Mexico. He will be asso-
ciated with H. B. Titcomb, vice-presi-
dent of the Pacific Electric Railway
until he was recently made president
of the Southern Pacific of Mexico. Mr.
Bowen took up his duties with the chief
engineer of the latter road on Dec. 5.
Frank Adair a Division
Superintendent
Frank Adair, Lebanon, Ind., has been
appointed superintendent of the Ben-
Hur division of the Terre Haute, In-
dianapolis & Eastern Traction Com-
pany, Indianapolis, Ind., succeeding H.
H. Arnold, who held the position for
four years, recently resigning to accept
another position. The appointment be-
came effective Nov. 30. Mr. Adair has
appointed Fay Caldwell of Lebanon as
chief train dispatcher on the division.
Mr. Adair will retain his residence
there, but Mr. Caldwell has removed to
Indianapolis.
Mr. Adair's appointment is a de-
served promotion. He has been con-
nected with the Northwestern division
since its organization. Previous to that
he was an operator with the Western
Union Telegraph Company. He held
the position of chief train dispatcher
for several years, until he resigned to
take charge of the live stock traffic
department, which he will continue to
manage, with E. G. Crane and R. R.
Rogers as assistants.
C. Coxon has been promoted from
meter superintendent of the Albany
Southern Railroad to the position of
chief engineer.
J. B. Webber, former treasurer of the
Kankakee & Urbana Traction Company,
Urbana, 111., has been made secretary
of the company, while his position as
treasurer is now filled by U. G. Fowler.
E. F. Herrick, mechanical engineer,
and Frank Miller, master mechanic, are
no longer connected with the Chatauqua
Traction Company, Jamestown, N. Y.
J. Alson has been appointed chief en-
gineer and C. F. Cole has been ap-
pointed electrical engineer.
Henry J. Davies Dead
Eminent Authority on Accounting Was
Prominent in Solution of Cleve-
land's Traction Problem
Henry J. Davies, for thirty years
connected with the electric railway
transportation system in Cleveland, died
Sunday afternoon, Dec. 4, in St. John's
Hospital, where he had been confined
for two weeks.
Mr. Davies' death will shock electric
railway executives throughout the
country as there are few men in the
industry who did not have his acquaint-
anceship, due to his lengthy service with
the American Electric Railway Associa-
tion. Mr. Davies was one of the found-
ers of the American Electric Railway
Accountants' Association and served in
the year 1902-03 as president of that
body. A tireless and conscientious
worker, Mr. Davies' name was always
to be found on one of the important
committees of the A. E. R. A. He was
probably the most eminent authority
on the subject of insurance risks in the
railway industry.
In Cleveland he was, throughout his
railway career, a dominant figure in as-
sisting to supply this city with electric
railway transportation. Much of the
Tayler grant that ended ten years of
street car warfare in Cleveland and
which was the first service-at-cost fran-
chise in the country was the work of
his genius. He was the author of a
monograph of the accounting features
in this grant.
Mr. Davies was sixty-two years old
at the time of his death. Bom near
Toronto, Canada, on July 26, 1859, he
became a resident of Cleveland four
years later when his family moved to
that city. After being educated in the
common schools of Cleveland he be-
came a shorthand reporter and for a
December 10, 1921
Electric Railway Journal
1055
number of years was an expert court
reporter.
In 1889 Mr. Davies entered the elec-
tric railway business when he became
private secretary to the late Tom L.
Johnson, who was subsequently to be
elected Mayor of Cleveland and to wage
a bitter fight for a 3-cent fare in Cleve-
land. In January, 1890, Mr. Davies was
elected secretaiy of the old Brooklyn &
South Side Railway, Cleveland, Ohio.
Two years later he was one of the hard-
est workers in arranging for the
eleventh annual convention of the Amer-
ican Electric Railway Association, which
was held in Cleveland that year.
The Brooklyn & South Side Street
Railway was the first Cleveland rail-
way to electrify and Mr. Davies took a
leading part in promoting this electri-
fication. In 1893, when the Broadway
& Newburgh line, then operated by the
late Horace Andrews and John J. Stan-
ley; the East Cleveland Railway, owned
by Dr. A. Everett and the Brooklyn
line were merged into the Cleveland
Electric Railway. Mr. Davies became
secretary of the new company.
Between 1899 and 1901 Mr. Davies
Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES BUSINESS ANNOUNCEMENTS
Henry J. Davies
was not engaged in the electric railway
business, which was during the period
when the Stanley and Andrews inter-
ests were out of the active operation of
Cleveland lines. In 1901 he returned as
secretary of the Cleveland Railway. As
such he prepared much of the com-
pany's case in the negotiations that led
up to the final settlement of the electric
railway fight in Cleveland.
Mr. Davies was a contributor of a
number of articles to the ELECTRIC
Railway Journal on accounting and
financial subjects.
E. F. Schaaf, superintendent of trans-
portation Northwestern Elevated Rail-
road, Chicago, died of double pneu-
monia Nov. 13. He had been with the
elevated railroads for nearly thirty
years, entering the service first in 1895
on the Oak Park Elevated Railroad
when the motive power was being
changed from steam to electricity. He
was transferred to the Northwestern
"L" in the spring of 1900, about two
months before this road was placed in
operation. He was shop foreman and
in charge of the mechanical work until
1903, when he was made inspector of
motive power. In 1906 he was given
the additional duties of roadmaster and
in 1909 became trainmaster as well.
He was made superintendent of trans-
portation upon the installation of uni-
fied operation of the various elevated
companies in 1913.
Resistor Deliveries Back to
Normal Basis
Current buying of resistance grids
on the part of electric traction com-
panies is quite different from what it
was at about this time last year. Manu-
facturers now have a fair supply on
hand and deliveries are no longer a
question of innumerable delays in the
receiving of raw material by the manu-
facturers and of numerous interrup-
tions in the various stages of produc-
tion. The output of the different manu-
facturers is on a more normal basis
since they -no longer must contend with
the difficulty in obtaining grey iron for
castings. An analysis of individual
orders placed by electric railways will
reveal, it is stated, that traction com-
panies, as has been their custom in
the last few years, are placing orders
which follow requirements very closely.
In spite of small and numerous orders
the aggregate demand is quite large.
Railway stocks of reserve grids are
said to be low and even with cold
weather at hand when the breakage and
burnouts of resistors is very large, rail-
way purchasing agents feel that the
improved raw material, manufacturing
and transportation conditions make it
unnecessary to take the precautions
required last year to prevent a pos-
sible shortage. It is quite probable that
the actual requirements this winter will
not be different from those of last year
though apparently the more evenly dis-
tributed buying this year give the ap-
pearance of slack buying.
Prices, it is pointed out, are from 10
to 15 per cent lower than they were a
year ago. This reduction of course fol-
lows from declines in raw material,
labor, etc., all along the line. A portion
of this reduction, some claim, can be
attributed to a reduction in breakage
losses in the process of manufacture.
This breakage has always constituted an
excessive overhead and is one toward
the reduction of which efforts have been
continuously directed.
Spanish Electrification Contract
for General Electric
A contract for the electrification of
40 miles of the Spanish Northern Rail-
way is announced by the Sociedad
Iberica de Constructiones Electricas,
Madrid, Spain, one of the associated
companies of the International General
Electric Company, Inc., New York.
This initial order constitutes the most
recent and one of the largest European
railway electrification projects now
under development.
The Spanish Northern electrification
will employ the high-voltage direct-
current system, which has been adopted
in Europe as standard for the rail-
ways also of Great Britain, France and
Holland.
The equipment to be supplied by the
Sociedad Iberica de Constructiones
Electricas will consist of six 78-ton
(metric), six-motor locomotives, two
complete substations, each comprising
two, 1,500-kw., three-unit motor-gen-
erator sets, transformers and switch-
gear and the material necessary for
line construction.
The first electrification project of
the Spanish Northern comprises about
40 miles of the Leon-Gijon line, run-
ning through the mountains between
Ujo and Busdongo. Although this is
a single-track line, traffic is extremely
heavy, as it is a link between the min-
ing district and the northern seaboard
through a mountainous region with
many tunnels, considerable grades and
severe climatic conditions.
The electric locomotives on order
will be for freight service. They are
of the following dimensions:
Length over bumpers 46 (t.
Height 13 ft. 11 in.
Width of cab 9 ft. 8 in.
Rigid wheelbase 11 ft. 6 in.
Maximum wheelbase 35 ft.
The locomotives, arranged for regen-
erative braking, will operate at 3,000
volts. The locomotive speed at con-
tinuous rating is 35 km. per hour.
Pantograph collectors, having a double
contact shoe, which is a type similar
to those on the Chicago, Milwaukee &
St. Paul Railroad locomotives, will be
used. ^_^^^^______^
Country Rapidly Making
Economic Progress
While the United States just at this
time is experiencing a seasonal slump,
the country is making economic progress
and is much better off than at this time
a year ago. Business is improving
gradually and is being built on a sound
basis. Europe is better off than at any
time since the armistice, with one broad
reservation — fiscal finance in most coun-
tries is going backward. The railroads
are operating actively. There is a rea-
sonable sufficiency of food and fuel.
Agriculture and manufacturing are back
to normal. The political and social
status are much more stable. These are
the opinions of an authority in a posi-
tion to be particularly well advised on
these subjects. Further views from the
same source follow:
The degree to which Europe's eco-
nomic rehabilitation can go depends
greatly on the reductions that can be
made in the expenses of land _ arm-
aments. Governmental deficiencies in
Europe represent almost exactly the
same sum as do the costs of land arma-
ments.
Despite the fact that Germans seem
to have made a greater profit out of the
world, in the sale of the ordinary ex-
ports, in the disposition of marks to
speculators abroad and by sending much
removable property out of the country,
and despite the fact that they do not
have to support an army, it is apparent
that the reparations payments cannot
be met. The situation in Germany is
trending more and more toward a finan-
cial debacle. It is very evident that
world currencies will have to be
stabilized at about present levels. Infla-
tion must stop. Taxes must meet
expenditures.
The United States is now suffering as
much from German competition as it
can. Germany some time ago reached
its maximum strength as a business
1056
Electric Railway Journal
Vol. 58, No. 24
competitor. It is now having difficulty
in holding its trade. One of the worst
effects of the war on Germany was the
destruction of its skill. Now that its
plants are running at full capacity there
is a great shortage of skilled labor, and
as a result there is very general failure
of quality in German goods.
France has attained a strong eco-
nomic position. During the war there
was a large manufacturing develop-
ment in the south to replace that of
«nemy held territory in the north. Since
the armistice, the mills in the north
have been rehabilitated. To these have
teen added the industries of Alsace-
Lorraine. France does not feel the
effects of the international storm as
■do England and the United States,
where larger percentages of the popu-
lace are dependent upon manufacturing
and foreign trade.
The reduction of naval armament will
go through. The announcement of the
Hughes proposal caused all exchange to
go up. Aji enormous movement of
goods would have been necessary to
create that effect upon it. It was
■caused by the increased confidence which
it engendered. The economic results
which will follow such an agreement are
immeasurable. It makes war between
the United States and Japan an impossi-
bility and removes that cloud which has
'.hung over business so long. While there
is serious doubt if much progress can
be made in the reduction of land arma-
jnents at this time, there is every reason
to believe that the danger of another
war in this generation has been re-
jnoved.
Consumers Have Forty-three
Days Coal Supply
An inventory of coal stocks as of
Nov. 1, taken jointly by the Depart-
ment of Commerce and the Geological
Survey, shows that there was at that
date a total of about 47,400,000 tons
of coal in the hands of consumers, or
approximately forty-three days supply.
This compares with stocks as high as
63,000,000 tons in the past. The esti-
mated average number of days' sup-
plies in various consumers hands are
as follows:
Railways 29 days
Steel plants and coke industry. .42 days
Other industries 67 days
■Gas worlds 87 days
Electric public utility 54 days
Coal dealers 47 days
It must be borne in mind that these
are averages and that many individual
industries and dealers are far below
the average.
Electric Railway for Norway
The Norwegian Storthing has granted
a concession to "A/S Akersbaneme,"
according to the Electrical Times, for
the construction of an electric railway
from the center of Christiania to
Ostensjo, a distance of about 8 km.
Work on this line will probably com-
mence simultaneously with the con-
struction of the Majorsteun-Sogn-
svandet railway, a concession for which
was granted recently.
Engineering Advertisers' Asso-
ciation Publishes Monthly
Bulletin
The Engineering Advertisers' Asso-
ciation of Chicago is now publishing a
monthly bulletin in the interest of its
members. The bulletin gives a digest
of the speeches made at the various
meetings and also includes other in-
formation and facts regarding the
movement of goods from industry to
industry, personal notes, etc. At the
present time there is a limited number
of extra copies of the "bulletin" which
will be sent upon request to the adver-
tising concerns selling technical or
engineering products.
■"" "■■■g
Rolling Stock
Rockford City Traction Company, Bock-
ford, IlL, has placed an order with the
White Company, Cleveland, Ohio, for six
motor truck chassis to be equipped with
bus bodies. Delivery is to be made on
Jan. 15, 1922. The cost will be about
$42,000. They are to be operated as feed-
ers to the street railway lines.
Track and Roadway
Los Angeles (Cal.) Ballway was recently
ordered by the City Council to build tracks
from First and Olive Streets to First and
Hill Streets.
Pacific Electric Railway, Los Angeles.
CaL, has received permission from the
State Railroad Commission to construct a
spur track at grade across Palm Avenue,
in Orange, Orange County.
Public Service Railway, Newark, N. J.,
will be asked by the Camden City Council
to relocate its tracks and poles from the
Cooper River to River Avenue. Camden,
The poles are now in the street and will
be placed along the sidewalk.
American Public Service Company, Abi-
lene. Tex., has expended $110,000 in re-
habilitating its lines. The improvements
include new trolley poles, new roadbed and
rails. The company has pledged an exten-
sion of about half a mile to McMurray
College, now being constructed.
Scioto Valley Traction Company, Colum-
bus, Oliio., will buy 15,000 new ties and
have them delivered at intervals during the
winter months. This property is also look-
ing after the condition of its bridges, cul-
verts, rails, stations and overhead equip-
ment and is preparing to repaint four
liridges the coming spring.
Chicago (ni.) Surface Lines will order
promptly for the four-track special work
quadrants necessary to place in effect the
loop district rerouting plan recommended
by John A. Beeler and approved by the
Illinois Commerce Commission in connec-
tion with its recent 5-cent fare order. This
rerouting plan was described in Electric
Railway Journal for Nov. 26, page 938.
Power Houses, Shops
and Buildings
Gulfport & Mississippi Coast Traction
Company, Gulfport, Miss., will soon re-
instate a turbine which has been at the
manufacturers for repairs. Since the en-
gine was disabled some time ago, the one
remaining engine has carried a heavy over-
load to supply power for the entire coast.
Corpus Christi Railway & Light Com-
pan.v's (Corpus Christi. Tex.), power
hou.ses and all electrical equipment were
destroyed by Are that caused damage
amounting to $75,000. The plant will be
rebuilt at once, but the owners say it may
he three weeks or longer before current is
available for the resumption of car service.
Los Angeles Railway, Los Angeles, Cal.,
has completed the first substation of a
$450,000 series. The station is located at
Vernon Avenue and Pacific Boulevard and
houses a 1,000 kw. converter. The struc-
ture is 42 X 52 feet and cost $68,000. New
feeder cables will be installed and officials
of the company plan to have the station
serving power before the Christmas rush.
Cincinnati (Ohio) Traction Company,
which contracted for electric current from
the Union Gas & Electric Company for the
operation of a majority of its cars, is now
receiving power at its Price Hill, Curamins-
ville and Hunt Street substations. The
substations at Hartwell. Norwood and
Walnut Streets are being put into shape
and will be ready for use within a few
weeks. The traction company Is planning
to abandon all its power houses with tha
exception of the Pendleton plant, which is
modern and well equipped.
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Trade Notes
Railway Service Corporation, Indian-
apolis, Ind., has changed its name to the
Railway Service & Supply Corporation.
Blaw-Knox Company will move its New
York office from the City Investing Build-
ing to the Carbide & Carbon Building, 30
KsLst Forty-second Street, on Dec. 15.
Okonite Company, Passaic, N. J., has
opened a branch office in Atlanta, Ga.,
Room 1513 Candler Building. E. A. Thorn-
well has been appointed Southeastern
sales representative, and John L. Phillips
manager. Their territory will be North
and South Carolina, Georgia, Tennessee,
Alabama, Florida and the city of New
Orleans, La.
Fred H. Ogden severed his connection on
Dec. 1 as sales manager of the Interna-
tional Steel Tie Company, Cleveland, Ohio.
On that date Mr. Ogden l)ecame general
sales manager of the Wyrick Register Cor-
poration, Detroit, Mich. This concern will
begin raarketine on Jan. 1 a self-printing
autographic register, which will turn out
printed forms in either duplicate or tripli-
cate. Mr. Ogden has had nineteen years'
experience in electric railway engineering
work and in the sale of electric railwav
supplies.
Habirshaw Electric Cable Company.
Inc., Yonkers, N. T., and two affiliated
companies the Electric Cable Company and
the Bare Wire Company, were placed in
the hands of receivers on Nov. 26. The
debts of the companies aggregate about
$5,000,000, and the assets, it was stated,
are in excess of $7,000,000. It was ex-
plained that the reason for the receivership
was a lack of liquid assets to meet matur-
ing obligations. John B. Johnston and
John S. Morley were the receivers for the
three concerns, named by Judge Knox of
the federal court.
Westinghonse Electric & Manufacturing
Company has made its Salt Lake City
service department a branch of the Den-
ver office under the direction of A. F. Mac-
Callum, district service manager. Denver.
M. R. Davis, formerly district service
manager at Salt Lake City, will remain
there and devote his time to sales service
work and to securing repair business for
both shops. There have been changes also
in the Seattle office, according to the an-
nouncement of the company. B. B. Burkelt
having been appointed district service
manager to succeed N. P. Wilson. Mr.
Wilson has been transferred to sales serv-
ice activities in the Seattle territory.
Hardlnge Company, 120 Broadway, Kew
York, which recently acquired the pulver-
ized fuel department of the Quigley Fur-
nace Specialties Company, has made the
following aimouncement in reeard to the
new organization: H. A. Kimber, for-
merly of the Quigley Furnace Specialties
Company, is now in charge of the sales of
the Quigley pulverized fuel department of
the Hardlnge Company. L. W. Marso,
who Is in charge of the branch office lo-
cated at 427 Oliver Building. Pittsburgh,
Pa., has now become associated with th<!
company and will continue in the Pitts-
burgh office under the name of the Har-
dlnge Company. O. M. Rau, formerly con-
."sulting engineer to the Philadelphia (Pa.)
Rapid Transit Company, has now become
associated with the company and will
.specialize in the handling of pulverized
fuel systems as applied to boilers. W. O.
Renkin has become associated with the
company In the capacity of managing en-
gineer of the fuel department.
New Adyertising Literature
National Tube Company, Pittsburgh, Pa..
is now ready to issue the "National" Bulle-
tin No. 8C which deals with a protective
coating for pipe that Is intended to be used
in underground service or in other loca-
tions where it is subject to excessive cor-
roflon.
Westinghonse Lamp Company, 165
Broadway. New York, has issued bulletin
E-101 with the title, "Illumination Values
and Their Measurements." It contains
tables of present standards of desirable
illumination for various purposes, illustra-
tions of Instruments for measuring the in-
tensity of the illumination, etc.
December 10. 1921
Electric Railway Journal
19
Let the
Specialist
Prescribe!
In a Matter of Life and Death —
it does not pay to accept the suggested remedies or pallia-
tives offered by the general practitioner or the well-meaning
friend. Better see the best-known medical expert who has
specialized in the particular case involved.
PEACOCK BRAKES
are made by specialists in the hand brake
business. For over eighteen years we have
been making hand brakes for railway cars —
nothing else. We have made brakes for big
cars, for little cars, and for just average cars.
And we have designed brakes for some unique
cases in our time.
When the safety car came along we designed
and placed on the market the Peacock
Staffless Brake, in recognition of the unusual
live load ratio which occurs in that unique
type of car.
Peacock Improved Brakes are found on heavy
traction cars, where technical engineering
talent has been allowed to handle the specifi-
cations. The logical -minded engineer recog-
nizes the necessity of an emergency brake
which will fill the bill when the emergency
actually arises, and discerns the fact that
Peacock Brakes are designed on correct
technical principles.
Write us for information
on all braJ^e problems
NATIONAL BRAKE CO.
Buffalo, New York
Peacock Improved
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20
Electric Railway Journal
December 10, 1921
^0 M F^ivgiixeere
lis BROADWAY, NEW YORK
Detailed Examinations by Experts
BEP0RT9 FOB FINANCrNO COVKRING
Valnatton TurnoTcr
Costa Beaerrea Bates
UTILITIES INDUSTRIALS SHIPPING
STONE & WEBSTER
Ineorpormted
EXAMINATIONS
VALUATIONS
REPORTS
ON
INDUSTRIAL AND PUBLIC SERVICE PROPERTIES
NEW YORK
BOSTON
CHICAGO
SANDERSON & PORTER
ENGINEERS
REPORTS, DESIGNS, CONSTRUCTION, MANAGEMENT
HYDRO-ELECTRIC DEVELOPMENTS
RAILWAY, LIGHT and POWER PROPERTIES
CHICAGO NEW YORK SAN FRANCISCO
TM Arnold Company
ENGINEERS— CONSTRUCTORS
ELECTRICAL— CIVIL— MECHANICAL
106 South La Sail* StrMt
CHICAGO
ALBERT S. RICHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER. MASSACHUSETTS
WALTER JACKSON
Consultant
FARES. BUSES, MOTOR TRUCKS
More rerenue from mora riders
143 Crary Ave., Mt. Vernon, N. Y.
C. E. SMITH & CO.
Consulting Engineers
2065-75 Railway Ezckanse Bldg., SL Louis, Mo.
Chicac. Kan*" «=**»
Investigations, Appraisals, Expert Testimony, Bridge
and Structural Work, Electrification, Grade Crossmg
Elimination, Foundations, Power Plants
HEMPHILL & WELLS
CONSULTING ENGINEERS
Gardner P. Wells John F. Layng Albert W. Hemphill
APPRAISALS
INVESTIGATIONS COVERING
Reorganization Management Operation Construction
43 Cedar Street. New York City
THE J. G. WHITE
ENGINEERING CORPORATION
Engineers — Constructors
Industrial Plants, Buildings. Steun Power PlanU, Watsr
Powers. Gas Plants, Steam and Electric Railroads,
Transmission Systems
43 Exchange Place, New York
John a. Beeler
OPERATING, TRAFFIC AND RATE INVESTIGATIONS
SCHEDULES— CONSTRUCTION— VALUATIONS
OPERATION— MANAGEMENT
52 VANDERBILT AVE.. NEW YORK
ENGELHARDT W. HOLST
Consulting Engineer
Appraisals, Reports, Rates, Serrice InTCstigation,
Studies on Financial and Physical Rehabflitation
Reorganization, Operation, Management
683 Atlantic Ave., Boston, Mass.
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Traffic and Reorganization
Investigations
Fort Wayne, Indiana
E.W. CLARK & CO. MANAGEMENT CORPORATION
Engineers
Unit Power Plants insure low power costs
Huntington Bank Bldg., Columbus, Ohio
Parsons, Klapp, Brinckerhofi & Douglas
wit. BARCLAY PABSONS H. M. BRINCKEBHOFF
KUOENE KLAPP W. J. DOUOLAB
Engineers — Constructors — Managers
Hydro-electric Railway Light and Industrial Plants
Appraisals and Reports
CLKVELAND NKW TOBK
743 Hanna Bids. 84 Pine St.
L.E. GOULD
Consialtant ancL SpecialisO
E/nergy Measurement
For Electric Rail-ways
lovestigations -Tests • RjecommendatiortS
Old. Colony Bldg. Chicago
The Most Successful Men in the Electric Railway In-
dustry read the
ELECTRIC RAILWAY JOURNAL
Every Week
December 10, 1921
Electric Railway Journal
21
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AMERICAN BRIDGE COMPANY
HUDSON TERMINAL, 30 CHURCH STREET, NEW YORK
Manufacturers of Steel Structures of all classes, particularly
BRIDGES AND BUILDINGS
Sales Offices:
NEW YORK, N. Y 30 Church Street St. Louis, Mo.. .Liberty Central Trust Bldg.
Philadelphia, Pa Widener Building Denver, Colo. . . .First National Bank Bldg.
Boston, Mass 120 Franklin Street Salt Lake City, Utah. . Walker Bank Building
Baltimore, Md Continental Building Duluth, Minn Woloin Building
PIUSBURGH, PA Frick Building Minneapolis, Minn...7thAve.&2dSt..S.E.
Buffalo, N. Y Marine National Bank o -^ ^ . d
Cincinnati, Ohio. . . . Union Trust Building ,. ^ ^/f^^^-^j^^^f*' ^''%"«"j«''''« , „ ,
Atlanta, Ga Candler Building ^- ^- ^^^"^ Products Co., Pacific Coast Dept.
Cleveland, Ohio Guardian Building San Francisco, Cal Riallo Building
Detroit, Mich. Beecher Ave. & M. C. R. R. Portland, Ore Selling Building
CHICAGO, ILL. . . 208 South La Salle Street Seattle, Wash. . . Mh Ave. So., Cor. Conn. St.
Export Representative: United States Steel Products Co., 30 Church St., N. Y.
1
□
■
DAY&ZIMMERMANN,Inc.
J^)J ENGINEER §
'Design. Construction
"Rfporif, Valuations, 'Management
NEW YORK PHILADELPHIA Chicago
JAMES E. ALLISON & GO.
Ck>nsulting Engineers
Specializing in Utility Rate Cases and
Reports to Bankers and Investors
1017 Olive St., St. Louis, Mo.
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Brake Shoes
A.E.R.A. Standards
f Diamond "S" Steel Back is the Best Type
I
ENGEL & HEVENOR
Incorporated
TRACK
Engineers— ^Constructors — Maintenance
Appraisals — Valuation — Rehabilitation
Steam and Electric Railroads
Estimates
220 BROADWAY, NEW YORK
Standard
Patterns
for
SAFETY
CAR
THE P. EDWARD WISH SERVICE r
Mi:w"v«iV DETECTIVES 131 Sute St.'
NEW YORK Street Railway Inspection BOSTON
I D-67 for Narrow Treads
I D-87 for Wide Treads
When writing the advertiser for information or
prices, a mention of the Electric Railway
Journal would be appreciated.
I American Brake Shoe and Foundry Co.
I 30 Church Street, New York
I 332 So. Michigan Ave., Chicago Chattanooga, Tenn. |
§ 3
I I
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22
Electric Railway Journal
December 10, 1921
^f^f^f^l^ff^f^f^^!^f^}^^^^^f^!^^f^f^f^[^l^^[^f^^
Factors Which Govern the Proper
Selection of Rail Joints in Paved Streets
Forest Hills. Mass.. where Thermit Insert Welds installed nine years ago are still in
excellent condition.
8 — Electrolysis Prevention
The rail joint is an important link in your
electrical transmission svstem. On the
conductivity of the joint inversely depends
the degree of electrolysis and interference
with nearby low voltage circuits. To
supplement a mechanical joint with an
electrical joint, be it of solid copper,
ribbon copper or strand copper, would
seem to be a comparatively simple matter;
but the difficulty is to so secure a bond
between the copper and the rail that no
insulating film of air or oxide will tend
to deflect the flow of the return current
Compressed and pin terminal bonds will
work loose or the metal will become
brittle under vibration. Soldered bonds
call for the highest skill in application
and yet are very liable to oxidation.
Compressed bonds are subject to vibra-
tion, corrosion, electrolytic action and
theft. None of these bonds maintains its
original efficiency indefinitely.
On the other hand, the
THERMIT INSERT RAIL WELD
continues efficient for years of service because it is simply a continuation of the run-
ning rail itself without plugs, pins, solder, amalgam or other outside conductors. The
full section weld that makes it a perfect mechanical joint also makes it 100 per cent
efficient electrically.
^ ^ -&
Let us know the section number of the rail which you
wish to weld so that we can ship welding material suit-
able for the purpose. On receipt of an order for material
and apparatus, we will send an expert demonstrator
to instruct your men so that you can carry on this work
yourselves.
Send for our latest Rail IVelding Pamphlet 3932.
Metal & Thermit Corporation ^
120 Broadway, New York
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PITTSBURGH
CHICAGO
BOSTON
S. SAN FRANCISCO
TORONTO
December 10, 1921
Electric Railway Journal
23
-^-^.^so
for
Railway Cars, Trolley Buses, Motor Buses
AGASOTF
(TRADE MARK)
A weather-proof, efficient and economical
material for roofs, head-linings and wain-
scoting. Requires no canvas over-coating
except at joints on roofs. It comes in sheets
and strips, cut and moulded to fit. It saves
time and expense in original construction
or renewal work.
PANTASOTF
A (TRADE MARK) ^^
The serviceable, long-wearing material for
curtains and upholstery. Its attractive ap-
pearance is an enhancement to the service.
It can be washed and scrubbed clean of
grime and dirt without detriment to its life
or appearance.
THE PANTASOTE COMPANY
11 Broadway, N. Y. People's Gas Bldg., Chicago, III.
751 Monadnock Bldg., San Francisco, Calif.
24
Electric Railway Journal
December 10, 1921
^SBhm
"STANDARD"
steel Tires
Steel Tired Wheels
Solid Kolled Steel Wheels
O. H. Steel and Malleable Iron Castings
Solid Forged Gear Blanks
Steel Forgingg Iron Forgings
Forged and Rolled Steel
Pipe Flanges
Ring Dies
Rings
Roll Shells Steel Springs
In Chicago
and Outside!
On the long, fast elevated passenger trains, and
the heavy electric switching locomotives of the
Northwestern Elevated Railroad of Chicago,
they use reliable, long-wearing "Standard" Rolled
Steel Wheels. And then too, on that high-speed
interurban line, — the Chicago & Milwaukee
Electric Railway — now famous for superlative
service, speed and safety they also use them.
BRAND
"The 'Standard' Brand on
your material is an assurance
of eventual economy."
BRAND
Standard Steel Works Company
500 North Broad St., Philadelphia, Pa.
CHICAGO
ST. LOUIS
HAVANA, CUBA
ST. PAUL
RICHMOND
SAN FRANCISCO
NEW YORK
HOUSTON
PORTLAND. ORE.
MEXICO, CITY
BOSTON. MASS.
PITTSBURGH. PA.
December 10, 1921
Electric Railway Journal
25
Rounded Teeth
form a ready means
of identification
and eliminate sharp
corners.
All WcMiinghouM^ Electric and
Mfg. Co. DUtrict OHicct arc
Sales Repretentativea in the
United States for Nuttall
Electric Railway and Mine
Haulage Products.
26
Electric Railway Journal
December 10, 1921
MIDVALE
TOOL STEELS
D
HESE include a com-
plete line of high
grade carbon, alloy and high
speed tool steels developed
to meet the varied and exact-
ing requirements of our own
shops.
Reap the benefits of prac-
tical experience by specify-
ing Midvale brands.
Warehouse stocks are carried in
Boston, New York, Chicago,
Cleveland, Philadelphia and
San Francisco.
Midvale Steel and Ordnance
Company
Cambria Steel Company
General Sales Office : Widener Building
Philadelphia, Pa.
District Sales OfBoes:
Atlanta Boston Chicago Cincinnati Cleveland Detroit
New York Philadelphia Pittsburgh San Francisco
Salt Lake City Seattle St. Louis
ESOLE EXPORTER OF r«f1|ui2TL r-n CONSOUDATED STEEL CORPORATION I
gw oftMMtwctAL pwoouCTS fc^Ull J | L^um^ laa awoApiwjw. new yo^k. u. «.* 1
"<SfeW-,
^ jB^
L^y
I
Type OB
Governor for
Air Brake
Equipment
The dependability of this gov-
ernor has led to its adoption
by railways and other users
of air compressors.
Send for Bulletin 1091
M/1NUFACTURING COMPANY t
MILW^IUKEE, WISCONSIN. U.S.Al
December 10, 1921
Electric Railway Journal
27
Bates One- Piece Steel Poles
with Ornamental Lighting
This installation illustrates one of the possibilities of com-
bining Artistic Bates Poles with ornamental lighting units.
The excessive number of poles required where trolley con-
ductors and lighting units are installed on separate poles
is not only decidedly inartistic, but is also a needless waste
of good material. Of course, it is necessary that an
artistic steel pole be used for such a combination of pur-
poses.
The leries lighting conductor is run from pole top to pole top
eliminating the use of expensive, troublesome underground
cable.
Tha nae of Bates Permanent Steel Pole* with
ornamental light* repre*ent* maximum econ*
omy and the utmo*t in art.
landed
|teel Jiruss ^
itOS South La Salle Street
CHICAGO, ILX,II<0I8
HOLLOWSPUN Concrete Trolley Poles Installed; by the
Northeast Oklahoma Railroad Company in Miami, Oklahoma.
Massey Concrete Products Corporation
Peoples Gas Bldg., Chicago
New York
50 Church St.
Dallas
Sunipter Bldtr.
Pittsburg'h
Oliver Bids.
St. Louis
Ry. Ezch. Bldtr.
Atlanta
Candler Bldj.
Salt Lake City
925 8. 6th St.. W.
28
Electric Railway Journal
December 10, 1921
:5tj
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"St. Louis Trackless-Trollicar" |
Driven by two standard safety car motors I
Built and developed in
accordance with ;car
building practice for
street railway proper-
ties.
ST. LOUIS CAR COMPANY, St. Louis, Mo.
"The Birthplace of the Safety Car'
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December 10, 1921
Electric Railway Jouenal
29
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ELRECO TUBULAR POLES
tat "wine tocit':*
/ /
THC CMAMFCRCD JOINT
COMBINE I
I Lowest Cost Lightest Weight |
I Least Maintenance Greatest Adaptability |
i Catalog complete with en^neerlne data sent on request. ^
I ELECTRIC RAILWAY EQUIPMENT CO. I
I CINCINNATI, OHIO I
1 New York City. 30 Church Street I
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American
Rail Bonds
»ARD
Wires, Cables, Accessories
meet your every requirement of bare and
insulated copper conductors, cable terminals,
junction boxes, etc. Superior quality and
prompt deliveries.
Standard Underground
Cable Co.
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CROWN
UNITED STATES
TWIN TERMINAL
SOLDERED
TRIPLEX
Arc Weld and Flame Weld
Send ftr new
Rail Bond booh
American Steel & Wire
Company
CHICAGO
NEW YORK
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ANACONDA
Copper Wire
/// 'W.Washington Sl..ChicdffOg
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U. S. Electric Contact Signals
for
Single-tcack bloch-tignal protection
Double-track spacing and clearance signal*
Protection at intersections with wyes
Proceed signals in street reconstruction work
United States Electric Signal Co^
West Newton, Mass.
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FLOOD CITY IIO)PPERCUlXa$rEEL00MI%NY
I ail Bonds and Trolley Line Specialties |
I Flood City Mfg. Co., Johnstown, Pa. |
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I Transmission Line and Special Crossing |
I Structures, Catenary Bridges |
I WRITE FOR OUR NEW DESCRIPTIVE CATALOG |
I ARCHBOLD-BRADY CO. |
I Engineers and Contractors SYRACUSE, N. 1 |
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OFFICE AND WORKS: g^Siga WESTERN SALES REPRESENTATIVES:
I RANKIN. PA. BRADDOCKPa^Ur STEEL SALES CORPORATION. CHICA60.IU:
I NEW YORK SALES OFFICE: 30 CHURCH STREET. NEW YORK CITY
I COPPERWELD Wire— ma^* by the Molten Welding Proceti
I Bare — Weatherproof— Strand — ^Twisted Pail — Nails
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RDEBLIND
Electrical
Wires
and
Cables
■NATIONAL-
ni
JOHN A. ROEBLING'S SONS CO.. Trenton. N. J
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AUTOMATIC SIGNALS
Highway Crossing Bells
Headway Recorders
NACHOD SIGNAL COMPANY, INC.
LOUISVILLE, KY.
^lUiiiiiiiuuiiiniiiiuMiinuuiiiuiraiiiiiiiiiuiiiiuiiiiiniuiMiniiiiiiiiiniiimiiiniiiiiiiuiiiuiiiuttiuiiiiiiiiiiiiiiiuiiumiiiiimiiiiJS 'niin iiiiuiu """i • > « i tiiniiiiuniiiiiiiiiiiiuiiiiiiiraiiniiiiiiiiiiiiriiimiiiiiiimiiiiiiiiiimiH
Askfor "NATIONAL" Bulletin No. W
NATrONAL
TUBULAR STEEL POLES |
— free on request to electric traction engineers §
NATIONAL TUBE COMPANY PITTSBURGH, PA. |
30
Electric Railway Jouenal
December 10, 1921
^lllllllllllllinillirlllHIinillltlltrMniiiiiriirriitriitriitintiiiriniiiinntriilMltniilllllliitiiiiiiiriiititKtiriiiiiiiiriiiiii itiiiniiiiiiiiitiiii*.
Gear Blank
li looking for
SAFETY
ECONOMY and
LONG LIFE
in gears, those cut from
Carnegie
Steel Gear Blanks
will satisfy your every requirement
Insist on them when next ordering gears
Leading gear cutters carry them in stock
Carnegie Steel Company
General Offices: Carnegie Building,
Pittsburgh, Pa.
Finished Gear
uiiiiiiimiiiimg
:Of the u«ll-knoun WHARTON Superior- Designs ; f
t7/7</ Construction^
[ Steel Castings
Converter »no
Electric
Forcings GasCvlinders '
Drop, hammer Seamlejss
AND Press Steel 4 =
I WM.WHARTONjR.ECa,lnc..Easfoni^
i ^ i Sul>euliary of Xaylor-VCTwrton Iron &* Steel Co., HigK Bridge. N. j.)
I ORIGINATORS OF
I B^ANGANESE STEEL IN TRACKVy^DRKJ [
9iiii((i(nirtiiiiiiiNiiinuiiintiiMiutiiiMHniitiiuiiiiiiiiiiiiiutiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuituiiiiiitiiiiiiiiiiiiiiiiiiitiiiiiniiiiiniiiiiiiii^
SiimiiiiiiiiiiimimiiMiimiitiiiiiiinimiiMimimimiiiiiinimiiiiiiiiinMiHiiitiimiiiiiiiniiiniiiiiiiniiuMiniiniiiiMiniiiiiiiiiiiiiiiir
AMELECTRIC PRODUCTS |
^\bare copper wire and cable i
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
I B«. u, g. p.t. oom paper insulated
I *'*' wii"'Jr°st^d**'' underground cable
i locandescent Lamp Cord
MAGNET WIRE
iiinttiiiiiiriiiiiiiriiiiniriiirMriiiiimiiiiniiMiriiiriiHiiiriiirtiiiiitriiirnriiuriiiirrriiirriiirnirimiiiritiiriiniiHiiilliliiiiiiiiiiirimiiniie
HiimimimiiiiiiniHiiUiiiiiitiiiiiiiHinuiniiiiiiiiiiiiiniiiiiiiiiiitiiiiiiiiiiiHiiiiimiikiiiiiiiiniiiiiiMiiHiiiiiiiNiiiiiiimiiui m-^
BARBOUR-STOCKWELL CO.
205 Broadway, Cambridgeport, Mat*. |
EstnblUbed 1858 I
AMERICAN ELECTRICAL WORKS
I PHILLIPSDALE, R. I.
I BMUn. ir< radsnl: CblMK, 111 w. AtMmi; Clniliuiiil. TihIIm BMi '
I New Tork. 131 B'lrur: gu rnnclH*. Ill H«wud: 8«nl*, !•• Itt An. a^ I
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j'iiijiiiitriiiiiiiiiiii:,niiiiiiniiilllniiiiiiiriii iiriiniiiiiMiiiiiiriiiiiinMiiiiifiiiiiimiiuriiiiiiiniiiiiiiiimrMirriiiHiiriiiiiriiiiii
^
Manufacturers of
Special Work for Street Railways
Frogs, Crossings, Switches and Mates
Turnouts and Cross Connections
Kerwin Portable Crossovers
BalkwiU Articulated Cast Manganese Crossincs
ESTIMATES PROMPTLY FURNISHED
-jiuiritiiiiiiiuiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiMtiiiiiiiiiiiirriiiiiiiitiitriiiiriiriiiiiiiiiiiiiitiiiiiiiitiiiiiiriniiitiiiitiiiiimiiitiiiii':
amiiimiiiiiiiiiiiiiniiiiiHiiHiiiiiihiiiiiiiiiiiiMiiiiiiMuiiiiiiiHiiiiiiitiiiiiHiniiiiiiiiiiiiiiuiiniiiiiiiiiiiiuiiiiiiiiiiiJiiiiiiiiiiiiimniiii^
O
o
I Automatic Safety and Automatic Return Switch Stands for Bms- i
I ing Sidings. Tee Rail Special Work lor Interurban Lines and =
S Private Rights of Way. Manganese Constmction a Specialty. i
H I LiLl^ 1_IR.nr, NEWYOR.K- S
Plants at Hinburn,N.Yui(lNiagaraF.lla.N.Y. New York. OHice, 3 O Church Street E
rdniniimimnniHriittiiiiiiiiiitiiiiifiiriiiiiiniiHiMriiifiiiniHiiiiiiiiiiiiirMiiriiiMiiiiniiiiiiitiiiniiniiniiiiiiniiMiimiiifiiiiiiniiiiinii
SiiiumiuiiiiiiiiiiiiiiiHiiiniifiiiiiiiiniiiiiiiniiiiiniiirMiiiiniiiiiiiiiiitiiiiiitiiiiiiMniiiiiiiiiiiiiiiitiiiiiiiiiiiniiiiiiiiiiiiHiiiittiiiiiiiii^
j BAKELITE-DILECTO I
1 The fleida of usefulness for Bakelite-DUecto are many and varied becausa of |
5 Us superior merit over materials heretofore available in sheets, tubes or roda. =
s The exceptional qualities of Bakelite-DUecto are satisfying electric railways §
= all over the country. Investigate. §
I The Continental Fibre Co., Newark, Delaware |
1 Branch Offlce«: 1
i CHICAGO, 332 S. Michigan Ave. NXW YOBK. 233 Broadway S
(Pittsburgh Office, 301 Fifth Ave. San Francisco Office, 525 Market St.
Los Angelei Office, 411 S. Main St.
CANADIAN OFFICE. 89 Wellington St.. W., Toronto. Ont.
'wmtHiimimimiiiiiiiMimimummiiMiiiiiiHiiHiifiiiiiiiiiifiiiiHiiiiiimiMiiiHH'iiMuijiimuMiimimiiiHtHiiim^^^^
I Chapman
I Automatic Signals
I I Charles N. Wood Co., Boston
I niiiiiiuMniinHininMiMiiiiiiiiiiniiiMiiiiiuiiiMiiiiiiiiutiiniuiiiuiimiiiiuiiiiuuiniiniiuiiiiiiittinniiniiiniiiniuiiiimn^^
p 3'(")"i"iiHiiiiniHiiiiiiiiiiuimimimiriiiiiiiimHiiminiiiniHiiuiimiit(iiHiiiiiiitrnnriitiiiiiiiitinniiiiiiiiiiinrMiriiittri [ninc,
f I AETNA INSULATION LINE MATERIAL I
i i Third Rail Insulators. Trolley Bases, Harps and Wheels. Bronze and =
I I Malleable Iron FroKs. Crossings, S-iction Insulators, Section Switdies. I
Albert & J. M. Anderson Mfg. Co. ^ |
289-93 A Street. Boston. Mass. _!2k I
•.JL^^W/ Established 1877 A^^T -
^^T^' Branches — New York. 135 B'way. ''*fjilf\ I
I Philadelphia. 429 Real Estate Trust Bldg. Chicago. 105 So. Dearborn St. I
I London. E. C. 4 38-39 Upper Thames St. i
^ niiiim tiiiliiliiiniiiiiiiiiiiiiiiiiiiiiimiiiniii iiiiiiiin'iiriiiii triiitiiiiriiiiiiiniiiuitrMiiiiimiiiiiimiiiniiniitiiiiiiic
^iisiiiiiiiiiiiiiiiiiiiiiiiiiiHiitiiiiiiiitiiiiiiniiniinimiiiiiiiiiiiirriniiiiiiitiiiiiitiiiirriiiiiiiitiiMiiiiiiiHiiiuiiiriiirMniriiiiiiiniiHriiiiir
I Peirce Forged Steel Pins
I with Drawn Separable Thimbles
I Your best insurance against insulator breakage
I Hubbard & Company
I PITTSBURGH. PA.
rtiiiiiniiiiriiriiniiniiiiiiiniiniiiniitiiiiiiimiiiiiiniiitiiiiriiirrMniiiiiMniiiiiiiiiiiniiinMnniniiiriiniiiirMiiiintinHiitiiiitiiiiHiiiiJ
aiiiiiiiiiliiiiiiniliiiiiitiiiimiiiiiiminniimiiiiiiinimiiniMiiiinriniiitniiniiintiinmitiiniitiuiiiiiniiiiiiiiitrintiiitfiiiiiiiiiiiniH.'.^
1 1 RWB DYNAMOTORS I
i § FOR 1
I I CARBON ARC RAIL JOINT WELDING I
I I CARBON ARC RAIL BONDING i
I I CARBON and METALLIC ARC GENERAL WELDING |
I I Rail Welding and Bonding Co., Cleveland, O. |
'tiiiiiniiiiiiiiiiiiiiiiHiiiiiimiiiiiiitiiiiiiiiiiiiiiiiiiiiitiiiiHiiifiiimiiitiiiiniimiiimnniiimiiiiiiimiimiiiHiiiintiiimimmimiiintiH
December 10, 19,21 Electric Railway Journal
HMWiiuiiiiiiiiiiniiiiiiiiiiiimiiiiiiiiiiiiiiiiiimi niiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiuiiiii iiiiiiiiiiMiiiiiiiiiiiuiiiiiiiiiiiiiiiiiliii^ jiiir iiiiiiiiiiiii iiiiiu iiiiiiiuiiiiiiuiiiiiiiiiiiinii
81
High-Grade Track
Work
SWITCHES— MATES— FROGS— CROSSINGS
COMPLETE LAYOUTS
IMPROVED ANTI-KICK BIG-HEEL SWITCHES
HARD CENTER AND MANGANESE
CONSTRUCriON
New York Switch & Crossing Co.
Hoboken, N. J.
i i
"LE CARBONE"
CARBON BRUSHES
iimiiiiiiiimimHiiiiimiiiiMimimiuiimimiiiniiiimiiiiiimiimmiiiiiimiiiiiiiiiiHiiiiiiiiiiHiiiiiiiiiiiiiinmiiiiiimiiiiin
uiuiiiniiiuMiiHiinMinMniintiiuMiriiniiiniiniiniiiiiinMiitiiniiiiiiiiMiiiiiiiiiiiiiiiiiiiiiniiiiiiiniiiiiiiiiiHiiiiiiiiiiliitiiiiiiiiiiiiiiit:
E"RICO
CONOMICAL I
■ FFICIENT
RAIL BONDS
They are uniform in quality
They tall^for themselves
W. J. Jeandron
227 Fulton Street
New York Citr
THE ELECTRIC RAILWAY IMPROVEMENT CO
CLEVELAND, OHIO
riiiiiiiiiiiiiiiiiimiiiiiiiiiiitiimiiniiiiiiiiiimiiiiiiiiiii iiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiriiitriiiiiiiMiiniiMiimiiiiiiiiiiiiiiiiiiiiiuiiimi
Pittsburch Office:
636 Wabuh BuUdlnc
J
Canadian Distributors:
Lyman Tube St Supply Co., Ltd.
Montreal and Toronto
r-4umiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiinimiiimiiiuiiiiiiiiiiimiiiiiiiiiiimiiiiiiiiiiimiiiiiimiiiniiiiiiiiiiiimii^
^MiiiiiiiiiitiiiitiiiniiHMiniiiriiiriiiiMiiiiHrMnriiuiiiiiiiiMiiiiiniiiinnniiiinHiiuiHiiininMiiniMMHiiHiiiiMiuiininiiinimiiniininiiiMiniiuiniMUHiiiiiiiiH^^
I THE BABCOCK & WILCOX COMPANY
I 85 Liberty Street, New York
Builders since 1868 of
Water Tube Boilers
of continuing reliability
BRANCH OFFICES
Boston. 49 Federal Street
Philadelphia, North American Building
PiTTSBDRGH, Fanners Deposit Bank Building
Cleveland. Guardian Building
Chicago. Marquette Building
Cincinnati, Traction Building
Atlanta. Candler Building
TncsoN. Ariz,. 21 So, Stone Avenue
Fort Worth, Tex., Flatiron Building
Honolulu, H, T., Castle & Cooke Building
WORKS
Bayonne. N.J,
Barberton, Ohio
Makers of Steam Superheaters
since 1898 and of Chain Grate
Stokers since 1893
BRANCH OFFICES
Detroit, Ford Building
New Orleans, 521-5 Boronne Street
Houston, Texas, Southern Pacific Building
Denver, 435 Seventeenth Street
Salt i,ake Citv, 705-6 Keams Building
San Francisco, Sheldon Building
Los Angeles, 404-6 Central Building
Seattle, L. C. Smith Building
Havana, Cuba, Calle de Aguiar 104
San Juan, Porto Rico. Royal Bank Building
miiiiiiimiiHiiiiuniiiiiiiiiiiiiiMiiiiiiiiiiMniiiiniiiiiiiiiiinmtriiMiiiiiiMiiniiuiiiiiiiinimiiniiitiiiiiiiniiinimiiiiiiiiiiniimiiuiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniuiimiiiiimiiiiiiiHiiiiiiii
mnuiuiuuiiiiiiuiiiiiiuiiiiiiiimiiiiin
iiiiiiuiuiiiiiimiiiuiii iiiiiiiiiiiiiiuuuiiiiiiiiiiiiimiiiiiiiiiiiiiiiJi iiiuiiiiiuiiiu luiiiiiiiiiiiiiiiiiiiiimiiiiimniiiiuiii
SPECIFY
I. T. E.
,_,..,_., Circuit Breakers
For Driving Your Auxiliaries | VjBaIMS' for heavy street railway work are
TERRY STEAM TURBINE CO. I X^«l^^?^ the. best obtainable. Write for N»w
Hartford, Conn | ^"^Sog^P^ Complete Catalogue.
iimninmmimiTmnTramimiiHiiiuiiiiiiiiuiiiiiiiiiMiuiiiiiiiiiniuiiiiiiinimimrmiiitiiiiiiniiiiiiiininniiiif 'iiiiiiiiinnuuiii'iiiiiiuiuM. i .irnimiimiiiiiiiimiiira i niiriiiiiiiii miiminiinuiiiiiimimiimmiiiiinmiis
iiiiiiimiiiiimiiiiMmMiiniiiiMinMiinMiiMiiiHnMiiiiNiiMnuijiiiniiinMiiiMiiiiiiiiiiiiiiiiriiiiiiiiiiiMiiiiiiiiiiniiiiiiiiMiiuiiiiiiuiiiiiiiiiiniiuiiiiiiHiMiiimMiiMijiniriiiriiiiniiimiiuiiiiiiuii^^ iiiiijijiiiiiiiiiiiiniiiiiiiiuiiiiiiii iiiiii
FOSTER SUPERHEATERS
A necewity for rurbinr orotection, enpne cylinder economy and utilization of superheat for all its beoefiti
POWER SPECIALTY COMPANY, 111 BROADWAY, NEW YORK
Philadelphia Pittuburth Kansas City Dallas Chicago San Frandsco London. Mat.
i.iimiiiiiiiiiiiiMiiniiiiiiiiiiiiiiitiiiuiiH iiiiiiiiiitMiiiiiiiiiiiiriiiiiiiiMiiiiiiiitiiiitMluilinMiiiiiliMiiiiiiiMiiiniimillHiiiitiimrrMiiliriiiiliiinilimiltiMniiiniiinmiillMnriiiiMiMiniiiiiiniiiMmiiiiiiiimMiiriiniiHrMitrMitMlltlimtllln
■Mien
MumiiiiiiiiiinMii
32
Electric Railway Journal
December 10, 1921
gniHfliiiiiiKiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinimniuiiiiiniiiiiiiiimrmiiiiiiiMiiiiHiir niriii i
FORD
90
(rimiimmillin HirttMiMnmirMMnimiiiuinMHMiMiiirMMniniiinmrtrmminMuiMirMnrMiiiiiitmitNiMimMiiMmMniriinMiimiiMiiiminmtiiiMt*;
Stand
Under
It
— or off to one side,
whichever is most con-
venient. The load can I
be handled from any angle, i
and can't slip back, unless low- I
ered by the operator. The I
patented Loop Hand-Chain I
Guide prevents the chain from |
Kagging or over-riding the |
hand-vyheel ; steel planetary 1
gears move the load swiftly, |
easily, and lecurelji. I
Capacities up to +)) tons. I
FORD CHAIN I
BLOCK COMPANY I
2nd and Diamond Sts. i
Philadelphia, Penna. i
Oversejii* Representative: E
ALLIED .M.4CHINERT CO. I
OF .'AMERICA 3192-D |
61 Chambers St., New York |
■-illllllililinrniiiiiiiiiiii tiinliiriiitiiininiiiiiui iiiiiiiiiiimilillimiimiitiiniiiliiniiiiiiiiiimiiiiiuiimiiiliiiiiinililii?
nmiiiniiniiiiintiiuiiitnmiiiimiiiiiimiiiiiMiHiiiiiiiiiimimiiiiiiiiiuiiimmniiiiittiiiiiMiiMiimiiiiiiiiiiiimiiiiiiitimimimiiiif)
Car Seating, Broom and Snow Sweeper |
Rattan, Mouldings, etc. |
AMERICAN RATTAN &. REED MFG. CO. I
Brooklyn. N. Y. |
AMERICAN meant QUALITY |
RATTAN SUPPLIES OF EVERY DESCRIPTION |
iiiiiiiiitiiiiiiiniiiiiiiiiitniniiniiiiiiniHiiiiiiitiiiiiiiniiiiiiiiMiuiiiiiiniiMiiiiiimiiiiiuiiiiiimiiiiiiiiiiniiiiiiiimiiiiiiiiiMiiiiiiimiiT
miiiiiiiiiiniitiimiiiiiiiiiuiiiiiiiniiHiiniiiiiiitiiiiiiitiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiMiiiiimiiiiiiiiiiiiuiiHniiiiiiii
ELECTRIC HEATER EQUIPMENTS
GOLD CAR HEATING &
LIGHTING CO. ,
NEW YORK CITY
PATENTED
THERMOSTAT CONTROL EQUIPMENTS
Addren AU
CommunloatlonB
to
BUSH
TERMINAL
(220 36th St.)
Brooklyn, N. Y.
Literatnrm mn
Request
iHiiiiiiniiiiii)iiiHiiiiiiiii)iiMiiiii)iiiiiiiiiiiiiiiniiiiiir)iiifiiiiitiiiiiii(iiiii<iiiiiiiiiiiniiiiiiiiniiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinimiiiiiiB
jMiiiiimiiililllllHllliimiiniinMiiiiiriiiiiiiifiiiMiiiiiiiiiiiiuiiniiiiiiiiiii)iiiiiiiiiiiiiiiiiiiii(iiitiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiimii'.
a^vi>J^ia>;
PecrleM Insnlatioa
Paper liaa 2S to
60 per cent Usher
electrical redat-
Homflez Inmi]».
tion Paper has no
(lain. Folds witb-
ont cracking.
NATIONAL FIBRE k INSULATION CO.
Box 319, TorkIrn, Delaware
.iiiiiniiitiiiniiiiiiiiiiiriiiiiiiiiiiiiiHiitiiiiiiiiriitiiHtiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiirfiiiiiiiirriiiiiiiiiiiiiiiiiiiiiittiiitiiiiiimiuiitiii.''
I
NILES-BEMENT-POND CO.
Ill BROADWAY, NEW YORK
MACHINE TOOLS
FOR ELECTRIC
RAILWAYS
Axle Latlie*
Wheel Presses
Car Wheel Lathes
Boring Mills
Lathes
Hammers
Cranes
GeneraJ Machine Tools
^lllllllirillllllHliniliniiiriiiiMiiiiiiiilltlMriirtiiiiiinii[iiiiiiiiMiiiiiiiiiltijiiiiiiiiillitiritiiiiiii>tlrlii;iriii:ii1illllii>iiiiiNiiiiMliJi<iliK
uitiiiriiiriiiitiiiiMiiiiiiiiitiiiiiiiiiiiiiiiiiimi)iiifiiii(iiiiiiiiuililiiitiiimiiiiiiiiitiii.iiiiiiiiHniiiiiiii(nmiiuijiniiiiiii)iiiiiiiiiiiiuiiiie
Type a-10
International
Registers
Made in various types and sizes
to meet the requiranents of
service on street and city system.
Complete line of registers,
counters and car fittings.
Exclusive selling agents for
HEEREN ENAMEL BADGES.
I The International Register Co.
I 15 South Throop Street, Chicago, Illinois
3
^uiiiuiiuiiiiiiiiMitiiiiiiiiiiiiHiiiimiMiiiiiiniiiiimiiMimimiiMimimiiiimiiuniiiimmiiiiiiiiiiiiiiiiiiiiMiuiiiiiiimiimimimitfi
uiiiriiniiiiininriitiiitiiiitiiiiiiillitiiiiiiiiniHlniiliiiiiiiiimiiiiiiiniiiiiiiiliiimmiuiiinmiimiiiiiiiiniminiiimiiiiifimiiimiiiiiiir
I A Single Segment or a Complete Commutator
= 18 turned out with equal care in our shops, nie ordvs ws
i fill dlSer only in mafnituds: snail orders eomaand QBT vtasaat
i care and skill just as do large ordsrs. CAHSBOn nalMr
i applies to ersry coil or secmit that wa can nake, as well as t«
I every commutator we build. That's why so many eleetrie nU-
£ way men rely absolutely on our name.
I Cameron Electrical Mfg. Co., Ansonia, Conmectieat
^iiiittiiuiiMiiiisiiiiiiiiniiiiiiiiiiitriiiiiiituuiMaMifiiiMHiiiNiiiiHiniiuiiitiiniiniiiiMiiiiiniiiiiiiiiiiiiiiiiiiiirimiMiiiitiiiriiiiiiiuj
MlillllltinHniminilMrriiiliinliiiiiiliiiiiiiiiiitiiiniiniiiiiiitiiiriiiiiiiiiiiiMiiiiiiiriiiiiiiiMniiiiiiiiiii iiiniiiiiiiiiiiinintiiMliilllift
ELECTRICAL CONDUITS
AND FITTINGS
:;
WRITE FOR, BULLETINS
National Metal Moldind^ 6.
PITTSBURGH, PA. '^
firiiiiiiiiiiniininiiitiiiiiniimiiiiiiiiiiiiiKiiiiiiiniimiiiiiiuiiiiiiiiimmriimiiiiiiiiiniiriiiiirriiiJiiiniiJMiimiii iiiiiiiiiiuiiiii?
aiiniiiiuii»iiininiinMiiiimiiiiii>iiiiiiiiiiiiuitiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiriiimiiiiiiiiiiiiiiiiiHiiiiiiniiimiitiniiiiHiiiiiiiii>j
I BUCKEYE JACKS |
I high-grade R. R. Track and Car Jacks. |
I The Buckeye Jack Mfg. Co. |
I Alliaaoe, Ohio |
nwiiriiii''iittinimiiiiiiiiiiiiniiiiiiriiinimtiiiiriiiiiiiiiiiiiiiiHiiHiiiiiiiniiitiiiriiiiiiiHiiiiwiiiiiiiiiiiiiniiriiiiitiniiiniiiiMiiniiiiii
-•iiiiilllllillluiiiiliiriHriiiiinfi)iiiiiiMiiriiiiiiiiiniiiiiiiiiiiiiiniiitiiniiiiiiiiiiiiiilllMiiiiiiriiniiii>iiiiiimiil<riiiliiiiiiiiiiiniiiMiiiii'^ utllirilllliniiMlillMlliMiitiiniiiniiiiiiiliilllillllliiniluiluilliiiiiiiiiuillllllllllimiiilliiniiillliliilltiiiiiiiiiiiiiiliiiiMriiiililltiriiiiiiil
WE-FU-GD AND SCAIFE
IMQl^i
411 » nUTRATION
WMB SCAIFE & SONS CD.PITT5BUREH.PA.
iinimuininHiuiiiii
iiiiiiiitimiiiitiiiiimiiiiiiiHiiiiiiiiiiiitiniiiiiiiiniimiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiniDiiiiiiiiiiiiiit.'
WILLIAMS' "VULCAN"
DROP-FORGED
SAFETY LATHE DOGS
J. H. WILLIAMS & CO.
"The Orop-Forging People"
BBOOELTN BUFFALO CHICAOO
143 Blcturdi St. 1 4 ] Tulcu St. 1143 W. lit 8t.
-'HtriHmiiHmimliiHHHiiirtMntMttiniiinMiiiiuiiiiniinniiiiiiiiiiiiititHttiiiHMiinumiiiiMiiiiiiitiitttiiiriiMiiiiitDiiMtiiii
December 10, 1921
Electric Railway Journal
SEflRCHLIGHT SECTION
33
POSITIONS VACANT
ASSISTANT auditor to take charge of
office for company having four thousand
electric light and power consumers, and
a small electric railway. Give experience,
references and salary expected in flrst
letter. P-367, Elec. Ry. Journal.
fIRST class master mechanic wanted for
street and interurban electric railway
property operating about fifty cars. Lo-
cation North Central States. Give full de-
tails as to experience and references in
first letter. P-363, Elec. Ry. Journal,
Leader-News Bldg., Cleveland, O.
FOREMAN wanted for carpenter repair
shop on repairs to passenger and freight
cars. Must have Initiative and be live
wire. Shop works 20 to 30 men. State
experience and salary expected. P-462,
Elec. Ry. Journal, Old Colony Bldg.,
Chicago, 111.
POSITIONS WANTED
ARMATURE winder desires position ; has
had 7 year.s' experience on street railway
motors. P\V-366, Elec. Rv. Journal, Old
Colony Bldg., Chicago, III.
MASTER mechanic, at present employed,
desires change ; 27 years in electric rail-
way work, both city and heavy interur-
ban. Familiar with railroad practice.
Have handled steam and electric loco-
motives. Can handle both mechanical
and operating departments on electric
road. Successful handling labor. Can
eive good references. PW-362, Elec. Ry.
Journal. Old Colony Bldg., Chicago, III.
SUPERINTENDENT of transportation,
with a proven record of seventeen years
on large city and Interurban properties,
desires a change. Capable and progres-
sive with high grade references as to
character and ability. Capable of taking
over details of trasportation of any
property and getting results. PW-360,
Elec. Ry. Journal. Old Colony Bldg., Chi-
cago, 111.
^'IIIIMtDlllllilltDIIIIIIKIIIIIIIIltllllll, tlltlllXII,,,,,,,,, III, l„„,|||||,l||ll|„„, I, „„„,„„<.,
WANTED I
Secondhand K 28 B. D. E. or J i
CONTROLLERS
Good operating" condition i
W-365. Electric Railway Journal I
531 Rialto BIdgr., San Francisco. Cal. I
-tlHllHIHHIIIIIMtlllllllllullttl mil
^■■llnilllMIIMIIItllllMtlllllll IIMIMIIIIMI
iHiiiiMiti<iiinii<"t~
IIIM1IIMIIIIIIII)II>Hȣ
The Searchlight
Section of this
paper^
is devoted exclusively to
the advertising of idle
used and surplus new
equipment, and all other
business "Opportunities"
identified with the field
covered by this paper.
Buyers and others con-
sult "Searchlighe' ads
for what they want.
You can reach them
quickly and at small cost
through an advertise-
ment in the Searchlight
Section.
0310
FOR SALE
THREE BIRNEY ONE MAN CARS
WITH ALL SAFETY ATTACHMENTS
Built by American Car Company;
Cross S'eats, seating 33 people; ex-
treme length 27 ft. 9 in.; extreme
width 8 ft.; extreme height 12 ft. 6
in.; Westinghouse Air Brakes; Elec-
trical Heaters.
These are in first class operating con-
dition and will be painted and lettered
to suit purchaser so that they will
Code-
have the appearance of new cars when
delivered.
Truck and Motor Equipment
Brill 78M trucks 8 ft. wheel base 26
in. wheels 3 in. tread.
2— GE-258C Motors.
2 — Controllers for double end oper-
ation.
-"Cumo"
TRANSIT EQUIPMENT CO., 501 Fifth Avenue, New York
••■■Illlll tllllttlllMIIIIIIIIIIMMIIIUtlltltlllltlllMllll,';
■IIIIIIIIIIIIIMIIIirtI
FOR SALE CHEAP
I 2 — 10-ton Hydraulic Car Jacks, Prac-
I tically new.
I 1—2 M.S. Car Wheel Grinder, 4 ft.
I 8J4 in. gauge, complete except
i motor, rheostat or belting. First
I class condition.
I 51—21 in. Cast Iron Car Wheels— 3^
I in. bore.
I Buffalo & Lake Erie Traction Co.
i Erie. Penna.
;i,,llllllililllillllllllMIIIIIMIIMIIM,<IIMIIIItllMIIII,lllllllll>IIIIIIIIIIIIIMI,l,HIIII, Ill*_
For 20 Yean
we have been 1
I Buying and Selling i
I Second-Hand Cars I
Trucks and Motors
At Your Service \
ELECTRIC EQUIPMENT CO.
= CoDuuoBwealtb Bide.. Philadelphia, Pa. I
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INTERURBAN CARS
3 — Cars, 45 ft. longr; seating 48; weight.
36 ton; Brill 37-E-3 trucks; 36in.
rolled sleel wheels: 5-in. axle: double
end K-35 control. 4 — G. E.. 302, 50 hp.
conimutatinff pole motors. Straight ah
brakes; Westinghouse D-1 compressor.
—Cars. Same ;
31-ton, with
4 — G. B.. 80.
compressor.
IB above except weight.
Brill 27-B-l Vf trucks,
motors. National A-4
2 — Cars. Same as above. Weight. 24
ton, with 4 — G. E., 203-A, motors.
9 — Cars. Weight. 33 to 36 ton; baggage,
smoker and main compartment seats;
50 — Brill 27 M.C.B. trucks; 36-in.
rolled steel wheels. 4 — G. B.. 210. 70
hp. commutating pole motors, and
Wh.. 113. 75 hp. motors: K-34 single-
end control; straight air brakes, with
Wh., D-3, 35 cu.-ft. compressor.
All Cara in Good Operating Condition; Subject to Inspection in Operation.
L. G. Van Ness, 1431 Union Trust Building, Cincinnati, Ohio
iitiiitiiiit
ROTARY CONVERTERS
1 — 2200 KW Westinghouse 8 phlse, 60 cycle. A.C., 600 toU D.C. with speed limit and end pl«T
device speed 450 B P.M. and 3-900 KVA. 13200/6600-368 »olt transformers and panels complete.
1 — 1000 KW. Westinghouse 6 phase, 60 cycle A.C. 600 volt D.C. speed 900 BPM. csmplete with
1000 KW. 3 phase. 60,000 volt transformer with 5 and 10 per cent taps, also A.C. and D.C.
switchboard panels.
2 — 300 KW. Stanley 3 phase, 25 cycle. 360 volts A.C. 600 volt D.C. speed 600 BPM. oompletfl
with suitable transformers, also p.inels.
DIRECT CONNECTED ENGINE UNIT
1-^850 KW. Gen. Elec. 575 rolt compound wound 100 BPM. generator direct connected to 23 and
54 X 48 Greene Wheelock cross compound heavy duty 4 valve engine complete with Surface Con-
densing equipment and panel, price f.o.b. cars $10,&00
Archer & Baldwin, Inc., 114 Liberty St., New York City
Telephone: 4337-4338 Rector
illlll,ll«*l,*,l llll,lllilHltl,HlilltHIII,llil,l
34
Electric Railway Journal
December 10, 1921
WHAT AND WHERE TO BUY
Gufidinieiit, j^f^nOEStiM and Supplies Uaod by the Electric Railway Industry with
Ntenes of IVlBnirfaoturerg and DftArfbotora Advertigiiig in this Issue
AdrertUins, Street Ow
Collier, Inc., Barron O.
Air Pariflen
Horne Mfs. Co.
Anchors, Ouj
Eleclrio Servlco Sup. Co.
Oliio Brass Co.
Westinchonse B. * K. Co.
Armature Shop Tools
Elec. Service Supplies Co.
Axles
Bemis Car Truck Co.
Cambria Steel Co.
Midvale Steel Be Ordnance Co.
St. Louis Car Co.
Axln, Car Wheel
Bemis Car Truck Co.
Brill Co., The J. S.
Carnegie Steel Co.
Standard Steel Works Co.
WeBtlngtaouse E. A M. Co.
Axle Straighteners
Columbia M. W. A M.I. Co.
Babbitt Metal
Ajax Metal Co.
More-Jonea Br. & Metal Co.
Babbitting DeTlces
Columbia M. W. A M.I. Co.
Badges and Battens
Electric Service Sup. Co.
Intemat'l B«gister Co.. The
Bearings and Bearlnc Metals
Ajax Metal Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
More^ones Br. & Metal Co.
St. Iiouls Car Co.
Westtnghonae S. A X. Co.
Bearings, Oentor and KoUer
Side
Stuckl Co.. A.
Bells and Oongs
Brill Co.. The J. O.
Columbia M. W. A M. I. Co.
Electric Service Sup. Co.
St. Louis Car Co.
Benders. Rail
Kiles-Bement-Pond Co.
Railway Track-work Co.
Bending Apparatns
Railway Track-work Co.
Boilers
Babcock A Wilcox Co.
Boilers, Tubes
Cambria Steel Co.
Midvale Steel A Ordnance Co.
National Tube Co.
Bond TMters
American Steel A Wire Co.
Bail Weldlnr A Bondlnc Ca.
Bonding Apparmtos
American Steel A Wire Co.
Electric Ry. Improv. Co.
Electric Service Sup. Co.
Ohio Brass Co.
Bail Weldlnr A BondlBC O*.
Bonds, Ball
American Steel A Wire Co.
Copper Clad Steel Co.
Blectrlo By. ImproT. Co.
Electric Service Sup. Co.
General Electric Co.
Ohio Brass Co.
Railway Track-work Co.
Rail Welding A Bonding Oe.
Westtnghonse E. A M. Co.
Book Publishers
McGraw-Hill Book Co.
Boring Tools, Car Wheel
Niles-Bement-Pond Co.
Boxes — Junction and Oatlflt
National Metal Molding Co.
Brackets and Cross Arms
(See also Poles, Ties,
Posts, ete.)
American Bridge Co.
Bates Exp. Steel A Tr. Co.
Electric By. Equip. Co.
Electric Service Sup. Co.
Hubbard A Co.
Ohio Brass Co.
Brake Adjusters
Hamilton A Hansen, Ine,
National By. Appliance Co.
Westlnthonse Tr. Br. Co.
Brake Shoes
Amer, Br. Shoo A Pdry. Co,
Barbour-Stockwell Co.
Bemis Car Truck Co.
BrUl Co., The J. G.
Columbia M. W. A M. I. Co.
St Louis Car Co.
Brakes. Brake Systems and
Brake Parts
Allis-Cbalmers Mfg. Co.
Bemis Car Truck Co.
Brill Co., The J. Q.
Columbia M. W. A M. I. Co.
General Electric Co.
Home Mfg. Co.
National Brake Co.
St. Louis Car Co.
Safety Car Devices Co.
Westingbouse Tr. Br. Co.
Brass & Bronze Products
American Copper Prods
Corp.
Bridges A Buildings
American Bridge Co.
Brooms, Track, Steel or Bat-
tan
Amer. Rattan A Beed Mfg.
Co.
Brushes, Carbon
General Electric Co.
Jeandron. W. J.
Le Carbone Co.
U. S. Graphite Co.
Westinghouse E. A M. Co.
Brush Holders
Anderson Mfg. Co.. A. A
J. M.
Columbia M. W. A M. I. Co.
Bunkers, Coal
American Bridge Co,
Bns Bars
American Copper Prods.
Corp.
Buses, Motor
Brill Co.. The J. 6.
Republic Truck Co.
Trackless Transportation Co.
Bushings
Nat'l Fibre A Insulation Co.
Nat'l Metal Molding Co.
BnshlnKs, Case Hardened and
Manganese
Bemis Car Truck Co.
Brill Co., The J. G.
Cables (See Wires and
Cables)
Carbon Brushes (See Bmshes.
(Carbon)
Oar Lighting Fixtures
Elec. Service Supplies
Car Panel Safety Switches
Westinghouse E. A M. (}o.
(Tars, X>ump
DiSerential Car Co.
Cars, Passenger, Freight,
Elxpress, ete.
American Car Co.
Brill Co., The J. G.
Cambria Steel Co.
Euhlman Car Co,. O. C.
Midvale Steel A Ordnance Co.
National Ry. Appliance Co.
St. Louis Car Co.
Wason Mfg. Co.
Cars, Second Band
Electric Equipment Co.
Transit Equipment Co.
Oars, Seir-Propelled
(Jeneral Electric Co.
Castings. Brass. Composition
or Copper
Ajax Metal Co.
Anderson Mfg. Co., A. A
J. M.
Columbia M. W. A M. I. Co.
Eureka Co.
More-lonea Br. A Metal Co.
Castings, Gray Iron and
Steel
American Bridge Co.
American Steel Foundries
Bemis Car Truck Co.
Columbia M. W.AM. I. Co.
Standard Steel Works Co.
St Louis Car Co.
Castings, Malleable and
Brass
Amer. Brake Shoe A Fdry.
Co.
Bemis Car Truck Co.
Columbia M. W.AM. I. Co.
St. Louis Car Co.
Catchers and Retrievers,
Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Wood Co.. C*as. N.
CiatenaiT (^nstmetlon
Archbold-Brady C!o.
Ceiling Car
Panasote (^.
Circuit Breakers
Cutter C!o.
General Electric Co.
Westinghouse E. A M Co.
Clamps and Connectors for
Wires and Cables
Ander8<»i Mfg. 0>.. A. A
J. M.
Electric Ry. Equip. (Jo.
Electric Service Sup. (^).
(rcneral Electric (3o.
Hubbard A Co.
Ohio Brass Co.
Westinghouse B. A M. Co.
Cleaners and Scraper s —
Track (See also Snow-
Plows. Sweepers and
Brooms)
Brill Co.. The J. O.
Ohio Brass Ck>.
Cleato
Nat'l Metal Molding Co.
Clusters and Sockets
General Electric Co.
Coal and Ash Handling (See
Conveying and Hoisting
Machinery)
Coil Banding and Winding
Machines
Columbia M. W. A M. I. Co.
Electric Service Sup. Co.
0>lls, Armature and Field
Cleveland Armature Works
Columbia M. W. A M, I. Co.
General Electric Oa
Westinghouse E. A M. Co.
(^ils. Choke and Kicking
(Jeneral Electric Co.
Westinghouse E. A M. Co.
Coin-Counting Machines
Electric Service Sup. (3o.
Intemat'l Register <^.. The
Johnson Fare Box Co.
Commutator Slotters
Electric Service Sup. Co.
General Electric Co.
Westinghouse E. A M. Co.
Commutator Truing Devices
General Electric Co.
Commutators or Parts
Cameron Elec'l Mfg. Co.
Columbia M. W. & M. I. Co.
(Seneral Electric <3o.
Westinghouse B. A M. Co.
Compressors, Air
AUis-CAalmers Mfg. Co.
(Seneral Electric Co.
Westinghouse Tr. Br. Co.
Concrete Products
Massey Concrete Products
Corp.
Concrete Reinforcing Bars
Cambria Steel Co.
Midvale Steel A Ordnance Co.
Condensers
Allls-Ch.ilmers Mfg. a>.
General Electric Co.
Westinghouse E. & M. Co.
Conduits. Interior
Nat'l Metal Molding Co.
Connectors, Solderless
Prankel (Connector O).
Westinghouse E. A M. Co.
Connectors, Trailer Oar
Electric Service Sup. Co.
Controllers or Parts
AUis-Chalmers Mfg. (X>.
Columbia M. W. AH. I. Co.
(^neral Electric Co.
Westinghouse E. A M. Co.
Controller Regulators
Electric Service Sup. Co.
Controlling Systems
(leneial Electric <Jo.
Westinghouse E. A M. Co.
Converters. Rotary
Allls-Chalmors Mfg. Co.
(3«neral Electric Co.
Westinghouse E. A M. Co.
Conveying and Hoistlnc Ma-
chinery
American Bridge C!o.
Columbia M. W. A M. I. Co.
Copper Products
American Copper Prods
Corp.
Copper Wire
Anaconda Copper Mln. Co.
Copper Clad Steel Co.
Cord Adjusters
Nat'l Fibre A Insolation Co.
Cord, Bell, Trolley. Beglster,
etc.
Brill Co., The J. G.
Electric Service Sup. Co.
Intemat'l Register Co.. The
Roebling's Sons Co.. J. A.
Samson Cordage Works
(Jord Connectors and Coup-
lers
Electric Service Sup. Co.
Samson Cordage Works
Wood Co.. C^as. N.
Couplers, Car
Amer. Steel Foundries
Brill Co., The J. Q.
Ohio Brass Co.
Van Dora Coupler Co.
Westinghouse Tr. Br. Co.
Cranes
Allls-C%a1mers Mfg. Co.
Niles-Bement-Pond (3o.
Cross Arms (See Brackets)
Crossing Fonndatlons
International Steel Tile Co.
Crossing Signals (See Sig-
nals, Crossing)
Crossings, Frog and Switch
Wharton. Jr., A Co.. Wm.
Crossings, Track (See Track,
Special Work)
Crushers Bock
Allis-Chalmers Mfg. (k>.
Culverts
Armco Culvert A Flume
Mfg. Co.
Culvert Pipe, Concrete
Massey Concrete Prods.
Corp.
Curtains and Ctirtaln Fix-
tures
Brill Co., The J. G.
Electric Service Sup. Co.
Morton Mfg. Co.
Pantasote Co.
St. Louis Car Co.
Dealers' Marfilaery
Archer & Baldwin
Electric Equipment Co.
Derailing Devices (See also
Track Work)
Wharton. Jr . A Co., Wm.
Destination Signs
Colombia M. W.AM. I. Co.
Electric Service Sup. Co.
Detective Service
Wish Service. P. Edward
Dogs, Lathe
Williams A Co.. J. H.
Door Operating Devices
Con. Car Heating Qo.
Nat'l Pneumatic Co. Inc.
Safety Car Devices Co.
Doors and Door Fixtures
BriU Co.. The J. O.
General Electric Co.
Doors, Folding Testlbole
Nat'l Pneumatic Co., Inc.
Draft Rigging (See Couplers)
Drills, Track
American Steel A Wire Co.
Electric Service Sup. Co.
Nilea-Bement-Pond Co.
Ohio Brass Co.
Dryers, Sand
Baectric Service Sup. Co.
Electrical Wires and Cables
Amer. Electrical Works
American Steel & Wire Co.
Boebling's Sons Co.. J. A.
Engineers, Consulting, Con-
tracting and Otpcratlnc
Allison A Co.. J. B.
Archbold-Brady Co.
Arnold Co.. The
Beeler, John
(nark A Co.. MfT.. Corp..
E. W.
Day & Zimmermann
Engel A Hevenor. Inc.
Feustel. Robert M.
Ford. Bacon & Davis
<3o\lld. L. B.
Hemphill & Wells
Hoist, Englehardt W.
Jackson. Walter
Parsons. Elapp. Brlnker-
hoS & Douglas
Richey, Albert S,
Sanderson dk Porter
Smith & Co.. C. B.
Stone & Webster
White Engineering Corp.,
The J. G.
Engines. Gas, Oil or Steam
Allis-Chalmers Mfg. Co.
Westinghouse E, A M, Co.
Fare Boxes
Cleveland Fare Box Co.
Economy Elec. Devices Co.
Johnson Fare Box Co.
National By. Appliance (3o.
Fence
Cambria Steel (3o.
Midvale Steel A Ordnance (^.
Fences. Woven Wire and
iFence Posts
American Steel A Wire Co.
Fenders and Wheel Guards
Brill Co.. The J. G.
Cleveland Pare Box Co.
Con. Car Fender (3o.
Electric Service Sup. Co.
Fibre and Fibre Tubing
Continental Fibre Co.
Nat'l Fibre A Insulation Co.
Westinghouse B. & M. <^.
Field CktUs (Sea CoUs)
Filters, Water
Sci^te & Sons Co., Wm. B.
FloodUchts
Blectnc Service Sup. Co.
Flooring Composition
Amer. Mason Safety Tread
Co.
Floor Plates
Amer, Abrasive Metals Co.
Forglngs
Cambria Steel Co.
Carnegie Steel Co.
Columbia M. W. 4 M.I. Co.
Midvale Steel & Ordnance Co.
Standard Steel Works Co.
WUliams A Ck).. J. H.
Frogs, Track
(See Track Work)
Funnel Ciastings
Wharton, Jr., A Co., Wm.
Fuses and Fuse Boxes
Columbia M. W. A M. L Co.
General Electric Co.
Westinghouse E. A M. Co.
WUliams & Co.. J. H.
Fuses, RefiUable
Columbia M. W. A M. I. Co.
General Electric Co.
Gages, on and Water
Ohio Brass (^.
(caskets
Power Specialty Co.
Westinghouse Tr. Br. Co.
Gas-Electric Cars
General Electric Co.
Gasolene Torches
Economy Elec. Devices Co.
Gas Prodncers
Westinghouse E. A M. Co.
Gate*, Car
Brill Co.. The J. O.
Gear Blanks
Cambria Steel Co.
Carnegie Steel Co.
Midvale Steel A Ordnance Co.
Standard Steel Works Co.
Gear Cases
Columbia M. W. A M. L Co.
EHectric Service Sup. (Jo.
Westinghouse E. A M. Co.
(Tears and Pinions
Bemis Car Truck Co.
Columbia M. W. A M. I. <3o.
Electric Service Sup. Co.
(ioneral Electric Co.
National Ry. Appliance Co.
Nuttall Co.. R. D.
Tool Steel (3ear A Pinion
Co.
Generating Sets. (3as-Blectri«
General Electric Co.
(venerators
Alli9-(%almers Mfg. Co.
(Seneral Electric Co.
Westinghouse B. A M. Co.
Gongs (See Bells and Genes)
Greases (See Lubricants)
(xTinders and Grinding Sup-
plies
Metal A Thermit Corp.
Railway Track-work (^.
Grinding Blocks and Wheals
Railway Track-work Co.
Guards. Cattle
American Bridge Co.
Gtiards, Trolly
Blectric Service Sup. Co.
Ohio Brass Co.
Harps, TroUey
Anderson Mfg. Co.. A. A
J. M.
Blectric Service Sup. Co.
More.Jones Br. & Metal Co.
NuttaU Co.. B. D.
Star Brass Works
Headlights
Electric Service Sup. Co.
General Electric Co.
Ohio Brass Co.
St. Louis Car Co.
Headlining
Pantasote (To.
Heaters, Car (Electric)
Con. Car Heating Co.
Economy Elec. Devices Co.
Gold Car Heating A Light-
ing Co.
National Ry. Appliance Co.
Smith Heater Co. Peter
Heaters. Car, Hot Air and
Water
(3ooper Heater Co.
Smith Heater Co.. Peter
Heaters, Oar (Stove)
Electric Service Sup. Co.
Smith Hester Co.. Peter
Hoists and Lifts
Columbia M. W. A M. L Co.
Ford-Chain Block Co.
Niles-Bement-Pond Co.
Hose. Bridges
Ohio Brass Co.
December 10, 1921
Electric Railway Journal
35
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JOHNSONS;^ I
Changei
Adjustable
The only changrer on the markai
which can be adjusted by the con-
ductor to throw out a Taryinr num-
ber of coins, necessary to meet
chanrea in rates ol faros.
Flexible
Each barrel a separate unit, per-
mitting the conductor to intov
chanflre the barrels, to suit hia per-
sonal reaiiirenients and to facilitate
the addition ol extra barrels.
JOHNSON FARE BOX COMPANY
I RaTenswoody Chicago, 111. |
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1 B. A. Hegeman. Jr., President =
= CbarlM C. Castle. First Tlce President W. C. lancoln, Mgr. Sales * Bnfflneerint E
§ Harold A. Heveman, Tlce Pros, and Treas. Fred C. J. Dell, Secretary =
I National Railway Appliance Co. I
I 50 East 42nd St., New York: City |
i Heceman-Castle Corporation National Rallweo' Appliance Co. |
I 343 So. Dearborn St.. Chicago. 111. Munsey Bids., Waahinffton. D. C. =
s National Railway Appliance Co. |
I Little Bide.. Boston, Mass. |
I RAILWAY SUPPLIES I
Tool Steel Gears and Pinions
Anderson Slack Adjusters
Genesco Paint Oils
Dunham Hopper Door Device
Feasible Drop Brake StalTs
Flaxlinum Insulation
Anglo-American Varnishes,
Paints, Enamels, Snrfaeers,
Shop Cleaner
Johnson Fare Boxes
Drew Line Material and Railway
Specialties
Perry Side Bearings
Hartman Centering Center Plates
Economy Power Saving Meter
H & W Electric Heaters
Garland Ventilators
Pitt Sanders
National Safety Car Eqnlpmeot
Co's One-Man Safety Cars
Reversible Sliding Trolley Shoes
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KASS SAFETY TREADS
When you want
Men
put your advertising for them on
the same basis as other publicity.
If you want competent and efficient assistants,
experienced in the field served by this journal,
you will naturally find such men among our
readers — which include the keenest and most
progressive men in the industry.
Get in touch with a number of these men and
select the one that is best suited for your needs.
SEARCHLIGHT SECTION
Only $2.00 for 25 words soe
Van Dorn
Car-Air-Electric
Couplers
Lowest initial and upkeep costs. Cannot break or dis- |
integrate. Positively anti-slipping. Used by more than |
100 steam and electric railway systems. |
Manufactured and Sold by |
Morton Manufacturing Company I
CHICAGO. ILL. 1
I Let U3 send to you our Bulletin JVo. 6 i
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Heating and Ventilating
Let us demonstrate to you how we can beat and
ventilate your cars at the lowest possible cost.
The Cooper Heater Company
Carlule, Pa.
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i Van Dorn No. 1450 Tight-Lock Car-and-Air Coupler
I Van Dorn Car-.^ir-Electric Couplers effect automatically
i and simultaneously a safe, unyielding coupling of cars, air
I lines and electric circuits, making possible rapid make-up
I of trains — under little headway — to care for peak loads.
I Van Dorn Couplers are time and labor saving devices — and |
I safety of operation has been of prime importance in their |
I design. The first cost of Van Dorn Couplers is not great, |
I and maintenance cost is reduced to the minimum by reason |
§ of simplicity of construction and the rigid-locking principle |
I which practically eliminates wear on coupling surfaces and s
I locking parts. |
I There is a type of Van Dorn Car-and-Air or Car-Air- |
I Electric Coupler that will meet the exacting requirements |
I of your service. At your request we will be glad to tell i
I you about it ! |
Van Dorn Coupler Company |
I 2325 So. Paulina St., Chicago, 111. |
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N-L
Indicating Signals
Mechanical Sanders
Ventilators, Smokestacks
Pneumatic Sanders
Selector Switches, Lanterns, etc.
I THE NICHOLS-LINTERN CO.
I 8404 Lorain Ave., Cleveland. Ohio
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I SAMSON SPOT WATERPROOFED TROLLEY CORD =
Trade Mark Kec. U. 8. Pkt. OS.
i = Made oi extra quality stock flrmly braided and Bmooihly
1 = Carefully inspected and gruaranteed free from flaws. g
= i Samples and tnformatlon fladly sent. |
I I SAMSON CORDAGE WORKS, BOSTON. MASS. |
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I I HORNE MANUFACTURING CO. |
I r- Mercer and Colgate Streets, Jersey City, N. J. |
I I Hand Brakes — Air Purifiers for Compressors — i
I I Lighting Fixtures — ^Electric Vibrating Bells — I
I I Thermostats — Switches, Receptacles and Plugs |
I I — Junction Boxes, Portables and Reflectors. I
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36
Electric Railway Journal
December 10, 1921
Houses, Stations & Watch-
man's. Concrete
Massey Concrete Products
Corp.
HrdiMiUe Haehlncrr _
AlUs-Chalmers Htg. Co,
Nlles-Bement-Pond C«.
Instrnments, Measuring,
•resting and KecordlnK
BcoDomy Blec. Devices Oo.
■lectric SoTTiee Supplies Oo.
«eoeral Electnc Co.
Westinxbouse E. at M. Co.
Uunlattns Cloth, Paper and
Tape „
General Electric Co
Uafl Fibre & Insulation Co.
Standard Underground Caole
Weattinshouse E. & M. Co.
Ijunlatlon (See also Paln*J>
Anderson MJg. Co.. A. & J . M.
Blectric Ry. Equip. Co^
VlActric Service Sup. Co.
dtmarai Electric Co.
Weatiuirhouse E. * M. <-o.
Insulators ,^ ^ . ,^
<See also Line Material)
Anderson Mfg. Co.. A. * J. M.
mectric By. Equip. Co.
■lectric Service Sup. Co.
Flood City MJg. Co.
General Electric Co.
Ohio Brass Co. . „ -„
Westinghouse E. * «. vo.
•Insulator Pins
Electric Service Sup. Co.
Hubbard * Co.
Insurance. FIro
Marsh ft McL«m»B
Jacks <8ee also Cranes,
Hoists and U'ts)
Buckeye Jack Mlg Oo.
Columbia M. W & M. I. Co.
Blec. Service SuppUea Co.
Joints, Ball
Carnegie Steel Co.
Jonmal Boxes
Bemis Car Truck Co.
Brill Co.. The J. O.
Junction Boxea . _ „
Standard Underground Cabto
Co.
Lamp Onards and Ptxturee
Anderson Mfg. Co.. A. *
J. M.
Electric Service Sup. Co.
Oeneral Electric Co.
Westinghouhe E. & M. Co.
Lamps, Arc and Incandescent
(See also HeadUghU)
Anderson Mfg. Co.. A. * J. ¥.
General Electric Co.
Westinghouse B. & M. Co.
Lamps. Signal and Marker
Nichols-Lintem Co.
Ohio Brass Co.
Lantern*. ClaMlflcatlon
Nicholi-Lintem Co.
lAthe Attachment* _
WllUsms * Co.. J. H.
Lathee. Oar Whed-
Niles Bement-Pond Co.
Lightning Protection
Anderson Mfg. Co., A. * J. M.
Electric Service Sup. Co.
General Electric Co.
Ohio Brass Co
Westinghouse E. & M. Co.
Line Material (See also
Brackets. Insulators,
Wire*, etc.)
Anderson Mfg. Co., A. & J. U.
ArehboldBrady Co.
Columbia M. W. & M.I. <3o.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
General Electric Co.
Hubbard & Co.
More-Jones Br. & Metal Co.
Ohio Brass Co.
Westinghouse B. & M. Co.
Locking Spring Boxes
Wharton. Jr., & Co., Wm.
Locomotives. Electric
(General Electric Co.
Westinghouse E. & M. Co.
Lnbricating Engineers
Galena-Sifnal Oil Co.
Labrirants, Oil and Grease
Oalena-Signal Oil Co.
Machine Tools
Columbia M. W. & M. I. Co.
Niles-Bement-Pond Co.
Machine Work
Columbia M. W. & M.I. Co.
Manganese Steel Outings
Wharton. Jr.. A Co.. Wm.
Manganese Steel Special
Track Work
Wharton. Jr., A Co.. Wm.
Meters (See Instnunente)
Meters, Car, Wstt-Honr
Economy Blec. Devices Co.
Molding Metal
Mafl Metal Molding Co.
Money Changers
Qalef. J. L.
Motor Bnses
(See Buses, Motor)
Jfotormen's Seats
Brill Co.. Hie J. G.
Electric Service Sup. Co.
Wood Co . Chas. N.
Motors, Electric
Allis-Chalmers Mfg. Co,
Westiugbouse E. & M. Co.
Motors and Generators, Sets
General Electric Co.
Nails
Cambria Steel Co.
Midvale Steel A Ordnance Co.
Nats and Bolts
AUis-Chalmers Mfg. Ck).^
Barbour-Stockwell Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Hubbard A Co.
Oils (See Lubricants)
Omnihnscs
(See Buses, Motor)
Packing
Elec. Service Supplies Co.
Westinghouse B. & M. Co.
Paints and Varnishes for
Woodwork
National Ry. Appliance Co.
Paving Material
Amer. Br. Shoe A Fdry. Co.
Pickups, Trolley Wire
Electric Service Sup. Co.
Ohio Brass Co.
Pinion Pullers
Columbia M. W. A M.I. Co.
Electric Service Sup. Oo.
General Electric Co.
Wood Co.. Chas. N.
Pinions (See Gears)
Pins, Case Hardened. Wood
and iron
Bemis Car Truck (^.
Electric Service Sup. Co.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Pipe
National Tube Co.
Pipe Fittings
Power Specialty Co.
Standard Steel Works Co.
Westinghouse Tr. Br. Co.
Planers (See Machine Tools)
Pliers. Insulated
Electric Service Sup. Co.
Plugs
Nat'l Metal Molding Co.
Pole Reinforcing
Hubbard & Co.
Poles, Metal Street
Bates E^xp. Steel Truss Co.
Electric Ry. Equip. Co.
Hubbard A Co.
Poles, Posts & Piling,
C.oncrete
Massey Concrete Products
Corp.
Poles, Trolley
Anderson Mfg. Co.. A. A
J. M.
Columbia M. W. AM. I. Co.
Electric Service Sup. Co.
National Tube Co.
Nuttall Co.. E. D.
Poles, Tubular Steel
EJlectric Ry. Equip. Co
Elec. Service Supplie* Co.
National Tube Co.
Poles and Ites Treated
Duncan Lumber (jo
Power Savlnc Devices
Economy Elec. Device* Co.
National Ry, Appliance (^.
Pressure Regulators
(Seneral Electric Co.
Ohio Brass Co
Westinghouse E. A M. Co.
Pumps
Allis-CThalmers Mfg. Oi.
Schutte A Koerting Ck>,
Punches. Ticket
Bonney.Vehslage Tool <^.
Intemat'l Reg. Co.. The
Wood Co.. Chas. N.
Purifiers, Feed Water
Soaile & Sons Co . Wm. B.
Rail (irinders (,s<^ Grinders)
Ralls. Steel
Cambria Steel Co.
Carnegie Steel Co.
Midvale Steel & Ordnance CJo.
Railway Safety Switches
Westinghouse E. A M. Co.
Rail Welding
Rail Welding A Bonding Oo.
Ry Track-work Co.
Rattan
Amer. Rat. A Reed Mfg. Co.
Brill Co.. The J. G.
Electric Service Sup. C3o.
St. Louis Car Co.
Receptacles and Plugs
Home Mfg. Co.
Registers and Fittings
Brill Co.. The J. G.
Electric Service Sup. O).
Intemat'l Reg. Co.. The
Rooke Automatic Reg. Co.
Reinforcement, Concrete
American Steel A Wire Co.
Carnegie Steel Co.
Repair .Shop Appliances (See
also Coil Banding and
Winding Machines
Columbia M. W. A M.I. Co.
Blectric Service Sup. Co.
I Repair Work (See also Colls)
Cleveland Armature Works
Columbia M. W. A M.I. Co.
j (General Electric (3o.
Westinghouse E. A M. Co.
Repiacers, C^ar
Columbia M. W. A M. I. Co.
Electric Service Sup. Oo.
Resistance, Grid
Columbia M. W. A M.I. Co.
Resistance, Wire and Tube
(Jeneral Electric Co.
Westinghouse E. A M. Co.
Retrievers, Trolley (See
Catchers and Retrievers,
TroUer)
Rheostats
(Seneral Electric Co.
Westinghouse B. A M. Co.
Roofing Car
Pantaeote Co.
Rosettes
Nat'l Metal Molding Co.
Sanders. Track
Brill Co., The J. G.
Columbia M. W. A M.I. Co.
Electric Service Sup. Oo.
Nicbols-Linlem Co.
Ohio Brass Co.
St. Louis Car Co.
Sash Fixtures, Car
Brill Co.. The J. G.
Scrapers Track (See Clean-
ers and Scrapers, Track)
Seating Materials
Brill Co.. The J. G,
Pantasote Co.
SeaU. Oar (See also Battan)
Amer. Battan A Reed Mfg.
Co.
Brill Co.. The J. G.
St. Louis Car Co.
Second-Hand Equipment
Archer A Baldwin
Blectric Equipment Co.
Shades, Vestibule
Brill Co.. The J. G.
Shovels
Allis-Chalmers Mfg. Co.
Brill Co.. The J. G.
Hubbard A Co.
Side Bearings (See Bearings,
Center and Side)
Signals, Oar Starting
Con. ChT Heating Co.
Electric Service Sup. Co.
Nat'l Pneumatic Co.. Inc.
Signals. Indicating
Nichols-Lintem Co.
Signal Systems, Block
Electric Service Sup. (3o.
Nachod Signal Co.. Inc.
U. S. Electric Signal (3o.
Wood Co., Chas. N.
Signal Systems, Highway
Crossing
Nachod Signal (Do., Inc.
n S. Electric Signal Oi,
Slack Adjusters
(See Brake Adjusters)
Slag
Carnegie Steel Co.
Sleet Wheels and Oatter*
Anderson Mfg. <^., A. A
J. M.
Columbia M. W. A M. I. Co.
Electric Ry. Equip. Co.
Elec. Service Supplies <k>.
More-Jones Br. A Metal (Jo.
Nuttall Co.. R. D.
Smokestacks, Car
Nichols-Lintem Co.
Snow-Plows, Sweepers and
Brooms
Amer. Rat. A Reed Mfg. Co.
Brill Co.. The J. G.
Columbia M. W. A M.I. Co.
Con. Car Fender Co.
Sockets and Receptacle*
Nat'l Metal Molding Co.
Solderless Connectors
Frankel Connector Co.
Spikes
Amer. Steel A Wire O).
Splicing Compound*
Westinghouse E. A M. Co.
Splicing Sleeves (See Clamps
and Connectors)
Springs, Oar and Truck
Amer. Steel Foundries
Amer. Steel A Wire Co.
Bemis Car Truck Co.
Brill Co.. The J G.
Standard Steel Works Co.
Sprinklers, Track and Bead
Brill Co.. The J. G.
St. Louis Car Co.
Steel Oastlngs
Wharton. Jr.. A <3o.. Wm.
Steels and Steel Product*
Cambria Steel Co.
Midvale Steel A Ord. Co.
Morton Mfg. Co.
Steps, Car
Amer. Abrasive Metals Co.
Amer. Mason Saf . Tread Co.
Morton Mfg. Co.
Stokers, Mechanical
Babcock A Wilcox Co
Westinghouse E. A M. Co.
Storage Batteries
(See Batteries, Storage)
Strand
Copper Clad Steel Co.
Boebling'9 Sons C!o., J. A.
Stmctural Steel
Cambria Steel Co.
Midvale Steel A Ordnance Co.
Superheaters
Babcock A Wilcox Co.
Power Specialty <3o.
Sweepers, Snow (See Snow
Plows. Sweepers and
Brooms)
Switch Stands
Ramapo Iron Works
Switches. Selector
Nichols-Lintem Co.
Switches, Track
(See Track Special Work)
Switches and Switchboards
Allis-C^almers Mfg. Co.
Anderson Mfg. Co.. A. A
J. M.
Electric Service Sup. Oo.
General Electric Co.
Westinghouse E. A M. Co.
Tapes and Cloths (See In-
sulating ■ Cloth, Paper and
Tape)
Telephones and Parts
Electric Service Sup Co.
Terminals. Cable
Standard nnderground Cable
Co.
Testing, Commercial and
J Electrical
' Elec'l Testing Laboratories
Testing Instrnments (See In-
struments, Electrical Meas-
nring. Testing, etc.)
Thermostats
Con. Car Heating Co.
Qo\d Car Heating A Light-
ing Co
Railway Utility Co.
Smith Heater Co.. Peter
Ticket Choppers and Destroy-
ers
Electric Service Sup. Co.
Tie Plates
Cambria Steel Co.
Midvale Steel A Ordnance Co.
Ties and Tie Rods, Steel
American Bridge Co.
Barbour-Stockwell Co.
Carnegie Steel ()o.
International Steel Tie Co.
Ties, Wood Oos* (See Poles,
Ties, etc)
Tongne Switches
Wharton. Jr.. A Co.. Wm.
Tool Holders
Williams A Co.. J. H.
Tool Steel
Cambria Steel Co.
Carnegie Steel (>).
Midvale Steel A Ordnance Co.
Tools, Thread Catting
Williams A Co.. J. H.
Tools, Track and Miseellane-
ons
Amer. Steel A Wire Co.
Columbia M. W. A M.I. Co.
Electric Service Sup. <^.
Hubbard A Co.
Railway Track-work Co.
Towers and Transmission
Structures
Americ-an BriiJ^e Co.
Bates Exp. Steel Truss 0>.
Westinghouse E. A M. (3o.
Track E^spansion Joints
Wharton. Jr.. A Co.. Wm.
Track, Special Work
Barbour-Stockwell Co.
N. T. Switch A Crossing Co.
Ramapo Iron Works
Wharton, Jr., A Co., Wm.,
Inc.
Transfer Tables
American Bridge Co.
Transformers
Allis-C^almers Mfg. 0>.
(General Electric Co.
Westinghouse E. A M. Co.
Treads, Saf et.v. Stair Car Step
Amer. Abrasive Metals Co.
Amer. Mason Saf. Tread Co.
Morton Mf^. Co.
Trolley Rases
Anderson Mfg. Co.. A. A
J. M.
Electric Service Sup. Co.
(Seneral Blectric Co.
Nuttall Co., R. D.
Ohio Brass Co.
Trolley Base*, Retrieving
Anderson Mfg. Co.. A. A J. M.
Blectric Service Sup. Oo.
General Electric Co.
Nuttal Co.. R. D.
Ohio Brass Co.
Trolley Base*
Brill Co The J. Q.
(}eneral Electric (3o.
Westinghouse B. A X. Co.
rrolley Materials, Overhead
Flood City Mfg. Co.
Ohio Brass Co.
Trolley and Trolley Systems
Ford Chain Block Co.
Trolley Wheels (See Wheels,
Trolley Wheel Bushings)
Flood CSty Mfg. Co.
Trolley Wheel and Harps
Flood City Mfg Co.
Trolley Wire
American Copper Products
Corp.
Amer. Electrical Work
Amer. Steel A Wire <3o.
Anaconda Copper Mining Co.
Copper Clad Steel Ck>.
Boebling'B Sons Co., John
A.
Trucks. Car
Bemis Car Truck (Jo.
Brill Co.. The J. G.
St. Louis Car Co.
Tubing. Steel
National Tube Co.
Turbines, Steam
AUis-Chalmers Mfg. Co.
General Electric Co.
Terry Steam Turbine Co.
Westinghouse E. A M. Co.
Tnrblue, Water
Allis-Chalmers Mfg. Co.
Turnstiles
Blec. Service Supplies Co.
Ohio Brass Co.
Schutte A Koerting Co.
Upholstery Materia]
Amer. Rattan A Reed Mfg.
Co.
Valves
Weetlnghonse Tr. Br. Co.
Vaenum Impregnation
I Allis-Chalmers Mfg. Co.
j Ventilators, Car
Brill Co., The J. 0.
National Ry. Appliance Co.
Nichols-Lintem l'«
Railway Utility Co.
St. Louis Car Co.
Vises, Pipe
Williams A (3o.. J. H.
Water Softening A Parifylnf
Systems
Scaife A Sons 0>.. Wm. B.
Welders, Portable Electric
Electric Ry. Improv. Co.
Ohio Brass Co.
Railway Track-work Co.
Rail Weldhig A Bonding Co.
Welding Processes and Ap-
p,iratns
Electric Ry. Improv. Co.
(general Electric Co.
Metal A Thermit Corp.
Ohio Brass Co.
Railway Track-work (!3o-
Rall Welding A Bonding Co.
Westinghouse E. A M. (Jo.
Welders, Rail Joint
Ohio Brass Co
Railway Track-work Co.
Rail Welding A Bonding Oo.
Wheel Guards (See Fenders
and Wheel Guards)
Wheel Presses (See Machine
Tools)
Wheels, Car. Out Iron
Bemis Car Truck (Jo.
Wheels, Car, Steel and Sted
■Hre
American Steel Foundries
Bemis Car Truck Co.
Carnegie Steel Co.
Standard Steel Works
Wheels, Rolled Steel
(Jambria Steel (Jo.
Midvale Steel A Ordnance (Jo.
Wheels, Trolley
Anderson Mf g.Ck>.. A. A J.M.
Columbia M. W. A M. I. Co.
Electric Ry. Equip. (Jo.
Electric Service Sup. Co.
(Jeneral Electric Co.
More-Jones B. A M. Co.
Nuttall Co.. R D.
Star Brass Works
WhistlM, Air
(rcneral Electric Co.
Ohio Brass Co.
Westinghouse Tr. Br. Oo.
Wire Rope
Amer. Steel A Wire Oo.
Copper Clad Steel (Jo.
Roebling's Sons (Jo., John A.
Wires and Gable*
American Copper Products
Corp.
Amer. Blec'l Work*
Amer. Steel A Wire Co.
Anaconda (Jopper Mining Co,
Cambria Steel Co.
Copper Clad Steel (Jo.
General Electric Co.
Midvale Steel A Ordnance Co.
Roebling's Sons (Jo., John A.
Std. Underground Cable (Jo.
Westinghouse E. A M. (Jo.
Woodworking Machine*
Allis-Chalmer* Mfg. Qi.
Wrenche*
Williams A (Jo.. J. H.
December 10, 1921
Electric Railway Journal
37
THE IMPERIAL OMNIBUS
The first exclusive motorbus chassis of the
low center of gravity type ever produced and
obtainable by all transportation companies.
The low center of gravity prevents accidents
to life and property and reduces operating
costs.
If your transportation company is to have
modern and safe equipment stop using truck
chasses and use the Imperial Omnibus built on
an exclusive motorbus chassis.
Send for descriptive literature and full infor-
mation.
TRACKLESS TRANSPORTATION CORPORATION
OriginatoTM of the Low Center of Gravity OmnibuM
300 Madison Avenue, New York City
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The Kalamazoo Trolley Wheels | Ajax Perfecto Bronze
I I Check Plates
I have always been made of en-
i tirely new metal, which accounts
I for their long life WITHOUT
I INJURY TO THE WIRE. Do
I not be misled by statements of
I large mileage, because a wheel
I that will run too long will dam-
I age the wire. If our catalogue
I does not show the style you
I need, write us— the LARGEST
I EXCLUSIVE TROLLEY
i WHEEL MAKERS IN THE
I WORLD. I
I ; THE STAR BRASS WORKS |
I KALAMAZOO, MICH., U. S. A. f
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i Let us tell you why i
I THE CLEVELAND |
i is the practical fare box for i
I SERVICE AT COST |
I The Cleveland Fare Box Co. I
S CLEVELAND OHIO I
= Canadian Cleveland Fare Box Co., Ltd., E
I Preston Ontario I
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Made from our Perfecto
Bronze — the strongest
and toughest metal on
the market; will bend
before it will break.
Withstands shocks there-
fore, and outlasts all
other check plates several
times.
Specify Ajax Perfecto
Bronze on your next
requisition.
I The Ajax Metal Company
I Established 1880
I Main Office and Works: Philadelphia, Pa.
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I yximimuiiu^
PS
I Adjustment for slack is made on the appli- |
I cation of the brake, not on the release. I
I Send for full detaili. |
I Hamilton & Hansel], Inc., 13 Park Row, New York. N. Y. I
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Car Heating and Ventilation |
is one of the winter problems tliat you mun i
settle without delay. We can show you how =
to take care of both, with one equipment. =
Now is the time to fet your cars readv for =
next winter. Write for details. |
^ S J^^ I The Peter Smith Heater Company |
I ^If/UHinr?^ 1725 Mt. Elliott Ave., Detroit, Mich. |
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I "Boyerized" Products Reduce Maintenance |
1 BemlB Tracks Msnraneae Brake Heaui 1
§ Oaae Hardened Brake Pint Mangranese Transom PIstea =
Caae Hardened Bushlnra Manganese Body Bushing §
Case Hardened Muta and Bolts Bronze Axle Bearlnn i
Bemis Pins are absolutely smooth and true in diameter. We =
'•arry 40 different sizea of case hardened pint in stock. Sample* i
furnished. Write for full data. |
Bemis Car Truck Co., Sprinffield, Mass. |
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38
Electric Railway Journal
December 10, 1921
ALPHABETICAL INDEX TO ADVERTISEMENTS
A
Pan
Ajax Metal Co 37
Allis-Chslmers Mfe. Co 26
Allison & Co.. J. B 21
American Abraaive Metal* Co... 33
Amer. Brake Shoe & Fdiy. Co. . 21
Amer. Bridg-e Co 21
American Car Co 41
Amer. Copper Prods. Corp. . .14^ 15
American Blectrlcal Woiiu..., 30
Amer. Mason Safety Tread Co . . 38
American ^Rattan & Reed VLtf.
Co 32
American Steel & Win Oo 29
American Steel Foundries 38
Anaconda Copper MInlnr Co . . . 29
Anderson Mfr. Co., A. & J. M. . . 30
Ardibold-Brady Co 29
Archer & Baldwin. Ine 33
Armco Culvert & Flume Mfra.
Assn 10
Arnold Co., The 20
B
Babcock It Wilcox Oo 31
Barbonr-Stockwell Co 30
Bates Bxpanded Steel Trnas Co. 27
Beeler, John A 20
Bemis Car Truck Co 37
Bonney-Tdislare Tool Co 38
Brill Co., J. G 41
Buckere Jack Mfc. Oo 32
C
Cambria Steel Co 26
Cameron Electrical Mte. Co.. 32
Carnepe Steel Co 30
Clark & Co. M(r. Corp.. B. W. . 20
Cleveland Fare Box Co 37
Collier. Inc., Barron 39
Columbia M. W. * M. I. Co 40
Consolidated Car Fender Co. . . . 12
Consolidated Car Heatinr Co... 35
Continental Fibre Co., Ttie 30
Cooper Heater Co 35
Copper Clad Steel Co 29
Cutter Co 31
D
Pwa
Day It Zimmermann, Inc 21
Oiilerential Steel Car Co.. The. . 38
R .
Electric Equipment Co 33
Electric Ry. Improvement Co.. 31
Electric Railway EQUlpment Co. 29
Electric Service Supplies Co ... . 11
En^l & Hevenor, Inc 21
r
Feustel. Robt. M 20
Flood City Mfg. Co 29
Ford, Bacon & Davis 20
Ford Chain Block Co 32
"For Sale" Ads 33
O
Oalena-Sirnal OU Co 17
General Electric Co 18
Gold Car Heatinr A Ltf. Co 33
Gould. L. E 20
B
Hamilton Sc Hansell, Inc 37
"Help Wanted" Ads 33
Hemphill & WelU 20
Hoist. Eoglehardt W 20
Home MJe. Co 35
Hubbard A Co 30
International Register Co.. The. 82
International Steel Tie Co 9
Jackson, Walter
20
Pace
Jeandron, W. J 31
Johnson Fare Box Co 35
K
Kuhlman Car Co 41
I.
Le Carbone Co 31
H
Marsh & McLennan 6
Massey Concrete Prods. Corp, . . 27
McGraw-Hill Book Co.. Inc.
Back Cover
Metal & Thermit Corp 22
Midvale Steel & Ordnance Co . . . 26
More- Jones Brass A Met^ Co. . . 16
Morton Mf g^. Co 35
N
Nachod Signal Co., Ine 29
National Brake Co 19
National Fibre & Ins. Co 32
Natl. Metal Molding Co 32
National PneTunatie Co., Inc.... 13
National Railway Appliance Co. 35
National Tube Co 29
New York Switch & Crossing Co. 31
Niohols-Lintem Co 35
Niles-Bement-Pond Co 32
Nuttall Co., R. D 25
. O
Oliio Brass Co 7
P
Pantasote Co 23
Parsons, Elapp, Brinckerhofl It
Douglas 20
Positions Wanted and Vacant.. 33
Power Sviedalty Co 31
B
Pan
Railway Track-work Co 8
EaUway UtUity Co 38
Rail Welding & Bonding Co 30
Ramapo Iron Works 30
Republic Truck Sales forp
. . . .Front Cover
Eichey, Albert S 20
Roebling's Sons Co.. Jolm A... 29
Booke Automatic Begister Co. . 38
S
St. Louis Car Co 28
Salety Car Devices Co 6
Samson Cordage Works 35
Sanderson & Porter 20
Scaife & Sons Co.. Wm. B 32
Sear^hlig-ht Swrtion 33
Smith & Co.. C. B 20
Smith Heater Co„ Peter 37
Standard Steel Works Co 24
Standard Underground Cable Co. 29
Star Brass Works 37
Stone & Webster 20
Stucki Co.. A 38
T
Terry Steam Turbine Co 31
Tool Steel Gear & Pinion Co.. . . 28
Trackless Transportation Co. . . 37
Transit Equipment Co 33
U
O. S. Blectric Signal Co 29
V
Van Dom Coupler Co 35
W
"Want" Ads 33
Wason Mfg. Co 41
Westinghouse Elec. & Mfg. Co.. 2
Westinghouse Traction Brake Co. 4
Wharton. Jr., & Co.. Wm 30
White Engineering Corp.,
The J. 0 20
Williams 4 Co.. J. H 32
Wish Service. The P. Bdw 21
Wood Co.. Chas. N 30
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Any widths with or without nosing
SAFETY TREAD
I tor car and station steps
I Standard for 25 years
Stanwood Steps and Karbolith Flooring
American Ma««n Safety Tread Co., l4)weU. MaM.
BraiKh offices In N'ew York and Philadelphia.
Joseph T. Byerson & Son, Chicago. Western Distributers
MASON
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yiniitiiiiiiiniiniiiiiiiMiiMiniiiuiiiiiiuiiMiiiiiiiuiniiiMiiiiiiuiiiiHiiiiiiiiHiiiiiiiniiitiiiiiiiiiiniiiiiiiiiiiiiinriiiiiiiiiiitiiiiiiiiiiiiiii'^ uiiiiiiiiMiirHiiiiiiiiiiiiiiiihiniiiiinMiiMiiMiniiiiiirMiniiiiintMiriiniiniinriniMtuiiniiniiniiHiiiniiiiriiiiiiiiiiiiiiiirMiitiiiiiniiiiiti
STUCKI
SIDE
BEARINGS
A. STUCKI CO. £ i
OiivarBldg. I i
Pittsburgh, Pa. £ i
THE DIFFERENTIAL
STEEL CAR CO.
H. Fort Flowers, Pre*, and Gen. Mgr.
FINDLAY, OHIO
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Company c^j Direct |
Automatic |
Registration |
By the I
Passengers |
Rooke Automatic |
Register Co. I
Providence, R. 1. |
^iiiiiililiiiiiiiiiiliiliiiiiniiiiiiiiiliHlliiiiiiiiiiiiiiiHtiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiMiiiiiiiiiiiiimiiiiniiiiiiiiiiilliliiiiiiillllc
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I pAli>WA\( I fTIUIT\( f>OMPAN\( |
1 8oJe llanutacturer$ |
1 "HONEYCOMB" AND "ROUND JET" VENTILATOBS |
= ior Monitor and Arch Roof Care, and all classes oi buildings; =
1 also ELECTRIC THERMOMETER OONTROL |
S ol Car Temperatures. =
I 141-161 WEST 28D ST. WHtt lor 1338 Broadway |
S Cbieago, lU. Cataloaut Mew Xoifc, M. T. =
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FERALUN ^t^'l"
Car Steps
Floor
Plates
Station Stairs
Door Saddiss, etc.
7S% of the electric railways
B-V Punches t:
AMERICAN ABRASIVE METALS CO.
so Church St, Nsw York City ""'mu
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S^nd for Catalog
4~
I BONNEY-VEHSLAGE TOOL CO., Newark, N J.
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December 10, 1921
Electric Railway Journal
89
40 ElectricRailwayJournal
aimimimiiiiiiiiiiiiHiHiiniHniriiiiiiiiiiiiiniiiiiiiiiii iiiiiiiiiiiiiiiiii!;
December 10, 1921
— for every well-equipped shop and stocf^-room
COLUMBIA
Products and Machinery
The volume of our output — approximately ninety per cent devoted to electric
railway maintenance — is tacit recognition by a great industry that we are
able to make better goods at lower cost than the majority of companies can
produce in their own shops.
Look over your stock today, and write for quotations on supplies which
are low.
Truck Parts — ^Brake Parts — Motor Parts — Controller Parts
Line Material — Trolley Poles — Wheels and Harps
Castings — Forgings — Machine Work
The Columbia Machine Works and Malleable Iron Company
Atlantic Ave. and Chestnut St., Brooklyn, N.Y.
A. A. Green, SalfS Mgr.,
Brooklyn, N. Y.
E. Keller,
Brooklyn, N. Y.
F. C. Hedley,
Brooklyn, N. Y.
J. L. Whittaker,
141 Milk St., Boston, Mau.
E. Allison Thornwell,
1513 Candler Bldg., Atlanta, Ga.
W. McK. White,
343 South Dearborn Street,
Chteago, III.
F. F. Bodler,
903 Monadnock, Btdg.,
San Francisco, Cal.
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December 10, 1921
Electric Railway Journal
Brill Truck Specialties
The coil spring at top and bottom is
kept compressed almost solid. This
insures most satisfactory service.
Brill "Half -Ball"
Brake Hanger
Every Brill Truck is
equipped with this type of
brake hanger. This means
the elimination of noise in
braking, reduction in un-
even shoe wear and most
satisfactory operation.
The Brill "Half-Ball"
Brake Hanger is noiseless,
self-adjusting to wear and
self-cleaning.
SPRINGS
PINS AND BUSHINGS
JOURNAL BOXES
BR^KE HANGERS
CENTER PLATES
Brill Oil-Retaining
Center Plates
A phosphor bronze ring, continually
in a bath of oil, a larger felt ring to
keep the dust out, and the truck and
body center plates, constitute the Brill
Oil-Retaining Center Bearing. This
lubricated center bearing (a gill of oil
lasting a year and a half) lessens flange
and rail wear and facilitates smooth
and steady riding at curves.
Brill Oil-Retaining Center Bearing.
a The J. G. Brill Company
^"^ Phii-ade:i_,I3mia.,Pa..
American C/^r Co.
st. louis mo.
C.C. KuHUMAN Car Co.
CUCVei-ANO, OHIO.
— Wason Mant'c Co.
ePR I NOFI CI.O. MASS.
Canadian brill company, limited, preston, ont., Canada.
Electric Railway journal
The master hook
on
puhlic
relations
~ *^ K f
Street railway officials will find this new edition of
Mr. Kennedy's book a textbook on public relations. It
preaches the gospel experience proves true — that the
key to success is service. It shows how to put this
lervice idea over with your public through advertising,
through news, through every business contact. The
book is based throughout on Mr. Kennedy's wide ex-
perience in public utility work.
WINNING
THE
PUBLIC
By S. M. Kennedy
Vice-President in charge of Public Relations and
Business Development,
Southern California Edison Company
NEW SECOND EDITION
150 pages, 6x9, illustrated, $2.50 net, postpaid
Mr. Kennedy is a public service official of wide ex-
perience. He tells in his book how his own company
and other successful public utility companies win the
public through service. Regulating commissions, public
utilities officials, the newspapers, pronounced the first
edition of Mr. Kennedy's book a real text book of
service — the master book on public relations. This
new second edition contains additional material on
public good will. The book should be in the hands of
every public utility official and employee, for it points
the way to a broader field for the electrical industry
and a greater success for all connected with the
industry.
McGraw-Hill Book Co., Inc.
370 Seventh Avenue, New York
»
1% ♦»-
it
Examine it
for 10 days
FREE
^teeS^amJmiwn Cbapcn
McGraw-Hill Book Co., Inc..
370 Seventh *»««.■ New Tork, N. Y.
rou mav send me on 10 days' approval Kennedy's Winninc The
Pnblic, $2.50 net, p<Mtp.'>M. 1 agree to pay lor the book or return
it postpaid within 10 da.v» ot receipt.
Regular Subscriber to the Elec. Ry. Journal?.
Member of A. I. E. E.I
Signed
Address .
Name of Company
Official Position
(Books sent on approval to re .'«» OJStomcrs in the U. S. and
Canada only.) E 1210-21
%cr^
<r
w-l-
iil"
December 17, 1921 Twenty CenU Per Cop:
o. ,.. liec/iai*? 'a/ and Engineering Edition
/V
,^N^°
v*^S«»--*"
«i^
Dollar Saving
Track Data
Includes plans and cross-sections of
steel tie track as it is laid in Cleveland
Harrisburg, St. Joseph and six other
cities. Also costs, photos and blueprints.
Read how the P & O saved the old concrete
and $3.99 per foot — how Mr. Wolfe's track,
laid in 1911 has cost only 43 cents per foot
per year, without maintenance.
Prepared for
Executives and operating officials. Please ask
for it on your letterhead.
International Steel Tie Co.
Cleveland, O.
Electric Railway Journal
December 17, 1921
Let's Not Forget
The World-Famed Slogan
"Safety First"
The safety and security of humanity is a national necessity. Any device
fortifying safety is one of recognized importance and performs a great
service.
Thus it is with line switch equipments for cars having drum controllers.
Many roads, striving for maximum protection to both patrons and em-
ployees, regard auxiliary line switches and platform controllers as
necessarily inseparable.
The use of a LINE SWITCH, mounted under the car floor in con-
junction with platform controllers, removes all circuit breaking and
overload operations from the car interior,
and forms the basis for additional safety
features, such as signals and automatic
control of doors. It also lessens the wear
on controller contacts and provides a more
efficient and dependable circuit breaker
protection for the main motors and power
circuit.
Westinghouse Electric & Manufacturing Company
East Pittsburgh, Pa.
Type 801 Line Switch
Westinghouse
Vol. 58, No. 24
New York, December 17, 1921
Pages 1057-1096
Electric Railway
Journal
Henry W. Blake and Harold V. Bozell, Editors
Henry H. Norris, Managing-Editor
Contents
From the Tree in the Forest to the Finished Stick
Turpentine and rosin are important products of the pine gum, declares Howard
H. George. Barrels for transporting rosin are made of waste pine strips.
Large straight trees are used for poles and small ones for ties Page 1059
Statistics of New York Railways
Tables and charts presented at the hearings before the New York Transit
Commission by the commission's chief accountant give interesting facts in
regards to the city's largest transportation companies Page 1065
lUinois Traction System Builds New Transmission Line
A thirty-two mile all-steel tower line has been erected to connect the company's
Riverton and Decatur power plants. Some of the construction details are
given in illustration and in story Page 1071
Editorials 1057
New Cars for Frankford "L" 1063
Some Aspects of the Revenue Act op 1921 1068
Cost of Living in Various Cities 1071
Postmaster General Reports on Mail Pay 1071
Letter to the Editor 1072
What We Don't Know About Steam 1072
Motor Truck vs. Railroad 1072
Railway Builds Coin and Ticket Sorter . . 1073
American Cars in Finland 1074
Efficiently Arranged Wood-Working Shop 1075
Pasting Skip-Stop Signs on Poles 1076
A Rotary Snow and Ice Digger 1077
Flow Method of Impregnating Fields 1078
Preventing Overhead Corrosion 1079
Association News 1080
News of the Electric Railways 1083
Financial and Corporate 1087
Traffic and Transportation 1090
Personal Mention 1094
Manufactures and the Markets 1096
McGRAW-HILL COMPANY, INC., Tenth Ave. at 36th St., NEW YORK
JAMES E. McGRAW, President
ARTHUR J. BALDWIN, Vice-Pre8ld«it
J. MALCOLM MUIR. Vice-President
EDWARD D. CONKLIN, Vice-President
JAMES H. McGKAW, JR., Secy, and Treasvirer
WASHINGTON, D. C, Colorado Building
CHICAOO, 1570 Old Colony Building
PHILADEL.PHIA, Real Estate Trust Bulldlnt
CI.BVELAND, Leader-News Building
ST. LOUIS. 713 Star Building
SAN FRANCISCO. Rlalto Building
LONDON, B. C. 6 Bonverie St.
Cable Address "Machinist, N. T."
Publishers also of
Blectrical World American Machinist
Engineering and Mining Journal
Electrical Merchandising
Journal of Electricity and Western Industry
Chemical and Metallur^cal Engineering
Engineering News-Record
Jngenieria Intemacional
^°"*'' ^tMB,, «»»• As*
Member Audit Bureau of Circulations.
Member Associated Buslneas Papers. Inc.
The annual subscription rate Is t4 in the United
Slates. Canada. M'exioo. Alaska. Hawaii, the Philip-
pines, Porto Rico, Canal Zone. Cuba, Honduras,
Nicaragua, Dominican Republic, Salvador, Peru.
Colombia, BoliTia and Shanghai. China. Extra
foreign postage in other countries $3 (total J7,
or 29 shillings). Subscriptions may be sent to the
New York office or to the London office. Single
copies, postage prepaid, to any part of the world.
'ZO cents.
Change of Address — When change of addreie la
ordered the new and the old address must be given.
Notice must be received at least ten days before
the change takes place.
Copyright. 1921, by HcOraw-HlU Company, Inc.
Published weekly. Entered as aecond-dsa mat-
ter, June 23, 1908, at the Post Office, at New
York, under the Act of March 3. 1879.
Circulation of this issue, 6,000
Advertising Index — Alphabetical, 48; Classified, 44, 46; Searchlight Section, 43
Electric Railway Journal
December 17, 1921
Cleveland, Ohio, Public Square
On the Big Cars
DH-25
Compressors
Westinghouse Traction Brake Co.
General Offices and Works:
Wilmerding, Pa.
Mexico City
Boeton. Mass.
Chicago, 111.
Colvimbug. Ohio
Denver, Colo.
OFFICES:
Houston, Tex.
Los Angeles
New York, N. Y.
PitUburgh, Pa.
San Franciaco
Seattle, Wash.
St. Paul, Minn.
St. Louis. Mo.
Washington, D. C.
Adequate, dependable car control is a prere-
quisite of efficient traction service. It is doubly
important in thickly populated communities;
first, to insure the public's safety, and second, to
increase traffic capacity by allowing faster
schedules and shorter headway.
Control centers in the air compressor.
The compressor must be capable of furnishing
a constant, dependable supply of compressed air
sufficient at all times to meet the extreme require-
ments of the control apparatus. To be thor-
oughly satisfactory it must do this quietly, eco-
nomically, with minimum wear and attention.
The Westinghouse DH-2S best meets these
conditions on the big cars in heavy city or inter-
urban service.
This 25-foot compressor of the popular Bungalow design,
developed primarily for big low-built units, but equally adapt-
able to all other types, has been installed on hundreds of
cars in many cities with uniform success.
WestinghouseTractionBkAkes
December 17, 1921
Electric Railway Journal
Money- making cars
Every kind of community has
watched the safety car make good.
Car riders have learned to like its
prompt convenience. Railway men
quickly appreciated its money-making
operation.
In many of these communities O-B
Equipment is on the cars. O-B Bases,
with money-saving
O-B Equipment
O-B Catchers, O-B Sanders and Im-
perial Headlights are saving mainten-
ance money by serving reliably and
with little attention.
They are good devices for a good
The Ohio
Brass
Co.
Mansfield, Ohio
New York Philadelphia Pittsburgh Chicago Los Angeles San Francisco Paris, France
High Tension Porcelain Insulators; Trolley Material; Rail Bonds; Electric Railway Car Equipment; Third Rail Insulators
Exclusive Agents in U. S. for Crouse-Hinds Imperial Headlights.
6 ElectricRailwayJournal December 17, 1921
^ Jnsurance plus
Standards
The measurement of relative fire hazards is based on
certain requirements, which, when conformed to, carry
minimum rates. This rate for a standard power house
is .07 and electrical equipment .12 per hundred dollars
of value.
A recent inspection of a large power house, which the
owners believed to be a standard building in every
respect, and on which they carried no insurance, re-
sulted in a rate of .37 on building and .43 per hundred
dollars on electrical machinery with the customary
80% coinsurance clause added for this, so called, stand-
ard structure because —
Roof beams and columns were not insulated, trans-
formers were not standard, no waste cans and no chem-
ical extinguishers were provided, there were frame
clothes lockers, lubricating oils were not properly
cared for and workmen's automobiles were permitted
in the building.
These hazards, easily and inexpensively removed repre-
sent the difference between .07 and .12 cents and .37
and .43 cents per hundred dollars in insurance costs.
Marsh and McLennan can help you lessen your
hazards and decrease your insurance costs. May we
tell you more of Marsh and McLennan Service?
MARSH &MSLENNAN
175 W.Jackson Blvd. Chicago, 111.
Minneapolis
Denver
San Francisco
Winnipeg
New York
Duluth
Seattle
Montreal
Detroit
Columbus
Cleveland
London
December 17, 1921
Electric Railway Journal
No. 21022 Single Stroke Bell
No. 19587 Vibrating Bell
Type B
Push Button
TOP!
Say it with
FARADAY
Type A
Push Button
Patrons do not like to depend on the conductor's memory. Neither
do they like the gymnastics sometimes necessary to attract his atten-
tion to their approaching stop. And many passengers disHke to leave
their seats ahead of time in order to notify the motorman. They
much prefer to press the Faraday button which tells the operator
when and where to stop.
Faraday High Voltage Car Signal Systems permit the use of buzzers,
vibrating or single stroke bells or a combination of both on the trolley
circuit. Faraday Signal Systems are supplied in several types, all of
which employ the same mechanism which reduces arcing to a point
where it is not sufiicient to damage the contacts in any way. Ap-
proved by the National Board of Fire Underwriters.
Specify Faraday for subway, elevated, interurban, safety cars and
trackless trolley busses.
For auto busses specify Faraday Battery Signal Systems.
Electric Service Supplies Co.
Manufacturer of Railway Material and Electrical Supplies
PHILADELPHIA NEW YORK CHICAGO
1 7th and Cambria Street* 50 Church Street Monadnock Bldg.'
Branch Offices: Boston, Scranton, Pittsbargh
Canadian Distributors:
Lyman Tube & Supply Co., Ltd., Montreal, Toronto, Winnipeg, Vancouver
SIGNAL SYSTEM
NAT. CODE STAMDARD
NO. 22181-600 VOLTS
CTRiC SERVICE SUPPLIES CO.
No. 22181 Resistance Panel
No. 19403 Buzzer
mill
Electric Railway Jouenal
December 17, 1921
The answer to Why, is WEAR!
Running Out Phono-Electric Trolley at Bridgeport
A mighty tide of traffic, one constant stream of trains,
day and night, passes along the electrified New Haven
lines.
A steady unfailing trolley service is demanded by the
continuous flow of heavy passenger and freight trains,
locals and suburbans.
And consequently, after experience with different types
of trolley wire, this great railroad system has standard-
ized on Phono-Electric — the trolley wire of long life —
as the contact wire throughout its entire electrified zone.
p^rt^^ffli
OK
December 17, 1921 Electeic Railway Journal
Modernize! jR^fl^ii Pneumatize!
"Sure, Madam!"
Said the Conductor to the delayed woman passenger
struggling out to the door with her Xmas bundles.
With a flip of his wrist, the doors were opened again
— and opened safely — so that the patron would not be
carried beyond her stop.
An everyday incident, of course.
But isn't it fine to have your cars so equipped that
when the operator has to do this, he'll do it with a
smile?
.He does on cars that have been pneumatized with the
National Pneumatic "Rushour" line, comprising Door
and Step Control and the Operating Mechanisms to
make them perform their best; Motorman's Signal
Lights and Safety Interlocking Door Control — and
where trains are in order — Multiple Unit Door Con-
trol, the great one conductor-per-train invention.
As the telephone ads say:
"The voice with the smile wins."
More Riders —
More Revenue —
More Satisfaction
In Any Kind of Electric Railroading
The National Pneumatic Rushour Line
Door and Step Control Door and Step Operating Mechanism*
Motorman's Signal Lights Safety Interlocking Door Control
Multiple Unit Door Control
Manufactured in Canada by
Dominion Wheel & Foundries, Ltd.
Toronto, Ont.
National Pneumatic Company, Inc.
Originator and Manufacturer
50 Church St., New York Edison Bldg., Chicago
Works: Rahway, N, J.
10
Electric Railway Journal
December 17, 1921
AJAX ELECTRIC ARC WELDER
They do the work — without delay
"AJAX'^
Electric Arc Welder
An equipment so light, small and handy that two
men can pick it up and walk off with it to any part
of the work without wasting a minute. They can
load it in the work car in a jiffy, or can carry it home
on the platfdrm of a passenger car.
AJAX weighs 155 lbs., measures 18 x 28 z 36 inches,
and possesses such high capacity that it is the most
satisfactory instrument to use on the average system
where voltage is poor on lines remote from the power
house.
The initial cost of the machine is so low that you can-
not afford to be without one. A complete outfit —
trolley pole, leads, electrode holder and operator's
face shield come with it.
"ATLAS"
Rail Grinder
With this machine, track grinding can be done through
the day, even when traffic is heavy. The lower illus-
tration shows the ATLAS Rail Grinder wheeled aside
to permit a car to pass. It takes but an instant to get
it back in place and at work again.
It is a light fast-working machine, adapted to a re-
markably wide range of work on railway track.
Especially useful for smoothing off excess metal after
building-up special work and cupped parts with the
AJAX welder. Will grind out grooves in girder rail.
Every company, no matter how small, should have one
or more sets consisting of an AJAX welder and an
ATLAS Grinder.
Present Prices are Attractive — JVrite Us!
RAILWAY TRACK-WORK CO.
3132-48 East Thompson St., Philadelphia, Pa.
ATLAS RAIL GRINDER
December 17, 1921
Electric Railway Journal
11
«^,^^.A^i
t'tfm.
h. ^'!^
\r
j^%
».v
.->
-bui not in ihe.
mm ecfuippedwHh
Cons on da ied
Eleciric Heaters
and Consolidated
Thermostatic^
Control
Cross Seat Type Elec. Heater
No — For These Cars
will be kept at the
Right Temperature Automatically
because of the even distribution of
heat made possible by the use of these
efficient light-weight heaters with a
simple and reliable control system
which will pay for itself in coal
saved within a short time. Full de-
tails on request — write us.
12
Electric Railway Journal
December 17, 1921
GARY— THE MODERN
Used Dayton Resilient Ties
W. 1
-a^Bi
^^l^Si'
'. 'i#r""
.±M 5?!, ^-'^1
* .20^K '- -;*^'-~ '^" ■'~*ir'»B
ATo. 3 shoios Rails and ties assembled ready for pouring foundation concrete.
No. 4 Concrete ivas poured up even luith the tops of the ties and allotued to set before the
paving layer •u.as poured.
No. 5 shoius the track as you idll see it in Gary today or in Gary 20 years from today.
December 17, 1921
Electric Railway Journal
13
CITY OF STEEL
in order to reduce the thickness of
the concrete required, lessen the
noise, avoid rigidity and save money
Ever been in Gary? Remarkable
city — less than 20 years old, with broad
paved streets, modern homes, store
buildings and street railways that any
city might well model after.
Gary, from its inception, believed
and adopted modern principles in con-
struction. Permanence has been their
first consideration, for in Gary they
have faith and confidence in the
future.
When it was necessary to relay the
car lines on Broadway, the main street
in Gary, they used Dayton Resilient
ties.
The use of these ties, with concrete
foundation, reduced the thickness of
'TM
the concrete required by such an
amount that the saving, taken in con-
junction with the greater spacing of
ties and the minimizing of labor in
assembling, made it possible to build
this permanent, resilient type of track
at less expense than the old type of
construction using wooden ties.
Furthermore these Dayton Mechan-
ical Ties provided a resiliency that
made easier riding track and lessened
the noise which was highly desirable
in gaining public favor.
It will pay you to follow the lead
which Gary has taken. Let us tell you
the experience of dozens of cities who
have used this type of construction.
THE DAYTON
MECHANICAL TIE CO.
706 Commercial Bldg.,
Dayton, Ohio
14
Electric Railway Journal
December 17, 1921
"RESULTS"-^ booklet
that shows you how and
why TULC should be used
LUBRICANT
"Results" — Is the story of Tulc, or if you please,
a booklet of facts on economical lubrication.
By economical Lubrication or Tulc we mean a
Lubricant that will develop the highest efficiency
with the least expenditure of power, at the same
time reducing depreciation and using only one-
half to one-third the quantity of lubricant.
Economical Lubrication or Tulc reduces oper-
ating expense through the saving effected, by
correct lubrication, rather than in the cost of
lubrication.
Our "Overall Specialists" apply the calculations
which our investigations, on your individual
property, show are best suited to your require-
ments.
The results are extraordinary as evidenced by the
steadily growing demand for TULC or economical
lubrication on electric railways everywhere.
Our booklet will give you an idea of how and why
we believe we can serve you better. May we send
you a copy?
The Universal Lubricating Co.
Offices : Schofield Bldg. Works : Sweeney Ave.
Cleveland, Ohio
— scientifically and
accurately compounded to
reduce lubricating costs
December 17, 1921
Electric Railway Journal
16
Special Drop Forged Blanks
give pinions with a
comparable longi-
tudinal and trans-
verse strength.
All Weatinghouse Electric and
Mfg. Co. District Officer are
Sales Representatives in the
United States for Nuttall Elec-
tric Railway and Mine Haulage
Products.
!«
Eleciric Railway Journal
December 17, 1921
0
N plants of 1000 kw. and over, the Terry centrifugal boiler
feed unit has proved ideal.
The boiler feed unit has rightfully been called "the heart
of the power plant," for it is indeed a vital element, which demands
dependable operation.
The investment in high class machinery for this class of service has
been found justifiable in hundreds of plants throughout the country.
Investigate the operating record of any Terry in your vicinity and
write for Bulletin No. 25.
v////////////////////////////////
w/////////////////////////////.
m//////////////////////////////////////m
T-748
'Offices in Principal Cities
in U.S.A. also in Important
Industrial Foreign Countries
//////M//m/7////////////m
w//////mm/m/mm//////mm//mm///m/m^^
TheTemj Steam Turbine Co.
Terry iq.Bartford.Coim.USA.
December 17, 1921
Electric Railway Journal
17
Saving — or Shaving?
Suppose that in the lubrication of your rolling stock you use approximately 5,000
gallons of electric car oil a year. Again, suppose that you have been using Galena
Electric Car Oil; you are offered a car oil "just as good" for two, three or five cents
a gallon lower in price. At the most, you can "shave" costs down about $250.00.
But how about saving? At the end of the year you find that instead of using 5,000
gallons, you have used at least half as much again ; that reports from your mechanical
department show that increased costs in repairs and replacements of bearing parts
amounted to even more than the entire cost of the oil ; that your time losses due to
hot boxes and extra oilings will alone wipe out the "shaving."
And there is really no supposition about it — this very thing has happened, and will
happen, every time that shaving is mistaken for saving, that bulk is considered instead
of quality.
Experience, after all, is the best teacher. It has taught many railway officials that
it is not only unwise, but unsafe and expensive, to gamble with the lubrication question.
It has been the deciding factor that has influenced many purchasing agents — seeking
real dollars and cents saving — to specify the ever reliable Galena Oils, the lubricants
that have proved by actual cost records on over 500 electric properties, their unequalled
efficiency and economy.
llllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllilllllllillH
Mill
MimiJUHii. I '!.■'' ,,;Mllill
lii!lilHliHHIlllill!!l!!liilill!'ll!!!i
Galena-Signal Oil Gbmpanyi
New York - Franklin. Pa. Chicago
and offlces in principal cities '
iiiiiiiiiiiiiiiiiiiHimiiiiiiiii
18
Electric Railway Journal
December 17, 1921
New departures in street transportation usually are
most successful when equipment of proved value is used
G-E Equipment for
Every Trolley Bus Need
The trolley bus, affording an economical means
of extending service, is here. Its users can get no
better guarantee that their new service will be
successful than to be sure those busses are driven
by G-E 258 motors — ^the lightest made anywhere
— and that the line is built with G-E Line Material.
The G-E 258 Motor has proved its sturdiness, its
economy, and its longevity so thoroughly, espe-
cially in light, one-man cars, that itwas the logical
motor to drive the first trolley bus in this country.
It is admirably qualified to continue that service.
G-E Line Material, of utmost reliability, is well
fitted for trackless routes where dei>endence upmn
line construction is so complete.
The General Electric Company built the elec-
trical equipment for the first American Trolley
Bus. Today G-E equipment is designed to meet
any trolley bus need.
General^Electric
General Office
Scbenectad7, KY
Company
Sales Offices in
all large cities ^"'
Electric Railway Journal
Consolidation of Street Railway Journal and Electric Railway Review
HENBY W.BLAKE and HABOLD V.BOZELIi.Edltori HENBY E.NOBBIS.ManaxInx Editor
BABRY L.BBOWN, Western Edltoi N.A.BOWEBS.PaciOc Coait Editor H.S.KNOWLTON.New England Editor C.W.SQUIEB,Aa>oclate Editor CABL W.STOCKS.AssocUte Editor
O.J.MACMUBBAY.Newa Editor DONAU) F.HINE.BdItoriai BeprMBntatiTa B.E. PLlMPTON.Edltorial BepresenlatiTe PAUL W00TON,Wa>lllii(tOD BepretenUtlTe
Volume 58
New York, Saturday, December 17, 1921
Number 25
Are You Ready
for the Winter?
THE importance of proper preparation for snow con-
ditions was very forcibly impressed on all by the
severe winter of 1919-1920. Comparisons of equipment
failures on a few of the roads operating in the New
England district which was most affected indicate that
careful preparation made months in advance of the
storm was a paying investment. The provision of ade-
quate snow-fighting equipment supplemented by a care-
fully worked out system for attack is a prime considera-
tion, and to this should be added a comprehensive pro-
gram for dipping and baking armatures and other
electrical parts exposed to the severe conditions. Roads
that were most unfortunate in the past should profit by
the experience of others and districts which were not
visited by the previous storm may be the ones to suffer
most this year. Full preparation should be made with-
out delay as the expense to which a company goes in
maintaining effective snow-fighting facilities is sure to
be repaid by its retaining the good will of railway
patrons.
Favorable Progress Being
Made with Transit Hearing
THE railway men who have testified at the New York
hearings have generally approved the tentative plan
of reorganization proposed by the commission, with two
exceptions. The first is that they naturally must delay
assent so far as their own property is concerned until
the valuations are made public. The second is that with
practical unanimity they have expressed a fear that the
method of control proposed in the original outline might
result in eventual political domination of the super-
holding company proposed. It is toward this provision
that Mr. Williams directed his principal criticism. He
also expressed fear of opposition to the plan on the part
of the owners of underlying securities unless some
measures were adopted looking more clearly to the
retention of the rights of the holders of underlying
liens. The force of the first criticism made by Mr.
Williams has been somewhat destroyed by the later as-
surance from Chairman McAneny that as regards the
board of control a sharp line of demarcation will be
drawn between that board and the operating companies
and that the commission proposes that the operating
companies shall have all the ordinary functions of
operation that the companies have at present. In this
connection, however, the warning of Mr. Morrow is of
great value, that no matter what plan is put together
there will be perils in it, no matter whether the
property is under private management or public
management. Otto H. Kahn, in referring to this
feature, largely supported Mr. Morrow's view though
emphasizing the need for adequate equities in the pro-
posed consolidation for present bondholders.
The first phase of the investigation is fast drawing to
a close. The promise is made that early in the new year
the valuations will be taken up for consideration. Ideas
about valuations vary widely. The owners of the
various properties may be counted upon zealously to
guard their own interest. It is right that they should
do so, bu^ the fact ought to be constantly borne in mind
by them that the commission plan, properly drawn and
safeguarded, will have a future potential value that it
would be well to weigh carefully against any diflferences
which may exist at the outset between the values ad-
vanced by the commission and those which the owners
themselves set upon their properties.
Railways Have Particular
Interest in Harding's Message
PRESIDENT HARDING'S message to Congress con-
tains at least two recommendations of very vital
concern to electric railways — the creation of "judicial or
quasi-judicial tribunals for the consideration and de-
termination of all disputes (between labor and capital)
which menace the public welfare" and amendment of
the constitution "so as to end the issue of non-taxable
bonds" by federal, state and municipal governments. By
thus boldly recommending congressional action on these
important though largely unpopular matters the Presi-
dent has again demonstrated his interest in and under-
standing of the needs of business and the dangers that
lie ahead in the present order of these two things. He
won the very high admiration of the electric railway
men generally in his address before the midyear dinner
of the A. E. R. A. nearly two years ago and now these
recommendations to Congress confirm the confidence that
he won then.
The question of non-taxable bonds was discussed in
these columns last week. As to the other matter, it is
hard to imagine any strike of labor which causes more
direct inconvenience, suffering and financial loss to the
general public than one involving a street railway. Yet
such strikes have not been uncommon due to the circum-
stances that permit a labor organization "to exact un-
fair terms of employment or subject the public to actual
distresses in order to enforce its terms," to put it in the
words of the President. While the President is more
concerned with strikes of those labor organizations
which involve the whole nation, the machinery that may
be devised to arbitrate nation-wide disputes might logi-
cally be duplicated in local or state tribunals organized
to take jurisdiction in controversies of sectional or com-
munity interest. The Kansas tribunal sets the prece-
dent in this country for this sort of handling of labor
matters, and its record for effectiveness thus far has
been good.
Some railway managements may look at this proposal
as another "War Labor Board" proposition, or may be
averse to it simply because of their disapproval of hav-
ing any authority that may step in between the com-
pany and its employees in any of their relations. The
decisions of the War Labor Board certainly gave ground
for substantial fear of any such governmental agency.
1058
Electbic
Railway
JOUENAL
Vol. 58, No. 25
However, the decisions of this board in increasing wages
without regard to the ability of the company to pay have
been pretty well discredited, and it is inconceivable that
the Harding labor tribunals would be so constituted as
to be able to take cognizance of only one side of the
problem. Commission regulation and service-at-cost
franchises have so firmly established the idea that rates
of wages and rates of fares are inseparably tied together
and that any increase in wages must be passed on to the
public that there can never again be a repetition of
the War Labor Board attitude in acting on this great
question.
So it would seem the part of wisdom for all railway
men not to oppose the Harding proposal, but to support
it and use every effort to assist Congress to develop an
act that is comprehensive and effective.
A Long Way
to Go for Ties
A RECENT news item in this paper called attention
to the fact that the Philadelphia Rapid Transit
Company had purchased a large quantity of Douglas fir
ties which are to be shipped by water from the Pacific
Coast. In spite of the distance, it is stated that the
ties will be laid down in Philadelphia at about a
dollar each. Meanwhile, cedar ties from Maine recently
have been imported into Connecticut, where for many
years the supply of local oak and chestnut ties seemed
to be unlimited.
The very fact that ties are being transported such
great distances indicates the truth of the statements
heretofore made to the effect that tie timber is becom-
ing more and more scarce and that the electric rail-
ways must pay more attention to the tie problem. Even
granting that high freight rates on yellow pine ties
from the South caused Philadelphia to look elsewhere
for ties, the available supply of such timber is decreas-
ing and the cost is becoming almost prohibitive, due
to higher labor rates.
Under such conditions the use of substitute ties must
continue to increase and the most careful consideration
should be given by track engineers to their design and
selection. But the wood tie is by no means to be con-
sidered out of the case. On the contrary, the so-called
inferior tie timbers may be used if means are adopted
to protect them from wear and decay. Such protection
calls for the use of tie plates and timber preservatives.
It seems probable that there will be a rapid increase
in the use of inferior wood ties together with the pro-
tective agents mentioned. Incidentally, the Douglas fir
tie is classed as an inferior tie, being a soft wood which
is rated rather low in the scale of mechanical property
ratings of timber. Nevertheless, this species consti-
tutes about 8 per cent of the total number of ties annu-
ally used by our railroads.
The matter of preservatives for tie timber is assum-
ing an increased importance in the electric railway
industry and it is indeed fortunate that coincident
with increased interest in the subject, the Engineering
Association has provided a valuable aid to those who
are seeking information, in the excellent joint report
on wood preservation which was presented at the recent
Atlantic City convention. This report may be consid-
ered almost as a textbook on the subject and it
was very favorably received by those engineers who
are among the representative r^en in the wood-
preserving industry.
The Piano Manufacturers and Shakespeare
Also Teach Us How to Sell
DIFFERENT industries have to use different
methods to induce people to purchase more of the
goods they manufacture than are actually needed. A
larger number of electric railways than formerly are
becoming convinced that merchandising methods are
desirable in the railway business and they can well
study the methods followed in older commercial lines.
Under the heading "Selling Raisins and Rides," in the
Electric Railway Journal for Nov. 19, instance
was cited of the new plan of selling raisins in 5-cent
cartons for snacks, as an example of how the sales of
a standard food product were increased enormously in
a short time, and at an actual although not apparent
advance in price over purchasing by the pound. When
this brilliant example of catering to the public's desire
was mentioned to a manager who has become nationally
famous for his 5-cent packages of transportation, he
said : "Why don't you tell 'em about the piano business,
the furniture fellows and other birds that make us think
We just have to have their stuff whether we can appre-
ciate it or not?" What he continued to say is better
paraphrased in less vivid verbiage.
Is it not a fact, he asked, that the piano people have
sold their product so well that the successor of the
harpsichord and spinet is considered an indispensable
part of the furniture whether any one in the home ever
plays it or not? Sales ability put that view across with
rich and poor alike. Then look at the furniture fellows
with their subtle insinuation that no really sane persons
would be content with anything but "period" furniture,
the period style to change, of course, long before the
furniture has worn out. More recently, it has been dis-
covered that the later forms of phonograph cabinets
are too ugly to be with this period upholstery, so we are
asked to buy gramophone cabinets disguised as tables
or desks. If we insist upon retaining the more effkient
and more compact sound producers we are coarse yokels.
At least there is something about the advertising that
makes us feel that way, whereupon we rush to the period
emporium and soon see the honest phonograph whose
looks did not belie its purpose trundled out into the cold.
A more flagrant example is the selling of automobiles
on a long-run credit basis. At a recent conference the
executive of an automotive credit concern pointed out
why private car installment customers were so much
more reliable than motor-truck purchasers of the credit
class. The truck buyer quit when he found that he
wasn't making money. It was pure business with him.
In the case of the private car buyers, a variety of other
motives operated to keep them to fulfill their contracts.
A dominant motive was that a "car" was essential to
their standing in the community. They would rather
stint themselves in food or household matters than give
up what habit had turned from a luxury into a need.
The note that ran through this manager's talk was
that no business is a success unless it can induce people
to buy more than their bare necessities. The managers
who say that people ride only when they need to and
that no attractions in fare (or service) could increase
that riding are wrong. Shakespeare evidently under-
stood the principles of salesmanship better when he
made the distressed Lear cry :
"Oh reason not the need: our basest beggars are in the
poorest thing superfluous.
"Allow not Nature more than Nature needs, man's life is
cheap as beasts."
December 17, 1921
Electric Kailway Journal
1059
From Tree to the Finished Stick
Turpentine and Rosin Are Important Products of the Pine Gum — Barrels for Transporting Rosin Are
Made of Waste Pine Strips — Large Straight Trees Are Used for Poles
and Small Ones for Ties
By Howard H. George
Engineer Maintenance of Way Public Service Railway of New Jersey
YELLOW pine is one of the most important woods
used in electric railway construction work for ties,
bridge timbers and piling. Probably few of the
many engineers specifying long leaf yellow pine have
ever seen the wood in
its native state and
are but vaguely ac-
quainted with the
various steps in the
process of its manu-
facture into sized
sticks. Such knowl-
edge, however, assists
materially in showing
the importance of con-
serving the present
supply and preventing
waste in cutting to
uneconomical dimen-
sions. A trip to Flor-
ida, Georgia or some
other Southern state
would, therefore, prob-
ably prove both bene-
ficial and interesting,
especially at a time
when we are all get-
ting out our winter
overcoats and making
other preparations for
the winter season. One
of the important prod-
ucts of the pine is its
gum, from which is
manufactured turpen-
tine and rosin. The
tree, before being cut
down, is tapped for
naval stores, a general
term applied to such
products of the pine
tree as rosin, tar, tur-
pentine, etc. A tree can be tapped or boxed for from
three to four years, and some large trees have as many
as four boxes on them. A box is made with a specially
constructed axe with a bit 10 in. long. This box is cut
just above the base of the tree and forms a receptacle for
the gum. After this the tree is chipped, commencing
immediately above the box to start the flow of gum. The
chipping is diagonal and gives a sort of breastbone look
to the tree. It is made with a square knife on a handle
2 to 6 ft. long and is done once a week from Feb. 1 to
Oct. 20 for the purpose of insuring a continuous flow of
gum. Accompanying illustrations show trees which
have been boxed and chipped and a workman in the act
of "hocking" or "chipping" a tree.
Instead of cutting a box in the base of the tree the
more modern way is to use a clay pot holding about a
View in
quart and hang it on a nail, so placed as to catch all
the drippings.
The chipper is followed round the woods by a
man who carries a pail and dips the gum out of
the box with a trowel-
shaped spoon, or
scrapes it out of the
pot, as the case may
be. When his pail is
full he dumps it into
one of the collecting
barrels, which are so
placed as to be con-
venient for a given
territory. When the
barrels are filled they
are carted by wagon
to the still. The bar-
rels are rolled up an
incline to a platform
which is level with the
top of the still, the
gum is emptied out
and a fire is started in
the fireplace below.
The still consists of a
large copper recep-
tacle and holds about
thirty-five barrels of
gum. When the gum
and water boil the
steam escapes through
the top connection
into the worm, which
passes through a large
wooden tank filled
with cold water. This
causes the steam to
condense and the
liquid to run out
through a small pipe
at the bottom of the
worm into a large barrel placed alongside the track.
The water, being heavier, goes to the bottom and
the spirits rise to the top and flow through a small
pipe about 3 in. below the top of the barrel and
into a white oak barrel that has been glued on the
inside to insure a tight seam and prevent leakage.
During the process of distillation a little water is added
now and then, in all about three barrels, to prevent the
spirits and gum from burning.
When the distillation has gone on for a period of
about two hours the stiller sounds his still and can tell
by the sound whether he has all the spirits out of the
gum or not. If so, the top connections to the worm are
removed and the residue is run out through a tail gate
at the bottom of the still and into a large strainer lined
with cotton batting to catch all chips, needles or any
Pine Forest. The Two Trees in the Foreoround
Have Been Boxed and Chipped
1060
Electric Railway Journal
Vol. 58, No. 25
^.m.
No. 1 — Workmen hocking or chipping a
tree.
No. 2-
No. 3-
gwaa.
-Tree equipped with clay pots.
—Workman engaged in collecting
j^fo 4 — A tvpical turpentine still.
No' 5 — Tvpiral Southern skidding screws.
No' 6 Piling Is takon from the river and
loaded at dock onto cars
No 7 — ^rain loaded with saw logs-
No. 8 — Bull pen reaching from shore Into
the river.
No. 9 — Derricks hoisting saw logs In the
woods.
No. 10 — Unloading trestle at river's side.
December 17, 1921
Electric Railway Journal
1061
dirt that may have accumulated during the chipping of
the tree or transportation of the gum to the still.
Through the strainer it flows into a large vat and, while
still hot, is barreled.
A charge of thirty-five barrels of gum will make
about seven barrels of spirits and twenty barrels of
rosin. A cooperage is run in connection with the still
and the barrels that are used for the rosin are manu-
factured there of waste pine strips. After the spirits
and rosin are barreled they are shipped either by rail
or water to the naval stores yard, where they are in-
spected, graded and registered by an inspector appointed
by the state. If the spirits have been adulterated they
are turned down and confiscated by the state and the
shipper is prosecuted under the law governing the adul-
teration of spirits. Before the state had these inspec-
tors the spirits were frequently adulterated with kero-
sene oil, sometimes to the extent of 33 J per cent.
The same inspectors inspect the rosin. When the
rosin arrives at the naval stores the barrels are Uirned
on end and have their heads knocked off. The i-osin is
Ties Goinc Into Cylinders for Treatment
spiked or broken to a depth of 5 in. and a 1-in. cake is
cut from each barrel as a sample. The inspector com-
pares this cube with the standard grade and gives each
barrel its proper marking. There are twelve grades of
rosin, the grades running from a very pale amber color
to a very dark opaque brown. The inspectors have
nicknamed them so as to remember them and also as a
sort of private code. They call Grade W.W., Water
White; W.G., Window Glass or William; N., Nancy;
M., Mary; K., Kate; I., Isaac; H., Henry; G., George;
F., Frank; E., Ed.; D., Dolly, and B., Betsy.
After the inspection has been completed the barrels
are sealed up again and either shipped or stored, de-
pending on the condition of the market at the time.
The cotton batting waste from the still is used to make
acetic acid and is also found useful for starting the
boiler fires.
There is also another system knovra as the "Gilmer
System" for extracting the turpentine from the tree.
Under this system the tree is not chipped or boxed.
A l-in. hole is bored into the sap-wood and is covered
with a metal cap. Attached to the cap is a 3-in. metal
lead and another cap which fits over a glass jar, making
an airtight conductor for the turpentine from the time
it leaves the tree until the jar is filled. The turpentine
in the jar, being protected from the air, loses none of
its strength by evaporation. It is claimed that pure
turpentine can be seen in the jar on top of the crude
turpentine and gum, and this is wasted under the first
described system of collection. By this method two
barrels of crude turpentine and gum will make one bar-
rel of spirits. The principal markets for turpentine
and rosin are Jacksonville, Fla. ; Savannah, Ga. ; Charles-
ton, S. €., and New Orleans, La.
Large, Straight Trees Necessary for Piling
After the trees have passed their usefulness for naval
stores the woods then become the field of activity for
the lumber industry. The trees are inspected by the
foreman of the logging camp, who can tell just what
they are best suited for. If the tree is large and sti'aight
he will select it for a pile and will put his pile mark on
the bark with a knife or axe.
After being felled the tree is peeled of its bark and
inner bark or cambia. A large two-wheeled wagon
drawn by either a yoke of oxen or a team of mules carts
it to the river-front or railroad track. If to water, when
Ties Stacked in Piles for Seasoning
about one hundred and fifty have been assembled, they
are rafted together and towed down the river by a small
tug or launch to the sawmill or creosoting plant, as the
case may be. Here they are removed from the water
by a large steam crane. An accompanying view shows
the plant of a large creosoting concern at Jacksonville,
Fla., where two rafts of piling are being unloaded at
the dock. If they are to be used for piles, they are
inspected and stamped and then loaded on bolster bale
cars, and when a batch of three cars is made up they
are pulled out in the yard and run into the cylinder for
treatment.
Should the tree be very large or should there be no
piling orders the tree is cut down for saw logs. Most
of the large timber camps have short railroads of their
own starting at their dock and running back into the
woods where the cutting of trees is being done. The
logs are hauled to this track by the two-wheeled wagons
above described, are there loaded on the saw-log train
by a large steam crane and hauled away to the dock or
landing, where they are bundled and rafted for towing
to the mill. The sawmill generally has a large pen
reaching from the shore out into the river, called a bull
pen. The saw logs are pushed into this pen and left
there to be handled by the mill crew. The saw logs ride
up an incline on an endless chain conveyor into the mill.
1062
Electric Railway Journal
Vol. 58, No. 25
Travxuno Liog Cahriaob in Hill
where they slide off on an inclined platform. Here
they are either held or dropped off on the saw carriage.
From experience the sawyer knows eactly what the
log will cut to as soon as he Sees it and immediately
clamps the log to the carriage. The carriage travels
down past the saw and the log is sawed on one side and
then turned to be sawed on the other side coming back.
This is repeated until all four sides are sawed. The
bark and waste wood falls off and slides along on rollers
to the resaw mill. This wood is then resawed into in-
side trim, scantling, laths and other small material,
while the bark, sawdust and slabs are used for fuel.
After the saw logs have been sawed they are graded.
The prime goes out one way, the merchantable and
standard another. The merchantable and standard
grades are the ones which are usually creosoted.
If the tree is quite small or is not suited for a piling
or saw log it will be cut down and hewn into ties. Most
of the trees will make two standard heart ties, 7 in. x
9 in. X 8 ft. 6 in., and from two to four 6-in. x 8-in. x
8-ft. sap ties. The ties are carted to the railroad
or riverfront and shipped to the creosoting plant, where
they are unloaded and stacked to season for at least
three months. After seasoning they are inspected,
branded and loaded on bale cars and when a batch of
sixteen cars, containing from 800 to 900 ties, has been
loaded they are pushed into the cylinder for treatment.
The only part of the tree that is left in the woods is
the stump or butt of the trunk, and these are blown up
with dynamite and cut into small pieces and loaded on
small cars. These cars are run into brick retorts which
are heated by fire underneath. The spirits and moisture
escape in the form of steam through an outlet pipe at
the top and pass through a cold worm and are collected
and distilled in about the same way as at the still.
After being distilled it is pumped up into a large tank
for storage or barreled up for shipment. If the distilla-
tion has been correctly carried on there results a tur-
pentine that contains about 2 per cent water and is
known as wood turpentine. It will dissolve rosin just
like water does sugar.
After the distillation the retorts are opened and the
wood is transferred to charcoal ovens. The gases pass
out through the top in the form of a dense black smoke
while the pitch runs out through a small pipe at the
bottom into a vat and while still hot is barreled. So
that the only parts of the tree that have not been used
are the needles and the gases that escape.
WORKUEN Hewing Cross Ties in Woods
One cannot but be impressed by the scale of opera-
tions on any large lumbering project, as well as with
the limitations of the present supply of timber for the
various purposes for which it is being cut, of which the
most serious question, from the point of view of the
electric railway industry, is that of ties, poles and
piling. A realization of the desirability of conserving
the present supply as much as possible forces itself upon
the observer at once, and the principal way in which
this can be accomplished is, of course, by treatment of
the timber to prevent its principal cause of destruction
— decay.
Conservation of the present supply can also be aided
through careful engineering design of our structures;
that is, by using the minimum sizes and lengths con-
sistent with good engineering practice. It is believed
that many timber structures have been erected in the
past by rule of thumb methods or in accordance with
arbitrary designs, as the result of which considerable
excess timber has been used over that actually required
to carry the desired loads, this frequently being done so
as to provide for the subsequent loss in strength due to
partial decay and to postpone the day when complete
removal becomes necessary. It must also be remem-
bered in this connection that the smaller sections not
only contain less lumber per unit of length but that the
unit price per thousand feet board measure is also
usually much less, and this total difference in cost would
partly offset the cost of treating the smaller sizes actu-
ally requfred. The economy of using treated timber
where failure is caused by decay and the large increase
in prices of all kinds of untreated timber are the prin-
cipal factors which are bringing about the more ex-
tended use of wood preservatives, and this use is bound
to increase in the future as greater need for substitutes
for timber is felt.
It would also be well to emphasize the importance of
proper seasoning. The sap in the cells of the wood must
be largely removed so as to eliminate as far as possible
the moisture in the wood structure, which is one of the
essential requirements for the growth of the wood-
destroying fungi. Then, too, this moisture must be
removed in order to provide space and reservoirs for
the wood preservative and to insure its penetrating far
enough into the wood to accomplish the desired results.
In some methods of treatment the aim is to fill the cells
with the preservative oil, while in others the aim is
merely to thoroughly coat the cell walls. Whatever may
December 17, 1921
Electric Railway Journal
1063
be the method employed, this moisture must first be re-
moved in some way, and for this reason seasoning be-
fore treatment is considered highly essential to most
satisfactory treatment, since cracks develop during the
seasoning process, whether in air or steam. If these
cracks develop after treatment, as is likely to be the
case where treatment is made without proper seasoning,
the inner or untreated portions of the wood will be ex-
posed and decay of the exposed portions will probably
soon follow, thus largely nullifying the benefits derived
from the treatment given.
«T »»
New Cars for Frankford "L
All-steel Cars 55 Ft. Long Have Seating Capacity of Fifty-
one — Doors Are Fitted with Electric Contact Tripping
Shoes to Prevent Danger of Injury to Passengers
WHEN the order for the new cars of the Frankford
Elevated Railway, Philadelphia, Pa., was placed
with the J. G. Brill Company last February it was the
intention to build 100 cars for this service. This number
was later reduced so that the first equipment being con-
structed consists of fifty all-steel elevated cars with
three doors on each side. There are four windows
between the center door and each end door and two addi-
tional windows between the end doors and the ends of
the car. The side windows are equipped with double
sash, the lower part of which is stationary and the
upper arranged to drop. Arch-type roof construction
has been used with twelve ventilators of the Railway
Utility Company's honeycomb type, located six on either
side. These ventilators are welded in place and are
equipped with registers which may be opened and closed
as desired.
At diagonally right-hand corners there is a motor-
man's compartment with a hinged door for entrance and
exit from the interior of the car body. This door is
arranged to fold back so as to cover the operating
mechanism when not in use. The train door at each end
of the car and the six side doors are of the single sliding
type hung on ball-bearing hangers which operate on
tracks. All side doors are 4 ft. wide. This allows
plenty of space for incoming and outgoing passengers.
The doors are equipped with the National Pneumatic
Company's latest type of door-operating equipment, so
arranged that all doors of each car are operated from
one end of the car, which admits of train operation with
a guard or conductor placed between alternate cars. The
doors are controlled either in unison or separately by
push buttons located at a convenient place for the train
guard and are all fitted with the latest type of electric
contact tripping shoe so arranged that if the closing
door touches a passenger it is immediately reversed,
thus obviating any danger of injury to the passenger.
On each door post is a single push button so the
station platform guard can close any individual door as
desired. At a convenient position at each end of the car
are located indication lamps to advise the train guard
or conductor when the doors of his particular car are
closed, and the same lamp located at the front end of
UNDERFRAME AND COMPLETED CAR WITHOUT COIPLKRS FOR FRANKFORD "L"
No. 1 — End view of new car. No. 3 — Underframe of car in course of construction.
No. 2 — Exterior of Frankford Elevated Railway car previous No. 4 — Longitudinal seats provide plenty of space for standins
to installation of couplers. passengrers.
1064
Electric Railway Journal
Vol. 58, No, 25
-S'-IOVi'
J4U"door I
opening
/g'.g'r- ^^-.— ^-_..,)<. i^i.C- —
Sy ovQf anfi-c/i'mbefs
FtooR Plan op Fkankpobo Elevated Railway Steel Cab
4'-l''cioor \
•miv — A
the train, in a convenient position for the motorman,
will indicate when all doors of the train are closed.
In the accompanying tables are listed some of the
important details of these cars.
TABLE I— DIMENSIONS
Leng;th over anti-clinbers 55 ft. 0 in._
Length over comer poets 5 1 ft. 1 1 i in,
Width over all 8 ft. 6 in.
Leng:th over bolster cen-
ters 38 ft. 0 in.
Center to center of side
poets 2 ft. 4} in.
Width of side door open-
ings 4 ft. 0 in.
Height from rail over roof 12 ft. 0 in.
Height from rail to top of
floor 3ft. Mi in.
AND EQUIPMENT WEIGHTS
Height from rail to under-
side of side sills 3 ft. 3|_in.
Truck wbeelbase 6 ft. 8 in.
Diameter wheels 34 in.
Wheel tread 4J in.
Wheel flange 1 in. x 1} in.
Seating capacity 51
Weight of car body 38,5001b.
Weight of trucks 30,000 lb.
Weight of equipment.. . 17,5001b.
Total weight 86,000 lb.
One of the underf rames for these cars is shown in an
accompanying illustration. The principal members of
the underframe include side sills of 5 x 3J x 3 in. angles,
two center stringers of 8-in., ISI-lb. channels, and sills
of built-up type with crossings of 4-in. channel except
in two cases where built-up needle beams are used.
The side, window, and door posts are built up in
tubular form of steel i in. thick and the sides are
sheathed with steel of the same thickness. The roof
construction consists of ^-in. thick steel plates extend-
ing across the entire roof and spliced at carlines by
butting sheets, riveted to carlines and welded at joints.
These roof plates are also riveted at their ends to the
top rail angles and to the top of letterboards.
The headlining is of i-in. Agasote with sheet-steel
molding at the joints. The advertising card racks
which extend the full length of the car are also of sheet
steel. The flooring consists of flexolith composition laid
on chanarch galvanized corrugated steel to a total thick-
ness of IJ in. As shown in the illustration of the
TABLE II— EQUIPMENT DETAILS OF FRANKFORD C.4RS
Air brakes — Westinghouse Traction Brake Company's Type A.M.U.E.
Motors— Two G. E. Co.'s No. 259.
Control Equipment — Westinghouse Electric & Manufacturing Company's type
A.B.F.
Bumpers — 9-in. faceit-ith 7-in., 10.28-lb. Hedley anti-climbers.
Couplers — Van Dorn air and electric type.
Destination signs — Flectric Service Supplies Company's Keystone.
Handbrakes — Brill horizontal handle.
Heater equipment — ConsoUdated Car Heating Company's panel type.
Headlights — Electric Service Supplies Company's Golden Glow S.H. 74.
Step tread — Universal.
Trucks— Brill 27-MCB-3. motor and trailer, with oil retaining center plates.
Ventilators — Railway Utility Company's Honeycomb.
Seats — Brill longitudinal upholstered in rattan. . ...
Curtains — No side curtains. Door of motorman's compartment eqwpped with
Pantasote curtain.
Third rail shoe— Champion.
. — ■ TK ■
interior of these cars the seating is longitudinal An
upright stanchion is provided opposite the center pair
of doors and grab handles at each side of all side doors.
These grab handles and the center stanchions are of
1-in. porcelain enamel pipe. A full equipment of sani-
tary hand straps are provided and there are two Brill
signal bells in each car, one in each motorman's com-
partment. The lighting consists of two rows of lamps
down the sides of the car and directly over the seats.
Illinois Committee Continues to Inform
FOLLOWING its custom of issuing interesting and
instructive pamphlets on utility problems for the
benefit of the public, the Illinois Committee on Public
Utility Information has recently published another
booklet giving "Its History, Purpose and Work." The
various activities of the committee, its relation to news-
papers, its co-operation with other organizations, its
relation with universities and colleges in their quest for
utility information are explained and reviewed.
The last page of the booklet contains six suggestions
which are offered by the committee and which "would
be of benefit both to the utility companies and to cus-
tomers in bringing about the establishment and con-
tinuance of a proper relationship."
The Illinois Committee on Public Utility Information
was formed in April, 1919, under the auspices of the
Illinois State Electric Association, Illinois Gas Asso-
ciation, Illinois Electric Railway Association, Illinois
Independent Telephone Association and all other tele-
phone interests in the state. It was announced at that
time that its purpose was "to inform the public on the
fundamentals, and particularly the economics, of the
public utility industry."
Utilities Now Co-operate with Papers
THE co-operation in giving and gathering public
utility information which has recently developed
between public utilities and newspapers has opened a
new field in news, according to Stanley W. Bogert,
managing editor of the Philadelphia Public Ledger. In
a letter to James M. Bennett of the United Gas Improve-
ment Company of Philadelphia, Pa., Mr. Bogert makes
clear that information regarding public utilities is con-
sidered by business men and the general reader to be
valuable. He hails the passage of the old era when
public utility companies regarded newspapers with
suspicion and would give no information, and the period
following in which the companies flooded the newspaper
offices with propaganda. The letter, which is indicative
of the attitude the daily papers are taking toward the
establishment of state committees on public utility
information, is, in part, as follows:
What you have done here In frankly and freely supplying us
with news demonstrated that the utility companies, the news-
papers and the public can benefit from a free discussion of these
matters. , , .
It used to be that some of the utilities, or those who represented
them ofBcially, would have nothing to do with the newspapers or
the public. There is a new basis of news relationship now in many
instances, however. You have been a part of this new order, just
as the Illinois Committee on Utility Information and Captain Ling-
of the Ohio Committee on Public Utility Information.
The thing that strilves home is the abandonment, under the new
order, of the propaganda idea ; that you and some others are ready
to supplv news minus propaganda; that you have been willing to
supply upon request, information which in the past, by custom,
would have been denied. It is just a fair way of doing things.
There is almost a new field in utility news. The utilities cer-
tainly are very close to the public and it can do no harm to keep
the public advised of their progress, their needs, etc. It would be
fine if this news could be put out more generally on the real news
basis which you are following.
December 17, 1921
Electric Railway Journal
1065
Statistics of New York Railways
Tables and Charts Presented at the Hearings Before the New York Transit Commission by the
Commission's Chief Accountant Give Interesting Facts in Regard to the
City's Largest Transportation Companies
THE accompanying tables and graphs are from a
number presented at recent hearings before the
New York Transit Commission by the chief
accountant for the commission, Frederick W. Lindars.
The figures and graphs in general speak for themselves,
but a few comments may be of assistance.
In Table I the roads included under the Brooklyn
Rapid Transit System, Third Avenue System, New York
Railways System, etc., are the same as given in Table II,
although it should be understood that in several cases
the roads grouped with the Brooklyn Rapid Transit and
the New York Railways systems include roads now oper-
ated independently.
The figure given in Table I as "passenger fare per
revenue passenger" is obtained by dividing the receipts
from all passengers by the number of passengers paying
the initial fare. Thus, on the New York Railways,
1913 1914 1915 1916 1917 1918 1919 1920 1921
Prices of the 5 per cent first and refunding mortgage bonds of
the Interborough Rapid Transit Company, 1913 to 1921 inclusive.
At left, Interborough-Metropolitan preferred stocit, 1906 to 1916.
The two points in October, 1916, represent isolated transactions.
At riglit. Tntorborough-Metropolitan common stock (including
trust certificates), 1906 to 1917. The two points In the latter part
of 1916 and the line in the early part of 1917 represent isolated
transactions.
The long graph at the left gives the prices of the Interborough-
Metropolitan collateral trust 4i per cent bonds from 1906 to 192i.
The graph in the panel shows the prices of the Interborough-
Consolidated common stock (voting trust certificates) from 1915
to 1921. The graph at the right shows the prices of the Inter-
borough-Consolidated preferred stock from 1915 to 1921.
THESE GRAPHS SHOW BY MONTHS THE HIGH PRICES (BY SOLID LINE) AND THE LOW PRICES (BY DOTTED LINE)
FOR VARIOUS SECURITIES OF TRACTION PROPERTIES IN NEW YORK
TABLE I. REVENUES, ETC., OF THE RAPID TRANSIT AND SURFACE RAILWAYS IN NEW YORK CITY
(The figures given are in cents per revenue passenger and are for the fiscal year ended June 30, 1921)
< (
3
CQ
»
If
•sa f-
Revenues: ^^ 5 « m "
Passenger fares 5.07 5.00 5.00 5.00
Advertising, sale of power, etc 0.42 0.45 0.40 0.18
Interest and dividends on investments,
rentals from real estate, etc 0.22 0.09 0.02 0.11
Totalrevenue 5.71 5.54 5.42 5.29
Deductions from revenue:
Operating expenses 4.30 3.41 3.79 4 62
Taxes 0.30 0.07 0.61 0.27
Interest 1.05 1.24 0.63 0.51
Ren's- •,•;■••. 0.6i 0.38 1.74 1.04
Miscellaneous deductions 0.13 0.26 0.13 0.00+
Total operating expenses, etc 6.43 [ 5.36 6.90 6.44
City's interest and sinking fund (a) 0.46 0.73 1.66
Estimated cost to restore free transfers,
etc. (6) 0.36
Total deductions 7.25 6.09 6.90 8.10
Deficiency in revenue 1.54 0 55 1 48 2 81
(a) Contract No. 3, $4,675,000 (6) Estimated at $9,000,000.
Contract No. 4, 6,730,000
0.14
0.56
0.01
0.89
5.32
4.78
0.25
0.83
0.18
0.00+
6.40
4.58
0.34
1.47
0.27
0.36
5.21
5.24
0.52
1.02
0.01
6.47
5.44
0.46
0.82
0.64
0.04
8
«
OQ
5.10
0.14
0.02
5.26
5.63
0.24
0.96
0.24
0.00+
•§.1
• J,
o
II
6.90
0.05
0.38
7.45
0.46
0.24
s °
3 *•
=3
^ 2
2.62
0.92
0.04
7.33
8.15
4.12
0.50
4.13
0.07
0.10
3.58
3.17
0.44
0.35
0.48
0.02
6.04
1.54
7.02
6.79
0.07
7.40
1. 17
7.07
0.02
9.40
0.37
8.92
4.46
7.58
7.02
6.86
8.57
7.09
9.77
8.92
4.46
2.26
0.62
1.65
2.10
1.83
2.44
0.77
0.88
Total,
$11,405,000
TABLE IL SCHEDULE OF CAPITAL STOCKS OUTSTANDING JUNE 20, 1921, AND DIVIDENDS PAID BY RAPID TRANSIT AND SURFACE
RAILWAY COMPANIES IN NEW YORK CITY, YEARS 1912 TO 1921, INCLUSIVE
' —Capital Stock . Percentage of Dividends Paid ^»*
Third Avenue Railwa S te • ^'*" Outstanding 1912 1913 1914 1915 1916 1917 1918 1919 1920 1921
New York City Iiiterb r.i^gh Ry. Co Common $5,000,000 0000000000
New York, Westchester A Conn. Traction Co Common 2,000,000 0000000000
Pelham Park & City Is. ^. Co Common 45,000 0000000000
Southern Boulevard Ry. Co Common 250,000 0000000000
Umon Railway of New York Common 2,000,000 0000000000
Bronx Traction Co Common 58,100 0000000000
Westchester Electric R.R. Co Common 500,000 0000000000
Yonkers Railroad Co Common 1,000,000 0000000000
Belt Line Ry. Corp . Common 734,000 0000 33} 00000
Brooklyn North R.R. Co Common 100,000 0000000000
P'T.D"''''-^. Bway. & Battery R.R. Co Common 1,200,000 0000000000
42nd St., Manhattanville & St. Nicholas Ave. R.R. Co. . . Common 2,500,000 0000000000
Klngsbndge Railway Co Common 8,600 0000000000
Mid Crosstown Railway Co Common 150,000 0000000000
Third Ave. Railway Co Common 16,590,000 0000010000
Ihird Ave. Bridge Co Common 20,000 0000000000
New York Railways System:
Broadway-Seventh Ave. R.R. Co Common 2,100,000 12J 10 10 10 10 10 10 21 0 0
42nd&GrandSt. Ferry R.R. Co Common 748,000 26 18 18 18 18 18 18 41 0 0
Fort George & nth Ave. R.R. Co Common 3,000,000 0000000 000
Twenty-third St. Ry. Co Common 600,000 18 18 18 6 18 18 18 4J 0 0
Bleecker St. & Fulton Ferry R.R Common 900,000 li U IJ U IJ U J 0 0 0
34th St. Crosstown Ry. Co Common 1,000,000 00000 00000
Chnstopher & Tenth St. Ry. Co Common 650,800 8888888200
Sixth Ave. Railroad Co Common 2,000,000 7 8i7 7 7 7 7 HO 0
New York Railways Co Common 17,495,060 0000000 000
Eighth Avenue Railroad Co Common 1,000,000 16 16 16 16 16 16 16 8 0 0
Ninth Avenue Railroad Co Common 800,000 8888888400
New York & Harlem Railway Co (a) I S."?^ ?'$5t'2^S ?! \i !1 !1 \t !1 ''' '^ '<> 5
, , J . T, ., „ I Preferred 1,343,950 21 14 14 14 4 4 4 12 10 5
Independent Railways System:
Manhattan Bridge 3c. Line Common 450,000 0 0 6 6 U 0 3» 5 5 2*
Manhattan Railway Co Common 60,000,000 7 7 7 7 7 7 7' 7 7 7
Interborough Consol. Corp / Sf"?"°S'''^ ll¥il^i^ nSSSP?""""
„ , , „ „ ^ \ Preferred 45,740,500 0003663000
feecond Avenue R.R. Co Common 1,862,000 0000000000
Bush Terminal R.R, Co Common 20,000 0000000000
Marine Railway Co Common 50,000 0000000000
Van Brunt St. & Erie Basin R.R Common 200,000 5644455552
Interborough Rapid Transit Co Common 35,000,000 16 12 15 20 20 20 175 5 0 0
Brooklyn Rapid Transit System:
Brooklyn Heights R.R. Co Common 200,000 0000000000
Bridge Operating Co Common 100,000 6666666600
Brooklyn, Queens County & Suburban R.R. Co Common 2,000,000 I 15 10 5 5 24 2i 0 0 0
Coney Island & Gravesend Ry. Co Common 350,000 5 10 5 5 5 5 1 00 0 0
Coney Island & Brooklyn Ry. Co Common 2,983,900 006 7i 666000
DeKalb Ave. & North Beach R.R. Co Common 10,000 0000000000
Nassau Electric Ry. Co ' S"?^ R?,n-nn^ J 0 0 0 0 0 0 0 0 0
•" \ Preferred 6,500,000 4864442008
South Brooklyn Ry. Co Common 500,000 0000000000
Prospect Park & Coney Is. R.R. Co Common 250,000 0000000000
Prospect Park & So. Bklyn. R.R. Co Common 50,000 5000000000
New York ci Co ey Is. R.R. Co Common 100,000 5000000000
Brooklyn Rapid Transit Co Common (6)74,520,000 5 5i 66663000
New York ConsoUdated R.R. Co ( S?T,^ 'InnnnXii S { ^ 12 !S !S !S ^ ^^ "
-, ,, , „ „ (Preferred 5,000,000 0 5 7 10 10 10 10 5 2J 0
New York Municipal Ry. Corp Common 200,000 00000000 00
Brooklyn City R.R. Co Common 12,000,000 8 8 8 8 8 8 10 10 2i 0
Queens County Lines:
Long Island Electric Ry. Co Common 600,000 0000000000
Manhattan & Queens Traction Co Common 20,000 0000000000
New York & Long is. Traction Co {^^"u 750,000 » g » g g » » 0 0 0
New York & North Shore Tr. Co Common 979,350 0000000000
New York & Queens Co. Ry. Co Common 3,235,000 0000000000
Ocean Electric Railway Co Common 35,000 0000000000
Staten Island Lines:
Richmond Light & R.R. Co Common 2,871,750 0000000000
Southfield Beach R.R. Co Common 250,000 0000000000
StaUn Is. Midland Ry, Co Common 1,000,000 0000000000
i?> SJ"* ^"'^ yoT^i & Harlem Railway Co. also owns a steam raih-oad, which is leased to the New York Central Railroad.
»,„ .vllr^ outstanding capital stock of this company in 1912 was $44,837,217.98; in 1913. $49,013,217.98; in 1914 to 1916, inclusive, $74,455,217.98: in 1917
$74,455,212.98; m 19l8and 1919, $74,455,159.37. (c) Number of shares with no par value.
TABLE III. RAPID TRANSIT AND SURFACE RAILROAD COMPANIES— NEW YORK CITY. STATEMENT BY COMPANIES SHOWING THE
OUTSTANDING CAPITALIZATION AS AT JUNE 30, 1921, IN THE HANDS OF THE PUBLIC, TOGETHER
WITH MARKET VALUES THEREOF AS AT SEPT. I, 1921
Amount Outstanding June 30, 1 92 l^CPar Value)
Int. or
Div. Year Year
Rate of When
Name of System and Description of % Issue Due
Securities
Br klyrt Rapid Transit System:
Brooklyn R.ipid Transit Co.,
First'Gold 5 1895 1945
First Refund. Gold 4 1902 2002
3-yr. Secured Gold Notes 7 1918 1921
6-yr. Secured Gold Notes 5 1912 1918
Receiver's Certificate 6 1919 1922
Common Stock ....
Brooklyn Heights R.R. Co.
First Mortgage Bonds 5 1891 1941
Common Stock
Bridge Operating Co.,
Common Stock
Brooklyn Queens Co. and Sub. RR
First Mortgage Bonds 5 1894 1941
First Consol. Bonds 5 1894 1941
Jamaica Brooklyn Bonds 5 1889 1930
Receiver's Certificate 6 1919 1921
Common Stock
Coney Island & Gravesend Ry. Co.
Common Stock
Coney Island & Brooklyn R.R. Co., -
First Consol. Golds 4 1898 1948
Consolidated Golds 4 1904 1955
Brooklyn City and Newtown
First Golds 5 1889 1939
Common Stock
Nassau Electric R.R. Co.,
First Consol. Golds 4 1898 1951
First Consol. Golds 5 1894 1944
Atlantic .\ve. Gen. Consol. Golds 5 1891 1931
Atlantic Ave. Imp. Golds 5 1894 1934
Brooklyn Bath W. E. Genl. Gold 5 1893 1933
. Receivers Certificate 6 1919 1921
Preferred Stock 4 Cum. ....
Common Stock
De Kalb Ave. & N. Beach R.R.
Common Stock
New York & Coney Island R.R. Co.
Common .Stock
Prospect Park & S. Brooklyn R.R.
Common Stock
South Brooklyn lly. Co.,
Common Stock
Prospect Park & Coney Island R.R.
Income Bonds 6 1880 1920
Common Stock
Brooklyn City R.R. Co.,
First Consol. Golds 5 1891 1941
Common Stock (Par $10)
Brooklyn & North River R.R. Co.,
Common Stock
New York Consolidated R.R. Co.,
First Mortgage Bond of Brooklyn
Union "L" 5 1899 1950
First Mortgage Bonds of Kings
County "L" 4 1899 1949
Preferred .Stock Various
Common .Stock Various
New York Municipal Railway Corp
First Mortgage Bonds 5 1912 1966
Common Stock
Total B. R. T. System
Interb'fowjh Rapid Transit System:
Interborough Consolidated Corp.,
Interborough Met. Coll. Trust
WGoldBonds 4i 1906 1956
Preferred Stock 6
Common Stock .... 932,626.92 shares (no par)
$5.00 Nominal
Interborough Rapid Transit Co.,
First and Refunding Golds 5 1913 1 966
Three Year Secured Gold Notes.. 7 1918 1921
Common Stock . Various
Manhattan Railway Co.,
First Consol. Mortgage Bonds... 4 1890 1990
Second Mortgage Bonds 4 1913 2013
Manhattan Certif
Com. Stock 7
Total Interborough System . . .
New York Railways System:
New York Railways Co.,
First R.E. and liefund Mtg. Bds.
Adjust. Income Bonds
South Ferry First Gold Bonds. . .
Lexington .-Vve. & Pavonia Ferry
First Gold Bonds
Columbus-Ninth Ave. First Gold
Bonds
Broadway Surface First Gold Bds
Central Crosstown Ft. Gold Bds.
Common Stock
Broadway-Seventh Ave. R.R. Co.
First Consol. Bonds
Common .Stock
Forty-second St. & Grand St.
Ferry R.R. Co.,
Common Stock
Fort George & 1 1th Ave. R.R. Co.,
Common Stock
Twenty-third St. Railway Co.,
Improv. & Refund. Bonds
Common Stock
Bleecker St. & Fulton Ferry R.R. Co.
First Mortgage Bonds
Common Stock
Thirty-fourth St. Crosstn. R.R. Co.
First Mortgage Bonds
Common Stock
Market
Price
Total Held Sept. 1,
byPubUc 1921
4 1912 1942
5 1912 1942
5 1889 1919
5 1893 1993
5
18
4
H
$6,970,000
3,439,000
57,230,000
505,000
18.000,000
74,455,159
250,000
None
None
1,500,000
2,834,000
232,000
34,353
None
None
1,987,000
1,500,000
1,993,000
297,400
10,347,000
660,000
2,241,000
220,000
120,928
320.773
105,225
None
None
None
None
None
248,550
247,300
373,000
12,000,000
None
15,967,000
7,000,000
214,015
469,169
2,265,000
None
$228,025,872
$63,808,000
45,740,500
4,663,134
153,470,000
38,144,400
1,087,200
40,664,000
4,523,000
12,439
60,000,000
$412,112,673
$17,022,198
30,609.487
350,000
1893 1993
1884 1924
1882 1922
1893 1943
912 1962
900 1950
896 1996
3,000,000
1,500,000
250,000
2,218,502
8,150,000
699,800
348,000
None
1,500,000
92,500
700.000
46,400
1,000,000
None
22J
311
52
49J
9J
25
32
25
40
36i
32
37J
30
25
50
60
50
60
66
4
67J
58i
25
25
32
13!
7|
2
53i
80
52J
43
38J
21
5
36
5,000,000 29
17
45
50
40)
10
40
25
15
35
Year Year
of When
Issue Due
Total Held
by Public
$650,000
Market
Price
Sept. 1 ,
1921
2,000,000
15
1919 1929
611,200
1,000,000
75
800,000
50
•2,850,544
85
Int. or
Div.
.Rata
Nameof System and Description of %
Securities
Christopher & 1 0th St. R.R. Co.
_ Common Stock 8
Sixth .\ve. Railroad Co.,
Common Stock 7
Eighth Ave. Railroad Co.,
Cert, of Indebt 6
Common Stock
Ninth Ave. Railroad Co.,
Common Stock 8
New York & Harlem Railroad Co.,
Capital Stock 10
Total N. Y. Railway System $80,398,631
* Amount apportioned to Street Railways
THrd Avenue Railway System:
Third Ave. Railway Co.,
First Gold Bonds 5 1 887 1 937 $5,000,000 8 1
First Refunding Bonds 4 1911 1960 19,253,000 52
Adjust. Mtg. Income Bonds 5 1911 1960 22,216,000 34
CommonStock 16,590,000 Hj
Dry Dock, East Broadway & Bat-
tery R.R. Co.,
General Mortgage Bonds 5 1892 1932 950,000 53
Refund. Mtg. Bonds "C".... As Earned 1915 1960 649,351
CommonStock 2,000
Forty-second St., Mahattanville
& St. Nicholas Ave. Ry. Co.,
First Gold Bonds 5 1880 1940 $1,200,000 40
CommonStock 28,700
Belt Line Railway Corp.,
CommonStock None
New York City Interbor. Ry. Co.,
CommonStock 460,600
Southern Boulevard Railway Co.,
First Gold Bonds 5 1895 1945 250,000 40
Common .Stock 300
Union Railway Co. of New York,
First Gold Bonds 5 1902 1942 2,000,000 70
CommonStock None
Westchester Electric Railroad Co.,
First Gold Bonds 5 1893 1943 500,000 40
Common Stock None
Mid Crosstown Railway Co.,
Common Stock None
Pelham Park & City Island Ry. Co.,
CommonStock None
Kingsbridge Railway Co.,
Common Stock None
Third Avenue Bridge (Jo.,
Common Stock None
Bronx Traction (bo.,
CommonStock None
Total Third Ave. Ry. System.. . . $69,099,961
Sec nd Avenue Railr adC .:
First Consol. Mtg. Bonds 5 1893 1948 $5,631,000 $1 perM
Debentures 5 1889 1909 89.000
Receivers Certif 6 1913 1920 3,140,000 23
CommonStock 1,862,000
Total Second Avenue R.R. Co. . . $10,722,000
anfiatian Brid e — 3cLine:
(CommonStock $450,000
Staten Island Companies:
Richmond L . & R.R. Co.,
First Coll. Trust 4 1902 1952 $2,200,000 48
CommonStock 2,871,750
Car Trust Certif 6 1915 1925 47,500
Staten Island Midland R.R. Co.,
First Mortgage Bonds 5 1896 1926 1,000,000
CommonStock 1,000,000
Southfield Beach R. R. Co.,
CommonStock 122,300
Staten Island R. T. Ry. Co.,
CommonStock 500,000
Ref'd Mortgage Bonds 4 1905 1948 5,000,000
Staten Island Ry. Co.,
CommonStock ; '•"^'''S"" ii
First Mortgage Bonds 4} 1893 1943 511,000 60
TotalStaten Island Companies. . $14,302,550
Queens County Companies:
New York & Queens Co. Ry. Co., , , . . ^„„
First Cons. 1 Gold 4 1896 1946 514,000
Flushing-C. liege Point Ry. Firsts 5 1895 1925 JO.J™ ;i
Newtown Firsts 5 1 894 1 924 1 50,000 50
Steinway Firsts 6 1892 1922 '.500,000 40
CommonStock 30,200
Long Island Electric Ry. Co., , ^ .,..„««„
First .Mtg. Bonds... 5 1895 1925 300,000 ..
CommonStock 300,000
New York & Long Island Trao. Co. c„„ „„„
First Mortgage Bonds ■♦} 1902 1942 500,000
Preferred Stock llvSSn
CommonStock 382,000
New York & North Shore Trac. Co., ,,„„„„
First -Mortgage Bonds 5 1914 1954 770,000
CommonStock 979,350
Ocean Electric Ry. Co., -^n nnn
First Mortgage Bonds 5 1898 1918 20,000
Common Stock ; ,, ' ■ ■ A ■ ' j -lil^ii
Constr. Advances * Various Demand 299,288
Manhattan & Queens Co. Trac. Co.,
Common Stock (Subs.) '^ „ . ' ' f.' ' j , 5??'?iS
Liability Notes 6 Various Demand 1,515,540
Tot.ll Queens County Companies $7,490,378
NOTE — Dividend rate given for stock, in general. Is the annual rate at
which last dividend was paid. The complete table presented in the testi-
mony gives the dates on which the payment of interest and dividends
was discontinued, where that has been the case.
1068
Electric Railway Journal
Vol. 58, No. 25
where the initial fare is 5 cents and the charge for a
transfer is 2 cents, an average fare of more than 5
cents per revenue passenger is shown. Variations from
5 cents in the case of other lines may be explained, at
least in part, as follows :
The Brooklyn Rapid Transit surface lines have a 3-
cent fare for school children. The method of account-
ing on the Third Avenue system between the lines within
the system, where a transfer is given, is to credit each
line with half the fare. The Second Avenue Railroad
follows this practice with the New York Railways. The
Queens Surface Lines includes one company with fares
as high as 25 cents. The Richmond Light & Railroad
Company on Staten Island has an initial fare of 8 cents.
The Hudson & Manhattan Railroad charges 5, 6 and 10
cents. The "miscellaneous Brooklyn surface lines"
include the Manhattan 3-cent fare line, which sells two
tickets for 5 cents, and other low fare lines.
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U 1918 >•< 1919 - ''
This Graph Shows the Prices by Weeks During the Tears 1918 and 1919 op the
Capital Stock of the Brooklyn Rapid Transit Company
Table II shows the amount of capital stock outstand-
ing for each company operating in New York City,
together with the rates of dividends paid in each year
from 1912 to 1921 inclusive. In the majority of cases
dividends began to cease in 1919, when receiverships
were instituted and the insufficiency of revenues began
to produce large operating deficits. Table III gives the
amount of securities in the hands of the public and the
approximate market quotations on the date given.
The dividends paid by subsidiary companies within
the large systems, such as the Eighth Avenue Railway,
within the New York Railways System were produced
through the medium of guaranteed rentals. The failure
to meet these rentals caused some of the subsidiary com-
panies to take back their property and resume direct
operation, notably the Eighth, Ninth and New York &
Harlem lines of the New York Railways System, and the
Brooklyn City Railroad Company lines of the Brooklyn
Rapid Transit System.
Graphs of market quotations are shown on pages 10S5
and 1068. The graphs of the Interborough securities
were prepared primarily to show the effect on the market
prices of the securities by the changes in the dividend
policy of the company. The Brooklyn Rapid Transit
graph was prepared primarily to show the effect on
prices following the cutting off of dividends (December,
1917) and prior to the receivership (December, 1919).
Some Aspects of the Revenue Act
of 1921
In Some Respects, Aside from the Repeal of the Excess-
Profits Tax and Changes in the Rates, the New Act Will
Yield Substantial Relief to the Business Man
and the Investor
By Robert Murray Haig, Ph.D.
School of Business, Columbia University
A MONG the numerous changes made by the new tax.
l\ bill signed by President Harding on Nov. 23, five
stand out as of great importance from the point of
view of the business man and the investor. These are:
1. The abolition of the excess profits tax as of the
beginning of next year, coupled with an increase in
the income tax on corporations at that time from 10
per cent to 12J per cent.
2. The reduction in the surtax rates on individual
incomes which comes into effect at the
same time.
3. The establishment, with the be-
ginning of next year, of a new class of
income to be known as capital gain,,
which will be subject to a maximum,
rate of 12* per cent.
4. The broadening of the definition
of the "closed transaction," effective
for the current year, which makes pos-
sible many exchanges of property for
property without subjecting the gain
to taxation.
5. The recognition, beginning this
year, of a net loss from one year's
operation as an offset against any
profits which may accrue in the two
following years.
The first two changes, the repeal of
the profits tax and the changes in the
rates, have been the subject cf wide
comment, but the other changes, being'
of a somewhat more technical charac-
ter, have been less discussed and their significance less
fully appreciated.
In spite of great pressure, Congress finally declined
to repeal the profits tax for 1921, but did agree to
abolish it thereafter. With it disappears the "personal
service corporation," a special class established to care
for certain corporations which it was desired to exempt
from profits taxation. When the profits tax goes, the
income tax rate on all net income of corporations risef^
from 10 to 12J per cent. The change in the rate will
cause corporations which make only moderate profits
to pay slightly heavier taxes, but the total tax burden
on corporate income will be much lighter. The official
estimates of revenue under the new bill call for $1,030,-
000,000 from this source (ignoring back taxes) this
fiscal year and only $695,000,000 for the next fiscal year,
when the changes will be in force.
Reduction of Surtax Rates
The surtax rates on individual incomes are scheduled
for reduction beginning with the first of next year. A
comparison of the new scale with the old is difficult to
make. It should be made clear, however, that the
change affects small taxpayers as well as large ones.
The maximum rates remain very high — 50 per cent as
compared with 65 under the old law. The 50 per cent
rate applies to all income in excess of $200,000. The old
December 17, 1921
Electric Railway Journal
1069
rate, which applied to the increment of income above
$200,000, was 60 per cent. Surtaxes in the future will
not begin until the |6,000 point is reached and will
be 1 per cent for income between $6,000 and $10,000.
Under the old law, the surtaxes begin at $5,000 and
mount by more rapid steps. There are also slight
changes in the personal exemptions, effective at once.
According to the revenue estimates these changes will
not provide much relief for the individual taxpayers,
for the government expects to get $780,000,000 next
year with the changes in effect as compared with $850,-
■000,000 this year.
New Class of "Capital Gains"
The most revolutionary section in the new act is Sec-
tion 206, which sets up a new division of income. After
the first of next year money made by individuals by sell-
ing or exchanging property "held for profit or invest-
ment" is subject to a maximum rate of 12 J per cent,
instead of the regular rates, which range as high as 58
per cent (normal plus surtaxes) . This is hedged about
by several restrictions. The individual may not take
advantage of the permission to use the 12J per cent
rate unless he is willing to pay at least 12i per cent on
his other income as well. The property "held for profit
or investment'' must have been so held for more than
two years and may not include property "held for the
personal use or consumption of the taxpayer or his
family," or property which properly is subject to inven-
tory. It is. not necessary, however, that the property
be connected with his trade or business.
The reason for the adoption of some such section as
this is plain, whatever one may think of the wisdom of
choosing this particular method of meeting the situa-
tion. As every one knows, many sales of property have
been postponed or entirely blocked by the unwillingness
of prospective sellers to take their profits when they
would immediately become subject to heavy surtaxes.
This, of course, handicapped business. The solution
adopted was practically to wipe out the offensive sur-
taxes on profits from this class of transactions.
One anomalous result of the selection of this solution,
however, is that under this new arrangement a dollar of
profit made from property which has grown in value is
taxed at the maximum only 12i cents, whereas a dollar
made otherwise may be taxed as much as 58 cents. For
•example, in the case of a bond bought at a discount and
sold at a profit, every dollar of interest on the bond may
pay a tax nearly five times as great as every dollar of
appreciation in the value of the bond, a fact which is
likely to effect profoundly future methods of corporate
financing.
Much more could be said regarding the effects of this
new section from the points of view of equity and of
administration, but what is of particular interest here
is to point out the very substantial relief granted by it
to investors in property which appreciates in value.
The "Closed Transaction"
The advantage to the investor in property which is
gaining in value, conferred by the section just described,
is accentuated by the liberal provisions governing the
"closed transaction." (Section 202.) This has long
been a troublesome section of the field of income tax
procedure. When one exchanges property for cash, no
question arises. The transaction is "closed" and one
accounts for his gain to the tax collector. But when
one barters instead of sells, receiving other property
instead of cash for his property, very serious questions
arise. There are sometimes differences of opinion as
to the value of the property received which lead to
disputes and litigation. The old law went so far as to
say that, in the case of such trades, the property re-
ceived was to be treated as cash "to the amount of its
fair market value, if any" (with certain exceptions in
the case of a corporate reorganization. 1918 Law, Sec-
tion 202). The new law goes much further. It now
states positively that no gain or loss on trades shall be
recognized unless the property received on the trade
"has a readily realizable market value." The phrase
"readily realizable" adds a new and liberalizing
element.
Even more important, however, are the exceptions
made to the general rule. Even though the property
received has such a "readily realizable market value,"
one need not account for the gain in certain cases.
This is one:
When any such property held for investment, or for pro-
ductive use in trade or business (not including stock-in-trade
or other property held primarily for sale), is exchanged for
property of a like kind or use.
How the Treasury will interpret this section is, of
course, as yet unknown, but it would be a very narrow
interpretation which would exclude exchanges of bonds
for bonds or real estate for real estate. In other words,
so long as one "barters" or "trades" his property for
other similar property instead of selling it for cash, he
need not account for his gains to the Treasury for tax
purposes. Even if he does sell for cash, as has been
noted above, he is subject to a tax of only 12i per cent.
The provisions governing corporate reorganizations
and sales of property to corporations are also greatly
liberalized so as to make it unnecessary to report many
gains for taxation.
Net Losses
With one minor exception included in the 1918 law,
it has been the practice since the beginning of income
taxation in this country to treat each year as a unit and
to refuse to permit the fact that one has lost money this
year to affect the amount of profit he must report the
following year. Each accounting period has been care-
fully "insulated" from other accounting periods. This
practice has worked much hardship and the new law
breaks away from the old precedents by inserting a
provision, effective for 1921 (Section 204, with a re-
striction on mines), which permits a net loss suffered
in one year to be offset against any net income realized
in the two next succeeding years. In other words,
losses may be used to blot off subsequent gains, but
losses are "outlawed" for this purpose after the ex-
piration of two years.
The new law contains many other new provisions
which it would be interesting to discuss, did not the
limits of this article prevent it. Such changes include
the new rule regarding gifts, which makes the recip-
ient, if he sells a gift, account for the gain in the
value of the gift before he received it (Section 202 (a)
(2) ) ; the section aimed to prevent "wash-sales" to
establish losses (Section 214 (a) (5)); the provision
covering cases where property is involuntarily converted
into cash (Sections 234 (a) (14) ) and the modifica-
tions in the various special taxes.
It has been possible to stress here only the most
important departures in the new statute, so far as they
relate to the business man and the investor.
1070
Electric Railway Journal
Vol. 58, No. 25
V- _ ^
\.n^'
ii
W
K-v,
Ma
i
Features of I. T. S. Transmission Line
No. 1. Span of 857 ft. on new I. T. S. high-tension line.
No. 2. One of the large dead-end towers spaced 1 mile
apart in new I. T. S. high-tension line.
No. 3. Derrick car on interurban line raising one of the
intervening A-frame towers.
No. 4. Narrow-base four-leg tower used in towns, show-
ing double insulator tie employed on curves and old line at
left.
No. 5. A few of the large towers were assembled, then
erected as shown here.
No. 6. Most of them were assembled vertically in position
as shown here.
No. 7. Setting the base section of one of the A-frames.
No. 8. Bolting the assembled A-frame to the base while
held in position by derriclt.
Nos. 9 and 10. Assembling and erecting a narrow-base
four-leg tower.
No. 11. Transmission line crossing right-of-way.
iiWifflMTrr
TghgL^
December 17, 1921
Electric Railway Journal
1071
I. T. S. Builds New Tranmission Line
A Thirty-two Mile AU-Steel Tower Line Has Been Erected
to Connect the Riverton and Decatur Power Plants —
Some of the Construction Details Are Given
THE Illinois Traction System was recently con-
fronted with the necessity of increasing the avail-
able power plant capacity serving the street railway,
interurban and power and lighting load of the Decatur,
111., district. There were two alternatives. One was
to increase the capacity of the Decatur power house;
the other was to rebuild the transmission line connect-
ing this plant with the railway substations en route
and the Riverton power station 32 miles away, where
spare capacity was available and where the conditions
for increasing the capacity in the future are better than
at the Decatur plant. For these reasons, and since the
poles of the existing line had to be replaced anyway, the
latter plan was determined upon, with the result that
the first steel-tower high-tension line in central Illinois
was erected.
Three kinds of steel towers were used in this trans-
mission line — four-leg towers, 67 ft. 6 in. high located
every mile across country, with seven steel A-frames
67 ft. 6 in. high between towers, and narrow-base four-
leg steel towers 63 ft. high through the towns and at
a few points along the interurban right-of-way where
the tower location came at a siding and the available
space was limited. The average span is 660 ft. and the
longest span 857 ft., this occurring near Decatur where
the line crosses a bottom and creek. Steel-reinforced
aluminum cables made up of No. 8 steel core and six
strands of No. 8 aluminum around it were used. The
towers provide for two three-phase circuits, only one
of which was strung for the time being, with the ground
wire carried on the top of the towers. The line is insu-
lated for 33,000 volts at present, although it is planned
later to make it a 66,000-volt line by adding one disk
Insulator. For the most part the line was erected along
the interurban right-of-way.
Construction Methods
The steel A-frames are made up of 9-in., 7-in. and
5-in. channels weighing respectively 13.25, 9.75 and 8
lb. per foot. The completed A-frames weigh about 2,500
lb. They were erected by first setting the butt in the
ground, assembling the remainder of the tower on the
ground and raising it with the help of a derrick car and
bolting it to the butt piece.
The narrow-base four-leg steel towers were erected
in the same manner, except that the butts were set
in concrete. The big dead-end, four-leg towers were for
the most part erected vertically in position, for it was
found that better time could be made by this method
than to assemble them on the ground and raise them to
position. Like the A-frame towers, these large four-leg
towers were set in the earth without concrete footings.
The A-frame and narrow-base towers were raised
with the insulators already installed, as it was found
that this saved time and introduced no particular
trouble. In connection with the raising of these towers,
the interurban derrick car worked out very well, it
being possible to erect twenty-four or twenty-five towers
in a day and keep in the clear of traffic which averaged
an hourly service each way. The narrow-base towers
erected in this manner weighed about 3,500 lb. com-
plete. The large dead-end towers weighed about 5,800
lb. Both the narrow and wide base four-leg towers
were made of 4-in. x 4-in. x i-in. angles for verticals
and with angle bracings. All of the towers were built
from standard shapes fabricated by the American
Bridge Company and bolted together in the field.
Some restriction of the work was experienced owing
to the fact that while the new towers were erected at
one side of the old line, the crossarms projected so that
the new line was directly over the old transmission line.
While it was possible to sectionalize the old line and kill
a part of it during the daytime where the men were
working, it was necessary to clear it every evening in
time for the peak load.
Cost of Living in Various Cities
THE United States Department of Labor, through
the Bureau of Labor Statistics, has completed the
compilations showing changes in the retail cost of food
in thirteen principal cities of the United States.
During the month from Oct. 15 to Nov. 15, 1921,
there was a decrease in six of these cities and an in-
crease in five. In Washington there was a decrease of
3 per cent, in Atlanta, Peoria and Springfield a decrease
of 2 per cent, in Little Rock a decrease of 1 per cent
and in Manchester a decrease of one-tenth of 1 per cent.
In Rochester there was an increase of 1 per cent; in
Philadelphia an increase of three-tenths of 1 per cent
and in Baltimore, Louisville and New York an increase
of two-tenths of 1 per cent. In Denver and Norfolk
there was no change during the month.
For the year period Nov. 15, 1920, to Nov. 15, 1921,
there was a decrease of 24 per cent in Louisville, Nor-
folk, Peoria and Springfield, 23 per cent in Atlanta, Bal-
timore, Denver and Little Rock, 21 per cent in Man-
chester, Philadelphia, Rochester and Washington and
19 per cent in New York.
As compared with the average cost in the year 1913,
the retail cost of food on Nov. 15, 1921, showed an in-
crease of 59 per cent in New York and Washington,
57 per cent in Manchester, 54 per cent in Baltimore, 52
per cent in Philadelphia, 46 per cent in Atlanta, 42 per
cent in Little Rock, 41 per cent in Denver and 40 per
cent in Louisville.
Prices were not obtained from Norfolk, Peoria, Roch-
ester or Springfield in 1913, hence no comparison for the
eight-year period can be given for these cities.
Postmaster-General Reports on Mail Pay
IN THE report which he submitted to Congress on
Dec. 9 the Postmaster-General makes the following
reference to the transportation of mails on electric rail-
ways during the last fiscal year:
On June 30, 1921, the mails were carried under author-
ization by the department over 7,910 miles of electric
railways. The annual rate for service was $526,792.04, the
appropriations for the fiscal year were $639,700, and the
estimated expenditures $593,280.70. The details are set
forth in the appendix.
The department has been operating since Dec. 1, 1920,
under the order of the Interstate Commerce Commission
prescribing the space basis system of authorization and
payment and the rates for the service required and rendered.
As in the case of the steam railroads, the commission
provided in its orSer that the electric carriers should be
compensated separately for the performance of side and
terminal service where required by the department and
prescribed the method of allowing such compensation.
Under these directions appropriate steps have been taken
to ascertain the additional amounts due, but the statements
of the carriers have not been submitted in sufficient number
for a reliable estimate of what additional payments shall
be made. It is estimated, however, that the whole cost of
side and terminal service will not exceed $120,316 per annum.
1072
Electric Railway Journal
Vol. 58, No. 25
^jbtfiA^ hi^ ?cU^vi
We Can Help Ourselves Through
Helping Others
New York, Dec. 10, 1921.
To the Editors:
Frank H. Warren's paper in your Dec. 3 issue on
"How Can Salesmanship Be Applied in the Street Rail-
way Business?" is so full of meat that it will repay
rereading several times by those who wish to digest
the true possibilities of rides salesmanship. One could
pick texts for a dozen discussions out of this paper, but
two or three will do to show its thoughtf ulness.
Thus Mr. Warren says: "The only special sale pos-
sible for a street railway is one that decreases the cost
per ride but increases the cost per month or year. It
must be something that will fool the buyer or stimulate
him to increased use of service." Along these lines, he
notes, are quantity sales of tickets, excursions, commu-
tation tickets and unlimited-ride weekly passes. He
observes that, unlike the merchant, the street railway
cannot offer bargains to dispose of old stock because it
has none. Nevertheless, it has a fair equivalent of "old
stock" in its off-peak service which never sells to a pre-
ponderant fraction of the quantity offered, no matter
how small that quantity may be. To move that line of
goods is to achieve the merchant's feat of moving stock
for which his public has no naturally keen yearning or
need. So while it is easy heartily to agree with Mr.
Warren's definition of a special sale in rides it is but
right to point out that there really is an equivalent to
the "old stock" condition since, after all, "old stock"
or off-peak service are both largely a "surplusage."
Perhaps the most pertinent thing that Mr. Warren
says is that : "People will no longer ride street cars for
the sake of the ride. The desire created must therefore
be in something else, in the gratifying of which our
service is a necessary or valuable element." Here, if
anywhere, is the core of the sales apple. He asks what
could electric railway advertising add to the lure of the
advertising got out by the dealer in merchandise or
amusement himself? It can, and has, added a great deal
to that "buy-f rom-me" advertising wherever the electric
railway has been ready to co-operate by announcing
better service or fare ameliorations. Ask the manager
of any concert, lecture, circus or similar enterprise
whether any amount of advertising by him would pull
maximum business if the railway did not back him up
by directly advertising its own rates and service. Ask
the merchants in the Beaver Valley of southwestern
Pennsylvania whether or no their Dollar Days were not
made a greater success because the Beaver Valley Trac-
tion Company gave half fares during the shopping hours.
Ask the Main Streeter of Terre Haute whether they do
not feel that their business is brisker with a 5-cent fare
and short-headway cars than if their clients had to pay
more money and wait longer. Ask the picture house
men of Youngstown whether it makes a difference to
their theaters in attendance when patrons can come
down on an unlimited-ride pass instead of paying 16S
cents or 18 cents fare to see a 10 or 20 cent show.
Mr. Warren is also right in stressing the narrow mar-
gin between financial success and failure in electric
railroading as in other industries. We are doing things
90 per cent right, and in actual manufacture of car miles
many are doing things almost 100 per cent right. We
are at fault chiefly in selling the ride from the stand-
point of need rather than from the standpoint of conve-
nience. No one except a crippled or otherwise enfeebled
person actually needs to ride less than six-tenths of a
mile. But in pre-war years it was the revenue that came
from the people who did ride less than six-tenths of a
mile that made the difference between profit and loss for
many a British street railway as these short rides caused
only a very small demand for extra car-mileage in pro-
portion to their patronage.
As Mr. Warren hints in conclusion, it is much easier
to get the formal acquiescence of many operating heads
to the need for a sales policy than to get their true
understanding of what salesmanship is. These men
have hitherto not appreciated the fact that to manufac-
ture an article calls for one kind of skill and to sell it
calls for another kind of skill. There can be no great
improvement until this difference is fully comprehended.
Observer.
What We Don't Know About Steam
RECENTLY an informal conference was held in
. Boston to consider our present knowledge of steam
and to indicate lines of attack for research organiza-
tions. The conference committee of fourteen men was
composed of the foremost experts and engineers in
America, and the result of their conference is con-
tained in the Journal of the American Society of
Mechanical Engineers, August, 1921.
In summing up the present situation as regards
the accuracy and completeness of present steam tables
it appears that vapor pressures and possibly liquid
volumes are well enough knovra for the present; super-
heated specific heats are fairly well known except at
pressures above 270 lb. gage; specific volumes are
known directly only below 150 lb. gage and at low
superheat; latent and total heats of the vapor are
known directly, but not entirely satisfactorily, up to
about 190 lb. gage; above that pressure they are not
known directly at all; Joule-Thompson coefficients are
scarcely known at all above 50 lb. gage, and, finally,
our knowledge of the heat of the liquid and of the
fundamental heat unit on which the whole table is based
is most unsatisfactory.
This conference is important in that it laid out some
lines of research work which should be of benefit to
power plant designers. Such research is necessary, as
designers are contemplating the use of extremely high
pressures and superheat in order to take advantage of
the economies which are known to accompany such
practice.
Motor Truck vs. Railroads
THE motor truck has become an active competitor
of rail carriers for short haul freight and it is for
these carriers to decide whether they shall continue
to compete for this class of freight while the motor
truck gets the use of state highways free of cost.
Edward G. Riggs in an article in a recent number of
the Forum has ably summarized the existing conditions,
quoted eminent authorities on the subject and tabulated
relevant statistics. Mr. Riggs shows the unjust ratios
of taxes paid by the two agencies and, although the
motor truck is here to stay, points out the trend toward
an equalization of transportation taxation.
Equipment and Its Maintenance
Short Descriptions and Details of New Apparatus of Interest
to the Industry. Mechanical and Electrical
Practices of All Departments
Railway Builds Coin and Ticket Sorter
Mixture of Coins and Tickets Fed Into Device and Air
Pressure Blows Tickets Into One Receptacle While
Coins Roll Down an Incline and Are Sorted Into
Their Respective Denominations
WHEN the British Columbia Electric Railway be-
gan using fare boxes quite a problem was pre-
sented for the ticket and accounting departments to
separate the coins and tickets which were mixed indis-
criminately. The machine shown in an accompanying
Coin and Ticket Sorter Used by the British Collmbia
Electric Railway
illustration was the result, and this has effectively solved
the difficulty. The machine consists principally of a
stovepipe arrangement into which the mixture of tickets
and coins are fed. Air from a blower is fed into this
pipe at the bottom, while the attendant feeds the mix-
ture of coins and tickets in "at the center. The tickets
are blown up and over the swan-neck portion of the pipe
into a box which Is protected by a cheesecloth bag to
keep the tickets from blowing about the room. The
structure of cheesecloth allows the air to pass through
readily, so there is no difficulty from excessive air
pressure.
At the same time as the tickets are blown upward,
the coins drop down and emerge through a small opening
at the bottom of the pipe, which is offset to direct the
coins into the sorting tray. This sorting tray is built
at an angle and is made to vibrate by means of hangers
connected to a small motor. The sorting tray is divided
with perforations for 10-cent pieces, pennies, nickels and
quarters, so that each size can drop through into a box
underneath. This type of sorter effectively takes care
of the coins and sorts them into their respective de-
nominations.
The receiving and sorting pipe is 6 in. in diameter
and lis in. thick, and is made of galvanized sheet iron.
The opening for receiving the mixture of tickets and
coins is about 5 in. across and 2 in. high. This is left
open and no trouble is experienced from tickets blow-
ing back. The end of the pipe from which the tickets
emerge is flanged to form a bell mouth and a base for
the cheesecloth covering. The air enters at the bottoni
of this pipe through a 2-in. wrought-iron connection
from the blower. The end of this air pipe has a small
lip to prevent the coins from dropping into the air pipe.
This air pipe is also located a little above the opening
for the discharge of the coins and is shaped so that the
direction of the air pressure is upward. The blower
for supplying the air is driven by a 3-hp. motor. This
was used because the motor was available without pur-
chasing a new one. A smaller size could be conveniently
used, however. The sorting tray is made of 4-in. iron
plate and is 1 ft. 6i in. wide by 4 ft. 7 in. long. The
shaking arrangement consists of small eccentrics on a
shaft underneath the tray, connected so that as this is
rotated by operating the motor located on a shelf over
the tray the necessary vibrating is produced. Should
any paper money be put into- the mixture it, of course
would be blown in among the tickets, so it is not neces-
sary to separate this before the mixture is fed into
the pipe.
The time taken to sort coins for the British
Columbia Electric Railway is about two and one-quarter .
hours per day.
Building Up a Damaged Pinion Fit
THE accompanying illustration shows a G.E.-201
motor armature shaft which was practically ruined
as a result of a loose pinion on one of the equipments of
the Boston & Worcester Street Railway. Before welding
equipment had become a
necessary piece of apparatus
for electric railway shops
this shaft would have been
scrapped as the pinion end
was badly scored. A J-in. cut
was taken off the damaged
portion in order to provide
' for the adding of new stock
and by the aid of an Indian-
apolis welding outfit the
scarred and worn shaft was
built up. A new key-way
was then cut with a milling
machine and the shaft turned
to proper size. The cost of the machining and welding
was approximately $5, against the price of a new shaft
which would have been in the neighborhood of $50.
The equipment was returned to service immediately,
which would have been impossible if a new shaft had
been installed.
Pinion Fit ox Ak.mature
Shaft Repaired by
Weldi.vo
1074
Electric Railway Journal
Vol. 58, No. 25
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Floor Plan for Hblsinofoeb Sinolb-Truck Cab
American Cars for Finland
Single-Truck Cars for the Helsingfors (Finland) Tramways
Company Have Exceptionally Long Platforms so
that Twelve Standing Passengers Can
Be Accommodated on Each
THE J. G. Brill Company has shipped twenty closed
motor cars, mounted on Brill 21-E trucks, to the
Helsingfors Tramways Company, Helsingfors, Finland.
These cars are particularly noteworthy on account of the
6-ft. 3-in. platform at each end, inclosed with four-part
folding doors in two sections, one section folding out
against the body corner posts and the other against the
vestibule posts. Doors and folding steps are manually
operated either from a lever located against the vestibule
in front of the motorman or on a stand in the open
bulkhead where the conductor is located. Twelve stand-
ing passengers can be accommodated on each platform
and, as twenty-one passengers can be seated in the car,
this gives a total carrying capacity of forty-five pas-
sengers.
Passengers are not permitted to stand in the car-
body aisle, which is left clear for the passengers
moving to and from their seats. Each platform is also
equipped with six stanchions, three on each side of the
door openings, which serve as grab handles for the
standing passengers.
Wood is the principal material used in the underframe
construction, yellow pine being used for the side and
center sills and oak for the end sills and crossings.
The side-sill members are 41 x 5? in., and the center
stringers 4J x 5 in., reinforced with a steel angle 6 x 3i
in. The oak end sills are 34 x 6i in., and the crossings
3i X 5i in. All members of the underframe are sub-
stantially joined together and secured with tie rods.
The upper structure is constructed with ash corner
posts, 3i in. thick, and ash side posts, 2 J in. thick, with
concave and convex panels of poplar. The plain arch
type of roof, which extends the full length of the car, is
supported on wooden rafters IJ in. wide over each side
post in combination with concealed steel rafters li x I
in., and i in. wide between posts.
Seven body windows on each side are inclosed with
double sash. All upper sash are framed in one-piece
and are stationary, while the Icywer sash can be raised.
The end of each platform is inclosed with a stationary
vestibule having three windows, the single sash of
which all drop into pockets behind the dasher. For
the convenience of the motorman, the center of the
three vestibule sash may be held at various heights, it
being equipped with a suitable rack for this purpose.
Below the vestibule windows, the dasher on the outside
is of ^-in. steel and there is a *\ -in. steel lining on
the inside.
The absence of bulkheads in the body ends not only
eliminate the usual sliding doors, but permit quicker
access to the car body and at the same time there is an
appreciable saving in weight, which is a most important
feature. For the assistance of passengers and also as a
supiwrt, a pipe stanchion on each side of the body end
extends from over the end sills up to the leaders. The
interiors are finished in cherry, including all doors and
window sash as well as the other interior woodwork.
Agasote is used for the ceilings in the body proper, but
the platfci'm ceilings are of carline finish. Each side
wall between the belt rail and the floor is also covered
with Agasote.
The seating arrangement consists of seven transverse
cherry slat reversible-back seats with 36-in. cushions
for two passengers on one side of the aisle, and on the
other seven single seats, with 18-in. cushions, of the
same general type, giving a total seating capacity of
twenty-one passengers. All seats are constructed with
the Brill "Winner" mechanism and have one-piece
pressed steel pedestal and aisle plates. The slats in
both the cushions and backs are so arranged that alter-
nately there are dark and light slats, giving the seat
somewhat of a unique appearance.
The trucks. No. 21-E, on which these cars are
mounted, are constructed for 3-ft. 3J-in. track gage, and
have 7-ft. wheelbase and 31J-in. diameter wheels. A
substantia) wooden wheel guard extends completely
around the truck.
Welding a Cracked Bolster
THE bolster shown in the accompanying illustration
was cracked in a collision of cars on the Seattle
& Rainier Valley Railway. At first it was thought that
the car would have to be retired from service until
Repairing a Cracked Bolster
another bolster could be obtained from the East. How-
ever, the Prest-0-Lite outfit soon repaired the crack
and the cost of the outfit was saved by this one
repair job.
The repaired bolster has now been in service for over
a year with no signs of failure.
December 17, 1921
Electric Railway Journal
1075
Efficiently Arranged Wood-Working
Shop Increases Output
Second Avenue Railroad, New York City, Has EMlarged Its
Wood-Working Sliop, Installed Additional Up-to-
Date Machinery and Provided an Efficient
Lighting System
WHEN the Second Avenue Railroad of New York
City began its program of reconstruction and re-
modeling of rolling stock, as described in the ELECTRIC
Railway Journal for Feb. 19, 1921, it was badly handi-
capped by the lack of wood-working facilities. A few
saws of various types and wood-working benches ar-
ranged along the wall next to the windows constituted
the entire wood-working equipment. Realizing that the
preparation of material for the interior linish, vestibules,
sash, etc., of the remodeled cars was in reality a far
more extensive branch of work than the car repairing
above the floor and their horizontal spacing is shown on
the accompanying plan. The workmen are highly pleased
with the lighting effect and a cheerful, contented force
means efficient work with less waste from damaged
material. In discussing the lighting of his shop, Mr.
Chalmers said he considered the lighting system the
most important part of the equipment. Insufficient or
poorly arranged lighting produces eye strain, which
leads to bodily fatigue and so lowers personal efficiency,
while a brilliantly lighted shop adds greatly to the
morale of the men and improves the quality of the
work produced.
The old system of providing machines and operators
with drop lamps is not satisfactory, as glare cannot be
avoided. A shop with any considerable number of drop
lights is unsightly and the cost of wiring is high. VVhen
an operator changes his position he tries to change the
location of his drop light by tying the wire to some sta-
At Left, a Corner of the Wood-Workino Shop. At Right, Foreman's Office
Constructed of Car Doors and Bunds
usually undertaken, C. E. Chalmers, receiver for the
road, set about increasing the facilities and mill equip-
ment necessary for this work. An accompanying plan
shows the shop as rearranged, and the list of wood-
working machinery now in use includes machines found
most necessary for the economical and rapid turning
out of this work.
The wood mill now occupies a space of approximately
3,700 sq.ft. The various machines have been grouped
so that the rough material will progress naturally from
the east end, where it comes in from the lumber storage,
to the west end, where tracks provide facilities for the
cars that are to be worked upon. The wood-working
benches are located along the south wall, where the
light from the row of windows on this side gives ample
illumination for the various hand operations.
The problem of artificial illumination came up with
the regrouping of the machines in the center and north
side of the room, where there were no windows, and a
lighting system has been installed which gives abun-
dant light without shadows for all the variorus machines.
Five 400-watt Mazda C lamps with Ivanhoe reflectors
are used. These are mounted at a height of about 14 ft.
tionary object, which is objectionable from the stand-
point of safety. In addition to the lighting system in
the wood-working shop fifty-five units with 200-watt
lamps and Ivanhoe reflectors and five units with 400-
watt lamps have been installed in various other depart-
ments and in the inspection and overhauling shop. By
using a general lighting system with large units located
out of reach of the workmen disappearance and break-
age of lamps, which amounts to a considerable item, is
done away with. Mr. Chalmers has estimated that the
saving in this respect from the newly arranged system
will pay for the entire cost of the installation in less
than a year's time.
Cars Progress from Wood-Working Shop
TO Paint Shop
The wood-working department is served by three
tracks, so that work can be carried on and repairs made
on from eight to ten cars at one time. These same three
tracks run through the paint shop, which is immediately
behind the wood-working department. The paint shop is
separated from the wood shop by a fire wall with fire
doors. As soon as the work on the car bodies is com-
1076
Electric Railway Journal
Vol. 58, No. 25
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E R E C T 1 N G
SHOP
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LUMBER ■■
ROOM
No. I Z 3,4,5 Work benches, No.t Panel bender, No.l Lai-he , No S and 9 Band saws, No 10 Joinier, Noll MorHser and rcJ.'sher, No.K OrirJd5fone,No.l3 Plainer.
No l4 2'spindk variety, No.lSJiq saw, No.lt Posfborer, No.n Circular saw. No. 18 Swinq saw, No. 19 Emery wheel, No.ZO Band sctw sharpener,No.a Aufomaiic sw'bd.,
' N0.Z2 iOHp.mofxir, L- 400 Waff lamps
Plan of Wood- Working Shop fo»~Sbcond Avenue Railroad. New York City
pleted the cars can be moved back on the same track into
the paint shop.
The paint storage room is a new addition which has
just been constructed. This is shown at the right in
the accompanying plan. This paint storage room is
entirely of fireproof construction and the walls are
made of Camp duct tile. A large quantity of these was
available without purchasing new material and the
inspectors from the Fire Underwriters considered this
construction equal to that of any tile construction that
could be used.
The foreman's office for the wood-working department
is constructed of old car doors and shutters and pro-
vides a very attractive appearing office. The utilization
of old car doors for partitioning off departments has
been used, in several other railway shops. The Inter-
national Railway of Buffalo has used this type of con-
struction for partitioning off its electrical department
from the machine shop. This was described in the
Electric Railway Journal for June 18, 1921, page
1115.
Pasting Skip-Stop Signs on Poles
As an Emergency Method Which Required Quick Comple-
tion, Properly Marked Posters Were Applied to
Poles to Designate Stops
By G. H. McKelway
Engineer of Distribution Brooklyn (X. Y.)
Rapid Transit Company
IN THE Electric Railway Journal of Oct. 15 there
was a short article on the painting of skip-stop signs
on poles in Chicago. This stated that 16,000 poles would
have to be painted and it was estimated that it would
take approximately five weeks to complete the work.
This is at the rate of over 500 poles a day if only six
days are worked each week, and it therefore means
that a large gang of men must be put on the work and
permitted to do nothing except paint the signs. It was
also stated that the work was being done as fast as
possible so as to have it finished before the commence-
ment of the "Pageant of Progress."
A somewhat similar emergency occurred in Brooklyn
during the war, when, in order to save fuel, the railway
company was ordered by the Fuel Administration to
install a large number of skip stops and the order was
dated so as to go into effect in about a week from ihe
time that it was issued.
It was impossible for the line department to paint
more than a small proportion of the number of poles
that would have to be marked, so the contract for mark-
ing the poles was given to a large bill-posting company.
Posters properly marked with large blue letters on a
white background and of a size large enough to reach
around the pole were printed and pasted on the poles
at the correct height by the employees of the bill-posting
company in a few days.
These signs did not make such a good appearance as
painted ones would have done and would not have been
anywhere near so permanent. However, it was thought
that the skip stops were only a temporary measure and
would not be permitted to remain after the emergenc.v
was past, and if they should be required longer the poles
could be painted by the line department. The bill
posters offered to stick the posters on with glue instead
of paste and then to varnish them to protect them from
the weather, two measures that would have greatly pro-
longed the useful life of the posters, but these offers
were net accepted because, as stated previously, it was
thought that the change was only a temporary one and.
if it should prove permanent, it woud be better to paint
the signs on the poles.
The order was in effect but a short time and then the
posters were easily scraped off, much more easily than
it would have been to paint out the signs if they had
been painted on the poles. However, a few were missed,
and although they were removed as soon as they were
reported the writer found two in place almost a year
after they had been put on which were still in quite good
condition.
Perhaps some other railroad company will be able to
profit by this experience if it has to install quickly a
lai'ge number of such signs and their permanence and
appearance are not important items.
New Non-Freezing Dynamite Demonstrated
A DITCH blasting test in snow and ice was made
during the last few days of November, near Wau-
saukee. Wis. The ditch was blasted by the propagated
method using a new non-freezing dynamite manufac-
tured by the Du Pont Company. The dynamite was
loaded through 8 in. of snow and about i in. of ice in wet
soil, the temperature of which was 35 deg. F. at the
point of the load. Moreover, the dynamite used had been
exposed in storage to freezing temperatures for several
weeks. The results were entirely satisfactory. Straight
dynamite has been used for years in nearly every kind
of open work, but a disadvantage has been its liability
to freeze at temperatures below 50 deg. F. Any dyna-
mite loses some part, if not all, of its efficiency when
chilled or frozen and many attempts have been made to
make the explosive low freezing.
December 17, 1921
Electric Railway Journal
1077
A Rotary Snow and Ice Digger
A Very Efficient Machine for Loosening and Removinjj Ice
and Snow from Electric Railway Tracks Is in
Use on the Eastern Massachusetts Street
Railway System, Lynn Division
AS AN addition to their snow-fighting equipment, the
JL\ Eastern Massachusetts Street Railway has added
a snow digging and loading machine of the type shown
in the accompanying illustrations. This machine is the
invention of A. T. Sampson of Lynn, Mass., and the
railway officials expect that it will be of great assist-
ance in keeping down high track centers and prevent-
ing an accumulation of ice during the winter months.
The operation of the machine can be divided into two
essential pai-ts. The first consists of the mechanism
for loosening the snow. This consists of a revolving
shaft mounted at"^the front end on which are placed
the ice cutters and diggers. The shaft is made of 2i in.
tool steel and has seven picks mounted on it. This
shaft revolves at a speed of about 1,000 r.p.m. The
picks dig into the ice and sleet and loosen it for
removal. In addition to the picks, there are two vibrat-
ing diggers or rooters, one located over each rail. These
diggers have a series of wedged shaped teeth on the
bottom and are operated by means of cams on the
revolving shaft so that they move back and forth in a
horizontal plane so as to loosen all ice over and adjacent
to the rails.
The diggers are about 16 in. long and swing on a
pivot at their top. They have a rooting movement of
about 71 in. and break the ice down to about 11 in. above
the rail. Behind these diggers are smaller picks mounted
on a rocker shaft. These have an upward and down-
ward movement of 5i in. They break the remaining
film of ice down to the face and into the groove of the
rail and clean this so that the wheels are always assured
of a clean rail, no matter what the ice conditions may
be.
Scoops Remove Loosened Ice
Located immediately behind the picks and diggers is
a scoop 9 ft. 6 in. wide, which has the form of an
inwardly flaring shovel. The central portion of this
scoop has a heavy duty conveyor which lifts the snow
and ice, draws it into the machine and expels it from
chutes located one on either side of the machine. This
conveyor is capable of handling 1,600 cu.ft. of ice and
FKO.NT KND Ob' THB ICK IJKSGER
snow per minute and where it is not desirable to deliver
the snow and ice to trucks for hauling away, the con-
veyors can carry the material to a sufficient height so
that it will be thrown entirely clear of" the track and
effectively clear the track for operation.
The ice-digging machine has a steel framework which
weighs about 13,000 lb. There are about 7,000 lb. of
steel castings and about 1,200 lb. of iron castings in its
construction. The machine complete weighs about
48,000 lb. and is driven by two 90-hp. motors. In
addition to the motors used for propelling the machine,
two additional motors operate the diggers and conveyor.
Adjustment for the depth of cutting is provided by lift-
ing the front end of the machine in its relative position
to the cab. The digging mechanism has a three-point
suspension, which gives it flexibility.
A sample machine having the essentials of this one
but built of a flat car was constructed and tested by
the Eastern Massachusetts Street Railway last winter.
This worked on the Lynn Woods route, which at that
time was completely blocked by snow and ice. This
ice cutter went through 12 in. of ice and twelve men
were kept busy removing the ice broken by the
machine. This test under such severe conditions was.
very impressive as indicating the amount of work
that could be accomplished.
Side and End Vibws of the Ice Digging Machine
1078
Electric Railway Journal
Vol. 58, No. 25
Flow Method of Impregnating Fields
Shop Constructed Apparatus Used by the International Rail-
way of Buffalo Makes Possible the Impregnating
of Field Coils Without Removing Them
from the Motor Frames
THE dipping and baking of armatures and fields has
done more to improve the operation of railway
motors in the last five years than any other improve-
ment which has been applied. The reason that some
companies do not get better results is that they fail to
realize that in order properly to bake fields and arma-
tures it is absolutely
essential that there
be sufficient ventila-
tion in the oven, for
without it, the var-
nish will not dry
properly and a worse
condition is created
than if the fields had
not been dipped. The
preheating of an
armature or field is
as important as the
dipping and baking.
It dries up any pos-
sible moisture that
may be lodged in the
insulation or on the
copper, permits the
varnish to penetrate
much more readily
and thoroughly, thus
insuring better in-
sulation and prevent-
ing vibration, which undoubtedly causes more armature
and field failures than any other one cause.
The removal of the field coils from a shell in order
to dip and bake them is a rather expensive method, and
quite frequently in removing the field from the shell the
insulation is cracked, necessitating reinsulating, which
is very expensive. This expense the International Rail-
way of Buffalo, operated by the Mitten Management,
Incorporated, has eliminated by the use of the outfit
as shown in the accompanying illustration. The arma-
ture is removed and the inside of the shell and field
coils are blown out with compressed air and then wiped
off with a cloth moistened with gasoline. The fields are
then tested and if they have proper predetermined re-
sistance, the shell is placed on an iron truck and pre-
heated to 180 deg. F. The equipment necessary for
soaking the fields when mounted in the shell is very
simple. The upper tank shown in the illustration is
capable of holding five barrels of varnish and has a
gravity feed to the terraced casting upon which the
various types of motors are placed by the use of an
electric crane. Upon opening a globe valve in a 2-in.
pipe line the varnish flows from the upper tank through
the terraced casting into the inside of the motor shell,
which is filled up to the height of the commutator in-
spection opening. It is then allowed to soak for at least
one hour. A valve underneath the casting upon which
the shell rests is then opened and the varnish flows into
the large tank which sets in the ground. The varnish
is pumped from this lower tank back into the upper tank
by the use of a Gould Company's 25-cu.ft. pump. In
case of a split motor frame, the halves are placed on
the iron rack in front of the terraced blocks and the
Flow Method for Treating Motor
Shells and Cores
middle 2-in. pipe shown in the illustration is used for
filling these halves. It is not necessary to bolt either
the shells or the halves when they are being filled,
which, as all equipment men will appreciate, means a
considerable saving of time. The large flanged tray is
used under the split shell rack so that none of the var-
nish will be lost when the motor frame is emptied by
being raised on one side by the crane.
Carrying Capacity of Ball and
Roller Bearings
THE Bureau of Standards has just issued Tech-
nologic Paper 201, giving in considerable detail the
results of experiments to determine the maximum load
and the static friction under load of ball and flexible
roller bearings. Tests were made of balls of 1 in., H in.,
and IJ in. in diameter in grooved races and on rollers
li in. in diameter and 5i in. long in flat and cylindrical
races. The total deformation and area of contact of
bearings and races were measured and compared with
Hertz's theory.
The conclusions reached were that the result obtained
agreed roughly with Hertz's theory and where differ-
ences were found to exist they can be ascribed to
inhomogeneity of the material. The ratio of friction to
load is practically constant and equal to 0.00055 for all
three sizes of balls up to a critical load which varies
with the diameter of the ball. These critical loads were
1,300 lb. for 1 in., 1,700 lb. for li in. and 2,200 lb. for
14 in. balls. A similar critical load of 25,000 lb. was
found for the roller bearing with a ratio of friction to
load equal to 0.00075. This critical load, at which the
friction began to increase more rapidly, was in all cases
lower than the safe load as determined by permanent
deformation and as calculated from Stribeck's law. The
paper describes the apparatus used and methods, results
and conclusions for static friction and compression tests.
Folding Steps for Double-Step Cars
THE Portland Railway, Light & Power Company is
using a folding step in connection with the remodel-
ing of its double-step cars. In its raised position the
lower step folds up and covers the top step as well as
the opening below the doors. Passengers are thus pre-
11
i^'^
^'
1
'wimt
' "' ■ »<
Folding Step in Its IjOWErei>
l\Ai>'Kn I'ijsrnoN
vented from hanging on after the doors are closed. The
top of the step hanger runs back under the car and a
piece of old rail is attached to it to balance the step.
With this installation it requires from 6 to 8 lb. to
operate the doors and steps.
December 17, 1921
Electric Railway Journal
1079
Preventing Overhead Corrosion
Steel Messenger Wire Was Replaced with Copper Clad Using
Same Three-Point Suspension with Galvanized
Iron Hangers
By L. E. Scott
Assistant Engineer Connecticut Company
DURING the year 1907 8 miles of New York, New
Haven & Hartford double-track steam road be-
tween East Hartford and Vernon, Conn., was electrified
for 600-volt direct-current trolley operation. This was
done primarily for the passenger service. A three-point
catenary suspension with 150-ft. section on the straight
track was used. The messenger was Siemens-Martin
■h-m. stranded galvanized steel cable, the hangers were
the G. E. Japan pipe type and the trolley was No. 0000
grooved copper and the ears were of the malleable
screw type. This section is on a grade of 13 ft. per
of $6,100 was made for construction exactly as above
except for the messenger of galvanized steel. After
further discussion it was finally decided to replace the
steel messenger with a copper clad messenger and to
use the same three-point suspension with galvanized
iron hangers. The spans were to be of l-in. seven-
strand galvanized iron and the pull-offs i-in. seven-
strand galvanized iron.
The trolley and messenger were anchored every
thousand feet by using Ohio Brass strain plates with
two extra plates on top, between which the messenger
was clamped by replacing the standard plates with
longer plates. The anchor wires were A-in, seven-
strand galvanized iron. The lengths of the messengers
used varied with the lengths of the sections, which were
150 ft. on straight track and as short as 80 ft. on the
curves. Six lengths of flexible hangers were used,
namely, 5 in., 6 in., 131 in., 15 in., 164 in. and 18i in.
Catenart Construction Used to Overcome Cokroding from Steam Locomotive Gases
mile, so that trains going east were continually under
power. Between the hourly electric passenger service it
has been and still is the custom to operate double-headed
steam locomotive freight trains.
In 1913, after six years service, the steel messenger
on the up-grade track began to break. An inspection
showed it to be very much corroded and eaten by the
hot gases of the steam engines. The messenger was
then renewed with one similar to the first. In 1919 this
second messenger began to break, and inspection at this
time showed this second messenger to be very much cor-
roded and very weak. The hangers, ears and the sec-
tions of the spans and pull-offs which were over the up-
grade track were also so much pitted that it was
thought best to renew all the spans and to renew the
pull-offs, hangers and ears over this track.
The messenger, hangers and ears over the down-grade
track were found still in good condition. Both trolley
wires were the original ones and were in apparently in
no worse condition because of the hot gases from the
locomotives. From this it appeared that the gases from
the locomotives had little effect on copper and so in
1920 estimates were made toward renewing the entire
overhead with copper or copper clad steel, the womout
messenger, the spans and pull-offs with copper clad
steel and the three-point suspension with eleven-point
suspension and the hangers with copper clad ones. The
estimate for this work was $15,000. Another estimate
These hangers were made of i-in. galvanized iron rod
with a 2-in. slot in the upper bend for flexibility. The
iron collar similar to the spool was designed to thread
on the hanger and seat tightly on the ear and served as
the means of holding the pull-off on curves. The sample
prices of hangers and ears on the 150-ft. sections were :
One 5-in. hanger "*•§?
Three 13|-in. hangers 1.34
Three 7-screw clamp ears 1. jl
Iron puU-ofC collar 0.17
The above work was done during a period of about
four months and the accompanying illustrations show
the straightaway and curve. The right-hand mes-
senger is the one renewed.
Another Method of Repairing Door Guides
IN THE Nov. 26 issue of the Electric Railway
Journal, page 954, a method was given for fastening
angle iron door guides on cars where the screw holes
have become worn in the wood. A similar method has
been used by the Quincy Railway of Quincy, 111., except
that instead of using angle irons for the door guides
these are replaced by a channel iron welded to another
plate. In places where the original angle iron guides
cannot be used further the Quincy Railway finds that
the use of the channel is cheaper than two angles and
works just as satisfactorily.
1080
Electric Railway Journal
Vol. 58, No. 25
Commission's Tentative Plan Criticised^
Holding Company Liable to Be Controlled by Politics —
Substitute Proposed
By T. S. Williams
President Brooklyn Rapid Transit Company
TO A LAYMAN it would not seem
as if the commission's plan had fol-
lowed the direct and simple path out-
lined in the law. Instead it proposes
an indirect and in some respects an
objectionable course. It creates an in-
termediate agency, not provided for in
the law — the so-called new Company
A — which purchases the railroads, pays
for them with its mortgage bonds, and
then conveys the properties to the city
subject to these purchase money bonds.
The city thereupon leases the rail-
roads back to three new railroad com-
panies respectively, called, for conveni-
ence, B, C and D, whose stocks are
to be owned by Company A, and A's
stock in turn is to be held in some
kind of trust by the Transit Commis-
sion.
From the city's point of view all its
control over the properties to which it
acquires legal title will be delegated to
the holding company, in whose board
of directors it will have three out of
six members and a partial say as to
the seventh member. Whether such a
complete delegation of power is de-
sirable from a municipal point of view
may be questioned.
From the existing investors' point of
view the objections to this intermediate
company arrangement are numerous,
and, I fear, insuperable, even assum-
ing tiiat the investors would be rec-
onciled to a plan of municipal owner-
ship.
1. The holding company will neces-
sarily be a political company. Three of
its directors will be appointed by the
Mayor, three by the representatives of
the bondholders in the three operating
companies, and the remaining director
by these six. In case they do not agree
the Transit Commission is to select
him. In practical effect, therefore, this
would probably mean an official — that
is a political — control; for all that
would be necessary to make it so would
be a refusal of three of the directors to
agree with their associates as to the
seventh director. Complete harmony
might be more natural but with equally
unpleasant consequences.
If we could assume that the repre-
sentatives of the city and those of the
investors would always be high minded,
clear headed, impartial men, the ob-
jection would not be so potent, but can
we always expect this? The plan for
the holding company directorate in-
volves a divided responsibility, and this
frequently encourages approval of acts
which a central responsibility would
shrink from.
There might easily result conse-
quences not favorable either to the
city or the investor. Unless the
standard of municipal government is
miraculously improved, it is inconceiv-
able that so great an opportunity as
this plan would present for political
patronage and profit would be long dis-
regarded. In the employees of the
railroads and their families there would
be an army of perhaps 100,000 voters,
and there would be the constant temp-
tation to require the construction of
•Abstract of statements presented at
hearing of the New York Transit Com-
mission. New York, Dec. 7, 1921.
new lines at the behest of local or po-
litical interests — lines not justified by
their earning capacity Investors would
not be likely to intrust their properties
to such an uncertain and unsafe con-
trol, nor would the best interests of the
taxpayers be likely to be thus sub-
served.
2. The powers proposed to be con-
ferred on the holding company are in-
consistent with the professed intention
of making the three lessee companies
the real operating companies. These
powers are not very specifically set
forth in the plan, but from what there
appears and from what has been sug-
gested at the public hearing by the
commission and its counsel, they ap-
parently will be broad enough to cover
pretty nearly everything connected
with the management of railroads ex-
cept the more or less mechanical work
of actual operation. Remember that
each of the three groups of railroads,
although distinct and separate in their
leaseholds and in their mortgage liens,
will have nothing to say (except
through their minority representation
in the holding company) as to the use
of their surplus income, as to the ex-
tensions or abandonment of their lines,
even as to the turning over of parts
of their lines to another operator, to
the purchase of supplies, to the im-
provement of their facilities, to the is-
suance or non-issuance of transfers, and
to many other matters that are related
closely to growth in earning capacity,
to the preservation of the properties
and the integrity of their mortgages.
The holding company will be the real
operator and manager in all these re-
spects.
3. The holding company will pay for
the acquired railroads by its purchase
money mortgage bonds issued at 100
per cent of the agreed value of the rail-
roads and properties bought, will forth-
with issue other obligations for work-
ing capital and for a fare barometer
fund, and, as additional capital is re-
quired for extensions and improve-
ments from time to time, will sell new
bonds. If the investor is asked to part
with his proportionate ownership in a
railroad upon a deferred payment plan,
he should at least be assured that his
lien upon what he has sold will be
amply protected and not diluted, and
that its integrity should not be weak-
ened by dividing income of his property
among bondholders of another mort-
gage.
Substitute Plan Propose^)
The holding company feature of the
commission's plan is therefore not only
of doubtful legality and open to serious
practical objections, but its adoption is
not necessary for accomplishing the
purpose of the commission and it is not
a straightfoi-ward following of the
method laid down in the law. I sug-
gest that all the objects of the com-
mission can be better attained and with
greater safeguard to the public and
private interests by adopting in lieu
thereof something like the following.
That each system of railroads con-
vey title to its properties directly to
the city at a fixed price representing
their fair value, subject to the lien of
any existing mortgages thereon (the
amount of which shall be deducted from
the purchase price), possession to be
finally surrendered upon the completion
of payments of the net purchase price.
Payment of this price to be made in
semi-annual instalments of such amount
as vrill amortize the net cost in a given
number of years, with the option of the
city to anticipate such payments and
pay off the mortgage liens and thereby
sooner to get possession.
That pending completion of pay-
ments, and as additional security there-
for, the properties thus sold be leased
back by the city to a corporation
named by the sellers, upon terms sub-
stantially as follows:
The lessee to operate the properties,
subject to the supervision of a board
of control, and after paying operating
expenses (inluding taxes and rents, if
any), interest and amortization on ex-
isting mortgage liens, and providing
suitable reserves, to pay over the bal-
ance of income to the city.
All funds required for additions, im-
provement and extensions (capital ex-
penditures) to be furnished by the city.
The rates of fare to be fixed by
the board of control, but not to be less
than sufficient to permit the lessees to
make the deductions from revenue au-
thorized in paragraph above, and so far
as practicable and reasonable to be
uniform throughout the city.
Board of Control of Three Suggested
The board of control to consist of
three persons, one appointed by the
Mayor, one by the lessee companies,
and one by the Governor, and to have
general supervisory and regulative
powers, including that of audit of
accounts.
This arrangement would practically
leave it optional with the city when
it should avail itself of complete own-
ership and possession of the properties,
and what extensions and improvements
should from time to time be made.
From the point of view of the owners
of the railroads the substitute plan
which I have suggested would have the
additional advantage that each system
of railroads would stand, so to speak,
upon its own bottom. Its revenues
would not be subject to diversion to the
interests of other railroads or other
railroad owners, as would be the case
under the commission's plan.
The plan which I have suggested
would, more than the commission's
plan, eliminate politics from the trans-
portation problem. The city and the
operators would have a common aim.
Hostility, lack of co-operation, public
prejudice, suspicion, would have no
justification.
The receivership, or near-receiver-
ship, of the companies would facilitate
such an arrangement. I can see no
insuperable obstacle to caiTying it out
providing the valuation of the proper-
ties is fair and ample safeguards sur-
round its payment. All speculation in
traction securities would cease.
The various companies would take
from the lessee company representing
them the interest and amortization paid
on any existing bonds, and pay it over
to the bondholders or their representa-
tives. They would likewise receive
from the city the payments to be made
by it and apply them in liquidation of
the remaining equity. When all should
be done they would quietly pass out of
existence.
December 17, 1921
Electric Railway Journal
1081
Engineering Societies Honor Marshal Foch
The Four National Organizations Elect the French General to Honorary
Membership in Recognition of His Ability to "Direct Human Energy "
M
war was brought to a successful con-
clusion. The armies could not have
accomplished much without the effort
of the engineer. Success was made
possible to a great extent by the in-
ARSHAL FOCH was placed at any other man has ever done. And you ^"^'^''-^ °* *^^ P®°P'® ^.* ^°^1' ^^^ ^^^"
the head of the honor roll of the have successfully directed this mass decisive moments arrived the engineer
organized engineering profession of the for the highest uses of mankind, in that f-°°9 »"* »» »" essential factor in at-
United States when he was elected on you by its aid have preserved for him "1,5 ^"'^'^^^^j
Dee. 13, the day before his return to one of the most precious of human pos- What would have become of the
France, to honorary membership in the sessions— liberty! Liberty not only for armies without the engineering indus-
four national engineering societies. The your own illustrious country, but for tnes and without the professional
organizations whose governing boards all the nations of the world. knowledge which you exercised and
unanimously conferred this distinction "The four national engineering socie- which enabled us to lead our armies
UDon Marshal Foch were the American ties of the United States now desire 'J} t"e field, to feed them, to protect
S'ociety of Civil Engineers, American to make record of their appreciation ^"em and to facilitate their forward
Institute of Mining and Metallurgical of this fact and to convey to you an ex- rnovement.
Engineers, American Society of Me- pression of their most profound admira- "It is for these reasons that I am
chanical Engineers and the American tion for the great leader of men by con- pleased to be here today, to receive so
Institute of Electrical Engineers. ferring on you honorary membership splendid a welcome, to express my
The certificate of honorary member- in all the societies, the highest honor gratitude and that of France and of all
ship was presented by Col. William in their gift and one hitherto never con- "ly countrymen for the splendid sacri-
Barclay Parsons, who commanded the ferred on a single individual. fices made by the men of your calling.
Eleventh Engineers, the first engineer "Four thousand members of these } ani grateful to you for including me
regiment to go abroad, and one which societies were enrolled in the armed 'n your ranks as one of the members
gained great fame. service of the United States, the of your four national engineering so-
The ceremonies were held in the greater part of whom had the glorious cieties. This honor I deeply appreciate,
auditorium of the Engineering Societies distinction to serve the common cause and I shall always cherish this event
Building. On the platform were the in France .under your orders. They with the happiest memories."
presidents of the four founder societies heard the voice and they saw the A statement issued by the engineer-
or their representatives as follows: L. hand of the master as he led them ing societies emphasized the character
P. Alford for Dean Dexter S. Kimball through battle to victory. Now we de- of Marshal Foch as an engineer. The
of Cornell, mechanical engineers; sire that you will still continue to statement said:
George S. Webster, Philadelphia, civil lead us, but in peace, by permitting "The fundamentals of engineering
engineers; Calvert W. Townley, for us to inscribe your name at the head achievement are co-operation and co-
William McClellan, Philadelphia, elec- of our roll of honor, where it will be, ordination. It was the ability of Foch
trical engineers; and Edwin T. Ludlow, as your deeds have been, an example to to supplement his military genius
New York, mining engineers. Others in us to do better work, and where it will with the effective co-operation of the
the platform group were Ambrose remain forever a noble inspiration for commanders of the armies of five na-
Swasey of Cleveland, Commander all future generations." tions and the co-ordination of their
Legion d'Honneur and founder of the Mr. Webster then presented to operations that won the great victory.
Engineering Foundation; Charles F. Marshal Foch the beautifully engrossed "Ferdinand Foch studied engineering
Rand, chairman of the Engineering certificate of honorary membership. in Ecole Polytechnique and Ecole
Foundation; Col. William J. Milgus, Col. Marshal Foch responded, by paying d'Application d'Artillerie. He served on
A. S. Dwight and E. D. Adams. the following tribute to the part of the technical section of the Ministry of
J. Vipond Davies, president of the engineers and engineering in the war: War early in life, and in later years
United Engineering Society, presided "It was due largely to the engineers was a full professor in Ecole de
and made the opening speech. This and the engineering industries that the Guerre,
follows in part:
"This action is unprecedented in that
it has been taken at one and the same
time and is to be conferred by one in-
strument. It is epochal to our societies
in that it constitutes one more bond of
union between the several branches of
our profession, as represented by our
Founder Societies, and our professional
brethren in France.
"The United Engineering Society, the
board of trustees of which I have the
How to Keep Cars on Time
Members of New England Club Discuss Papers of Messrs. Whitney and Bolt —
Hon. Henry C. Attwill Gives Informal Talk on "Relations Be-
tween City Governments and Street Railways"
THE papers on how to keep cars on manager Holyoke Street Railway,
time, presented at a meeting of the urged the importance of helpful super-
New England Street Railway Club on vision of car movement and of provision
Dec. 1, by Howard F. Whitney, Spring- for rapid loading and unloading of cars.
, . , ., J- a: • field Street Railway, and W. C. Bolt, Team-play among operating forces,
honor to be the presiding officer, is, as Eastern Massachusetts Street Railway, restriction of automobile parking in
Its name implies, an integral part and ^ere published in abstract in last congested sections, safety areas and
parcel of the functions and activities of week's issue of this paper. An abstract rapid fare collection all aid in schedule
our founder societies holds title to this of the discussion on these papers, at the efficiency.
building and property, and administers afternoon meeting of the club, follows: John Lindall, superintendent rolling
Its research department known as En- r. b. Steams, vice-president Eastern stock and shops, Boston Elevated Rail-
Massachusetts Street Railway, empha- way, suggested giving the public in-
sized the value of regular service in formation as to the percentage of trips
maintaining good public relations, run on time, together with classified
Frankness in explaining street railway delays and causes thereof. Tact in try-
problems to the public is essential, ing to remove obstructions to traffic is
Punctuality also keeps down costs, and of more avail than a hostile attitude,
close co-operation between rolling stock Motor-operated wrecking trucks
maintenance and operating departments equipped with cranes, manned by crews
is vital. Pull-ins have been reduced on skilled in clearing up breakdowns and
the Eastern Massachusetts system from capable of proceeding to a blockade on
., - . - „ „ 1,000 to 750 per month in the past the highway surface have proved of
the great sources of power in nature for year. The 30,000-mile overhauling great value in Boston compared with
the use and convenience of man.' No schedule of this system appears to be a the old method of sending out trolley
better definition can be found today, money-maker in preventive mainte- wrecking cars. The wrecking trucks
Of all the sources of power in nature, nance. A bonus divided between car- now in use at Boston can lift loads as
the greatest, most valuable and at the service and maintenance men for high as 10 tons by blocking under the
same time the most difficult to direct punctual car movement works extremely rear end of a chassis frame and can
IS the energy of man himself. He who well, figuring cars within 5 per cent of lift and carry with the crane 5 tons,
can direct human energy and turn it to on time at terminals during a month The trucks are rated at 3.5 tons, with
the service of mankind is a great engi- and appraising the value of the time White chassis and power-driven winches
"^"v n/r I, 1 u J- J saved in the setting apart of this money and "nigger heads.'' The speaker felt
Jfou, Marshal have directed a on a 50-50 basis between the two classes, that better supervision can be given by
greater mass of human energy than L. D. Pellissier, president and general traffic executives from automobiles
gineering Foundation, directed by
Charles F. Rand as chairman, and Al-
fred D. Flinn, as secretary, and also the
library, which we claim to be the best
equipped technical library of engineer-
ing in existence, with Dr. Harrison W.
Craver, as director."
Colonel Parsons then delivered in
French the following address:
"The art of engineering was defined
a long time ago as 'the art of directing
1082
Electric Railway Journal
Vol. 58, No. 25
than from street cars, owing to the
limitations of movement of the latter.
H. F. Fritch, assistant general man-
ager Eastern Massachusetts Street
I^ilway, said that punctuality of car
movement should be sought throughout
the entire organization of the modem
system. The psychological effect of
pull-ins on the public is not good. E. S.
Wilde, vice-president. Union Street
Railway, New Bedford, Mass., advocated
diplomacy in dealing with track obstruc-
tors. In addition to using automobiles,
superintendents in New Bedford ride
over the system in the cars at least
monthly and report their findings.
Regrularity of service is more valuable
than speed. Mr. Pellissier emphasized
the importance of flash signals at
critical points and of ample telephone
facilities in minimizing traffic delays
due to slow notification of executives,
mechanical and operating departments
of trouble. Others who discussed the
value of good service were A. B. Hale,
Griffin Wheel Company, Boston; Thomas
Kendrigan, Manchester Street Rail-
way, Manchester, N. H.; R. D. Hood,
Dover, N. H., and R. R. Anderson,
superintendent of transportation United
Electric Railway, Providence, R. I.
Chadsman Attwill Emphasizes
Mutual Interests of RaiIj-
WAYS AND Public
With President Dana in the chair, the
evening session of the club was marked
by an address by Hon. Henry C. Attwill,
chairman Massachusetts Department of
Public Utilities, upon "Relations be-
tween City Governments and Street
Railways." In a comprehensive and
informal talk which was listened to
with keen interest by the largest gather-
ing in the history of the club outside of
an annual meeting (162 were present),
Chairman Attwill sketched the unity of
interest prevailing between successful
public utilities and the communities
which they serve. He emphasized the
willingness of the public to co-operate
with companies whose problems and
needs are set forth frankly and under-
standingly, notwithstanding the noise
of agitators. Conservative operation
pays, the speaker said, and he urged a
conduct of affairs which will produce
something of that confidence on the part
of the investing public that it feels
toward the savings banks of Massachu-
setts. "Customer ownership" of elec-
tric railway securities was also advo-
cated as a means of bettering condi-
tions. The "square deal" offers a better
means of securing good public relations
than insistence on "constitutional
right."
In the discussion which followed the
presentation of Mr. Attwill's address,
H. H. Crapo, president Union Street
Railway, New Bedford, advocated co-
operation with municipal authorities.
New York Railroad Club Dinner
WeU Attended
THE third annual dinner of the New
York Railroad Club was held in the
grand ballroom of the Hotel Commo-
dore, New York City, on Thursday
evening, Dec. 15. A large number of
electric railway men helped to swell
the attendance on this occasion. Frank
Hedley, president and general manager
of the Interborough Rapid Transit
Company, New York, acted as toast-
master. Addresses on railway con-
ditions together with a fine musical
program furnished the evening's enter-
tainment.
Joint Convention of Illinois
Associations
THE joint convention of the Illinois
Gas 'Association, the Illinois State
Electric Association and the Illinois
Electric Railways Association will be
held on March 15 and 16, 1922, at the
Hotel Sherman. The morning sessions
will be joint sessions while in the after-
noon separate technical sessions will be
held for each association. The annual
banquet will be on March 15. The com-
plete program will be available soon.
American Association News
' ' "mn]
Bus Operation to Be Studied
THE first meeting of the committee
on trackless transportation of the
American Association was held at as-
sociation headquarters on Dec. 15.
Among those present were: H. B.
Flowers, United Railways & Electric
Company of Baltimore, chairman; W.
J. Flickinger, the Connecticut Company,
New Haven, Conn.; H. B. Potter, Bos-
ton (Mass.) Elevated Railway; and J.
N. Shannahan, Newport News & Hamp-
ton Railway Gas & Electric Company,
Hampton, Va. Secretary J. W. Welsh,
who was also in attendance, explained
that this committee was in full charge
of the study of trackless transportation
by the association. There will be two
co-operating committees to work with
the American committee, one from the
Engineering Association and one from
the Transportation Association.
The committee plans to make a com-
plete study of the economic situation.
It is to prepare instructions for in-
vestigation by the engineering com-
mittees in regard to proper designs and
refinements of equipment. The trans-
portation committee is to be asked to
study the proper place of the bus in
the transportation field and what
routes are proper for establishment.
This also brings up the question of
mass transportation.
Other investigations will be made to
establish the principle of financing ex-
tensions into undeveloped fields and
whether a trolley bus or motor bus is
to be used; a discussion of regulation
and franchise requirements, a discus-
sion of the question of abandoning
tracks on unproductive lines or substi-
tuting trackless transportation for ex-
isting service in sections now supplied
when the structures need renewal. The
report is also to define a policy on
the whole problem and draw conclu-
sions.
Power Distribution Committee
Starts Work
THE power distribution committee
of the Engineering Association held
its first meeting of the year at the as-
sociation headquarters. New York City,
Wednesday, Dec. 14. Those present
were M. B. Rosevear, Public Service
Railway of New Jersey, chairman, J. R.
C. Armstrong, Brooklyn City Railroad;
H. S. Burd, National Conduit & Cable
Company, New York City; R. W. Eaton,
public service engineer, Providence,
R. I.; G. C. Hecker, Westinghouse Elec-
tric & Manufacturing Company, East
Pittsburgh, Pa.; H. D. Hawks, Ana-
conda Copper Mining Company, Chi-
cago, m.; Adrian Hughes, Jr., United
Railways & Electric Company, Balti-
more, Md.; H. S. Murphy, Philadelphia
Rapid Transit Company, Philadelphia,
Pa.; Charles H. Jones, Metropolitan
West Side Elevated Railway, Chicago,
ni.; F. McVittie, New York State Rail-
ways, Rochester, N. Y.; G. Hall Roose-
velt, General Electric Company, Sche-
nectady, N. Y.; and F. J. White, Okonite
Company, Passaic, N. J.
The various subjects which have been
assigned to the committee were dis-
cussed in considerable detail and sub-
committees were appointed to follow
up the work closely. Several recom-
mendations were made to the executive
committee for additional standardiza-
tion work that it appeared desirable
to have sectional committees of the
American Engineering Standard Com-
mittee undertake. These included spec-
ifications for overhead wire crossings
and a specification for high conductivity
trolley wire. The subject of standard
specifications for wire cables which is
now under consideration by a sectional
committee of the American Engineer-
ing Standards Committee was discussed
and the detailed organization with pro-
vision for a technical committee was
outlined. The power distribution com-
mittee has a very full schedule of work
for this year and its early start to-
gether with the interest that was mani-
fested by the large attendance indicates
that much work will be accomplished.
Connecticut Company Section
Elects New Officers
THE fortieth and annual meeting of
the Connecticut Company section of
the American Electric Railway Asso-
ciation was held in New Haven, Conn.,
on Dec. 7. About 100 members were
present who were entertained at the
opening with a concert by the Connecti-
cut Company section band of thirty-five
pieces. This band, made up of the em-
ployees of the Connecticut Company,
was organized a short time ago under
the supervision of I. A. May, comp-
troller.
The meeting was opened by President
Harlan. Election of oflficers for the
coming year took place and the follow-
ing were elected: President, C. H.
Chapman, manager of the Waterbury
division; vice-president, S. W. Baldwin,
attorney; secretary, C K. Savery;
treasurer, George H. Crosson, and
director for three years, A. L. Donnelly,
division engineer.
The speaker of the evening was Leon-
ard M. Tarr, who is in charge of the
weather bureau at New Haven. He
gave an interesting talk on the weather,
its causes, etc.
Chicago Section Meeting
THE November meeting of the Chi-
cago Elevated Railroad section of
the American Electric Railway Asso-
ciation was held on Nov. 30, with an
attendance of about 125 members. Af-
ter some musical entertainment C. G.
Goodsell of the Chicago, North Shore
& Milwaukee Railroad gave an inter-
esting talk about the Americanization
work which is being done on the North
Shore line.
News of the Eledric Railways
FINANCIAL AND CORPORATE
TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
riiT!iiititTiin»niiTninri)T[Uuimu;jljnMll»lllimipIi^
Company Makes Three
Proposals
Grand Rapids Dispute Approaches Set-
tlement with Railway's Valua-
tion Offer
New negotiations between officials of
Grand Rapids, Mich., and the Grand
Rapids Railway have apparently
brought the traction difficulty in that
city much nearer a settlement than it
has been for many months. Three new
proposals made by the company form
the basis for the recent discussions and
may serve as a chart by which both
parties may successfully sail through
the Scylla and Charybdis of valuation
and depreciation which have destroyed
so many previous conferences.
Elimination of bus competition, which
the company has insisted on through-
out the discussions, seems temporarily
assured with the refusal of Judge Dun-
ham, on Dec. 5, to declare the jitney
ordinance invalid until it is attacked by
someone with a legal right to do so.
As a result jitneys which have been
operating without a license have been
ordered from the streets.
The three proposals of the company
are as follows:
1. A valuation of $5,950,000 with the
right of either party to a revaluation at the
end of Ave years.
2. A valuation of $5,650,000 for the full
term of thirty years.
3. A thirty-year franchise. leaving the
matter of revaluation, rate of return and
depreciation allowance to the Michigan
Public Utilities Commission for the life of
the franchise.
In case none of these is satisfactory
the company suggests that the problem
be referred to the Michigan Public
Utilities Commission for settlement,
since the company's financial condition
requires immediate action.
The figures presented by the company
were arrived at by using, for a basis
of computation, the figures offered City
Service Director Wagner from time to
time. General Manager DeLamarter in
a letter said that on the compromise
basis of an assumed 35 per cent appre-
ciation instead of the actual 51 per
cent, the valuation is $6,844,419. Accord-
ing to these computations, the valuation
of $5,950,000 is $811,946 less than the
present fair value as shown in them
and the valuation of $5,650,000 is $1,-
111.946 less than the present fair value.
Both propositions are based on an
8 per cent return, which was previously
tentatively agreed upon, and both in-
clude an allowance for depreciation of
3 per cent on physical property, all
allowances unexpended to be charged
with interest at a rate to be mutually
agreed upon, and subject to future
agreement, with arbitration if neces-
sary.
Service Director Wagner some time
ago placed a valuation of $5,100,000
upon the Grand Rapids Railway prop-
erty, but later placed the figure at $5,-
450,946. The company has come down
several million dollars. The later propo-
sition made by Mr. Wagner was that the
city could without hesitation offer the
valuation the company asked, provid-
ing the annual depreciation is equal to
the retirements, and that all above this
belongs to the people and represents
their investment in the property.
As Mr. Wagner explained it the plan
would also overcome the present gen-
erally agreed impractical method of
tying up depreciation money so it could
not be used for improvements and ex-
tensions, and at the same time auto-
matically correct itself and make it to
the interest of the company to reduce
fares and increase service.
In figuring price trend, Mr. Wagner
placed it at 25 per cent above normal
instead of 54 per cent as Attorney
Knappen for the company contended
was the government figure.
With the temporary lapse in the bus
dispute, troubles seem to be clearing.
Judge Dunham in his opinion and de-
cree, however, said that he was not
passing on the validity of the ordi-
nance but on the contention of the city
that having applied, and having been
granted and having acted under the
ordinance, the jitney men themselves
could not attack it. Bondsmen who
were holding bonds for the drivers re-
cently forfeited them, and the drivers
were unable to continue. As yet the
amendment to the jitney ordinance has
not been presented to the City Council.
Amicable Agreement Reached
in Baltimore
After careful consideration of the
company's problems, the cost of living,
and the general dovsrnward trend of
prices, representatives of the United
Railways & Electric Company, Balti-
more, Md., and its employees have
reached an agreement under which
there will be a reduction in pay of 2
cents an hour, beginning Jan. 1, 1922.
This reduction applies to platform men,
shopmen and certain other classes. The
salaries of office forces will be reduced
4 per cent.
The agreement authorizes the com-
pany to employ in its construction
gangs laborers at current market
rates.
The new arrangement was decided
upon after a series of conferences at
which the officials of the company met
representatives of every department.
Both sides expressed themselves frankly
and freely, and there was complete
harmony throughout the deliberations.
Newspaper comment in Baltimore
lauds the co-operation and splendid
spirit existing between the officials of
the railway and its employees. The
News under date of Nov. 30 says:
For years back the United Railways has
made a practice of sharing its prosperity
with Its employees. It has maintained
sornething- more than a working agreement
with them ; it has established in their re-
lations an all-in-the-family feeling. The
company, the men and, no tleast, the public
have all benefited from that policy.
The American of the same date says:
The last effort of the local employees for
a wage increase, made about a year ago.
rurnlshes a good illustration. The request
was for a 15-oent advance. The United
offered a 2-cent advance and submitted the
figures to prove that this was all it could
afford. The men voted on the proposition,
accepted It and stayed at work. They
have followed the same policy in thie In-
stance of a wage decrease.
Final Brief Filed in Fare
Controversy
Chicago Case Taken Under Advisement
by Federal Judges — Staggered
Hours Suggested
With the filing of the last brief on
Dec. 12 the fare case of the Chicago
Surface Lines was taken under advise-
ment by Federal Judges Baker, Car-
penter and Page in the United States
District court. The documents filed by
the city of Chicago and the Illinois
Commerce Commission consisted largely
of an attempt to point out items of
savings which would make a 5-cent fare
order possible.
Unfortunately for the representatives
of the public, as suggested in the com-
pany's brief, these items were not sup-
ported by evidence offered during the
hearing and therefore could not be used
as a basis for the order. Attorneys
for the companies assert that there was
no evidence which justified the order
and that the case "rests upon nothing
more substantial than conjecture or
hopeful prophecy." On the suggestion
of the commission for a wage reduc-
tion, the company's brief says:
No evidence was ottered that the salaries
of office employees or the wages of labor
could or should be reduced. On the con-
trary, all the city's witnesses were opposed
to the Idea of any reduction in the present
wage scale.
Hearings have been going on before
the local transportation committee of
the City Council on the question of
solving Chicago's transportation prob-
lem, with particular reference to sub-
ways. All kinds of suggestions have
been made, including a proposal to ex-
periment with a monorail system. A
plea for adoption of staggered hours
was made on Dec. 8 by Harold Almert,
representing the American Association
of Engineers. He said this would cut
congestion and crowding in half and
would require no capital expenditure.
He suggested as a first move the pas-
sage of an ordinance creating a com-
mission.
Proposed New Houston Grant
Favorably Received
The City Council of Houston, Tex.,
has discussed the proposition submitted
by officials of the Houston Electric
Company for an extension of its fran-
chise and a compromise agreement on
the fare controversy that has involved
the traction company and the city for
the last two years. No formal action has
been taken by the city government, al-
though Mayor Holcombe and all mem-
bers of the Council have expressed ap-
proval of the proposition as submitted
by Luke C. Bradley, district manager
for Stone & Webster.
The offer of the company to com-
promise the fare controversy was sub-
mitted when it was seen that the city
would enact an ordinance reducing fares
from 7 cents to 5 cents when tickets
are purchased in packages of twenty
for $1. It was proposed that individual
cash fares when paid on the cars should
remain at 7 cents. Sewall Myer, city
attorney, had been instructed to draft
1084
Electric Railway Journal
Vol. 58, No. 25
an ordinance along these lines to be
submitted at the next meeting of the
Council. Its immediate passage is quite
certain.
Summed up, the proposition sub-
mitted by Mr. Bradley is as follows:
The company agrees to spend not less
than $1,200,000 within two years, in such
order as tlie Council may designate, for
additions, extensions, new cars, equipment
and other betterments.
As soon as these improvements are made
and the company is in position to give
adequate service at a lower cost, the first
reduction will be the selling of four tickets
for 25 cents. Such future reductions in
fare will be left to the fairness of the City
Council. Pending this time fares will re-
main at 7 cents. The city will drop its
present fare ordinance to compel the trac-
tion company to sell twenty tickets for $1.
The city in return for promised im-
provements and fare reduction will grant
an extension of the present franchise for
a period of sixteen years, such extension
to become effective only after the railway
has complied with its agreements with the
city for extensions and fare reduction.
Strike Averted on Suburban Line
A threatened strike of the trainmen
operating the lines of the Seattle &
Rainier Valley Railroad, Seattle, Wash.,
has been averted, and a compromise
agreement on a new wage scale, retro-
active to Oct. 1 and effective to next
April 1, has been ratified at a mass
meeting of the railway employees. The
new agreement, which involves 120 men,
fixes a wage scale dating from Oct. 1,
of 53, 56 and 62 cents an hour, accord-
ing to the length of service of the men,
with a maximum payment of 66 cents
to one-man car operators. The scale
represents a cut of about 10 per cent.
The company's contract with its em-
ployees expired on Oct. 1, and on Aug.
17 notice was given the men that a
new wage contract would be sought.
Since that time various proposals and
counter proposals have been made,
without an agreement. A deadlock was
reached, when both parties failed to
agree on a third arbiter to an arbitra-
tion committee. The company's pro-
posal, rejected by the men, set a scale
of pay retroactive to Oct. 1, as follows:
The month of October, 56J, 59} and
62J cents an hour; November, 53, 56 and 60
cents, and Decemlier, 51, 54 and 58 cents.
Effective Dec. 1. time and a half for
overtime was to be paid after eight and
one-half hours, except that extra men
working piece runs would not receive time
and one-half for overtime until aften ten
hours.
Conductors working one-man cars and
those relieved on the road to be paid ten
minutes straight time for making up turn-
in reports ; instructors to receive 5 cents an
hour above basic scale.
General W. M. Brown of the traction
company said:
The whole difficulty is not that the men
employed on this property do not under-
stand that a wage adjustment downward
is due, but they fear the criticisms of the
municipal employees who are striving to
maintain a wage considerably in excess of
that paid by pfivate Industries all over the
"ountry.
Survey Ordered. — At the meeting of
the San Francisco Board of Supervisors
on Nov. 21, the city engineer was
ordered to study and make plans for
a four-track subway under Market
Street from the Ferry to Valencia
Street, a distance of about 2J miles.
This was proposed as a means of re-
lieving the increasing congestion of this
important thoroughfare and making its
entire width through the business dis-
trict available for vehicular and pedes-
trian traffic. The proponent of the
measure said he did not anficipate im-
mediate construction, but thought a
start should be made on such a project.
McGraw-Hill Company
Acquires "Review"
The Paper Will Be Published Monthly
for Practical Electrical Men in
Industrial Plants
The McGraw-Hill Company, Inc., has
purchased the Electrical Review and
will continue to publish it, beginning
January, 1922, in Chicago, but as a
monthly. Its title will be changed
to Electrical Review and Industrial
Engineer and it will be devoted to elec-
trical and mechanical operation and
maintenance in mills and factories.
The publishers believe that there is
a growing demand in such installations
for specific and practical information on
the operation of electrical systems by
those who take up the work where the
consulting, designin.a- and installation
engineers leave off. To these practical
men, a service not heretofore available
will be provided.
As in the past, Electrical World, the
national weekly, will be devoted to the
problems of executives and electrical
engineers responsible for the adminis-
tration of policies, for engineering de-
velopments and for practices in all
branches of the electrical industry. Its
editorial scope, except for broadening,
remains unchanged, and embraces (1)
the fundamentals of electrical engineer-
ing as a profession; (2) production,
distribution and application of electri-
cal energy as a service; and (3) the
broad problems of production, distri-
bution and application of electrical
equipment and merchandise as a busi-
ness.
Indianapolis Company
May Seek Relief
Announcement was made recently by
Dr. Henry Jameson, chairman of the
board of directors of the Indianapolis
(Ind.) Street Railway, that the com-
pany will lay before the Public Service
Commission its entire financial prob-
lem and ask for a readjustment after
the first of the year unless the com-
pany's revenues are improved consider-
ably by the stoppage of jitney bus com-
petition.
Dr. Jameson's statement was in the
nature of a comment on a request by
the Board of Public Works for repre-
sentatives of the railway to appear to
explain why a petition has not been
presented to the Public Service Com-
mission for relief from costs of paving
between tracks. Dr. Jameson said that
tests are being made to learn if en-
forcement of the jitney regulation or-
dinance is raising the company's rev-
enues. As yet no definite figures have
been compiled. Dr. Jameson said:
The railway must have more income than
it has at present either by raising fares or
by elimination of special taxes. At the
proper time the whole financial problem wi'l
have to be put up to the Public Service
Commission. We have not formulated any
general plan of action yet, but we know
that the company cannot progress and be
rehabilitated until an adequate income is
provided, thus assuring credit.
At conferences held between city of-
ficials and representatives of the rail-
way since the company's franchise was
surrendered for an indeterminate grant
the company has insisted that it should
be relieved of paying the cost of pav-
ing between tracks. The company asked
also that it be relieved from paying
the $30,000 annual franchise tax to the
city and the entire amount of $500,000
was declared forfeited to the city when
the company did not make this payment
last spring.
During subsequent conferences, Dr.
Jameson and other directors of the
company said they would take the mat-
ter up with the Public Service Commis-
sion in an effort to be relieved from pay-
ing paving costs. Members of the Board
of Public Works said recently that a
reasonable time has elapsed, but that
the company has not put its case before
the commission.
Asks New Estimates
for Electrification
Estimates for the electrification of
nearly 40 miles of track of the Dela-
ware, Lackawanna & Westsrn Railroad
near Scranton, Pa., have been asked by
officials of the company. The General
Electric Company and the Westing-
house Electric Company are preparing
the figures, which are expected to be
ready March, 1922. The railway re-
jected bids submitted last summer.
Tax Amendment Introduced
A very determined effort will be
made at the present session of Con-
gress to secure legislation to limit or
prevent the issuance of tax-free securi-
ties by states and their sub-divisions.
Representative Foster of Ohio has in-
troduced a constitutional amendment
which provides that Congress "shall
have power to lay and collect taxes on
incomes derived from obligations issued
or created by a state or any political
sub-division thereof after the ratifica-
tion of this article, without apportion-
ment among the several states and
without regard to any census or enum-
eration."
The difficulty with any constitutional
amendment is the probability that its
ratification by the States will be very
difficult to secure. A suggestion which
is receiving serious consideration is
the placing of a heavier inheritance tax
on tax-free securities. Any such legis-
lation would be reflected immediately
in the sales value of such bonds and
would act as an automatic check on
their sale. There is a very general
feeling in Congress that some way will
be found to limit the issuance of such
securities.
Picketing Lawful, but •
Intimidation Illegal
The Supreme Court of the United
States on Dec. 5 held that picketing in
labor disputes is lawful, but must be
done by a single striker at each en-
trance or exit, but intimidation is il-
legal, in the case of the American Steel
Foundries vs. the Tri-Cities Central
Trade Council, growing out of a
threatened strike at Granite City.
The court upheld the* right of labor
men to persuade men to discontinue
work and join the .strikers, if done by
personal persuasion, but not by as-
sembling a large number of strikers at
entrances of a plant where a strike is in
progress, which may lead to intimida-
tion and civil disorder.
The court held that labor organiza-
tions are legal under the Clayton law
and that they may use all lawful
methods to enlarge their membership
and influence in labor matters.
The decision of the Circuit Court of
Appeals was affirmed in part and re-
versed in part. Associate Justice
Brandeis concurred in the result and
Associate Justice Clarke dissented.
December 17, 1921
Electric Railway Journal
1085
New York Inquiry Nearing Close
The First Stage of the Investigation Now in Progress Before the Transit
Commission Appears to Be Drawing to an End — Valuation
Hearing Early in 1922
General agreement was expressed during the hearing before the Transit Com-
mission of New York this week with the tentative outline of the commission's
plan although criticisms were offered with respect to some of the details. The
first stage of the inquiry appears now to be drawing to a close. It is promised
by the commission that early in 1922 that body will probably be prepared to go
ahead with consideration of the various valuations.
NF. Brady, chairman of the board
. of directors of the Brooklyn Rapid
Transit, followed President Williams of
that company on the stand before the
New York Transit Commission in the
session of that body on Dec. 7. Mr.
Brady was questioned more particularly
by the counsel with respect to the policy
that had been adopted by the company
on declaring dividends during 1917 in
the face of the knowledge that the com-
pany was making a poor showing com-
pared with the year before and that the
company was faced in the following
year with the burden of $57,000,000 of
maturing notes.
Mr. Brady said that the situation was
not nearly as gloomy as counsel for the
commission had assumed; that there
was sufficient surplus shown on the
balance sheet of the company; that the
company had earned the dividends, and
that he doubted whether the company
would have been justified in passing
payments before it did.
Again the question was brought up,
as in the case of President Williams, of
the obligation of which the company felt
toward holders of stock to the amount
of about $30,000,000, who were formerly
bondholders and had been induced to
convert their bonds into stock on the
basis of the dividend showing of the
company over a number of years pre-
vious to conversion.
The consideration that governed the
financial policies of the company with
respect to dividends is contained in the
answer "yes" of Mr. Brady to the fol-
lowing question of counsel for the com-
mission:
Vour position then is, as I understand it.
tliat althougli the conditions were looking
bad early in 1917, as you stated to your
stockholders and had recorded in your
minutes, and although the cost of labor" and
materials was mounting, and taxes were
mounting and you were in considerable diffi-
culties in the matter of whether you would
be able to finance these $57,000,000 ot notes,
that taken all in all, as long as you had
earned the dividend, you felt that you
would not be justified in discontinuing it
during 1917 on account of the effect that
it might have on the investors' minds, on
the ability of the company to finance its
future requirements, and on account of
what Col, Williams called your moral
obligation to stockholders, and the other ele-
ments you have mentioned?
Lindley M. Garrison, former Secre-
tary of War, and now receiver for the
Brooklyn Rapid Transit Company, on
Dec. 8 criticized some features of the
preliminary plan drawn by the Transit
Commission, but added that he was in
general accord with the proposals.
On the witness stand for about
four hours Mr. Garrison said that
he did not wholly agree with Colonel
Timothy S. Williams, president of the
Brooklyn Rapid Transit Company, that
the proposal for a board of control of
seven men would offer large opportuni-
ties for abuse that Mr. Williams
thought existed in the proposal plan,
but said that it did present an opening
for an undesirable political domination
of the city's transportation system.
He spoke of the difficulty of having
the so-called A company, or holding
company under the plan, borrow addi-
tional money for the transit system be-
cause it woiild have pledged all its
properties as security for the payment
of the purchase price of the lines.
Agreeing in part with the suggestions
made by Colonel Williams before the
commission, he said that the time must
come when the city would have to
finance the transit system.
Both Mr. Garrison and W. S. Menden,
the general manager of the Brooklyn
Rapid Transit lines, told of the results
of operation under receivership. They
described the abolition of transfer
points, coal costs, need for rehabilitation
of the lines, and general physical con-
dition. They also told of the passing of
the Brooklyn City Railroad lines back to
their owners to operate.
Testifying on Dec. 12 on the general
condition of the lines of the Brooklyn
City Railroad, which operates about 50
per cent of the surface tracks in Brook-
lyn, H. H. Porter, president of that com-
pany, said that the company had ob-
served an increase in profitable short
haul traffic and was showing a profit
above all charges. He reported that
costs were going down and that effi-
ciency of labor was increasing.
Mr. Porter said:
I may say that the directors and ofllcers
of the Brooklyn City Railroad will, of
course, co-operate with the commission in
every way to effectuate this plan, if they
feel it can be done safely for the security
holders. The Brooklyn City Railroad, occu-
pying the position it does, and myself, oc-
cupying a relative position to the security
holders, feel a great deal of hesitancy in
making a definite commitment.
We have no great banking houses to look
after and advise our security holders. About
half of the stockholders are women, and
we, therefore, have an unusual responsi-
bility. I am in thorough accord with the
principle of consolidation and putting all
the properties together and with the pro-
posal for taking them over into an owner-
ship by the city, and meantime to have
them operated by the present security
holders.
I fee!, however, that there are two very
important conditions attendant upon effec-
tuating such a plan. One is the absolute
security for the payment of interest, the
5 per cent interest on the funds to be se-
cured ; and, secondly, the safety of the
principal until it shall have finally been
amortized. That means that either the
security holder must pin entire faith upon
the company or the security holder must
fall back upon the security of the iiroperty.
I feel very strongly that the suggested
board of control would not work for the
efficient or would not lend itself to the
most efficient operation of the system. I be-
lieve that the highest and best efficiency in
any organization can only be secured by
fixing the responsibility and narrowing it
down, and that such a t>oard of control will
serve to diffuse the responsibility between
the operating officers and the board of con-
trol.
It is only by securing the highest effi-
ciency that we can hope to have a 5-cent
fare or less. I think that is my principal
criticism of the plan, except that I feel
that the form of contract should so assure
the holder of the security of the payment of
the 6 per cent interest that there would be
no possibility of having to take the property
back.
It was at the session on Dec. 12
that George McAneny, chairman of the
Transit Commission, hinted that criti-
cism of the proposal for a board of
control of seven members had been so
general among traction experts that
this feature would be revised when the
revised plan was formulated after the
hearings have ended.
Both Mr. Morrow and Arthur M.
Anderson, head of the bond department
of J. P. Morgan & Company, testified
on Dec. 13 about Interborough finances.
While Mr. Anderson was testifying it
developed that the Morgan firm as
far back as 1914 advised against start-
ing dividends on the preferred stock
of the Interborough-Consolidated Cor-
poration, then under formation to suc-
ceed the Interborough-Metropolitan
Corporation, only to have the warnings
disregarded.
After it had been brought out that J.
P. Morgan is chairman of the Interbor-
ough bondholders' protective committee,
of which Mr. Morgan is a member, Mr.
Morrow said he had studied the commis-
sion's settlement plan and proceeded
step by step to announce his approval
of various features enumerated by
Clarence J. Shearn, special counsel to
the commission.
It was made clear that Mr. Morrow's
comment was not to be considered final
nor to bind the committee in any way.
He explained that the matter had not
formally been placed before the commit-
tee which awaited the final statutory
plan expected to be ready next month.
Mr. Morrow was, however, inclined to
accept the board of control idea, adding
"you cannot put together any plan, you
cannot make any provision for the fu-
ture which will not have in it perils of
all kinds, whether you have private
management or whether you have pub-
lic management."
Mr. Beeler to Assist in Solving
New York City Situation
Announcement was made by the New
York Transit Commission early in the
week ended Dec. 17 that John A. Beeler,
the well known consulting engineer, has
been appointed consulting traffic ex-
pert by the New York Transit Com-
mission and will begin work right away
on an investigation and report on re-
routing the surface lines in New York
City. For work of this kind Mr. Beeler
is especially qualified from his expe-
rience as constructor and operator of
electric ralways. For thirteen years he
was constructing engineer and chief en-
gineer of the Denver Tramway, and for
the twelve following years he was the
chief operating executive at Denver.
For the past six years Mr. Beeler,
acting as individual consulting engi-
neer and traffic expert, has studied and
reported on traffic problems in a num-
ber of important cities in this country.
One report was on Boston for the
State of Massachustets. Another
report was on the situation in
Washington, D. C, for the Public Util-
ities Commission of the District of
Columbia. Later he reported for the
Board of Control on railway matters
in Kansas City. Recently he has been
engaged in a study of the situation in
Chicago, wh^re a re-routing plan for
the surface lines, as recommended by
Mr. Beeler in his testimony, has been
ordered to be installed. The selection
of Mr. Beeler in New York would indi-
cate that the New York Transit Com-
mission is in favor of adopting the
most modern methods of service by the
various operating companies, throufrh
jin examination of what ought to be
done to supnlv New York citizens with
100 n°r cent service.
1086
Electbic Railway Journal
Vol. 58, No. 25
Pittsburgh Plan Advanced
City Council Approves Revised Settle-
ment Agreement — Solution of Rail-
way Problem Brought Nearer
After a delay of two weeks, during
which time many conferences have been
held between Mayor Babcock, Mayor-
elect Magee and City Council, for the
purpose of making revisions in the plan
for the new franchise and the reorgani-
zation of the Pittsburgh Railways out-
lined in the Electric Railway Jour-
nal, issue of Nov. 26, the plan as re-
vised has been approved by all inter-
ested parties including Council, which
passed on it Dec. 13. It will come up
for final passage by Council in a few
days, after which it will go to the Pub-
lic Service Commission for ratification.
To End Receivership
With approval by the commission,
steps will be taken by the company to
terminate the receivership and provide
$5,000,000 additional capital necessary
to give effect to the agreement. Re-
organization of the railway will follow
and the railway properties, under the
Public Service Commission valuation
of $62,500,000, with a stipulated an-
nual return of 6 per cent, will be oper-
ated as a unit.
The board of control, with amplified
]»owers under the amended plan to give
the city supervision of the service,
facilities, rates, charges and finances
of the company, and of its extensions,
will be known as the Traction Confer-
ence Board, it was decided by the com-
mittee.
Committee Approval Given
The approval of the Committee on
Public Service and Surveys of City
Council was given without discussion.
George N. Monro, Jr., special city coun-
sel in charge of public utilities litiga-
tion, advised the committee that all
parties interested had agreed to the
plan and form of agreement, with the
amendments recently drafted.
The amendments were drawn as the
results of numerous conferences during
recent weeks of Council, Mayor Bab-
cock, Mayor-elect Magee, A. W. Thomp-
son, president of the Philadelphia Com-
pany, City Solicitor Charles B. Prich-
ard, Mr. Monro and A. W. Robertson,
counsel for the company.
The plan was presented to Council on
July 25 last, and was ordered to be
publicly circulated. General approval
by civic organizations and the public
followed. Public hearings were held
by the Councilmanic committee. Some
organizations of the Allied Boards of
Trade proposed an alternate plan,
based on the Cleveland plan of opera-
tion, which has been studied by the
committee and found its main features
not to be applicable locally, although
desirable provisions of it were a part
of the local plan.
from the Municipal cars on the Trum-
bull line to all connecting lines of both
systems.
The agreement for the joint opera-
tion of cars has been drafted by Elliott
G. Stevenson, counsel for* the Detroit
United Railway, and approved by Cor-
poration Counsel Clarence E. Wilcox
and will become effective as soon as
signed by both parties. The agreement
is understood to contain the detailed
arrangements for the joint operation
on the lines affected. The agreement
is drawn so as to be effective on a day-
to-day basis and may be repealed by
either company at any time it may
elect.
With the termination of the joint
operation the situation will return to
the status quo, and neither the com-
pany nor the city will have gained or
lost any rights in the streets. The
agreement also provides that no ordi-
nance or power of enacting ordinances
i^ suspended or modified in any way by
the city in becoming a party to the
agreement.
With the day-to-day lines the city
will take over 128 cars for its use.
When the plan for joint service goes
into effect the Detroit United Railway
employees who would lose their posi-
tions will be given places on the munici-
pal cars and will be supplied with
uniforms of the municipal railway.
According to present plans the com-
pany and the city will operate cars
a'ternately on Fort Street, Woodward
Avenue, Trumbull, Fourteenth and
Hamilton lines, and all other Detroit
United Railway lines will continue
operating as at present throughout the
winter. The universal transfer will be
put into effect as soon as the work of
printing and distributing the transfers
is completed.
Half Dozen Hurt in Interurban
Crash
One man was killed and a half dozen
others were injured when an interur-
ban car of the Cincinnati & Dayton
Traction Company crashed into an-
Joint Operation Started in Detroit
Joint operation between the Detroit
United Railway and the Detroit Mu-
nicipal Railway on Trumbull Avenue
was set for Dec. 15. For several
days previous to that date the Peter
Witt cars of the municipal rail-
way were run over the Trumbull line
to familiarize the city motormen with
the route and to instruct the Detroit
United Railway motormen who will
become city employees with the details
of operation of the new cars. Arrange-
ments were made to issue transfers
Crushed Vestibul.e of Interurban Car
other car, standing on the tracks near
the carhouse south of Carrmonte, Day-
ton, Ohio.
The moving car was crowded with
workmen on their way to the plant of
the General Motors Company at Mo-
raine City. The standing car had been
run out on the main line a few minutes
before the accident occurred in order
to let another car leave the carhouse.
According to witnesses the motorman
failed to see the car standing on the
track until too late. When he observed'
that a crash was inevitable the motor-
man leaped through a window, receiv-
ing only minor injuries.
The coupling apparatus of the stand-
ing car was forced through the front
end of the interurban. The impact
hurled all persons in the moving car
toward the front end.
Investigation is being made by the
executives of the railway to determine
whether the accident was caused by the-
slippery condition of the rails or the
dense fog that hung over the country-
side at the time. The conductor said
the car was running 25 to 30 m.p.h. at
the time of the accident.
Last Respects Paid Henry J. Davies.
— Funeral services for the late Henry
J. Davies were held on Dec. 7. The
honorary pallbearers were J. J. Stanley,
president of the Cleveland Railway; R.
A. Harmon, Thomas Schmidt, George
Radciiffe, directors of the railway; C.
Nesbitt Duffy, Detroit; Judge Fielder
Sanders, City Street Railway Commis-
sioner, Andrew Squire and Harry J.
Crawford, legal counsel for the com-
pany.
Old Employees Back? — It is rumored
that the newly elected Democratic ad-
ministration in Albany, N. Y., will re-
quest the United Traction Company to
discharge all imported conductors and
motormen and to restore with full seni-
ority rights all of its former employees
who care to return to work. No threat
is to be made of the curtailment of any
existing right or privilege now enjoyed
by the United Traction Company. It
is simply to be invited in the spirit
of helping boost Albany to give pref-
erence in employment to its old Al-
bany employees.
Two Arbitrators Chosen. — C. H.
Schoepf, chief engineer of the Cincin-
nati (Ohio) Traction Company, and
Raymond Cleary of Springfield, 111.,
representative of the International
Brotherhood of Electrical Workers,
have been chosen as arbitrators to set-
tle the wage disagreement between the
traction company and its electrical
workers. The men have asked for an
increase from 87i cents an hour to
$1.05 to date from the expiration of
their contract, Nov. 15, 1921. The Ohio
State Industrial Commission has been
asked to appoint the third arbitrator.
New Improvement in Prospect. —
Members of the Sayler Park Business
Men's Club have indorsed the plan now
under consideration by interests con-
trolling the Cincinnati, Lawrenceburg
& Aurora Electric Street Railroad,
whereby the traction line will be ex-
tended so as to bring the cars to the
heart of Cincinnati, Ohio. The plan
outlined by L. G. Van Ness, general
manager of the traction company, is to-
extend the traction line from Anderson
Ferry to the Dixie Terminal and to op-
erate this extension by the West End
Terminal Railway, which will be or-
ganized with a capital of $1,000,000.
The members of the club, who will be
benefited by the improvement, have also
voted to give their moral support to the
plan.
December 17, 1921
Electric Railway Journal
1087
Financial and Corporate
Montreal Tramways
Betterments in 1921
Details of Work to Be Paid For
From Proceeds of $1,750,000
Bond Sale
Among the improvements made by
the Montreal (Que.) Tramways during
the year and for which the proceeds
from the sale of $1,750,000 bonds will
be used, noted in last week's issue of
this paper, is the new Cote substation,
complete in every detail and In the
heart of the city. In this substation
there will ultimately be four G. E.
rotary converters with a maximum ca-
pacity of 10,000 kw. Already two ma-
chines are installed and in operation.
The other two are expected within the
month. Including the land, building,
high-tension underground conduits, tie
lines and converters, the installation
when completed will represent ap-
proximately $750,000 investment, all of
which will be charged to capital.
Details of Work Completed
Two car routes were also extended
during the year. This work neces-
sitated laying 2.62 miles of open single
track at an investment of $30,000 per
mile. In addition to these 13.38 miles
of tangent track were rehabilitated and
twenty-one pieces of special track in-
tersections having a total length of
9,800 track-ft. were relaid. Not all of
this cost, however, could be charged to
capital, for under the service-at-cost
contract only the excess cost over that
renewed can be capitalized. This re-
mains true even if the replacement is
in kind. However, on falling prices,
where the replacement cost is less than
that replaced, the difference must be
credited to the renewal account so as
to maintain at all times the integrity of
the investment represented by the
capital account of $36,286,295.
The opening of the Cote substation
by the Montreal (Que.) Tramways has
allowed the company to increase mate-
rially the amount of hydro-electric
power used. Power is purchased from
three sources, the Montreal Public
Service Company, the Shawinigan Falls
Power Company and the Montreal
Light, Heat & Power Company.
Steam Plants Shut Down
With substations tied in to all of
these sources of supply, it has been
possible to shut down the Williams
Street steam power station and hold it
in reserve for emergency purposes.
Power in the past has cost on a
weighted average basis, considering the
amount of steam generated and hydro
power used, about 1 cent per kilowatt-
hour. It being possible to buy hydro
power at 0.5 cent per kilowatt-hour,
it is self-evident that power charges can
be decreased materially in the future.
The Hochelaga plant will be the only
remaining steam generating station.
The Montreal Tramways Power Com-
pany, it is understood, has in con-
templation a hydro-electric power de-
velopment of some 200,000 hp. in the
outskirts of Montreal. Until this plan
IS more fully developed and under way,
however, there seems to be no like-
lihood of closing down the Hochelaga
steam plant.
As for the 1922 plans of the tram-
ways, extensive track rehabilitation is
planned and there is a possibility of
further track extensions, although
nothing definite can be said at this time
as to just how much work will be
undertaken. In a large measure that
amount of work to be done will depend
upon business conditions, the amount of
traffic and the price of materials.
Plans Being Prepared for Sale of
Interurban Under Foreclosure
The way is gradually being cleared
for the sale of the property of the
Aurora, Elgin & Chicago Railroad, Au-
rora, 111., under foreclosure. Before Jan-
uary 1 Judge Evans is expected to in-
dicate the manner in which the sale
will be conducted. Among the ques-
tions which still remain to be decided
is whether the property will be sold as
a whole or in separate parcels. There
is no way now in which definitely to
tell what the result of the sale will be,
but it would appear more than likely
that the stockholders will not realize
anything on their investment in the
company.
In proceedings brought recently in
the United States District Court to es-
tablish the lien on various bond issues
of the system Judge Geiger has ruled
as follows:
1. The original mortgage, amounting to
$1,546,000. of the old Elgin, Aurora &
Southern Traction Company, is a first lien
on the Fox River division including the
Aurora and Elgin City lines, but is not a
lien on the Batavia power house or the
third-rail line into Chicago.
2. The $2,455,000 of underlying first
mortgage bonds of the Aurora. Elgin &
Chicago Railroad are a first lien on the
third-rail property and the Batavia power
house, but are not a lien on the Fox River
division.
3. The $4,738,000 of Aurora, Elgin &
Chicago general mortgage bonds are a lien
on the third-rail line, the Batavia power
house and the Fox River line subject to
the above underlying issues.
Historical Treatise on Currency
Inflation
"Currency Inflation and Public Debts"
is the title of a historical treatise soon
to be issued by the Equitable Trust
Company, New York, for which com-
pany the volume was written by Edwin
R. A. Seligman, Ph.D., LL.D., McVickar
professor of political economy at Co-
lumbia University. An introduction
has been written to the volume by Alvin
W. Krech, president of the Equitable
Trust Company, in which he discusses
the three great problems of the grow-
ing burden of taxation, the sudden
changes in price levels and the insta-
bility of currency. Dr. Seligman says
that everywhere the massing of gigan-
tic debts and the issue of irredeemable
or inconvertible paper money operated
to accentuate price increases and to add
the woes of inflation to the other evils
of war. Mr. Krech says that it must
be admitted Dr. Seligman's paper is not
conducive to optimism, but to his mind
its austere and clear outlines convey a
lesson which should not be missed.
Louisville Railway's Income
for 1921
In the Dec. 3 issue of this paper the
figures quoted in comparison for 1920
for the Louisville (Ky.) Railway should
have referred to the estimated figures
for the last quarter of 1921. The deficit
mentioned in each case was after the
dividend requirements had been de-
ducted and was not an operating deficit.
To remove all possible misunderstand-
ing the full table is published.
Since the preparation of this state-
ment the figures covering operations
for the month of October are available,
and, due to a reduction in operating-
expenses, the net income for the month
is approximately $24,000 more than the
amount estimated. On Nov. 1, the com-
pany put into effect a new scale of
wages, reducing existing rates approxi-
mately 5 cents an hour, and with this
saving and other expected decreases in
expenses, the company hopes to be able-
to wipe out a very large part of this
shortage in individual requirements for
this period, which was estimated at
about $105,856 as shown in the accom-
panying table.
Nine Months
Jan. 1 to
Sept. 30, 1921
Operating Fevenue of T ouisville Railway;
Transportation revenue $3,163,341
Other operating revenue 146,012
Total operating revenue $3,309,353
Operating expenses 2,516,933
Net operating revenue $792,420
Taxes 273,000
Operating income $519,420
Non-operating income (L. & I. R.R. Co., etc.) 57,869
Gross income $577,289
Deductions from gross income:
Interest on indebtedness, etc 479,906
Net income available for dividends $97,383
Dividend requirements:
Preferred stock $131,250
Common stock 374,562
Total dividend requirements $505,812
Deficit $408,429
Three Months
Oct. 1 to
Dec. 31, 1921
(Estimated)
$1,105,000
46,000
$1,153,000
862,500
$290,500
99,000
$191,500
30,000
$221,500
158,752
$62,748
$43,750
124,854
$168,604
$105,856
Total
1921
$4,268,341
194,012-
$4,462,353
3,379,433
$1,082,920
372,000
$710,920
87,869-
$798,789-
638,659
$160,130
$175,000
499,416-
$674,416
$514,285-
Note : In the event of an unfavorable de-
cision by the courts in our fare ease, the
company will be obliged to make refund
to holders of 7-cent ticket fare receipts.
Based on ticket sales from March 24 to
Oct. 24, 1921, it is estimated that such
liability up to Dec. 31, 1921, will be about
$335,000.00. If such refund were ordered,
the earnings of the company would be de-
creased by this amount, and the deficit:
for 1921 would be increased to about.
$850,000.
1088
Electric Railway Journal
Vol. 58, No. 25
Return of Trolleys to "New Haven" Favored
Business Interests in Connecticut Want Electric Railways Returned to New
Haven Railroad — United States Attorney General Seeks
Advice from Local Interests
Harry W. Daugherty, Attorney General of the United States, holding personal
hearings at Hartford, Conn., during the week ended Dec. 17 indicated that he
looked with favor on the proposal to return the Connecticut Company and the
Boston & Maine Railroad to the ownership of the New York, New Haven &
Hartford Railroad. Only one voice, that of Howell Cheney, Manchester, was
raised in opposition to the plan. Scores of business and financial men, however,
presented arguments why the securities of these companies ought to revert
to the "New Haven."
THE Attorney General had previ-
ously announced that his decision
would rest largely on the question of
competition. To that he added that the
burden of proof would be on those
claiming that the properties involved
were in competition.
With a statement that he wanted to
know why the "New Haven" subsidia-
ries, any more than those or other rail-
roads of the company, should be kept
under government control, Mr. Daugh-
erty gave so much encouragement to
the scores of business men at the hear-
ing that Vice-President and General
Counsel Buckland of the "New Haven"
was called upon for a statement and
referred to the fact that the "court"
was apparently with him.
Most of the subsidiaries of the "New
Haven" were divorced from it seven
years ago when the directors were
forced by the Wilson Administration to
consent to a federal court decree based
on a suit brought by the Department
of Justice on the ground that the "New
Haven" had built up a monopoly in
violation of the Sherman Anti-Trust
Act.
In commenting on the situation the
Attorney General said:
I am familiar with this controversy.
While I am unwilling to prejudice the sit-
uation, yet on the general proposition that
transportation companies should be sus-
tained, supported and extended. I have
pronounced ideas. I am perfectly willing
to listen to those who want to tell me that
the Boston & Maine and the electric rail-
way subsidiaries of the New Haven are not
in competition, but the burden of proof will
be on those who claim that they are com-
petitive. 1 see no reason for discussing that
l)oint.
I want to know from you, gentlemen, if
.vou know of any reason why the govern-
ment should maintain the supervision of
this particular property under federal
trustees any more than it should have
"upervision over any of the other railroads
of the country. The situation is a little
peculiar in New England. If the govern-
ment can do anything that will be helpful
to these properties, I am here to see what
the government can do, but I am, of course,
interested primarily in determining the legal
aspect.
"We feel that, under the past admin-
istration, we have been in jail long
enough" declared E. Kent Hubbard, Mid-
dletown. "We want to be free. Is
there anyone here who would object to
the government releasing control of
the New Haven properties?"
Howell Cheney, Manchester, spoke as
a representative of Cheney Brothers,
largest silk manufacturers in the world.
He said there was a grave question as
to the advisability of bolstering up the
credit of the "New Haven" by return-
ing the Connecticut to its control. He
said the Connecticut Company under
an efficient board of trustees had been
kept in good condition and its integrity
had been maintained, while electric rail-
ways in other New England states had
failed. This was due, he felt, to the
policy of developing the entire system
as one unit so as to make the strong
parts carry along the weak parts. Mr.
Cheney viewed with grave apprehension
whether the return of the Connecticut
Company would "avert the impending
disaster to the New Haven." He
thought that to a considerable extent
the present favorable condition of the
Connecticut Company was attributable
to the management by the trustees. Mr.
Cheney said he was not prepared to
answer concerning state supervision. So
far, he said, it has not helped. It has
hindered. He favored a continuance of
the federal trusteeship until matters
approached stability. He didn't see how
the return of the Connecticut Company
could save the "New Haven," for its
securities could not be hypothecated
now.
Benjamin J. Spock, until recently
chief counsel for the Connecticut Com-
pany, asked permission to answer Mr.
Cheney. The Connecticut Company, he
said, was not a going concern, but hope-
lessly bankrupt and had nothing to lose
by any disaster that might befall the
"New Haven." He pointed out that the
Connecticut Company owed the State
nearly $2,000,000 in back taxes and
owed the New Haven nearly $4,000,000
in rentals.
Edward Milligan, a director of the
New Haven road, said " a false impres-
sion would have been created by Mr.
Cheney's remarks" were it not for the
statement of Mr. Spock. The fact was,
he said, that the Connecticut Company
has had a big brother which has helped
it. It is true, he added, "that the Con-
necticut Company has had a board of
trustees of five admirable men, of which
Mr. Cheney's brother is one member. If
Mr. Cheney's arguments concerning the
Connecticut Company are sound, then
we'd better put the railroad in the hands
of trustees. Those who own properties
are usually best to manage them."
Louis F. Butler, president of the
Travelers' Insurance Company, Hart-
ford, said that company owns about
$1,300,000 of the securities of the New
Haven of various kinds, including 1,500
shares of stock. He said that the elec-
tric railways ought to be returned to
the railroad and expressed the opinion
that the New Haven itself was responsi-
ble for what advancement the Con-
necticut Company had made. In the
first place, he said, if the electric rail-
ways were returned to the railroad, an
unnecessary expense would be saved by
the elimination of the salaries of the
trustees. The chairman receives $7,500
a year and the others $6,000 each.
The hearing was continued at Boston,
Mass., on Dec. 14.
The present federal trustees of the
Connecticut Company are Judge Walter
r. Noyes, New York; Morgan B. Brai-
nard, Hartford, Conn.; Charles Cheney,
Manchester; Leonard M. Daggett, New
Haven, and Charles G. Sanford, Bridge-
port. They constituted themselves a
board of directors and made Lucius S.
Storrs, New Haven, president. The
trustees were appointed by the court
without any solicitation on their part,
being practically drafted for the service.
Judge Noyes, chairman of the board,
is quoted as having said recently that
he would be glad to be relieved of the
responsibility of acting as a trustee
should the Department of Justice at
Washington see fit to change its present
policy.
The return of the stock and manage-
ment of the Connecticut Company to
ihe "New Haven" road, or the termina-
tion otherwise of the federal control
of the trolley company, was recom-
mended in a special report of the
Public Utilities Commission submitted
to the 1921 session of the Connecticut
Legislature after an exhaustive study
of the electric railway problem. It was
advised that the Attorney-General of
Connecticut be directed to request the
Department of Justice to reopen and
modify that portion of the judgment
decreeing the assignment and transfer
of the capital stock of the Connecticut
Company to a board of five federal
trustees, largely on the ground that it
was a Connecticut corporation doing
solely an intrastate business. No
action was taken by the Legislature.
Reorganization Plan Advanced
Plans for the reorganization of the
Vincennes (Ind.) Street Railway, re-
cently sold by order of the federal court,
have been placed before the Public
Service Commission in a petition ask-
ing the commission's approval of the
plans and for authority to issue securi-
ties. The petition was sent to the
commission from St. Louis by Samuel
A. Mitchell, counsel for the Mercantile
Trust Company. Retention of the
5-cent fare in Vincennes was said by
the company to be a reasonable, ade-
quate and just provision under all the
existing circumstances.
The old company has $250,000 of
bonds outstanding and $350,000 of
stock, all common. The new company
proposes to issue $200,000 in bonds and
$100,000 in stock, all common. All of
the bonds and stock of the old com-
pany known as the Vincennes Traction
Company excepting four shares of the
latter would be paid to George H.
Armstrong, who bought the railway,
which the petition values at $300,000.
The new bonds would bear 6 per cent
interest and would mature on Jan. 1,
1941, and be secured by mortgage on
all of the property of the railway. This
mortgage would be made in favor of
the Mercantile Trust Company as trus-
tee, and bond interest would be paid
by the company from a fund created
by $1,000 monthly payments made by
the railway. For retirement of the
bonds it is proposed that the railway
company also pay $500 monthly to the
trust company.
The property of the railway was pur-
chased by George H. Armstrong. St.
Louis, at a sale held by Charles Mar-
tindale. master in chancery, at the
court house in Vincennes on Oct. 15.
About two years ago the company was
thrown into the hands of a receiver as
the result of a suit in equity, an action
of the Mercantile Trust Company. The
company has been operated since that
time by Edward C. Theobold as re-
ceiver.
December 17, 1921
Electric Railway Journal
1089
Briefs on Depreciation Filed
with I. C. C.
Two briefs were filed with the In-
terstate Commerce Commission on
Nov. 22 upholding the right of the
Washington Railway & Electric Com-
pany, Washington, D. C, to transfer
jurisdiction over its depreciation
charges from the District Public Utili-
ties Commission to the Interstate Com-
merce Commission and one brief at-
tacking such right.
The railway asks that the Interstate
Commerce Commission take jurisdic-
tion over the matter. It was supported
in its stand by the American Electric
Railway Association. The counter
brief attacking the legality of the
transfer was filed by Francis H.
Stephens, corporation counsel for the
District, and Conrad H. Syme, special
counsel for the utilites commission.
The company's brief says that the
jurisdiction of the Interstate Com-
merce Commission with respect to
regulation of depreciation reserves and
accounting of the Washington Railway
& Electric Company extends to all
property of the company used in ren-
dering transportation service. It adds
that the inevitable effect of deprecia-
tion rules promulgated by the local
commission would be to make it im-
possible for the Washington Railway
& Electric Company to continue to
operate some of its lines which now
run from points in Washington to
points in Maryland.
All the time and money spent by
the Public Utilities Commission in fix-
ing valuations of street railways of the
District will have been wasted if the
Interstate Commerce Commission
should take jurisdiction over the de-
preciation accounts of the companies,
the brief filed by the Public Utilities
Commission argued.
The brief of the American Electric
Railway Association cites numerous
instances and laws which are claimed
to apply to the present case, and adds
"more work remains to be done before
correct rules, formulas and principles
are evolved."
Filing of briefs followed a prelimi-
nary investigation which was held at
Washington on Oct. 24 before Commis-
sioner Eastman.
This order was amended twice, so that
the company recently has been required
only to impound IJ cents.
Opinion on Valuation Reversed
The Court of Appeals of the District
of Columbia, recently reversed the
opinion of the late Justice Gould, who
upheld the valuation on the Potomac
Electric Power Company by the Public
Utilities Commission.
The majority opinion in objecting to
the commission's valuation as of July 1,
1914, instead of Dec. 31, 1916, ruled
that the present cost of reproduction is
one of the necessary elements to be
considered in fixing a fair and reason-
able valuation.
The dissenting opinion of Chief Jus-
tice Smyth pointed out that the power
company had failed to show that the
commission's valuation was "inadequate,
unreasonable or unlawful."
Unless this opinion should be re-
versed on appeal to the United States
Supreme Court, the Potomac Electric
Power Company will be entitled to the
use of a fund of more than $1,500,000
which has accumulated under an order
of Justice Gould in 1917 requiring the
company to impound 2 cents out of each
10-cent collection from the consumer.
Interurban Seeks to
Abandon Routes
The Interurban Railway & Terminal
Company, Cincinnati, Ohio, has applied
to the State Public Utilities Commis-
sion for permission to abandon two
existing routes. One line extends from
Cincinnati to New Richmond, 17 miles,
via Coney Island, and the other to
Lebanon, 33 miles, via Norwood. In
the spring of 1918 the company aban-
doned its line to Bethel.
C. M. Leslie is operating the lines as
receiver and J. F. Egolf is the superin-
tendent. In his application the re-
ceiver sets forth the deficits in operat-
ing revenues as follows: 1918, $84,253;
1919, $13,365; 1920, $20,344, and 1921,
$18,911. The case has been set for
hearing on Jan. 31.
Members of the Silverton Welfare
Association, which suburb is on the
Lebanon route, say that if the line is
abandoned they will again appeal to
the Cincinnati (Ohio) Traction Com-
pany to extend its service to the com-
munity.
Financial
News Notes
Deficit Lowered on Boston "L". — The
receipts of the Boston (Mass.) Elevated
Railway for the month of October ex-
ceeded expenses by $133,178. This has
reduced the deficit as of Nov. 1 to $209,-
245.
Abilene Service Resumed. — Operation
of the electric railway in Abilene, Tex.,
has been resumed by the American Pub-
lic Service Company, under a new
agreement with the city of Abilene.
Five miles of track are included in the
system.
Bonds Extended at Increased Interest.
— The Department of Public Utilities
of Massachusetts has authorized the
Springfield Street Railway to extend
from Jan. 1, 1922, for five years $330,000
of 5 per cent gold bonds dated Jan. 1,
1902. The new Interest rate will be 7
per cent.
Stockholders' Assents Received. — The
Public Trustees of the Eastern Massa-
chusetts Street Railway, Boston, Mass.,
have announced that assents to the re-
adjustment plan recently suggested to
the bondholders are coming in to them
rapidly. Up to Nov. 26 a large ma-
jority of owners of the $13,000,000 had
sent in their acceptances. This read-
justment plan was explained in detail
in the Electric Railway Journal, issue
of Nov. 12, page 880.
Tax Commission's Valuation Stands.
— The Columbus Railway, Power &
Light Company, Columbus, Ohio, is on
the books' of the state of Ohio for the
sum of $17,825,190, a valuation placed
upon it this year by the Ohio Tax
Commission, in spite of energetic
efforts on the part of the company to
have the figure decreased. This is an
increase of $727,660 over 1920, when
the figure was $17,097,530, and a boost
of $1,033,660 over 1919. As a final
play in its attempt to get the valuation
cut down the company filed suit in the
Franklin County Common Pleas Court,'
but after a series of star chamber con-
ferences with the commission it with-
drew the suit.
Additional Stock Offered to North
American Holders. — Stockholders of
the North American Company, New
York, N. Y., were notified on Dec. 5 of
an offering at par of additional com-
mon stock in total amount of $10,422,-
400 par value, or 70 per cent of the
common stock now outstanding. The
offering is made in installments of $2,-
233,340, or 15 per cent, to be sub-
scribed for on or before Jan. 3, 1922;
$2,977,850, or 20 per cent, on or be-
fore Dec. 30, 1922; $2,977,850, or 20
per cent, on or before June 30, 1923,
and $2,233,350, or 15 per cent on or
before Dec. 31, 1923. Any stockholder
who takes up a portion of one install-
ment will have an option on an equiva-
lent proportion of the succeeding in-
stallment. The $2,233,350 of stock of-
fered for immediate subscription has
been underwritten by Dillon, Read &
Company, who will receive all option
rights not availed of by the common
stockholders or their transferees.
Segregation of Properties Proposed. —
Holders of first mortgage 5 per cent,
gold bonds, due June 1, 1933, of the
Springfield (111.) Consolidated Railway
have received notice from A. D. Mackie,
vice-president and general manager of
the corporation, that the corporation's
franchise in Springfield expires in 1928,
or five years prior to the maturity of
the bonds, and estimating that $750,000
must be expended to put the property
and equipment in condition to render
adequate service. In readjustment of
the situation the company recommends
that the railway, gas and electric heat-
ing properties of the Springfield Con-
solidated Railway and Springfield Gas
& Electric Company in Springfield, 111.,
and the electric and heating properties
which now serve De Kalb and Sycamore,
111., be merged under the name of
the Illinois Power Company. The old
bondholders are asked to accept one of
two offers for each $1,000 of bonds;
either (a) one $1,000 new first mortgage
5 per cent gold bond of the Illinois
Power Company, due June 1, 1933, and
$100 cash or (b) $900 cash, plus the
accrued interest on the present bond.
The offer expires on Dec. 15, 1921, and
the plan must be declared operative by
Feb. 15, 1922.
$10,000,000 Public Service Bonds Of-
fered.— The Public Service Corporation
of New Jersey, Newark, N. J., has sold
an issue of $10,000,000 of twenty-year
7-per cent bonds dated Dec. 1, 1921,
to a syndicate composed of Drexel
6 Company, Bonbright & Company,
Inc., and Clark, Dodge & Company,
which were offered publicly on Dec. 9
at 981 and accrued interest yielding
7.10 per cent. Proceeds, together with
additions from cash now in the treas-
ury, will be used to pay off $12,500,000
notes maturing March 1, 1922. The
new issue is a direct obligation of the
corporation secured by $14,000,000
general mortgage sinking fund 5s, due
1959, and $5,000,000 capital stock of
Public Service Electric Company, its
subsidiary. Stock of the subsidiary
for ten years has not paid less than 10
per cent annually. The net income of
the Public Service Corporation for the
year ended Oct. 31, 1921, was $11,747,-
285, more than three times annual in-
terest requirements on funded debt
including present issue.
1090
Electeic Railway Journal
Vol. 58, No. 25
Troy Fights Fare Advance
Constitutionality of Governor Miller's
Public Service Commissions Law
Attacked in Albany Court
Corporation Counsel Thomas H. Guy
of Troy, N. Y., on Dec. 6 obtained from
Supreme Court Justice Harold J. Hin-
man an alternative order of prohibition
restraining the Public Service Commis-
sion from further consideration of the
United Traction Company's application
for an 8-cent fare. Mr. Guy attacked
especially the constitutionality of sec-
tion 49 of the public service commis-
sions law covering rates on the con-
stitutional ground that the Legislature
is without power to delegate a power
to others that it does not itself possess.
The order acted as a temporary stay
on hearings or determinations of the
Public Service Commission and will so
stand until determined.
Appearance was had and arguments
heard before Justice Hinman at a spe-
cial term on Dec. 10. Mr. Guy laid
special emphasis upon court decisions
to the effect that where a right has
been conferred by the constitution such
right is not subject to the police (regu-
latory) powers of the state; that sec-
tion 18 of Article III of the New York
State Constitution provides: "But no
law shall authorize the construction or
operation of a street railroad except
upon the condition that the consent of
the owners of one-half in value of the
property bounded on, and the consent
also of the local authorities having con-
trol of, that portion of the street or
highway upon which it is proposed to
construct or operate such railroad be
first obtained."
Important Legal Point Involved
Justice Hinman's ruling on the ques-
tion is expected to go to the Court of
Appeals for final decision, unless the
higher court passes on it in other pro-
ceedings where it has been raised be-
fore the Troy case is heard in the Ap-
pellate Division, Third Department,
and reaches the Court of Appeals. The
constitutionality of the amendment re-
cently has been unanimously sustained
by the Appellate Division, First De-
partment, and a further anpeal in the
case has been taken to the Court of
Appeals. Different departments of the
Appellate Division have been known to
decide the same point of law dif-
ferently.
So important is the legal question m-
volved that Justice Hinman said he
would request Justice W. 0. Howard
to take over his unfinished trial term
at Troy so he could give the order his
exclusive time.
The United Traction Company oper-
ated in Troy under franchises granted
by the city to its predecessors in which
conditions were accented limitinc the
fare to 5 cpnts and the Common Coun-
cil refused to waive them to per'nit
the company to charge an R-cent fare
when the rate was raised to this sum
m Albany, where there is no franchise
limitation.
In his areument Mr. Guv called at-
tention to the constitutional provision
of 1876 whjch made necessary the
consent of local municipalities for
construction or extension of street
railroads and gave them the right of
imposing conditions under which fran-
chises may be exercised. The Troy
franchises were granted under this au-
thority, Mr. Guy said, and he argued
that they became contracts which the
Legislature could not impair or abro-
gate in the exercise of the police power
of the state and that the amendment
to the public service commissions law
violated the constitution by so doing.
He argued that the power of consent
and the imposing of limitations having
been exercised, there could be no con-
struction of it that would make it in-
effective.
The Court of Appeals in the Glens
Palls case, the first of the rate cases,
decided that the Legislature in confer-
ring the power of regulation of rail-
road corporations and the rates to be
charged by them, in 1907, to the Public
Service Commission, gave with it au-
thority to change or increase any rate
that had been fixed by a state statute,
but not where the rate was established
or limited in the grant of a franchise
by a municipality.
L. P. Jale, appearing for the com-
mission, argued for the constitution-
ality of the amendment, saying that in
giving the commission the power of
changing all fare rates where neces-
sary to prevent confiscation the Legis-
lature was exercising a governmental
function in the public interest. "It is
as much to the public interest that
rates may be increased as well as re-
duced," said Mr. Hale. "It is as im-
portant that the United Traction Com-
pany be allowed a profit on its invest-
ment that will enable it to give proper
service in the city of Troy as that its
citizens shall not be overcharged."
John T. MacLean, counsel for the
United Traction Company, contended
the limitation of fares _ contained in
franchise grants by municipalities had
been permitted by the State and were
to continue in force until such time as
it exercised its nower to change them
and that it had given such _ power to
the Public Service Commission.
Should the courts decide the motion
in favor of the petitioner, the entire
force of the public service commissions
law would be undermined and only a
constitutional amendment could clothe
it with the powers it is now assumed
to possess.
Sacramento Given Choice
in Fare Issue
Answering the appeal of the Pacific
Gas & Electric Company, Sacramento,
Cal.. for increased fares, the State
Railroad Commission recently pre-
seTited three choices to the _citv.
The commission found iustification
for a 7-cent fare if all the nresent
franchise requirements were lived un
to. The nresent _6-cent rate could be
retained if the city permitted certain
rerouting, eliminated some early morn-
ing trins, and last, if the city should
repeal the ordinance aP">;nst "one-man"
cars, a 5-cent fare would be authorized.
The city must decide by Feb. 1.
Commission States
Limitations
California Body Defines Its Power to
Stop the Operation of Auto
Lines
If there is to be any fundamental
change in the present policy of the
State of California in regard to the
use of the highway by motor trans-
portation companies such change must
come by direct legislative action or as a
result of an initiative petition of
voters, the State Railroad Commission
declared on Nov. 25 in a letter discuss-
ing its relation to the subject. The
letter was written to R. B. Swayne,
San Francisco, in response to a sug-
gestion by him that motor carriers
should not be permitted to parallel
railroad lines; further contending that
this form of competition is unfair by
reason of the fact that the motor com-
panies make use of the highways built
at public expense and that they do not
pay taxes in the same proportion as
the railroads.
The utility commission points out
that it is acting within the limits of
the power conferred upon it and in ac-
cordance with the legislative will, add-
ing:
Manifestly, if there is to be any change
of fundamental State policy toward auto-
mobile transportation companies such
change must come through legislative ac-
tion. Ultimately the decision rests with
the electors, expressing their will through
their legislative representatives or directly
by means of the initiative.
The letter follows in part:
You will recall that motor transportation
developed before there was any speclflo
legislative enactment applicable to it. In
that period it attained considerable pro-
portions. The first control over this type
of carrier resulted from a decision of the
Supreme Court early in 1917. wherein it
was held that motor operators acting as
common carriers were included in the term
transportation companies as used In the
State constitution.
Following the decision of the Supreme
Court the legislature at the 1917 session
took the first step toward placing auto
stage and truck transportation under State
legislation. At this session what is known
as Chapter 213, Statutes of 1917, was en-
acted, requiring all parties proposing to
enter the motor transportation business
after such date first to secure a certificate
of public convenience and necessity from
the Railroad Commission and also permits
from the governing bodies of all political
subdivisions through which they proposed
to operate routes. Those operating ex-
clusively within incorporated city limits
were exempted from the act.
At the 1919 session of the Legislature
this act was amended, giving the Railroad
Commission sole jurisdiction in the matter
of certificates by eliminating the require-
ment of obtaining permits from local po-
litical subdivisions and broadening the act
to include in addition to common carriers
all persons or companies engaged in the
business of transportation of persons or
property for compensation over any public
highway in this State between fixed ter-
mini or over a regular route.
In transportation matters the policy of
the commission is not different from Its
policy relating to other forms of public
utility service. It protects existing utili-
ties that are adequately serving the terri-
tory and are prepared to meet the demands
as they arise. Tou will note that from an
examination of the decisions of the com-
mission many applications to enter the au-
tomobile field are denied because existent
steam or electric facilities or both are ade-
quate.
In any discussion of the transportation
problem the effect of the privately owned
automobile upon established systems can-
not be disregarded. At the present time
there is In the State of California one pri-
vately owned car for every seven persons,
and this means that the entire population
of the State could be moved at one time
by these cars alone. The same condition
largely obtains In regard to automobile
trucks, as nearly every farmer owns some
kind of auto truck.
December 17, 1921
ELECTftiC Railway Journal
lOdl
Interstate Fare Changed
Electric Line Ordered to Desist From
Practicing Undue Prejudice Re-
quired by Franchise Grant
The Interstate Commerce Commis-
sion has just decided that a franchise
contract entered into between the
predecessor of the Pennsylvania-Ohio
Power & Light Company, Youngstown,
Ohio, and the village of Hubbard, Ohio,
fixing rates between Youngstown and
Hubbard is without effect where the
rates so fixed result in unjust discrimi-
nation against interstate commerce.
The Youngstown Company is ordered
by the commission to increase these
rates by putting into effect upon five
days' notice a one-way cash fare of not
less than 20 cents and a commutation
rate of not less than $5 for fifty-four
rides. In the words of the commission
the company is directed "to cease and
desist from practicing the undue preju-
dice, undue preference and advantage
found to exist in the relation of intra-
state and interstate passenger fares."
I. C. C. Assumed Jurisdiction
The present rates between the two
points, established by a franchise ordi-
nance of the village of Hubbard, are:
Cash fare, 12 cents; round-trip ticket,
20 cents; special tickets good for
twenty-two rides, $2, and flfty-four-
ride commutation ticket, $3.80. No
other rates on the Youngstown &
Sharon line are affected by the decision.
In the report of the commission on
the case (No. 12,123) it is pointed out
that the interurban railway is approxi-
mately 14.5 miles in length between
Youngstown and Sharon and that the
maximum distances from Youngstown
and Sharon to Hubbard are 8.75 miles
and 7.18 miles respectively. The exist-
ing rates of fare between Youngstown
and Hubbard were established in a
franchise ordinance passed by the
village of Hubbard in 1901, the same
rater being prescribed between Hub-
bard and Sharon, excepting that the
cash fare was 13 cents as compared
with 12 cents between Youngstown and
Hubbard.
Increased Fare Schedule in
Effect in 1920
-The report recites that effective on
Feb. 15, 1920, by a tariff filed with the
commission, the one-way fare between
Hubbard and Sharon was increased to
20 cents, the price of fifty-four-ride
commutation ticket to $5 and the round-
trip and special tickets between these
points were cancelled. A tariff subse-
quently filed with the commission pro-
posed to establish the same fares be-
tween Hubbard and Youngstown as
those between Hubbard and Sharon.
It was also proposed to increase the
one-way fare between Sharon and
Youngstown from 30 cents to 35 cents
and the fifty-four-ride commutation
ticket between these points from $9 to
$10. This tariff became effective on
interstate travel on Oct. 1, 1920. The
report continues:
A tariff carryinpr the same fares was
rejected by the Public Utilities Commission
of Ohio in so far as it attempted an increase
in the fares between Hubbard and Youngs-
town on the ground that it was without
jurisdiction to allow the establishment of
rates and charges in excess of those pre-
scribed by the franchise contract. Refusals
of the Public Utilities Commission of Ohio
to allow Increases of fares in similar cases
have been sustained by the Supreme Court
of Ohio. The petitioner shows that prior
to filing this petition It and Its predecessors
exhausted all means through negotiation
with the village of Hubbard and otherwise
to obtain relief from the franchise fares
between Hubbard and Youngstown, but
without avail.
As to the contention of the village of
Hubbard that the franchise was bind-
ing as to rates, the report of the com-
mission says:
The answer to this is that if the main-
tenance of fares fixed by a franchise con-
tract results in unjust discrimination against
interstate commerce, it is within our power
to remove it by prescribing other and
different intrastate fares.
It is not shown that present interstate
fares between Hubbard and Sharon or be-
tween Sharon and Youngstown are unrea-
sonable. On the other hand, they appear
to be relatively lower than fares main-
tained by other electric interurban railways
in Ohio in the same general territory.
We are of opinion and find that the inter-
state passenger cash and flfty-four-ride
commutation fares between Sharon and
Hubbard, also the interstate passenger
fares between Sharon and Youngstown,
are just and reasonable fares for inter-
state transportation between these points ;
and that the maintenance of corresponding
intrastate fares between Hubbard and
Youngstown lower than the just and rea-
sonable interstate fares between Sharon and
Hubbard has resulted and will result in
undue prejudice to persons traveling in
interstate commerce over the petitioner's
line in the State of Ohio and between points
in the State of Ohio and Sharon. Pa. ; in
undue preference and advantage to persons
traveling intrastate between points in Ohio ;
and in unjust discrimination against inter-
state commerce.
We further find that, whether the afore-
= She<rpsvill«
^haron ~
Map Showing Location op Hubbard
AND Youngstown
said passenger fares pertain to transporta-
tion in interstate commerce or to trans-
portation in intrastate commerce, the trans-
portation services are performed by the
petitioner under substantially similar cir-
cumstances and conditions ; and that said
undue prejudice and preference and unjust
discrimination can and should be removed
by establishing intrastate passenger cash
and flfty-four-ride commutation fares be-
tween Hubbard and Youngstown not less
than the interstate passenger fares herein
found reasonable between Hubbard and
Sharon.
In 1917 the company asked the
Council of the village of Hubbard for
a relief from the fare provision of its
franchise fixing the rates between
Youngstown and Hubbard. It received
no relief from the Council and then
applied to the Public Utilities Commis-
sion of Ohio. The state commission
decided that it had no authority to dis-
turb an interurban rate fixed by fran-
chise. A mandamus suit was next
brought in the Supreme Court of Ohio
to compel the Public Utilities Commis-
sion to assume jurisdiction. The Su-
preme Court decided this mandamus
case against the contention of the
railway. Finally in 1919 the company
filed a petition with the Interstate
Commerce Commission under the sec-
tion of the transportation act of 1919,
which gives carriers the right to com-
plain of discrimination.
New Jersey and Michigan Fare
Cases Considered by
Supreme Court
Further arguments will have to be
presented to the Supreme Court of the
United States before it will rule in the
case of the Board of Public Utility
Commissioners of New Jersey vs. the
Public Service Railway of that State.
The court on Dec. 12 denied a motion
to take up the case for argument. The
case involves an injunction granted to
the railway which restrained the Public
Utility Commission from continuing in
effect its order for a 7-cent base fare
with a charge of 2 cents for each initial
transfer. The motion was denied with-
out prejudice and a further effort may
be made to interest the Supreme Court.
The Supreme Court dismissed for
want of jurisdiction the case brought
against the Detroit United Railway by
the townships of Avon, Brandon, Farm-
ington, Oxford, Orion, Royal Oak, Troy
and West Bloomfield and the villajges
of Birmingham, Farmington, Onon,
Oxford and Rochester and the city of
Pontiac. The court was not convinced
that any federal question was involved
in the controversy as to the right of
the railway to charge rates of fare
higher than those agreed upon in its
franchises.
Interurban Bus Operators
Must Pay
The City Commissioners of Dayton,
Ohio, recently enacted a bus ordinance
requiring all jitneys and buses trans-
porting passengers in the city to pay a
license fee, ranging from $125 to $200
per annum. The latter is for buses
carrying fifteen or more passengers
and became effective Oct. 1, 1921.
The question then came up as to in-
terurban buses operating in and out of
the city, in which one commissioner
favored an amendment to exempt the
interurban bus from paying the license
fee. Several of the interurban mana-
gers voiced their sentiment in the mat-
ter, protesting the passage of the
amendment on the ground that it would
interfere with the traffic of the inter-
urban lines, so the majority of the
commission went on record as favor-
ing voting down the amendment which
will not exempt the interurban bus op-
erators from paying a license fee. In
the future bus operators transporting
passengers in and out of the city must
pay a special license fee.
People Make Request
The Hagerstown & Frederick Rail-
way, Hagerstown, Md., has recently
had a number of requests to have its
loop cars run all one way, going out
North Potomac Street, and returning
to the square by way of Antietam
Street. So insistent has this request,
or almost a demand, become, that the
management of the railway has de-
cided that it will let the patrons of
the cars settle it. It is proposed to
have all users of the cars vote upon
their preference. Ballots may be se-
cured from the conductors of the cars.
Under the present system, cars leave
the square every fifteen minutes and
go in either direction around the loop,
passing at the Fairground gates. Un-
der the proposed change it would mean
that the cars would leave the Public
Square every seven and one-half min-
utes and go out North Potomac Street.
1(»2
Electric Railway Journal
Vol. 58, No. 25
State and Interstate Fares Must
Be Equal
By an order of the Interstate Com-
merce Commission dated Nov. 7, 1921,
just published, the Steubenville, East
Liverpool & Beaver Valley Traction
Company, East Liverpool, Ohio, is
granted the right to establish fares for
intrastate service equal to the fares
charged for interstate service.
The hearing was the result of a peti-
tion of the traction company, which
operates an interurban line between
Vanport, Pa., and Steubenville, Ohio,
and intermediate points, and a local
service between points within Ohio,
and a branch line to Chester, W. Va.
The lower interstate fares charged by
the company had the effect of prac-
tically denying to the traction com-
pany the use of its interstate fares, for
by declaring his destination as the
state line and paying the required in-
trastate fare a passenger could stay
on the car and pay the intrastate fare
after crossing into the other state.
The company stated that because of
the low intrastate fares it was unable
to secure sufficient revenue to pay the
cost of operating and maintaining its
railway and taxes, that its bond inter-
est was in default of payment for more
than a year and that the line needed
repairs which the company could not
make.
The finding of the commission was
that the interstate fares were just and
reasonable and that:
Maintenance of intrastate fares between
the same points lower than the just and
reasonable interstate fares has resulted and
will result in undue prejudice to persons
traveling in interstate commerce over the
traction company's lines in the state of
Pennsylvania ; in undue preference of and
advantage to persons traveling intrastate
between points in Ohio, and in unjust dis-
crimination against interstate commerce.
... and that the undue prejudice and
preference and unjust discrimination can
and should be removed by establishing
intrastate passenger fares not less than the
interstate passenger fares.
The new rates will go into effect on
Jan. 6, 1922, according to the order
of the commission. No. 12,092.
Old Bus Controversy in Wheeling
Renewed
When the application of the Ultimate
Bus Company, which has been operating
buses between Wheeling and Martins
Ferry and Bellaire, Ohio, was read in
Council in Wheeling recently the Wheel-
ing Traction Company filed a protest.
The railway contended that the City
Council had no jurisdiction; that the
applicant was not operating solely in
the city of Wheeling, but in two states,
and that the application could be
referred only to the State Road Com-
mission of West Virginia.
The railway contended further that
the buses were not a necessity; that
they were not able to carry all the
traffic over this route; that the traction
company had handled and could handle
all the traffic; that if the buses con-
tinued to operate the traction company
would have to stop operating; that the
capital of the applicant was less than
$40,000; that the bus line could not
assure Council what length of time it
would continue to operate, and that al-
ready the application made by it to the
State Road Commission of West Vir-
ginia had been turned down on the
ground that it was not a public neces-
sity.
A committee of three was appointed
to investigate the application. The
controversy between the Wheeling Trac-
tion Company and the Ultimate Bus
Company has been referred to previ-
ously in the Elbctmc Railway Jour-
nal.
Railroad Taxation Provides Free
Roads for Motor Transportation
Furnishing almost free a roadway for
motor transportation lines out of money
provided by taxation of the railroads
was declared an injustice by C. A. Whit-
more of the State Highway Commission
of California in a speech made recently
at Redlands, Cal. He said in part:
A peculiar paradox exists in California.
We raise the money to meet highway bonds
and interest from taxes on railroads and
public utilities. With this money we build
highways which are now used by automo-
bile transportation lines in competition with
the railroads. The competition reduces the
revenues of the railroads and reduces the
income which accrues to the state, with
a part of which it builds highways. The
state furnished almost free a roadway for
one common carrier out of money provided
by taxation on another. Obviously this sit-
uation cannot continue. Highways cannot
be maintained under circumstances like
these.
1 hold no brief for the railroads but they
deserve a fair deal. Auto trucks have taken
over much of the short hauling. Sixty-two
per cent of the freight between Bakersfleld
and Los Angeles is hauled over the Ridge
road in motor trucks. Yet because this
highway is showing in a few places the
stress of this tremendous traffic, our critics
are claiming improper construction.
Illinois Committee Advises
Advertising
Newspaper advertising at this time
particularly is being recommended to
all of the utility managers on the
mailing list of the Illinois Commit-
tee on Public Utility Information for two
reasons, which the committee sets forth
as follows: (1) Because of the indus-
trial depression the advertising in local
papers has fallen off tremendously,
which means that utility advertising
will get "a better play" and that the
newspaper editor will extend himself in
helping the utility formulate such ad-
vertising as will get results; (2) be-
cause public utility companies are in the
same fix as other businesses. Gross
sales have fallen off because of the de-
pression, but overhead expense is going
on. This combination makes difficult
the earning of profits. The solution is
to get after business, and one of the best
means of doing this is through newspa-
per advertising. The committee makes
the reservation that it does not advocate
advertising campaigns, but comments
that public utility advertising should be
continuous; that it should have a well
thought out, carefully planned day to
day and week to week effort in which
the most constructive ability available
should be employed and the best advice
obtained.
Ohio Cities Want Buses
Since the Northern Ohio Traction &
Light Company, Akron, Ohio, decided to
buy busses to be operated in the city
of Akron, applications have come from
both Canton and Massillon petitioning
the company for bus service in those
cities.
The November issue of Northern
Light, the official publication of the
company, says:
Should the operation of the buses pur-
chased prove a success, and the necessity
of the cities demand it. there is little doubt
that lines will be established In both Canton
and Massillon.
No Immediate Rate Reduction
Is Probable
Reductions of public utility rates in
Indiana to correspond with the marked
decline in prices of other commodities
cannot be expected at once by utility
patrons because the rates were not ad-
vanced commensurately with the gen-
eral increase of prices during the war
period. This statement is contained in
the annual report of the Indiana Pub-
lic Service Commission, which has been
completed by Frank B. Faris, examiner
for the commission. The report says:
The past year has been one of rather
marked decline in most commodity prices,
and has been characterized by a Ijusinesa
depression. It is imposibie, however, for
the Commission radically to reduce utility
rates to correspond to the decrease in farm
products, etc. During the past year there
were only 538 formal cases filed as against
827 the year before, a reduction of 35 per
cent.
There is, however, a sound distinction to
be made between the cessation of demand
for increased rates on the part of the
utilities and a slashing of utility rates on
the part of the Commission. Utility rates
did not increase in proportion to, or con-
temporaneously with, the rapid increase of
prices during the year 1919 and a part of
1920. Had utility rates been increased in
direct proportion to, and simultaneously
with, all commodity prices and labor costs,
they could have been reduced in direct
proportion to the decrease in these elements
in utility expense.
In another part of the report, how-
ever, the commission expresses the hope
that the economic readjustment will
work for a reduction of rates com-
mensurate with utility costs.
The commission says it is a source
of satisfaction to observe that prices
of materials and labor have started to
decline, and that this ultimately will
result in better public service, a more
liberal policy of making public utility
extensions and finally a reduction in
rates commensurate with the reduction
in cost of utility service.
One-Man Cars Indorsed in
New Hampshire
The New Hampshire Public Service
Commission has indorsed the one-man
car. The question came before the
commission in the form of petitions,
asking the commission to forbid the
use of these cars on the Concord Elec-
tric Railways. The finding of the com-
mission contains the following state-
ment:
We find that the petitioners have en-
tirely failed to prove their allegations to
the effect that the one-man cars are un-
safe or that the service rendered by them
is inadequate and unreasonable.
The commission's consent was given to
the operation of these cars before they
were installed. This was done in the in-
terest of economy. It results in the saving
of the wages of one man on each car op-
erated, although the motorman is paid 5
cents an hour additional for collecting the
fares. The public gets the direct benefit
of this economy because the less the oper-
ing expenses the less the public is required
to pay in fares. The crying need of street
railway companies today is reduction in
operating expenses. Rates have been In-
creased to a point now that is burdensome.
To increase revenue by a further raise in
rates is impracticable. The tendency
should be downward and not upward. The
one-man car furnishes the best solution
for this difficult problem thus far discov-
ered. Its use is increasing and bids fair
in a short time to become universal wher-
ever it can be used to advantage and rea-
sonably accommodate the public .
The objection of the public to these one-
man cars, because of whim, prejudice or
misapprehension of the true facts, does
not justify us, nor would it be in the in-
terest of the public it.self to order the two-
man cars restored. The petition is accord-
ingly denied.
December 17, 1921
Electric Railway Journal
1093
Wants Bus Company
to Fulfill Contract
Mandamus proceedings have been
brought by twenty residents of the
Cowen Park district of Seattle, Wash.,
to compel the Sound Transit Company
to operate its Roosevelt Heights Stage
line. Hearing on this suit has been
postponed for one week by Judge J. T.
Ronald of the Superior Court. The
city of Seattle is represented by first
Assistant Corporation Counsel J. L.
Kennedy, who is appearing as a "friend
of the court," since the municipal cor-
poration is not a party to the suit.
The company's certificate of neces-
sity was issued under the 1921 state
law, which provided that all auto trans-
portation companies who were operat-
ing buses on or before Jan. 21 of the
same year, must be permitted to con-
tinue that operation. Mr. Kennedy al-
leges that the company, as a corpora-
tion, was not operating buses at that
time, and stated that the city could
produce affidavits to prove this conten-
tion. The Sound Transit Company be-
gan operations when certificate was
issued, but when the city secured an
injunction preventing the buses frorti
picking upl passengers inside the city
limits, the operation was discontinued,
leaving the Cowen Park district with-
out transportation of any kind.
In the meantime, the company has
pending in the Thurston County Su-
perior Court an application for a review
of the action of the state department
of public works in inserting in the com-
pany's certificate of necessity a clause
placing the Roosevelt Heights stages
under the jurisdiction of the city's jit-
ney regulatory ordinance.
Bus Line Proposed. — Minot Cab Com-
pany, Minot, N. D., is planning a pas-
senger auto line service between Bis-
marck and Minot.
Two Million Motor Vehicles Pro-
duced.—In 1920 there were 2,205,197
motor vehicles produced in the United
States. Of this number 1,883,158 were
passenger cars and 322,039 were trucks.
Seeks Franchise. — The Citizens' Bus
Company, Little Rock, Ark., has re-
cently been organized and has asked
the City Council for a franchise to op-
erate buses in the western portion of
the city.
Bus and Truck Service Arranged. —
The Shore Transportation Company,
Salisbury, Md., will establish a freight
and passenger service by auto buses
and trucks on the eastern shore of the
highways of the State of Maryland.
Petition to Use Texas Road. — John
H. Kirby, Houston, Tex., and his asso-
ciates who are promoting an interur-
ban line from Houston to Seabrook, a
resort on the bay shore about 20 miles
from Houston, have asked the City
Council for permission to use the Munic-
ipal Belt Railway from Harrisburg to
Pasadena as a portion of the track of
the interurban.
Restrained from Advancing Fares.- —
Judge D. M. Anderson in the District
Court of Ottumwa, la., granted a tem-
porary injunction on Nov. 29 restrain-
ing the Ottumwa Railway & Light
Company from enforcing an increase
in fares from 5 to 7 cents. The com-
pany had previously announced that
beginning Dec. 1 the new rates would
take effect.
Cancels Application. — The Southern
Pacific Company, Portland, Ore., has
notified the Public Service Commission.
that it has canceled its application for
an increase of fares on the electric rail-
way lines of West Linn. The company
had asked for an increase from 5 to 8
cents. Applications for increased fares
on the lines of Salem and Eugene,
owned by the Southern Pacific Com-
pany, have not been withdrawn.
Commission Reiterates Opinion. — The
New York Public Service Commission
has denied the application of the New
York State Railways for a reopening of
the order dismissing the Company's
application for a higher rate of fare
than 6 cents in the city of Utica. The
opinion of the commission in this case
was reviewed at length in the Elec-
tric Railway Journal, issue of Sept.
24, page 535.
Bus Company Formed. — The Transit
Company, Dover, Del., a corporation to
provide motor transportation for both
passengers and freight, has been organ-
ized among the residents of Central and
Lower Delaware. The officers are:
President, James H. Wheatley, Dover;
vice-presidents. Dr. W. F. Hoey, Fred-
erica, and Ralph E. Staats, Smyrna;
secretary, Jefferson Cooper, Cheswold.
The corporation hopes to have its lines
in operation by 1922.
Conference on Fares in Pittsfield. —
Lucius S. Storrs, vice-president of the
Berkshire Street Railway, met the
special transportation committee of
the Chamber of Commerce of Pitts-
field, Mass., recently and for the sec-
ond time went over the fare problem
in Pittsfield and Dalton. It is said that
Mr. Storrs is disposed to try out a flat
10-cent fare in Pittsfield, with transfer
privileges and zone elimination as rec-
ommended by the committee.
Wants to Manufacture Trackless Car.
— ^Superintendent of Railways D. W.
Henderson, of the Seattle (Wash.) Mu-
nicipal Railway lines, has recommended
to the City Council that the city manu-
facture a trackless trolley car for a
trial on the municipal lines. Superin-
tendent Henderson reported that manu-
facturers of trackless trolleys had in-
formed him that the cost of sending a
car for trial purposes in Seattle would
be prohibitive.
New Terminal In Use. — More than
80,000 persons in a day of eighteen
hours are now making use of the Dixie
Terminal, Cincinnati, Ohio, in order to
board cars of the South Covington &
Cincinnati Street Railway for various
points in Kentucky. The official turn-
stile figures for Saturday, Dec. 3, show
34,119 persons went through in one di-
rection in a twelve-hour period and
40,013 in a full day's run. The story
on the Dixie Terminal was told at
length in the Electric Railway Jour-
nal, issue of Nov. 12, page 865.
Reduced Fares for All Schools.— A
decision granting children attending
private and convent schools the benefit
of the reduced fare ordinance, enacted
several months ago, was handed down
by Judge Thomas H. Darljy in the
Hamilton County Common Pleas Court.
The decision orders the Cincinnati
(Ohio) Traction Company to sell the
5-cent tickets to the convent school chil-
dren between the prescribed ages of ten
and eighteen years. Judge Darby in his
decision said that the testimony tended
to show that the courses of study in the
convent schools are similar to those in
the public schools and that the atten-
dance at these is accepted by the school
authorities in lieu of attendance at the
public schools.
To Comply with Commission Finding.
— In accordance with the finding of the
Interstate Commerce Commission in the
case of the Louisville & Northern Rail-
way & Lighting Company, Louisville,
Ky., the company will soon put in effect
a new schedule of rates on commutation
tickets between Louisville and New
Albany and Louisville and Jefferson-
ville. This announcement was made by
counsel for the company. The commis-
sion, as reported in the Electric Raii,-
WAY Journal for Dec. 10, 1921, held
that the 10-cent passenger fare be-
tween Louisville and New Albany was
unreasonable, as well as a 9-cent fare
for commutation tickets.
City Appeals Recent Judgment.—
The city of Muncie, Ind., through
John MePhee, city attorney, has filed
in Circuit Court a transcript for an
appeal from a recent judgment in City
Court which ruled Muncie's so-called
■anti-jitney ordinance invalid. The ordi-
nance seeks to make it unlawful for
motor buses to use the streets in which
street cars operate. William A. Mc-
Clellan, judge of the City Court, ruled
the ordinance was class legislation and
therefore unconstitutional. The ordi-
nance was passed at the instance of the
Indiana Union Traction Company,
which asserted it was operating its
local street car system at a loss, be-
cause of jitney bus competition.
State Control for Rhode Island Buses.
■ — State control of jitneys and buses
and the limitation of their operation
to routes serving the public convenience
or necessity will be asked at the ap-
proaching session of the Rhode Island
General Assembly. Associated inter-
ests of the United Electric Railways,
Providence, R. I., are behind the de-
mand. The proposed bill will be based
upon the Connecticut law, which be-
came effective last April, and will take
control from the cities and place it
with the Public Utilities Commission.
The Connecticut law requires that the
applicant for a license must prove that
the proposed service is required for the
public convenience or necessity.
Are Trackless Cars Motor Busee?
— The City Electric Company, Albu-
querque, N. M., has stopped operation
of trackless trolleys until a decision has
been rendered by the district court. G.
Roslington, president of the property,
says that the action of the company in
discontinuing the line was prompted by
the recent ruling of Judge W. W.
McClellan that a trackless car is an
automobile and under the motor vehicle
law must carry a state license tag.
Mr. Roslington in arguing the mat-
ter before District Attorney declared
that he should be permitted to operate
the trackless cars without an auto
license because of his franchise which,
he said, allowed him to operate street
cars "by electricity or any other im-
provement thereon." Mr. Mabry, con-
tending for the State, said that a fran-
chise the company might hold would
not overrule every law which the state
might make.
m
1094
Electric Railway Journal
Vol. 58, No. 25
■way operations and is entirely familiar
with the business he takes over as he
has been next in charge to Mr. Dalton
for some time.
Former Mayor in Control
Judge Holland, a Man of Proved
Executive Ability, Heads
Dallas Railway
Judge William M. Holland, former
Mayor of Dallas, Tex., will assume the
duties of president of the Dallas (Tex.)
Railway on Jan. 1, 1922. He was
elected by the directors at a meeting
held in Dallas on Dec. 7.
Much gratification has been ex-
pressed by residents of Dallas over the
election of a Dallas man to head the
electric railway. Judge Holland suc-
ceeds the late Col. J. F. Strickland,
who was also president of the Texas
Electric Railway and a number of other
electric companies. Under the reor-
ganization that is now taking place,
new presidents are being elected for
each company.
Judge Holland is recognized through-
out Texas as an attorney of marked
ability. He was for four years judge of
the Dallas County Court and served as
Mayor of the city of Dallas for the
four years from 1911 to 1915. His re-
lations with the utilities of the city
during his administration proved that
he had an insight into the affairs of
these companies that assured fair
treatment both for them and for the
people of the city.
Since leaving the Mayor's office he
has been engaged in the practice of law
in Dallas. He has not had experience
as an executive of traction companies
and his only relation with such com-
panies, except as that of an attorney,
was while he served as Mayor. Judge
Holland was also elected a member of
the board of directors. He previously
had served on the directorate.
It is announced that Richard Meri-
wether will remain as vice-president
and general manager of the company,
and C. W. Hobson will remain as chair-
man of the board of directors.
Addressing the board of directors
upon being notified of his election.
Judge Holland signified his acceptance
of the position in the following lan-
guage.
It shall be my purpose as president of the
Dallas Railway, co-operating with its di-
rectors, officers and employees, to give the
people of Dallas the best service possible
for the revenue received. I realize fully
that those who are intrusted with the man-
agement of our street railway company
have a difficult job.
I believe that with a policy of fairness
and frankness and a spirit of toleration on
both sides, the electric railway of Dallas
can operate with a minimum of misunder-
standings between it and the public and
the public's representatives — the Mayor and
Commissioners.
I do know that the growth and prosperity
of every modern American city is depend-
ent upon its street car system. Under the
able leadership of Colonel Strickland, who
was a man of extraordinary talents, great
progress was made in our Dallas company.
Much remains to be done. I hope to be In-
strumental in still bettering the service
until Dallas shall have in fact a metropoli-
tan electric railway system."
The board of directors made the fol-
lowing statement:
The directors of the Dallas Railway, In
considering the selection of a president for
the company, both as citizens of the city of
Dallas and as directors of the company,
concluded the successor to the late Colonel
Strickland should be a local man. This con-
clusion was heartily Indorsed by the non-
resident stockholders, both feeling that by
such determination would be extended and
increased, the good feeling between the
public and the railway. . .
Judge Holland is well-known to all the
citizens of Dallas. His record as Mayor
for twtf terms thorouglily established his
executive capacity as a man of unques-
tioned integrity, thoroughly honest in all
things, and highly capable. Judge Holland
becomes the president of this company
without obligation to either the public or to
the corporation, except to do justice to
both parties, and we feel that both in-
terests will be impartially guarded and
conducted. His record as Mayor of this
city bears the imprint of fairness and
ability which will be of great service to
the public and all interests concerned.
When Judge Holland takes up his
duties on Jan. 1, 1922, he will find a
huge accumulated deficit in earnings as
authorized under the franchise granted
the Strickland-Hobson interests in 1917.
This franchise authorized a net return
of 7 per cent on the fixed valuation
Judge William M. Holland
of the property. Statistics show that
the earnings have been 5.32 per cent.
The company has operated under the
franchise for fifty months and its net
earnings up to Nov. 30, 1921, amounted
to $1,645,089, leaving a deficit in
authorized earnings of $599,475. Total
earnings during this period amount to
$10,405,344, while operating costs have
amounted to $8,760,254. The total
value of the company's property now is
$9,407,889, as fixed by the franchise for
rate-making purposes.
Mr. Dalton Resigns as Manager
of Idaho Company
H. E. Dalton, general manager of
the Boise Valley Traction Company,
Boise, Idaho, for several years, has re-
signed his position and F. L. Ring,
traffic manager of the line since last
May has been named as manager in his
place.
The resignation of Mr. Dalton was
placed in the hands of the directors
some time ago, but the change was
made but recently. Mr. Dalton has
large private interests of his own which
require his entire attention and it was
for that reason he left the company.
Previous to his joining the operating
staff of the Boise Valley Traction Com-
pany in 1908, Mr. Dalton was for sev-
eral years superintendent of the Louis-
ville & Southern Indiana Traction Com-
pany, New Albany, Ind.
His successor, Mr. Ring, has had
considerable experience in electric rail-
Charles Day President of Former
Ohio Electric Subsidiary
Charles Day, of the firm of Day &
Zimmerman, Philadelphia, Pa., was
elected president of the Indiana, Co-
lumbus & Eastern Traction Company,
Cincinnati, Ohio, at a meeting of the
directors held on Dec. 8. Mr. Day suc-
ceeds J. H. Sundmaker, of Cincinnati,
as president and director. Mr. Sund-
maker severed his connections with the
company some time ago, opening an
office in Cincinnati for special consult-
ing work.
The Indiana, Columbus & Eastern
Traction Company was a part of the
Ohio Electric Railway system until the
dissolution of the latter by the Fed-
eral Court some time ago on applica-
tion of the receiver.
Mr. Plimpton Associate Editor
on "Bus Transportation"
R. E. Plimpton has joined the staff of
the Electric Railway Journal and its
supplement. Bus Transportation, on
which he will be an associate editor.
Mr. Plimpton will devote particular at-
tention to the writing and preparation
of articles treating more particularly
with the technical and engineering
phases of automotive equipment. On
Electric Railway Journal Mr. Plimp-
ton will handle the subject of auxiliary
motor truck freight service to electric
railways and also take charge of the
statistical work, in which he has had
much experience.
Mr. Plimpton has held positions in
both editorial and advertising work on
several papers. In becoming a member
of the staff of Electric Railway Jour-
nal and Bus Transportation he rejoins
the McGraw-Hill Company. He was for-
merly with Power, from the editorial
staff of which he resigned in 1915 to
accept a position as publication man-
ager for the Society of Automotive
Engineers. While both advertising
manager and editor of the society's pub-
lication he was responsible for changing
it from a small monthly bulletin to
the sizable paper that it is at present.
In 1918 he joined the Motor Transport
Corps and at the end of the war wrote
a history of the engineering activities
in motor transport as developed abroad
by this country. More recently he has
been associated with the advertising
agencies of George H. Gibson, Newall-
Emmett Company and the Wales Ad-
vertising Company.
W. R. Sebree has been chosen presi-
dent of the Caldwell (Idaho) Traction
Company, formerly in the hands of Re-
ceiver C. D. Purkhiser, who is now the
general manager. W. A. Stone has been
elected secretary.
E. C. Van Diest has again taken
charge of the affairs of the Intermoun-
tain Railway, Light & Power Company
Colorado Springs, Col., as vice-president
and general manager, to replace E. J.
Condon, Jr., who recently resigned.
John Mayhan, master mechanic Dan-
ville Street Railway & Light Company,
Danville, 111., has been appointed elec-
trical superintendent of the Spokane &
Eastern Railway & Power Company,
Spokane, Wash. In this new position he
will have charge of all rolling stock,
December 17, 1921
Electric Railway Journal
1095
also the powerhouse, substations and
overhead. This company operates sev-
eral electric locomotives and handles
freight. Mr. Mayhan was at one time
construction engineer for this company.
He will be succeeded at Danville by C.
E. Walters, who has been serving as
general foreman.
John S. Bleecker, formerly general
manager of the New Orleans Railway
& Light Company, New Orleans, La.,
and subsequently general manager of
the Myles Salt Company, which is lo-
cated near New Orleans, has resigned
to go into business in New Orleans.
Mr. Bleecker was for two years asso-
ciated with the latter company, which
owns and operates the largest salt mine
in the world. Mr. Blecker went to New
Orleans in 1919 from Columbus, Ga.,
where he was general manager for
Stone & Webster of the Columbus Elec-
tric Company and the Columbus Rail-
road Company.
H. O. Garman, chief engineer for the
Indiana Public Service Commission, has
resigned that position, effective Dec. 31.
Mr. Garman became consulting engi-
neer for the Indiana Railroad Commis-
sion when that department was created
in 1907. Later, when the Indiana Rail-
road Commission became the Indiana
Public Service Commission, he was re-
tained as head of the engineering staff.
He has served on the commission four-
teen years and under five different
Governors. He may be succeeded, tem-
porarily at least, by Earl J. Carter,
assistant to the chief engineer. He ex-
pects to give his entire time after Jan.
1 to private interests.
II' I iiirTiMiiiiiiiiirniiilliJ
III' 'II'" I"'
Obituary
W. Caryl Ely Dead
Former Head of International Railway
and of the American Association
Stricken With Heart Failure
W. Caryl Ely, president of the Ameri-
can Electric Railway Association from
1904 to 1906 and for many years be-
fore and after those dates an active
factor in the councils of the association,
died suddenly on Dec. 14 of heart
failure. Only the day previous Mr.
Ely had lunched at the Engineers Club
in New York among friends and asso-
ciates who had known him for many
years. News of his death will come
to his many friends in the electric rail-
way business in the United States and
Canada as a great shock just as it did
to his associates in Barron G. Collier,
Inc., of which he had long been" vice-
president and in the affairs of which
he had been active almost to his last
hour.
When president of the American Elec-
tric Railway Association Mr. Ely was
perhaps the principal factor in laying
John I. Loftis, inspector for the
Georgia Railway & Power Company,
Atlanta, Ga., died recently. Mr. Loftis
had been connected with the company
for thirty-two years.
Clarence E. Rood, sales manager of
the Gould Coupler Company, New York,
died on Dec. 11 after a brief illness.
Most of his business connections had
been in the railway field. At one time
he was a member of the firm of Rudd
& Brown, Buffalo, manufacturers of car
wheels, and later operated his own mal-
leable iron works in Lancaster, Pa. He
has been connected with the Gould
Coupler Company in the sales depart-
ment for the past twelve or thirteen
years. He had an exceptionally large
circle of acquaintances in both the
steam and electric railway field.
Hugh E. Crilly, an electric railway
builder well-known because of the
pioneer construction work he did in
Eastern Pennsylvania, died in Allen-
town, Pa., on Dec. 13. He was the
builder of the first electric railway in
Allentown in 1891. During the next
few years he constructed and financed
himself numerous other undertakings,
many of which he sold on completion.
Among the larger lines built by him
were interurbans around Lancaster, Pa.,
and a large section of the urban lines
in Reading, Pa. Mr. Crilly was bom
in Ireland in 1852. He came to the
United States in early manhood, set-
tling in Lawrence, Mass., later going
to Pennsylvania, where he became one
of the best known business men in the
state.
W. Caryl Ely
the foundation for the association or-
ganization as it now stands, with its
various activities as a real national
body lending constant aid the year
round to the companies within its mem-
bership. In association councils, as in
everything else that he touched, Mr.
Ely was a real leader who saw long
before others did some of the problems
which have recently caused the indus-
try its greatest concern. He was one
of the very early advocates of the
policy of frankness with the public
which has lately come to be accepted
as not only advisable, but absolutely
necessary to the future welfare of the
industry.
Mr. Ely was a man of prodigious
enterprise. He was perhaps best known
among railway men as the former head
of the International Railway, Buffalo,
and for his work with the Collier
organization, but these were only a
small part of the activities to which
Mr. Ely turned his attention from time
to time. To his foresight, courage and
determination very largely stands the
achievement of the perfection of the
noiseless typewriter. He early saw the
need for a machine of this kind, and
when others doubted he backed the en-
terprise with all the financial resources
at his command. Always interested in
public affairs, Mr. Ely took a very
prominent part in furthering the plans
for the Pan-American Exposition in
Buffalo, and then gave of his time from
his many other interests to serve as
a director and member of the executive
committee of the exposition and as
chairman of the transportation com-
mittee of the exposition. Another im-
portant work by him in the interest of
the public was his service in the Legis-
lature of New York, in which body he
led the Democratic forces when Theo-
dore Roosevelt was a member of that
body. Mr. Ely and Mr. Roosevelt dis-
agreed fundamentally on many political
doctrines, but there grew up between
them a mutual respect which developed
into life-long friendship. Mr. Ely's
charm of manner and unvariable cour-
tesy and consideration for others en-
deared hini to his many friends. At
the same time his sound judgment and
forensic ability made him a natural
leader among men.
It is impossible to do more than
sketch Mr. Ely's career and to refer
briefly to the more important of his
multifarious business activities. He
was born in Middlefield, Otsego County,
N. Y., on Feb. 15, 1856, and was edu-
cated in the common schools and at
Cooperstown, N. Y., and Cornell Uni-
versity. He studied law and was ad-
mitted to the bar at Ithaca, N. Y., in
1882 and engaged in practice at East
Worcester, N. Y. In 1885 he removed
to Niagara Falls, N. Y. He afterward
established the firm of Ely & Dudley
and later that of Ely, Dudley & Cohn.
In 1899 he gave up the practice of law
to become president of the International
Traction Company, Buffalo, N. Y., and
the International Railway and removed
from Niagara Falls to Buffalo. In 1891
he was nominated by his party for
justice of the Supreme Court and from
1893 to 1896 he was treasurer of the
Democratic State committee.
During Mr. Ely's residence at
Niagara Falls, he was actively identi-
fied with numerous business enterprises.
He was one of the organizers of
the Niagara Falls Power Company
and was identified with the Buffalo-
Niagara Falls Electric Railway, being
the first president of that company. He
also had much to do with the formation
of the Carter-Crume Company, Ltd.,
and William A. Rogers, Ltd. In the
fall of 1898 and spring of 1899 Mr.
Ely was active in forming a plan of com-
bining into one system the electric rail-
ways in and between Buffalo, Niagara
Falls, Tonawanda, Lockport and adjoin-
ing towns, and uniting them with the
Niagara Falls Park & River Railway
on the Canadian side by means of the
steel arch bridge at Niagara Falls and
the suspension bridge between Lewis-
ton and Queenston. A short time later
the International Traction Company
and the International Railway were
formed, of which companies Mr. Ely
became president, serving in that ca-
pacity until March, 1905. For six years
previous to 1910 Mr. Ely was president
of the Ohio Valley Finance Company,
and engaged in the construction and
operation of electric railway and elec-
tric lighting properties in the Ohio
valley between Pittsburg and Wheeling.
Among the other companies in which
he was interested there were the East
Liverpool Traction & Light Company,
the Ohio River Passenger Company,
and the Steubenville & East Liverpool
Railway & Light Company. He was a
member of the Automobile Club of
America and the Metropolitan, National
Democratic, Transportation, Engineers
and Cornell Clubs of New York, and
also of the Comellian Council.
1096
Electric Railway Journal
Vol. 58, No. 25
Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES BUSINESS ANNOUNCEMENTS
Ten per Cent Cut on Northern
White Cedar Poles
Pole producers have published a cut
on Northern White cedar poles, effective
Dec. 1, which makes a difference in de-
livered cost of from 5 to 10 per cent, ac-
cording to size. The decrease was made
in order to bring prices on the Northern
poles into line with those on Western
poles, which had been reduced during
the early part of November: Prices on
Northern white cedar poles, f.o.b. New
York, are as follows: 40-ft., 8-in.,
$16.50; 40-ft., 7-in., $14.35; 35-ft., 8-in.,
$14.10; 35-ft., 7-in., $11.85; 30-ft., 7-in.,
$8.55; 30-ft., 6-in., $6.80; 25-ft., 7-in.,
$6.80; 25-ft., 6-in., $5.05. There has
been an increase of 10 to 15 cents per
pole on Western red cedars within the
last few days to take care of changing
through freight rates.
Demand for the Northern white cedar
pole in the East is normally small. The
main supply goes to the Middle West.
Stocks are good and immediate deliv-
eries can be made. Cross-arm quota-
tions have been reduced several times in
the last few months, and producers
state that prices are now as low as pos-
sible. Some hope has been placed in
a reduction of freight rates, but even
if these were down to 1913 levels it
would make only about 10 per cent dif-
ference in delivered prices.
Substantial Reduction in Line
Hardware Prices
Reductions on line hardware of all
sorts have been announced. New net
prices quoted by a representative manu-
facturer include suspension-insulator
fittings, pierce-forged steel pins for
wood and steel arms, cross-arm saddles,
centering washers, pole-top bracket,
steel pins, clamp pins and clamps, wood-
top pins, ridge irons, angle and stand-
ard cross-arm braces, through, machine,
spacing and eye bolts, washers, strain
plates, anchor of guyrods, pole steps,
tumbuckles and tools. The average re-
duction is approximately 10 per cent
and IS the second since July 1, the other
having been made Sept. 1.
Manufacturers state that the drop
was put into effect in an effort to stimu-
late the market for line material and
that some increase in demand has been
noted. Many central stations are well
stocked against seasonal requirements,
as was the case with the utilities in
eastern Massachusetts that made re-
pairs out of stocks to lines damaged in
last week's sleet storm there. A heavy
call for this material recently came
from the Pacific Northwest, where a
blizzard had done considerable damage.
New Electric Railway in Spain
Early construction is proposed of an
electric railway in Spain, to carry both
passengers and freight and to operate
between Corunna, Santiago, and Car-
ballo— a distance of about 40 miles.
Freimmary plans are now being
worked out and a company with ade-
quate capital will be organized to
finance the construction, which will
include the building of five tunnels.
At present the only means of passenger
transportation between these points is
by motor bus, requiring four hours for
the journey; freight traffic is handled
by motor trucks. Extensions are also
planned for the local electric street
railway system in Corunna.
Copper Prices Slightly Stronger
Domestic business in copper has re-
mained the same as for the last few
weeks, but with a decline in exchange
foreign business has decreased con-
siderably. Prices are getting firmer in
the domestic trade. Domestic inquiry
is from both wire-drawers and brass
founders, with the buying by larger
rather than smaller companies. While
some inquiry and purchases are still
for prompt shipments, most of the in-
quiry is for the first quarter, some be-
ing for April metal. Much of the pres-
ent inguiry is from large consumers.
The highest price reported so far has
been 14 cents for January and Febru-
ary deliveries. A little December cop-
per is understood to have brought 13J
cents delivered, while a January sale in
New York has been made at 131 cents.
December shipments of copper are
expected to be quite large as much of
the metal sold in September and Octo-
ber and some of the November business
was for shipment before the end of the
year. December sales, it is thought,
will be doing well if total reaches that
for September, when approximately
100,000,000 lb. was sold for foreign
and domestic shipment.
Developments at Washington seem to
account for the improvement in ex-
change and the increased buying of
copper.
' miniFiiiii iini
I'll' ""I'
Rolling Stock
Indianapolis (Ind.) Street Railway should
purcha.^ie twenty-five cars for city opera-
tion, according to a statement made to the
board of directors by President R. I, Todd.
San Francisco, Cal. — The board of public
works has requested the -supervisors to
adopt an ordinance .luthorizing the pur-
chase of twenty cars for the municipal
railway system. The need for these cars
which are estimated to cost between $300.-
nno and $350,000. has been shown by Citv
Engineer M. M. O'Shaughnessy.
IIIIIMIlmilllllllll1llllllll"lluimilllniiiiiiiiiihlnl l mi uimrTTmr
Track and Roadway
Indianapolis (Ind.) Street Railway has
been ordered by the Board of Public Works
to lower car tracks on Kentucky Avenue
at the intersection of Harding Street to
conform to the street grade, and to pave
between tracks at this point. The com-
pany was ordered also to pave between
tracks on Oliver Avenue at the intersection
of Harding Street. WTien these two streets
are repaired they will present a thorough-
fare on Kentucky Avenue from Washington
Street to Troy Avenue.
Shore liine Electric Railway Norwich.
Tonn., is building a short section of track
between the end of what was formerly
known as the Groton & Stonington Street
Railway and a connection with the tracks
of The Connecticut Company in Main Street.
New London. This now trackage repre-
sents about 1} miles, including the bridge
which, as soon as the Crystal Avenue bridge
in New London is completed next spring,
will enable the receivers to operate from
\Ve.sterly into New London. This construc-
tion is made in the name of The Groton &
Stonington Traction Company, a newly
chartered and incorporated company, wholly
owned by the receivership estate.
Aichi Electric Railwa.r. Naeoya, Japan,
has been granted construction rights for an
extension of its line to Okazaki. Negotia-
tions for right of way have commenced,
and it is expected that actual construction
work will begin very shortly. This same
company has applied for permission to con-
struct two other lines, one of more than
10 miles branching from Ota on the pres-
ent Tokoname line to Handa. and another
3 miles long from Tokoname to Handa via
Narawa. Official sanction has been given
for the construction of the railway between
Oi and Tsukechi, in Gifu Prefecture. A
company has been organized with a capi-
tal of 2,000.000 yen ($997,000) to carry
out the construction and operation of this
line, and 50 per cent of its stock has been
taken by the Daido Electric Power Com-
pany.
lililillniiiTriiLiii]miiii[iiiiiiniiiiiiiiiniiiiiiiiiiimri"iiiiiiii j iniiiLimu^yj
Power Houses, Shops
and Buildings
Philadelphia, Pa. — Sealed proposals for
electrical equipment for the substations on
Cumberland Street, for the Frankford Ele-
vated Railway will be received at the
Director's office. Department of City Tran-
sit, until noon Dec. 20.
Chattanooga Railway & Ught Company,
Chattanooga, Tenn.. on account of the in-
cessant growth of demands for electric
current in the Chattanooga territory, is
planning to provide additional jKiwer equip-
ment. For some months preparations for
the installation of this equipment have
gone forward and the work is now prac-
tically completed. In the substation at
Carter Street the transforming- equipment
has been increased in capacity more than
50 per cent The original equipment was
placed in this station in 1914, and after a
lapse of seven years it has proved to be
inadequate.
Cumberland County Power & I^ight Com-
pany, Portland, Me., is again considering
the construction of a steam power plant
as an auxiliar.v to its hydraulic power
supply. The proposition has been under dis-
cussion at various times during the past
ten or fifteen years. Tentative plans call
for the installation of two turbo-generators
of 5.000 kw. capacity each. Steam will be
generated in oil-fired boilers. The con-
struction of the proposed station would re-
sult in the abandonment of the Forest
Avenue plant, while the Plum Street plant
would be utilized as the distributing center.
It is estimated that the plant would cost
about $1,000,000.
Trade Notes
Seattle, (Wash.) Municipal Railways.
through the Board of Public Works, recently
awarded a contract to Allis-Chalmers Com-
pany for furnishing 116 air compressors,
at a cost of $30,207, f.o.b. Georgetown
shops. This was tl\.e lowest of three bids
submitted. Contract for furnishing 300
33-in. rolled steel wheels for the railway
department was let to Cambria Steel Com-
pany, on a bid of $10,575.
The 1.. Robinson Corporation 8-10 Bridge
Street, New York, N, Y.. is the name of an
organization recently formed by L. Robin-
son, as electrical insulation specialists.
The main laboratories of the company
will also be located in New York, while the
manufacturing facilities will be in Newark.
N. J. and St. Louis, Mo. The corporation
will have trade aflSliations in Canada.
L. Robinson, who has had long experience
in the development and marketnig of in-
sulating materials, was in charge of the
insulating department of the Standard
Varnish Works, New York, Chicago and
Toronto, for about fifteen years. Previous
to entering the service of the Standard
A'arnish Works he held many positions in
the operating field of electric railways in
Canada. France and the United States. As-
sociated with L. Robinson in his new com-
pany is W. D. Crumpton as vice-president
and treasurer, who for many years was
connected with the bureau of purchases of
the W'estinghouse Electric & Manufacturing
Company. East Pitt.sburgh. Pa., and after-
ward for fourteen years was purchasing
agent and storekeeper of the British West-
inghouse Electric & Manufacturing Com-
pany, Ltd., Manchester, England.
December 17, 1921
Electric Railway Journal
19
Power
Capacity
—Speed—
These three — power, capacity, speed!
They are essential qualities which must
all be present to make a completely
reliable, satisfactory and safe hand brake.
PEACOCK STAFFLESS BRAKES
have held for many years, and still hold the leadership in
the hand brake field because they are built on this funda-
mental principle.
Some other brakes may be powerful also, some may be very
fast, some indeed may even have both these qualities. But
Peacock Staffless Brakes in addition have an almost unlim-
ited chain-winding capacity, without which no brake can
have claimed for it absolute reliability under all conditions.
r
In Every Peacock Brake !
Every Peacock Brake is designed to develop
maximum power, in minimum time, and
to be able to wind up all the chain, without
jamming, no matter what condition of
slack may have developed. And no matter
what type or size of car you have in mind,
there is a type of Peacock Brake to suit it.
NATIONAL BRAKE COMPANY, INC.
Ellicott Square
Buffalo, N. Y.
20
r EliECTBIC KaILWAY JOUBN
AL
December 17, 1921
^ ^fvgiiveef^
lis BROADWAY, NEW YORK
Detailed Examinations by Experts
BliPOKTS FOB FINANCINO C0VKBIN8
ValaatloD TnmoTer
Ooita Bceerrea Sklas
UTILITIES INDUSTRIALS SHIPPING
THE J. G. WHITE
ENGINEERING CORPORATION
Engineers — Constructors
Industrial Plants, Buildings, Steam Power Plants, Water
Powers. Gas Plants, Steam and Electric Railroads,
Transmission Systems
43 Exchange Place, New York
STONE & WEBSTER
Incorporatad
EXAMINATIONS
VALUATIONS
REPORTS
ON
INDUSTRIAL AND PUBLIC SERVICE PROPERTIES
NEW YORK
BOSTON
CHICAGO
John a. Beeler
OPERATING. TRAFFIC AND RATE INVESTIGATIONS
SCHEDULES— CONSTRUCTION— VALUATIONS
OPERATION— MANAGEMENT
52 VANDERBILT AVE., NEW YORK
SANDERSON & PORTER
ENGINEERS
REPORTS, DESIGNS, CONSTRUCTION, MANAGEMENT
HYDRO'ELECTRIC DEVELOPMENTS
RAILWAY, LIGHT and POWER PROPERTIES
CHICAGO NEW YORK SAN FRANCISCO
ENGELHARDT W. HOLST
Conmlting Engineer
Apprmitals, Reports, Rates, Serrice InTestiKation,
Studies on Financial and Physical Rehabilitation
Reorganization, Operation, Management
683 Atlantic Ave., Boston, Mass.
T™ Arnold Company
ENGINEERS— CONSTRUCTORS
ELECTRICAL— CIVIL— MECHANICAL
105 South La Sail* StrMt
CHICAGO
WALTER JACKSON
ConMultant
FARES, BUSES, MOTOR TRUCKS
More revenue from more riders
143 Crary Ave., Mt. Vernon, N. Y.
ALBERT S. RICHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER. MASSACHUSETTS
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Traffic and Reorganization
Investigations
Fort Wayne, Indiana
Parsons, Klapp, Brinckerhoff & Douglas
WM. BARCLAY PABSONS
BUOENE KXAPP
H. M. BRINCKERHeFF
W. J. DOUGLAS
Engineers — Constructors — Managers
Hydro-electric Railway Li^t and Industrial Plants
Appraisals and Reports
CLKVXLANIt
743 Hanna BUx.
NKW YORK
84 PiDc St.
L.E.GOUI^D
Consultant ancL Specialist
Energy Measurement
For Electric Railways
Investigsttions • Tests • Recommendations
Old. Colony BIdg. Chicago
C. E. SMITH & CO.
Consulting Engineer*
2065-75 Railway Exchange BIdg., St Louis, Mo.
CUcato Kansas City
Investications, Appraisals, Expert Testimony, Bridge
•ad Structural Work, Electrification, Grade Crossing
Elimination, Foundations, Power Plants
E.W. CLARK & CO. MANAGEMENT CORPORATION
Engineers
Unit Power Plants insure low power costs
Huntington Bank Bldg., Columbus, Ohio
HEMPHILL & WELLS
CONSULTING ENGINEERS
Guriatt F. Wells John F. Laynt Albert W. Hemphill
APPRAISALS
INVESTIGATIONS COVERING
Reorganization Management Operation Construction
43 Cedar Street. New York City
ENGEL & HEVENOR
Incorporated
TRACK
Engineer* ConMtructors — Maintenance
AppnuMols—Valaation— Rehabilitation
Steam and Electric Railroads
Estimates
220 BROADWAY. NEW YORK
December 17, 1921
Electric Railway Journal
21
Griffin Wheel
Company
McCormick Building
Chicago, 111.
GRIFFIN F. G. S. WHEELS
For Street and Interurban Railways
All of our plants have adequate facilities for fitting wheels to axles
Chicago
Detroit
Denver
FOUNDRIES:
Boston
Kansas City
Council Bluffs
St. Paul
Los Angeles
Tacoma
New York
Byllesby
Engineering & Management
Corporation
208 S. La Salle Street, Chicago
Tacoma
KELLY, COOKE & COMPANY
Engineers
149 BROADWAY
NEW YORK
424 CHESTNUT STREET
PHILADELPHIA
SANGSTER & MATTHEWS
Consulting Accountants
Valaatlon and Bate Speeialiita
Depreciation Consolidatlona Bate Schedulea
Beports to Bankera
25 Broadway, NEW YORK
134 South LaSalle Street, CHICAGO
The Most Successful Men in the Electric Railway In-
dustry read the
ELECTRIC RAILWAY JOURNAL
Every Week
DAY&ZIMMERMANRInc.
'D£si£n, Construction
"Rfboris, Valuations, "Management
NEW YORK PHILADELPHIA Chicago
A. L. DRUM & COMPANY
CONSULTING AND CONSTRUCTING ENGINEERS
VALUATIONS AND FINANCIAL REPORTS
CONSTRUCTION AND MANAGEMENT OF ELECTRIC
RAILWAYS
76 West Monroe St. CHICAGO, ILL.
JAMES E. ALLISON & GO.
Consulting Engineers
Specializing in Utility Rate Cases and
Reports to Bankers and Investors
1017 Olive St., St. Louis, Mo.
THE P. EDWARD WISH SERVICE
BO Church St. DETECTIVES >31 Sute St.
NEW YORK StTft Railway Inspection BOSTON
WheD writins the advertiser for information or
prices, • mention of the Elactrie Railwajr
Journal would be appreciated.
22
Electric Railway Journal
December 17, 1921
SSS^^^^^I^^^SUl^'^^
^©S[r'gg^HSgS^g^S^gHg^^
A group of Thermit Welded Motor Cases ready for service.
Thermit Weld Your Broken Motor Cases
The only method for this class of reclamation work which can be
depended on to give a reliable repair which will stand up in service.
According to a recent report from the Toledo shops, about 100
Thermit welds had been made with the most satisfactory results on
motor cases and truck frames. They state :
"There has been a remarkable saving made, for a casting
can be welded for a fraction of the cost of a new one, is
stronger than it was in the first place and only keeps the
car out of service for a few hours."
Pittsburgh, Brooklyn and a number of other electric railway systems
are also making substantial savings by this reliable repair method.
Let us send you an experienced Thermit welder to in-
struct your men in carrying out this work themselves.
Now is the time for saving. Start at once.
Metal & Thermit Corporation
120 Broadway, New York
PITTSBURGH
CHICAGO
BOSTON
S. SAN FRANCISCO
TORONTO
December 17, 1921
Electric Railway Journal
23
t
t
t
g
g
t
e
g
g
g
e
^
f^
t
1 i\" \ilws showing Atlanta b 1 htiiiu'- ' Lldiii^ plattorm for constructing lrot;s
"The average life of frogs and switches, under fairly
heavy traffic, is about live years, and as the pavement
is broken up from the constant pounding before it be-
comes necessary to renew the pieces, it is well to have
the pavement of a type easily removed and when removed
fit to use again."
In view of such low average life, as recently stated above by a well known
Engineer Maintenance of Way, street railways require a type of frog which is:
1 — Low in first cost
2 — Durable, yet
3 — Which can be easily repaired when worn
THERMIT SHOP-BUILT
SPECIAL WORK
more than fulfills all these requirements.
Its first cost is only a fraction of
that of manganese center frogs and
only a very small fraction of that of
solid manganese frogs.
Its durabihty has been proved be-
>ond question by the exceedingly sat-
isfactory service it has given under all
kinds of traffic conditions for periods,
in some cases, lasting over six years.
The fact that Thermit special
work can be easily repaired in place,
when the joints become damaged, by
the addition of metal by means of the
electric welder, gives it an advantage
not possessed by manganese special
work, which cannot be built up in
this manner.
•e-
-^
Let us send you a Thermit outfit at once and let our experienced
track engineers instruct your men in constructing a Thermit cross-
ing by using simply the rail which you have on hand, your own
track labor and the Thermit outfit and materials.
Send for our
latest Rail Welding Pamphlet 3932.
Metal & Thermit Corporation
120 Broadway, New York
PITTSBURGH CHICAGO BOSTON S. SAN FRANCISCO TORONTO
m
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t
^
g
^
24
Electric Railway Journal
December 17, 1921
Keeping Cars
on the move is
often merely a
matter of choos-
ing a dependable
motor fuse — Noark
Through
ASBESTOS
and its allied products
Electrical Materials
Brake Linings
Insulations
Roofings
Packings
Cemenw
"Noark" renewable and non-re-
newable cartridge enclosed fuses,
in all standard capacities, are
approve by U nderwriters'
Haooratories, Inc., under the label
service.
JOHNS-MANVILLE
Incorporated
Madison Ave., at 41st St., New York City
Branches in 60 Large Cities
For Canada:
CANADIAN JOHNS-MANVILLE CO., Ltd.
Toronto
Prevention
Products
ohns-^Manville
ELECTRICAL MATERL\LS
December 17, 1921
Electric Railway Journal
25
Some Plain Talk On Service
Scene: In the General Manager's Office
\A contract for supplies is up ]or signature]
Purchasing Agent: "Prices are all right."
Engineering Executive: "Products are all right."
General Manager : "How about their service?"
Now, what does he mean?
We might state it in abstract terms, but we'll do better than that. We'll state it
concretely — from the Texaco standpoint.
Here, then, is Texaco Lubricating Service
Preliniinar V * i^«f<"^« applying xexaco
•^ ' Lubricants to your road,
careful inspection of your equipment enables
us to furnish the right lubricant in the right
amount for any purpose.
QiIqI j-f-y • With a wide range of crudes to
^^ ^ ' select from and the most modern
refinery equipment and methods The Texas
Company is in an enviable position and can
and does make the most suitable lubricants
for any purpose.
Pfif»f»* * ^^^ "value received" from Texaco
XlH.,ca. Lubricants MUST be high— Witness
the phenomenal growth of our business.
If everything else were to DgliVCryi*
equal Texaco standards, there __
would still be this one determining factor —
Delivery.
and there's where Texaco Service
shines.
The Texas Company has distributing and
delivery facilities adequate to meet even
emergency conditions. The Texas Company
has warehouses dotting the map; tant cars
on all railroads, and its own motor trans-
portation system radiating practically every-
where.
We can ship instantly— train load or a five
gallon can.
Texaco customers are seldom, if ever, disappointed in de-
liveries— NEVER in the quality of Texaco Lubricants and
Texaco Service.
THERE IS A TEXACO LUBRICANT FOR EVERY PURPOSE.
^
^X
UUV
THE TEXAS COMPANY
DEPTR-J' 17 BATTERY PL\CE -NEW YORK CITY
HOUSTON * CHICAGO - NEW YORK
OFFICES IN PRINCIPAL CITIES
26
EiiBCTRic Railway Journal
December 17, 1921
The
Ohmer System
The Ohmer System of Fare Accounting
provides the conductor with means for
performing his duty in a business-like
manner.
It places just the right amount of re-
sponsibility upon him and holds him
accountable for results. It appeals to
his sense of fairness. It creates in him
a spirit of loyalty and a desire to serve
his employers and the public to the best
of his ability.
Being in constant touch with the public,
your conductor is a most influential
factor in moulding public opinion favor-
able to your business.
Ohmer Fare Register Company
Dayton, Ohio, U. S. A.
December 17, 1921
Electric Railway Journal
27
Slack Adjusters or Notf
iiiiUMiiniiiiiiiiiiiiiiiiiiiiiiiiiiiumiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiM
BOYERIZED
Brake Rigging
in either case
Reduces the Cause of Slack to a Minimum
Some experts believe in regulating slack
in brakes by means of automatic adjust-
ing devices, others disapprove them. But
anybody, expert or not, can tell you that
it's best of all to eliminate as far as pos-
sible the principle cause of slack — wear
in the moving parts.
Boyerized pins, bushings, levers, and
brake heads are made of a specially-proc-
essed manganese steel which renders them
extremely resistant to the grinding wear
of railway service. Dust and grit get into
every bearing. It's impossible to keep
them out. With ordinary untreated steel
surfaces, they soon cause wear which
results in loosening up the entire rigging.
Boyerized equipment will last four times
as long and the slightly increased initial
cost repays itself many times over.
The increased security alone is worth the
entire cost of fitting up the vital spots in
brake rigging with Boyerized materials.
JVhere There'' s Wear — Boyerize
t
Boyerized Brake Lever Pins and Bushings
Boyerized Wearing Plates between the
Pedestal Straps and the Journal Box
Boyerized Brake Hangers
Boyerized Wearing Plates between the
Bolster and Bolster Carrier
Bemis Car Truck Company
Electric Railway Supplies
Springfield, Mass.
RBa-BESENTATIVBS :
D. Ii. Beaulieu, P. O. Box 3004, Boston. ITass F. F. Bodler 003 Monadnock Bldjr., San Francisco. Cal.
J. H. Denton. 1328 Broadway. New York City. N. Y. W F McKenncy. 54 First Street. Portland, Oregon.
A. W. Arlin. 773 Pacific Electric Bldgr.. Los Angelea. Cal.
28
Electric Railway Journal
December 17, 1921
"STANDARD"
steel Tirra
Steel Tired WheeU
Solid Boiled Steel Wheels
O. H. Steel and Malleable Iron Castings
Solid Forced Gear Blanks
Steel Forginss Iron Forgings
Forged and Rolled Steel
Pipe Flanges
Ring Dies
Rings
Roll Shells Steel Springs
In Chicago
and Outsidef
On the long, fast elevated passenger trains, and
the heavy electric switching locomotives of the
Northwestern Elevated Railroad of Chicago,
they use reliable, long-wearing "Standard" Rolled
Steel Wheels. And then too, on that high-speed
interurban line, — the Chicago & Milwaukee
Electric Railway — now famous for superlative
service, speed and safety they also use them.
BRAND
"The 'Standard' Brand on
your material is an assurance
of eventual economy."
BRAND
Standard Steel Works Company
500 North Broad St., Philadelphia, Pa.
CHICAGO
ST. LOUIS
HAVANA, CUBA
ST. PAUL
RICHMOND
SAN FRANCISCO
NEW YORK
HOUSTON
PORTLAND. ORE.
MEXICO, CITY
BOSTON. MASS.
PITTSBURGH, PA.
December 17, 1921
Electric Railway Journal
29
"ALL-HEART"
"TIDEWATER"
CYPRESS
"THE WOOD ETERNAL*
because of its being so nearly rot-proof,
insures a long service -life when used
FOR CROSSJRMS, TIES,
TRUNKING, CAPPINGy
FENCING
and other railroad requirements, as a
number of the officials of the biggest
railways in the country have proved to
their entire satisfaction.
"ALL-HEART" CYPRESS
SAFES LABOR COSTS FOR
RENEWALS and
REPLACEMENTS
— items which sometimes exceed the
first cost of the material itself — so, for
true economy^ sake,
USE ''ALL-HEART"
"TIDEWATER"
CYPVLESS
"THE WOOD ETERNAL*
Look for the Cypress^^^^^^on the ends of every
trade-mark "Arrow''^vjNi/T\,i,oard,andon bundles.
It is a guarantee of proper grading at the
mill in accordance with the scrupulously
high standards set by this Association for
the protection of its members and their
customers.
May we submit data to prove to you the
importance — and economy — of select-
ing All-Heart Cypress for the railroad
uses above mentioned?
Please address us at office nearest you.
SOUTHERN CYPRESS MFRS/ ASSN
1265 Poydrat Building, New Orleans, La., or
1265 Graham Building, Jacksonville, Fla. 9Si
Bates One-piece Poles Are Artistic
Perhaps Art is a secondary consideration when you
plan your pole line construction, but it cannot be dis-
regarded— especially when these poles are to be installed
in exclusive residential districts or on your business
blocks.
The combination of great utility and art with the low-
est first cost makes the Bates Poles desirable for all types
of pole line construction.
Onr New 1031 TREATISE AND HANDBOOK tmi np«n r«qae«t.
InI iIF . '^. TW /> »•>* ^"»»" ^ San* ■•«•*
mates ||[xiganaeg2J||<ee,i ||ru88(gr Chicago, nxuron
30
Electric Railway Journal
December 17. 1921
From trolley wheel down
BAYONET
Wheels
of fresh pure metals only. Cast and turned to finest
accuracy and balance. Longest life assured.
Harps
Quick detachable — only 10 seconds to make the change.
TTieir fine construction makes these harps real money-
savers.
Bases
with the one-minute pole clamp. A complete change
in less than 60 seconds. Worth something under
present conditions in car shops, isn't it?
They provide the maximum freedom of motion and
the correct pressure at any angle of pole. Long ex-
tension springs, self-lubricated bushings and roller
bearing swivel. Note construction details in the
illustration below.
From roof to wire — one high class
standard.
Bayonet Trolley Harp Co.
Springfield, Ohio
For Long Spans
and Heavy Loads
In the railroad shop where heavy duty is para-
mount the right crane is essential.
NILES CRANES
For years have proven their ability to stand up
under all conditions of service.
Where the building construction is such that the
standard design will not be practical we can de-
sign and build a crane to fit the job.
Accessible bearings are thoroughly oiled, thus
reducing wear to a minimum and assuring long
life. Cables are prevented from twisting, which
eliminates undue strain and stresses.
All of these points and many more make jxis-
sible the low maintenance cost of Niles Cranes.
Standard size up to 250 Tons and Larger.
Variations in design to suit conditions
on consultation With our Engineers.
Niles-Bement-Pond Co.
Ill Broadway, New York
December 17, 1921
Electric Railway Journal
!31
White's Porcelain Strain Insulators
Standard Package
/Fe are now packing our insulators in cartons
No mussy sawdust
No breaking
Easily counted
Easier handled and stocked
Try some of our in-
sulators. They all
have a very uniform
brown glaze, a very
distinctive color, no 4^
black spots or dis- ,
coloration. g
T. C. White Electrical Supply Company
1122 Pine Street, St. Louis, Mo.
Standard Carton
/My)
82
Electric Railway Journal
December 17, 1921
HiiiiiiiiiiiiiiiiiiiiiMMiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiMiiiiiiiiiiiniiiiiiiiitiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuniiiiiniiiiu
I
s
S
Brake 'Rigging Continuously Taut with
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* ' '^tiij—jj—
-^y-PushRodHma
GOULD I
Slack I
Adjuster |
specified by United Rail-
•ways & Electric Co., of
Baltimore, for latest safely
Ad/usfiryRtXtS
Details of the Gould Type Slack Adjuster as applied to ao Electric Car Truck
How often you notice a motorman running with brakes
partially set up, due to over-anxiety to be sure that all
the slack is out of rigging. The waste of power and
wear on bralce shoes in such cases is appalling.
stalling Gould Automatic Slack Adjusters, which keep
the brakes always ready for instant response to the
operator's effort. Incidentally you will save materially on
shop expense, which occurs from the necessity of frequent
manual adjustments of brake rigging when it is not
taken care of by Gould automatic adjusters.
= Remove the incentive to run with brakes set up, by in-
S Write today for further information S
I GOULD COUPLER COMPANY |
i 30 Eait 42nd St., New York City Works: Depew, N. Y. The Rookery, Chicago, Ul. =
T^UIIIilllllllllMIIIIMIIIIIIIIIIIIIIHIIIIIIIIIIIItlllllllllllllllilllilllllilllillllllllllllllllllHIIIIIIIIIIIIIUIIIIIillilllllllllllllllll^
Eureka Equipment!
Eureka Equipment will help to keep down
maintenance costs because it is correctly
designed and carefully manufactured
from our own special alloys.
We can now make prompt shipments on
Commutators
Trolley Wheel*
Trolley Ears
Brush Holders
Sleet Trolley Wheels
Line Material
Controller Fingers
Bearings
Write for catalog
The Eureka Company
Northeast, Pennsylvania
120 Broadway, New York
December 17, 1921
Electric Kailway Journal
33
One-Piece Seamless Steel Gear Cases
CHILLINGWORTH
CXI' .
Built for Service
Chillingworth Gear Cases — deep-drawn from
finest open hearth steel sheet — are 40%
lighter than malleable iron. They are far
more durable, due to the fact that they will
not break under vibration or shock. Being
seamless there are no welds or rivets around
the periphery to loosen. Especially reinforced
brackets used for suspension.
CHILLINGWORTH
Manufacturing Company
JERSEY CITY. N. J.
Representatives:
Chicago: H. F. Keegan & Co.
Pittsfanrgh: Union Electric Co.
New Orleans: P. W. Wood
Canada: Railway Power & Eng. Corp., Ltd.
London, Eng.: Scholey & Co.. Ltd.
itiiiiiiiiiuiiiiuiliuiiiiiiiiiiiiinriiiMiuiiiuiiiiiiiiiiiiuiinMiniMtriinrMMiiiiiiiiniMiiMniinMniiiiiiiimMiiiiiiiiiiniiiMinriiniiniiuiiilMiiiiinlinriluiiliiiillMllltllllMinuillililiiiiniliiiliiliilltlllillllln
"St. Louis Trackless-TroUicar"
Driven by two standard safety car motors
Built and developed in
accordance with car
building practice for
street railway {proper-
ties.
ST. LOUIS CAR COMPANY, St. Louis, Mo.
'The Birthplace of the Safety Car'
HIHHUUIIIIIIIIIIIIIIHlllllllMllinilltlllllllllll
limilllllllllHIIffllHIIIIIIII
34
Electric Railway Journal
December 17, 1921
A practical book
on armature winding
It made good
at once
Armature Winding
AND
Motor Repair
By D. H. BRAYMER
500 pages, 6x9, illustrated, $3.00 net, postpaid.
This is a compilation of practical methods that are used by
repairmen and armature winders — it is not a theoretical
discussion of armature winding design. The book is made
up entirely of common-sense data on actual armature wind-
ing and motor reconnecting. In selecting the material a
special effort has been made to include as far as possible
details of those methods which have been found by actual
experience to represent best practice in a repair shop of
average size.
When called upon to locate trouble in motors and generators,
electricians and repairmen whose experience in this kind of work
has been limited often find themselves wonderingr just what to do
first. It is from just this viewpoint that the information on wind-
ing procedure and the hunting and correcting of troubles has been
presented. That is, instead of discussing the fundamentals involved
in any method of working out a repair problem, the actual problem
or job as the case may be is discussed from the "how-to-do-it"
standpoint. Then for each individual oi>eration or procedure the
applications of fundamental laws and rules are worked out.
See it for 10 days FREE
you must see the book to realize how useful it can be. We will
send it for 10 days' FREE examination If you will fill out and
mail the coupon. There is no obligation to purchase the book.
FREE EXAMINATION COUPO
McGraw-Hill Book Co., Inc.,
370 Seventh Avenue, New York, N. Y.
ITou may send me on 10 days' approval Braymer's .-Vrmatnre Wind-
ing and Motor Repair, $3.00 net, postpaid. I agree to pay for the
book or return it postpaid within 10 days of receipt.
Regular subscriber to the Electric Railway JoTimal?
Member of A.I E.E.?
Signed
Address
Name of Company
Official Position . . ,
ll^iiiiiiiiiiii iiiiiiiiiHiiiuiiMittiiiiiiiiniiiiiiiiniiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiii'^
I Khow Luckree I
(Books sent on approval to retail cust<».iier:»
Canada only.)
the V. S. and
E 12-17-21
The delinquent slave or servant in Persia is made to kho:r
luckree, or 'eat stick' as the saying goes. It is a painful form
of punishment, being the Persian version of the bastinado.
The rods are pickled in water and the beating is applied to
the soles of the feet.
As Mr. Dooley might say, "Shure and it's a hiliva way of
ghettin a idy into a man's head awhalin him on his fhatel"
We distinctly disapprove of any such method for getting
across the idea of Troubleproof Brush Service to the
operators of the country, but if they only knew it — they're
'eating stick' every day they do without Morganite Brush
Servicei
Chattering brushes, pitted commutators, worry and
Sunday work are all unnecessary.
Invite a Morganite engineer in and let him demonstrate!
Main Office -and Factory:
519 West 38th Street, New York
DISTRICT ENGINEERS AND AGENTS:
S Electric Power Equipment Corp..
= nth and Wood Sts.. Pbila-
^ delphia.
= Electrical Engineering & Mfg.
S Co., 909 Penn Ave.. Pitls-
= bilrgti.
= R. W. Llllle Corporation.
= 176 Federal Street. Boston.
= Mass.
= W. R, Heodey Co,, Hoge Bldg.,
= Seattle.
ft^OfJ
Herzog Electric & Engineering =
fo., 150 Steuart St.. San =
Francisco. S
Special .Service Sales Company. =
502 Delta Bldg.. Los Ange- =
les. Califomla. s
Hallway & Power Engineering S
Corporation. Ltd., 131 East- 5
em Ave.. Toronto. Ontario, S
Ca!;.lda. =
.liiiiHHHiiiiiiimiiiiiniiiiiiiiiiiiiiiiiijiiiiiiiiMniiMniiiiniiniiNniinuiuniiiinniiiiiiiiniHHitniiniiiiiiuuniiiHuuHih:^
December 17, 1921
Electric Railway Jouenal
35
^iiiiiiiiiliiiiiiiiiiiiiiiiiiiuiiiMiiiiiiiiiiiiHiiiitiiiiniiiiiiiiimiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiniiiiiiiiMiiimiiiiuiimiiiiiiiiiiHi^ !!>"iiH<iiHmiti)nniiiiiiiiniiiiiiiiiiiiimimiMiiiiimimiiiiuimiMiiiiMiiiiiiiiiiiiiimimimiiimiuiimiiiH^^ !
I TRUCK WITH TOWER IN RUNNING POSITION |
I This 3-Section |
I TRENTON TOWER |
I is not only more convenient, but stronger than the |
I older type. |
I The top section is reinforced by the intermediate I
I section. The 3-section design makes it possible to |
I raise the platform 16 inches higher and drop it 12 |
I inches lower than can be done with the old-style I
I 2-section tower. |
I We'll gladly send you details. |
I J. R. McCARDELL CO. |
I Trenton, New Jersey, U. S. A. I
TiiiiiiiiiJiiiiiiiiiiiiijiiiiiiiiiiiifiijiiiiiiMiiiiniiiiiiiiiiijjriiJiriJiiiiiiiiJiiiiiiiiiiiriiiiiiiiiiuiiniiiirijriiiJiiiiiiiiiiiiiiriiiiiiiiriiijiiiiiiiiiiin
HiiiiuiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiriii mil mil ii m iiiimiimii'.
I Peirce Forged Steel Pins |
I with Drawn Separable Thimbles f
I Your best insurance against insulator breakage i
I Hubbard & Company I
I PITTSBURGH, PA. |
'-illlllllMIIIIIIIIIIIIMIIIMIMIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIMIIIIIIIIIIIinililillllllTIMIinillllllllllllllllllllllllllinillMIIMIIIIIIIIIIIIIIIIIIIII^
2»iniiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiMiiMiiiiiiiiiiiiiMiiiiiiniiiiiiiiiiiiiiiiiuiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiMiiiiiiniiiiiiiiiiiiMiiiiiiii''
Drip Points for
Added Efficiency
They prevent creeping moisture and quickly drain the petti-
coat in wet weatlier, l^eeping: the inner area dry.
The Above Insulator — No. 72 — Voltages — Test — Dry 64.000.
Wet 31,400. Line 10,000.
Our engineers are always ready to help you on your rlasa
insulator problem. Write for catalog.
Hemingray Glass Company
Muncie, Ind.
Est. 1848 Inc. 1870
iiimiiiiiiiiiiliimiii)
RDEBLIND
Electrical i
Wires I
and I
Cable* I
I JOHN A. ROEBLING'S SONS CO., Trenton, N. J. |
?">'" iiiiiitiiiiiiiiiinmimMitiiii iiii>iiii>iii> iimiiimiiiiiimiimiiiiiiiii iiiiimiiiiiimiiiiiniiiniiiiii riiiil
jMluuiiiuiummuuiimiiiiiiiimuiiiuiiuuuimimmuiimiiiummiiiiiiuiiiiiimimmimimiimiiiiiiiiiiiifiiiiiiiMi|iMin
CoppQr Wijre
/// W^Mshington St. Chicago
**"""""""""" '"iiiriiiriiiiiriiiniinimiiiiiiimiiniimiiiiniiiMiiiiinniiiiiiiiiiiiiiMiiiiiiiiiniiiiiiiiimiiiiiii miniiimii
jii""" Ill""" iiiiiiiiiiiiiiiii iiimiiiiim iiiiiiiiii iiiiiiiiiiiiiiiiiMiimiimiiiiiiiiiiiiiiiiMiiiu;
^ '^iliWiS, ^'kfor -NATIONAL" Bulletin No. \^ =
~iiiiiiiuiiiiiiiliiiiili>iiiMiiiii)iiiiitiiiiiiiiiiiiiiiiiiiiiriiiimiiimiiiiliiimimiiiiiiiiiiiiniiini(iiiitiiiiH)ti
SiimiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiniiitiiiiiiiiiiiniiiiiiiiiiiiiiiiuiiiiiiiiiiiiMiiiiiiiiiiiiuiiiiiiiiiu^
I Transmission Line and Special Crossing |
I Structures, Catenary Bridges I
I WRITE FOR OUR NEW DESCRIPTIVE CATALOG |
I ARCHBOLD-BRADY CO. |
I Engineers and Contractors SYRACUSE, N. Y. |
^iniiiuiuiniiiiiiiiuiiiiiiiiiiiHiiiiiiiniiiiiiiniiniiiuiiiiiiiuiiuriiiiiiiiiiiiiiiitiiiiiiiiiiiitiiiitiiiiniiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiniiiiiiiif:
^iimiimiiiiiiiinii^iiniinmiMiiiiHiiiiiimiiiiiitiiiiiniMnuniimiMiimiiMiiiiiiiiiiiiiMmiinimiitiijniMniiiiiiiiMimMH^
Chapman ^^ I
I Automatic Signals
I Charles N. Wood Co., Boston
niniiiiiiniliiiiiiiiiiiiiiiiiiiiiiiiMliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliiiiiiiiiiiMiiiiiiiiiniiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiimiiiimiiiiiiiiir
eiiiiiiimimimiiiiiimimiimiiiiii iiiiiiiiiiiiiiiiiiiiiMiiiiniiiiiniiiiiimiimiiiinrniiiiiiiiiimiiiiiiiiimiiiiiiiimiiiiiiiiiiiiiiiiii'^
NEW YORK SALES OFFICE: 30 CHURCH STREET. NEW YORK CITY
I COPPERWELD Wire— made by the Molten Welding Prttess |
I Bare — Weatherproof — Strand— TwUted Paii — Nalle i
P.iu«iiiiiiiiiiiiii iiiimmiiiiii mini iimimiiimii miiiniiiimimiiiiiiiimiimiiiiiiiiiiitiiiiiiiiiiiiiitiiiiH
M =
I i
NATIONAL
TUBULAR STEEL POLES
— Jree on request to electric traction engineers
I NATIONAL TUBE COMPANY PITTSBURGH, PA
ilinillllllllllliMHnilllllllllllllllllllllllllilllllllimilllllllllllllMIIIIIIIIIIIIIIIIIHIIIIIIIIIIIIIinilllllllliliiiiiiiflllllllllllllllllllllllllllllir ^« miimiiiiiumiin iniiiiiiiiiiiiiniiiiiii iniiiiiiiii iiiiii miimiiiiiiiiiiiuiiiiiiiimiraiiii mniiiiiiiimiw
= I
tTuituiiiimiiuiiiiiiiiiiii iiiiiiiii luiiiiiiiiiiiiuii lit iimiiiiiiiiiii i miiiiii iimiiimmimiiiiniiiimmi
U. S. Electric Contact Signals
for
Single-tKack block-cignal protection
Double-track spacinc and clearance (IcnaU
Protection at intersections with wyes
Proceed signals in street reconstruction work
United States Electric Signal Co^
West Newton, Mass.
36
Electric Railway Journal
December 17, 1921
s i
American
Rail Bonds
CROWN
UNITED STATES
TWIN TERMINAL
SOLDERED
TRIPLEX
Arc Weld and Flame Weld
Send for new
Rail Bond book
American Steel & Wire
Sewyork Company
rfMiwiiiHiiiiiHiiiiiitiiiiMiiiiMiuiiimiiiiniiiiiiiiiiiiiiuiimiiiiiiimiMMiiHiiiiiiiiMuiiiiiuiuiiiiiiimiiiiimiiiiiiH^^^
aiiiiiiiiiniiinniiiniMiiniiMiiiiiriiniiiiiHiiiiiiiiMiiiiMiiniiiiiiiiiiirniiiiiiiuiiiniiMniMiiittiriiiiiiiiuiiiiiiiiiiiiiiiiiiiiNiiiiiiuiiiiiiirj
AMELECTRIC PRODUCTS |
BARE COPPER WIRE AND CABLE |
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
Bt. D. ». Pit. oo~ PAPER INSULATED
dUvanUed Ir.n «id St«il UNDERGROUND CABLE
Wir« and Strand
i Incandaacent Lamp Cord
MAGNET WIRE
siiri(iiMiimiiiiMiHiinitiimtinriiiit»ntinniiHiiiinMirtMttiniiiinrtiniiinriiiiitnriinrMiiMiittiimMiiiiiinriiiniiiiiiiiiiiiiiiiumMi*i
SPECIAL TRACKWORK "
Of the luell-knoiun WHARTON Superior- Designs
o'/7^Constructb^
', Steel Castings Forcings GasCylinders
converter and drop. hammer seamltss
electric ano press steel
^ =
i
|WM.WHARTONjR.£.Ca,lnc..Easfoni^ |
Y (Sul,.'uli»ryofT.ylor-Wl,.rt<,nIroii&St«lCo..HighBriJCt. N J.) |
[ ORIGINATORS OF • [
[manganese steel in trackwork! I
^iHHiHUHihiiiiuiiiiiiHiiiiiiNiiiiiiiiiiiiiiuiniiniiiuiMuiiiiiiiiiiiiiMniniiiiiiiiiiiiiuiiiiiiiiiiiiiiiiitiiiiiiiittuiiiiitiiimnnuiiiitiiir:
uMiininihiJiiiiiiiiiMiiiiiiniiniiniiuMiiiMnMniiiiMiiiiuiiiniiiiiiiiiiiiiinMiiiiMiiiMiiMninniiuiiiniiitiiitiiHiiiitiimmiiiHiiiiiii^
ENRICO I
CONOMICAL I
■ FFICIENT I
RAIL BONDS {
i THE ELECTRIC RAILWAY IMPROVEMENT CO. |
I CLEVELAND, OHIO |
^.iniiiiiiiiiiiMiiiitimiiiiiii tiitiiKiiimiiiiiiiiiintiiniiiiiiiiiiniiiiiiitiiiiitiitiiiuiiinriiiriiiiiiiiiiitiiiiiriiiiitiiiiiiiiiiiiiii ittiii'
Ifiuiiiiiiiiiuiiiiiii iiujiiiiiiiiiiiiiiiuiiHiiiiii iiiimiiii uiiiiiiiiiiii iiiiiiiiii iiiiiiiim niiiiiiminniiiuuif
I ELRECO TUBULAR POLES I
cdc 'wfifle COCK
•y /
TMt CnAHrERCD JOINT
I AMERICAN ELECTRICAL WORKS
I PHILLIPSDALE, R. I. I
i BMton. in r«d>r>l: Chlwo. Ill W. Adaiu: ClnetnnaU. TtaiUoa Bids.: i
I Not TMk. Ill B'wit; Bu riuelm. Ill Hcnrd: iMtUa. lit in An. I*. |
^HNUiiiiHiiiimiiMiiutiiiiiiiiHiimiHiiiiiiiiHiutiiiiiiiimiiiiiimiiimtuiiiiiiniiiniiimiiitiiiiiiitiMiiiiiimrmmHitinwuitiKiiiiiir
aiiiiiiiiMttiiiiliiliiiiiuiilnllinilHiiliiiitiiiiiniiHiiiiiimiiiitiiiiiiiiltiiiiiiiiiiiiiiiiiiiiiiiiitiii)iMniiiiiiiiiiriiniiiHiiiiiMHiiimiiniiir>'.i §■"
I COMBINE I
I Lowest Cost Lightest Weight |
I Least Maintenance Greatest Adaptability |
I Cataloc complete with engineerins data sent on reqaeot. |
I ELECTRIC RAILWAY EQUIPMENT CO. I
I CINCINNATL OHIO I
I New York City. 30 Church Street |
liiiiiiiiiiiiiiniiiiimmmmiiiimiiiiimiinii i i iiiiiiiiiiniitiiuiiiiirmiiiiiiiiraiiiiiiiii nnnmimiiiiiiiinmiiiS
iiitiiiiinilirilltllliiiiiiiiitiiiiltiiiiMilt iiiiiiirtiiiiriinriiiiiiriiitiliiiiiiiiiiiiiiiKiiililiitiiiiiiiiitnMiiiiiiiriiniitilttniltltllH^
FLOOD CITY 1 1 ^WB dynamotors
ail Bonds and Trolley Line Specialties
Flood City Mfg. Co., Johnstown, Pa.
i i
CARBON ARC RAIL JOINT WELDING
CARBON ARC RAIL BONDING
CARBON and METALLIC ARC GENERAL WELDING
jiuiiuimiiiimiiiiiiiiiiiiiimiiiiiiiimiiimiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiimiiiiiimiimimiiiiiiiiiiitiiimiiiiiiiiiiiiiiiiHiiiiiiiiniiii;
illiiiiiiiiiniiiniiiiiiiiiiiHiiiluiiiniiiniiitiriiiiriiniiiitiiiMlliuiiiniiiiiHirilltliniiiiitiiHtllllttiiitMiiuiiMlllliliiiiiiiiiiliifliliuiiiii
AUTOMATIC SIGNALS
HighMray Crossing Bells
Headway Recorders
NACHOD SIGNAL COMPANY, INC.
LOUISVILLE, KY.
lllllimill(tllllll)ltllllllllUlltllimil|IIIIIIMHIIIIIIItllllllHHintllM(IIHIIIIIlllllllllHIIIIIIIIIIIIIIIIII)tlllllllHllllllllllltHtllllll.lmiB
I Rail Welding and Bonding Co., Cleveland, O. |
^liliiniiiiiiiiiiiiinllllriniiiiiiilillHliniiiiiiiuiii<lilii>Mii[iiiriiiiiiiirMiiiiiiiiiiiriniiiilriiiiiiiiitiiiiiiiiiiiiiiifiiiiliiiiiiiiiiiiuilllilllic
aiiitiittiiiiiiiiriiiiiiMtiiiiiiiiuiliiiriiliiiitiriiiMtiiliiiiiitrillliiiiiiHiiriiiiiiiiiiiiiHiiiiiiiiniiiiiiiiiiiiiiiiiiMiiiiiHiiiiMiiiiliiiilliiiiini)^
i AETNA INSULATION LINE MATERIAL |
= Third Rail Insulators, Trolley Bases. Harps and Wheels. Bronze and |
E Malleable Iron Frors, Crosainrs. S-^tion Insulators, Section Switches. |
Albert & J. M. Anderson MIg. Co.
28fl-g3 A Street Boston, Mass.
Established 1877
Branches — New York. 135 B'way.
I Philadelphia. 429 Real Estate Trust Bldg. Chicago. 105 So Dearborn St. f
i London. E.G. 4 38-38 Upper Thames St. |
TiitiiimitiiiiKumtiiiiMiiiitiiiMiitiiKtiiiiiiiirHiiiiiiiiiiiiiiiMHmi iiiiiMiiiiiiittiiiriiiiiiiitiiittfiiirtiiiMMMMiiiiminiiiiiiiimiiiiJn
December 17, 1921 ElectricRailwayJournal 37
iiiiiiiiiiiiiiiiimiiiiiiimiiiiiiiiiiiniiiiu iiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiii rMiiniiiiiiiiiiiiiiinimiiiw: smn n luiiiiniiiiiniiiiiiiiumiiimiiii i iiiriiiiiiiii iMiiiiiuiiiimrriiii iiin iiniiiiiuiiiuiin>:
A REAL RAIL BOND TESTER
The Vawter New Type Direct Reading
Instrument Is in a Class by Itself
Send for Bulletin if you have Rail Bonds i
THOMPSON-LEVERING COMPANY |
I Philadelphia, Pa. U. S. A. I
= Central Agent: = ■
I The i. W. Murphy Co., 108 S. LaSalle St., Chicago, 111. |
i P,ioifio Coast Agent; =
= King Knight Coiiipanj, Underwood Bldg,, San Francisco, Cal. |
^uiiiiiiiiiiiiiiiiiriiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiriiMiiiii iiuiiiiiiiiiiiiiimiiiiriiniiiiiiiiimiiiiiiiiiiiiiiiriiiiiimiiiiiiiiin
tiiiiitiiiiiiiiiiiiiiiiiiiintiiiiiiniiiitiiiiiiiiiiiiiiiiiiiiiiirtiiiiiiKiiitiiiiitMtiiiiMiiriiiiiiiiriiiiiiiitiiiiiiiiniiiMiiiiiiliiiiiriiiiiiiiiiiiiiiriiK
SPECIALISTS
in the
Design and Manufacture
of
Standard — Insulated — and
Compromise Rail Joints
AN II
Reg. U. S. Pat. Off.
ELECTRICAL INSULATION
Micanite armature and com-
mutator insulation, commu-
tator segments and rings,
plate, tubes, etc.. Empire oiled
insulating materials ; Linotape ;
Kablak; Mico; and other
products — for the electrical
insulating requirements of the
railway.
Catalogs will gladly be furnished
MICA INSULATOR COMPANY
Sole Manufacturers of Micanite
Established 1893
68 Church St., New York 542 So. Dearborn St., Chicago
Worka: Schenectady, N. Y.
8-F
FiitiiiriiiiriiiiiiiHiiiiiiiiiiriiiiiiiiitriiiniiiiMiiniiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiimiiiriiiiiiiiiiiiiiiiiiiiiniiiiuiiiiiiiiitiuiuiS
ijmiuiiiiiniiiiiniMitiiiiiiiiiiiiiimiiniiitiiimiiiniiiiiiiiiiniiiniiiiiiiiiiniiiiitiiiiiiiiiuiiniiiniiiiiiimiiniiHiiiHiiiiiiiiitiiiiiiiiiiiii
I High-Grade Track
Work
1 SWITCHES— MATES— FROGS— CROSSINGS
I COMPLETE LAYOUTS
I IMPROVED ANTI-KICK BIG-HEEL SWITCHES
I HARD CENTER AND MANGANESE
I CONSTRUCTION
The Rail Joint Company
61 Broadway, New York City
i i
New York Switch & Crossing Co.
Hoboken, N. J.
iiimmuiiiii 1111111111111 II niinuiaiiiiiiiimiiiiiiiniimiiiiiimiiiiiiiiiiiniiiiiiiiiiiiiiiiniimiiiiimiiniiiiiiiiiiiiiiiiiB
iftiiiini»iiiittt»tiHiiiiliiiiiiiiiiiiiitiiiiiiiiilllttiili»MiiiiniiiMnitiiiniiiiiiiMiiiilinillii»liiiilllllllttiliintllllinitnilnimlli[lllllllli3
AutonwticReturn Switch Si^nds Fcnf^ssii^ Sidii^ :
- Automatic Safety Switch Stands
Mar^ncse Constiuction - Tee Rail Special W^Ht
RAMAPO IRON WORKS
HILLBUKN - NEW YOK.K.
niimiiiiiitiiiiiniiiiiiiiiiiMiiiiiriniiiiiiiiiiiiimiiiiiniiii:jiiiirHi: 'i>iiit)i:niiiiiitiiiniiint[iiiFiiiiniiiiiiii niMiuiiiiiiiiiiiiiriniip;
a'"iHHiiiii»iiniiiiHMiiniiiniiiuiiiiHiitiMiiiiiHiiiiiniiiiiiHiiiiiiiiiiiiiiiiiiiMiiiMiiiiiiiiiiiMuiiiiniiiiiiiiiinniiitiiiiiiniiiittiiHiinr
'iiimiiiiiiiiiiiiiiiiiiiiiiiiimiiitimiiiiimiiiiiiiiiiiiiiimiimimiiiiimtiiim
aniiiimiiiiiiiiiniiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiniiiiiiiiiiiiiiiiiiini
iimiiiiiHiiiiiiniiiiiiiiiiiiiniiiiniiiiiiiiiiiiiiiiiiiiiiHiii
miiiiiiiiiiillimillUllllimillllHIIIIIIMIMI
= tf^^*)-.
1
BARBOUR-STOCKWELt CO.
I 205 Broadtmy Cambridgeport, Mao.
('itabliihed tt>5»
I. T. E.
Circuit Breakers
for heavy street railway work are
the best obtainable. Write for N«!w
Complete Catalogue.
.M.inuf.icf urer* of
Special Work for Street Railways
Frogs, Crossings, Swilchea and Mates
Turnouts and Cross Connections
Kerwin Portable Crossovers
Ikwill Articulated Cast M<»nganfcscCroM:nffs
ESlriMATES
VHiniiiiiiiiuiiMiiiiiiiiii mill iiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiii i ti miiniiiiiii i mil iiiS ^iiniifiiiiiinmmnnniiimmnitniiimiiiiiiniiimiiimimitiimiimiiiMiiinmiiiinimiiiiiminiiimimiiiiiimiiiininiimimiiii
38
Electbic Railway Journal
December 17, 1921
iniiiiMiiiiiiiMiiiHiiiiiimiiiiiiniiitiiiiiiiimiiiMiimiiiiniiiiiniimiiiiininmiMiiimimiiiiiiHiiiiiiimiiimminiii: £Miiiriiiiiiiiiiiiiiiiiii miiki h iiiiHiiitMiifdiiiiiiutiiiiiiiitiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiHimiiimmiiiiiiiiitiiiiiiiiiiiMmiiii^
TRADE MARK I
Picks and Prices
This unretouched photograph shows Beldentape and two |
other brands of electrical tape magnified to two diameters. |
Beldentape has 40 threads, called picks, to each inch of length |
and 80 threads, warps, to each inch of width. The others are |
30 X 72 and 26 X 60. |
The quality of electrical tajje depends upon the weave. Be- |
(ore passing judgment on values count the picks. |
BELDEN MANUFACTURING COMPANY I
Electrical Wire, Cable and Cordage. |
Main Office and Factory; Eastern Warehouse : =
Chicago, 111. Metuchen, N. J. §
Makes Feeder
Control Automatic
THE AUTOmriC RECLUSIHG
QWm BREAKER COHPAHY
COLUMBUS, OHIO
DISTRICT SALES OFFICES:
Pittsburrh. 223 Ollrer BIdr.
Fbiladelphia, 1613 Chestnm St.
Charleston. W. Va.. 110 Hale St.
BinmnKham, 510-512 Brown-Uarx BIdl.
St. Louis, 401 National Bank of Commerce Bldr.
■■iniiiiinHilinHiHiiltiiiiiiiiiiiiiHiiiHiiiiiriiiiiiiiiiHiiiniiiiiiiHiiiiiMiniiiHfiHiiiiiMiiiiiitiiiiniiiiiiiiiHiniuiiiiiiiiHiiiiiiiiiiiim" ^iiiuiHiiiiiriiiiliiiliiiuiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiMniiiiiiiiiMiiiiiniiniiiiiiiiliiniiiininiiiiuiiiiiiliiiiiiiiiitiiiniiinirnriiiiiiimiE
^MiiiiiinMMHiiiimiiiiKMiititiiiitiiiiiuuMiiMiiHiiiiHMiHiiiniiiHMiihiitiiinniiniiiiiiiiiMiiiiiiiiuiuiiiniltHiiitiiiiiimiiniiiniiiiiMitMiiiiMiiiMiiiiinniiiiiHiiiniiiiiiiiiiiiitiniiiiiiinHHtiiniiiiM
THE BABCOCK & WILCOX COMPANY
i 85 Liberty Street, New York I
Builders since 1868 of
Water Tube Boilers
of continuing reliability
BRANCH OFFICES
BOSTOX, 49 Federal Street
PHILADELPHIA, North American Building
Pittsburgh, Farmers Deposit Bank Buildinsr
Cleveland. Guardian Building
Chicago, Marquette Building
Cincinnati. Traction Building
.\TLANTA, Candler Building
TrcsoN, Ariz., 21 So. Stone Avenue
Fort Worth, Tex.. Flatiron Building
HoNOLl-Lu. H. T., Castle & Cooke Building
WORKS
Bayonne, N, J.
Barberton, Ohio
Makers of Steam Superheaters
since 1898 and of Chain Grate
Stokers since 1893
BRANCH OFFICES
Detroit, Ford Building
New Orle-ans, 521-5 Baronne Street
HousTo.v. Texas. Southern Pacific Building
Denver. 435 Se\-enteenth Street
.Salt lake Citv, 705-6 Keams Building
San Francisco, Sheldon Building
Los Angeles, 404-6 Central Building
Seattle, L- C. Smith Building
Havana. Ccba. Calle de Aguiar 104
San JiAN, Porto Rico, Royal Bank Building
niHIllltMnillllllMinilHnililttlinMiniMiininiiiiiiiiuiiliiiiinniitMiiirliiHiiiiniiiMiiMniiiliiiMnHinMiiiriiiihiiniHhinrMUMliHiMiiiiiiuiiiiiMiiifiMiiiiiiiiiiiinniuiliniiitiiiiiiiiitiiiiiiiiiiiiiii iiiii iiiiiiiiimiiiiiniiiiiitiiiiriiuiiuiMiiiiiiiiinMiiiiiiiiimiiniiiiiiE
:;ililiilllliiiilliiliniiliiiiiliiiiiiiiiiiuiiiiiiiiiiiiniiuiiiiiiiii)iiiiiiiiiiiiiiiriiiiiiHiiiiiilliiiiiiuiiiinllllllMliiiiuiiiiuiiiiiiittiiiuiimii<^
WE-FU-GD AND SCAIFE
lO S P'lL.TKA'TiaN
WM.B.SCAIFE & SONS CD.PITT5BUREH.PA.
?;iHiii)iiiiiiinriiiiiiiiiniiiniiiiiiiiiiiiiiiiiiii)iiiiiiiitiiiiiiiii>iiiiiiiiiiMiniiiiiiiiitiinniiiiiiiiiiiiiiiiiHiiiiiiiii(iiiniiiiiiiiiniiiiiiiiiiiF
Hl^lnMlllUUllUllUllllllllllllllllllMnllllllllllllnllHlrilllrlllllllllllllllllltlllll1lrllllllllMlllllllllllllll<MllllllltlmllllllllllllUllllllll1ll^
FORD TRIBLOC |
I A Chain Hoist that excels in every feature. It has |
I Planetary Gears, Steel Parts, 3i to 1 factor of Safety. |
I It's the only Block that carries a five-year guarantee. |
I FORD CHAIN BLOCK CO. |
I Second and Diamond Sts., Philadalphia |
TiiiiiiiiimimiiiiHiimiiiiiiiiiiiiiiiniiiiimiimiiiiimuiitiiiiiiiiiiiiiiiiimiiniiii
^iiuiiiinuiniHiiuiiuuiiimiiiiiuiiiniiiHhiiiniiniiiiiiMiiiiHiHiiinMiniiniiinuiniMiiiiiiiiiiiiiiiiiiiMiiiiiniMiihiiiiMiniiiniiiiiiiiiitiiHiMUMiuMiniiiuniiuiiiiniinninimiiiitiiiniiiiiiii^
I FOSTER SUPERHEATERS
g A necetfity for turbine orotection, engine cylinder economy and utilization of superheat for all its beoetiti
L POWER SPECIALTY COMPANY, 111 BROADWAY, NEW YORK
BMtOD Philadelphia Pittsburrh Kansas City Dallas Chicago San Francisco London. Bnff.
miriMnnmHiiifniiHiiiiiimiiHiiiiiwnmiiiMiHiiiHUiiniimiiiimMninmimiwnimiiiiiriiiiiiiiiniiMiiiimmiMiiiiiiini^
December 17, 1921 ELECTRIC RAILWAY JOURNAL 539
aiiiiHiimiiiiiniiitiiiiiiiiiiitMiiiiiiiiiiiiitiiiMiiiiiiiiiiiiiitiiiniMiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiMiitiitiititiiiitHiiiiiiiiiiiiiiiiiiiiinimmi^ Hi'iiiiiiiiiiiiHiriiiiiiiiiiiHiiiiMiiiiitiiiiimiiHtimiiiiniiimiiiiiiiMiiiiHiiimiiiniiiiiimmmiiiiiHiiiiiHHiiiiiiMiiMMiiiniiiniiiiHiii^
I
i
I Insulating Varnishes and Compounds
I For Electric Railways
I For Armature Coils
I Dolph's Chlnalak Clear, Baking. Dolph's Chinalak Black, Bakinc.
I Theie varnishes are china wood oil base, long in oil,
I high in insulation, water repelling and oilproof.
I For Armatures
I Dolph's Electric Lacquer. Dolph's Black FinisUns No. 3.
i Electric Lacquer is a black alcohol solvent varnish, is oil and
i waterproof and air dries in half aa hour. Black Finishiny No, 8
i is a benzine solvent varnish, absolutely waterproof and air dries
= in 30 minutes.
I For Field Coils
I Dolph's Waterproof Impregnating Compound No. 17 (For uo« |
i in impregnating apparatus). s
I Dolph's Chinalak Clear, Baking. Dolph's Chinalak Black, Baking. |
= All Varnishes and Compounds guaranteed as represented. 1
i Manufacturers of Insulating Varnishes exclusively since 1909. 1
I JOHN C. DOLPH COMPANY |
i The Insulation Specialists |
I Newark, N. J. |
i Repre«entaetee« .' §
= Baker Joslyn Co., San Francisco. Zx»l Angelei, Seattle. =
= L. !>. Flelg h Co.. Chicago: 211 W. Auitin Ave. Cleveland: Caiton Bids. i
S BlUi and Beacta. Ollrer Bulldlni, Pittaburih =
I Edzar O. Oetera Co., 605 Anb St., Philadelphia |
^HIIIIIIItllintlllllllllllllllllllliillllllltlllllllirilllllllllllllllllMIIIIIIIIIIIIMIIIMIIIIIIIIIIIIIIIIIIIIIlllllllllllltMIIIIIIIIIIIIIIIIlimilllllllUlR
I 1
On Controllers
ON Armatures, Commutator Heads, Switches. Circuit Breakers,
Tape and for other protective insulating purposes, Don-O-Lac
Special Insulator with its recent record of Di-EIectric rcsistaiKc,
(i- c., 3500 Volts vs. 2500 Volts shown hy pure Shellac) is not sold
on a price comparison basis although it is $2.50 per gallon in 5
gallon lots.
Don-O-Lac insulates better- That's the statement we want you
to qualify. We want you to experience the satisfaction of other
roads now using it. i
THE DON-O-LAC CO. INO
ROCHESTER. N. Y.
Don-0-Lac
Insulator
smiiiiMiiiiiuitiiiitiiiiiiiiiiHitMiiHiiHiMHiiiiiirniiiiiiiiiiimiiiiiimiiniiiiiiiiiiiiiriiiniiiiiiiiiiiiiiiimiiiimtiiiMiiiiiitiiitiiiniiin aHiiiiiiiiiiiitiiiiiiiimiiitiiimiimiimiiitiiiimiiiiiiiHiiiiii
^iiiuiiiuiiniiiiiiimiiiiniiiimiiiiimiiiifiiimiiiniimiiiiuiiimiimiiimiiiiiuiiiiiiiiiiimiiiiiiiiiininiimMUiiiiiiiinMiiiininimuS
iiimiiiiMiiiiiiiiiiiiiMiiiiniinimiiitiiMtiiiiitiiiiiiiiiuiimiiiiN
American Di- Electrics, Ltd.
General Office, 466 East 7th St.
Brooklyn, N. Y.
Electric Insulation
"DUTCHESS"
Varnished Cloth
and Tape
"AM-DI"
Insulating Varnishes
and Compounds
"Dutchess" varnished cloth and tape are bleached and
coated at our new plant built especially for the pur-
pose and can be furnished in yellow or black and as
cloth or tape of any finish or width.
"Am-Di" insulating varnishes cover a complete line
of varnishes and compounds for standard work or
for apparatus subject to severe conditions of vibra-
tion, oil, moisture, acid and alkali fumes, etc.
Our Laboratory and oar experience are at your
ditpoaal for the solution of your insulation problems
*' Electrical Insulation
made by Electrical Engineers ' '
DI8TBIBVT0BS:
Blectrical Blng:. & Mtg. Co.. 907-909 Penn Ave.. Pittsbtirrh. Pa.
JameB C. Barr, 84 State Street. Boston, Mass.
Albert J. Cox Company. 664 West Monroe St.. Chieaso. DI.
Albert J. Cox Company. Kresfe Building:, Detroit. Mich.
E. A. Tbomwell, Candler Elder., Atlanta, Ga.
John P. Rockwood. 71-73 West Broadway. New York
Sherwin-Williams
STREET RAILWAY
PAINTS and VARNISHES
Specialists in
Insulating Varnishes
Consult Railway Sales Dept.
for Special Service
The SherwiH'Wilumiiis Co.
Railway Sales Dept. 601 Canal Rd., Cleveland,
Factories, Sales Offices and Warehouses in
all principal cities
imnittiiMtiiniiiiiiiiiininimiiiimiiiiiiiniiiinitiiiMiniliitliiltiiimitmiiitiiiimiiHMiiiitiiiiiiHiiiKiiiMiiiiKillliliiii? i^tiiiiuiiiinimniiiitiiiiiiiiiiiiiMiiiiiiiitiiiiiiiniiliiHuiiiiiiniiiiiiiiiiiiiliiiiliniiiiiiDiiiiiiiiitiMiiiiiiiiKiiimmninmu
iwiuiS
40
Electric Railway Journal
December 17, 1921
^i|iiiHiiMMinuiiiiHHiiiiiHiiiiiHiiiiiH>iiiiiiiiriiMiMiHiiHiiiMiiiiiiMiiiiriiiiiriiiiiiiiiiiiriii)iiiiiMiiiriiniMiiiiini(iiMiiniittiiiitvHiMit^ ^nrHnriiiuiiiiiiiiiiiiiiiiiiiiiHiMmiimiiiiiiiitiiiiniMtiNiiiMriiiiirMiiiiniinir:iiiMiiiiinMiniiiiiiiiiiiiiiiiiHiiiHiiiHiMiiimiiitiinin«
*' Personnel* '—
or just employees?
THE CLEVELAND
is a locked box — in reality a |
safe. It receives all the fares |
(cash or tickets) and carries |
them direct to your counting |
room under lock and key. |
The Cleveland Fare Box Co. |
Cleveland, Ohio I
Canadian Cleveland Fare Box Co., Ltd. |
i I Preston, Ontario I
= TiMiiiiiiiiiiiiiiniiiiiilliiiiiliiiiiiliiiiiiiniiiiiiiiiiiuilliiiiniiinitliiiliiilliiiiiiiiitiiiiiiiiiiiiiiiMiriMi imiiiimuiiiiiiitniiiiililiiimiHli:
i :JtiiiiiniiitliHiiHiiiiiiluillilliirimiilliiliiilliiltiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiliiluimiilluiiiiiilliimiiiiiiiiiiuaHiiuiilllHilllllHlllK
i i JOHN SON Ker:^'
— a distinction!
Are your trainmen merely hired help, or do they con- |
stitute a well-knit, spirited body, proud of their jobs |
and reflecting the very best of the company's policies? |
American Brand Badges, Buttons and Punches lend |
"distinction" to the user. |
American Railway Supply Co.
134-136 Charles St., New York |
miiiniiiimMiniMiiMiiiiiMiiiiiniMiiiniiiiniMMniinniiiiiiinniiiiniiMniMniHiiniiMiiiiiniiiiiMiiHiuiiiMiiHiiiMMiiiiiiiimiiiHiiii^
\\
n
^
1
k|
ra
(
^
^5
M*"
Adjustable
The only cbang^er on the market
which can be a<ljust6d by the oon-
ductor to throw out a varyiDV nom-
ber oX coins, necessary to meet
changes in rates of fares.
Flexible
Each barrel a separate unit, per-
mitting the condactor to inter-
change the barrels, to aiiit his per-
sonal requirements and to fadlitate
the addition of extra barrels.
I JOHNSON FARE BOX COMPANY |
I RaTenswood, Chicago, 111. |
tTiiiiMHiiitiiiiiuiiiiimiiiiiiMiiiiiiMniMnMiiiiiuiiiiMMiiiiitiniiiiinMiiMiniiiiiiiiiiiiiiiiiiiiiiiiinMHiiiiHiiiiiiiiJiiniiiHiiiiiiiiiiiiuifi
aiimintiiuiiiiimiiuiiiiiiiiiiiiiiitiiiimuiiiiiiinuiiiiiiiiimimimimuimiimimimiiiiiiiiimiiiiiiiiiiiitu )iiiMiiiiiiiiiiiHiiiiiiiiiiiHiiiHiiiiMniHiriiiiMiiirniriiiiiiiiMiiiHiniiiiiiiiitiiiiiiHiiiiiiiMiiiitjiiiiuiiiiiiiiiMiniinMiiiiitiiiniiiiiiiiii^
"/fmertcan
/JlNSVLATING
4iCO- u.» m^T. ^rw.
PHILAOELPHIAIirt
ennsylvaniaUjA.
"Anjerican" Electric Railway Automatic Signals.
RECLAIMING MACHINES! for recovering
INSULATING MACHINES/ insulated wire
5f^g»ailfi
iess InsoIatloB
to
60 per cent hiflur
electrical reaist-
Homflez Insiil»-
tion Paper has no
train. Folds with-
out cracking.
NATIONAL FIBRE & INSULATION CO.
Box 319, Yorklyn. Delaware.
E ^jHiiiuiiiiiiiiHiiinhinintiiiiiiiMiiiiiniiiniiiniiiiMiniiiMiiiiiiitiiiniiHiiiniiiiiiiiiiiniiiniitiiiiiiiiiiiiiiiiimiiUMiiriiiriiiuiiiiMni?
= 3iminiiiniiiiHiiiiiiniiMiiiHiiiMiHMUiiuiiiMiiuiiuMnMiiiiiiiMiiuiinnuriiitiiiiiiiiiiiiiiiiitiiitiiiMiiiitiiHiiitiiiiiiiMMiiMiiiiiiiiiii&
miA^r
%iHiiuinuiiiniitMiiniiiiniii)iiMMiiiiiuiiiiiiiiHHHiiiiiiMiMiiniiiii/'iiniMiniiMiiiiniinMi)tiiiiiiiiiiiittiiiiiiiuit*i(iiiniitriiik'i'iiu =,
Electrical Machinery, Steam Turbines, Steam Engines, |
Condensers, Gas and Oil Engines, Air Compressors, |
Air Brakes. |
^iiiiiiiniiiiiiiiiiiiiiiiiiiiiiMiiiiiiiniiiiiiiMiniimiimiiiiiiniiiriiiniiiuin niiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiE
iiiiiiiiiiiiiiimiiiimiHiiiiiiiiHtiiiiiiiimiiimiii
iraiiiiiiiiiiiiimiimiiuiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiuiiijiiiimmiiiiiitK
BAKELITE-DILECTO
The fields of userulness for Bakellte-Dilecto are many and varied bectuss of f
Its superlOT merit over materials heretorore available in sheets, tubes or rods. =
The exceptional qualities of Bake lite- Dilecto are satlsfyinf electric railways =
all over the country. Inveatlgate. =
Th« Continental Fibre Co., Newark, Delaware |
Branch Offices: i
CHICAGO, 332 S. Michigan Ave. N^EW YOBK. 233 Broadway =
Pittsburgh Office, 301 Fifth Ave. San Francisco Office. 525 Market St. i
liOs Angeles Office. 411 S. Main St. =
CANADIAN OFFICE, 89 Wellington St.. W.. Toronto. Ont. |
natiiiiiHiMiiHMiHnMMiiiiiiiniuiiutmiiiiHniiHtiiMuiiiiiiitiiuiMiiiiiuiiinMHimiiiiitiiiiiiiiiiiiiitiiuiriniiiiiiiituiiniiiiM^^^
SiiniiiiiiiiiimiiiiiiiiiniiiiinnniiuiiiiiimiiiiiiniMimMinuiiuiiiiHiiiniMiiiiiHiiiiiiininiMiiiiiiiiiiuHinMiiiriiiiiiiiHMiiiiiiniini'^ ^iniNniiiiiiiiHiiniiiiiiiHiiiniiiiiMHiiniiiiiniitiMiniiniiiuMiiiiiHiMniiinMiuiiiiiiiiiiiiiniiiiiitiiiiiiiiniimriiiiiiiiiiiiniiiiiiiiiifi
i>iniMiniMriuniMiiiniiiiMiuiiMMinMiiiiiiiiiiiiiiifiiiiriitMiniiitiiiiiiiiiiiHriiitiiiiiiiiiiiiiiiiiiiiiiiimiiiHiiiMiniiiiiiiiiniiiniriiriiim
I A Single Segment or a Complete Commutator |
= is turned out with equal care in our shops. The orders we =
i fill differ only in magnitude; small orders command our utmost i
I care and skill just as do larye orders. CAMERON quality |
I applies to every coil or segment that we can make, as well as to |
I every commutator we build. That's why so many electric rail- |
I way men rely absolutely on our name. =
I Cameron Electrical Mfg. Co., Ansonia, Connecticut |
%\\ iiiiiiiMMtniiiiniiniiMiiiiutiiiHiiniiiiniiiiiiHiiiitiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiimiiutiniiiiitiiiHriiiri'SiiiiiiiiiiMHiiiiHiiiH^
BROOKIiYN
143 Blchards St.
WILLIAMS' "VULCAN" I
FORGED-CUTTER 1
TOOL HOLDERS \
For continuous heavy cuts at high i
speed on lathe, planer, ehaper, etc. 5
Literature ? =
J. H. WILLIAMS & CO. f
'The Drop-Porging Peopit^ S
BUFFAW) CBICAQO i
113 Vulcan St. 1143 W. U«th St. S
ii'iiiiiiiniiiiiiirimiiiirriMtiiiHiMiiiiiiiriiiiMiniimiiiin
; BUCKEYE JACKS
i high-grade R. R. Track and Car Jacks.
I The Buckeye Jack Mfg. Co.
I Alliance, Ohio
^"iiiiiiu'-nniiiiininiiniiiiiiiiiiiiimiiiiiiimiiininniiuiMiniimniniriiiiMuiiiniiiiiiiiniiiiiiiiiiiiniiiiiniiitiiriniiiiii iiiiii
December 17, 1921
Electric Railway Journal
41
anHiiMiuriiniMiniiiniinniiiinniiiiiiihiiiHUMiniMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiutiHiiiiiniiiitiiiiiiiiiuiiiiuiiiiiiiiiiiiiniiiiin^ £'i>iMHtiiiriitininiiimmiiiiitniiiiiiiuiiiiiiniiiMniiiiiiiiiiiiiiiihtiiiiniiiHiiiiHittiiuiiiiiMinMiniiiuiiiiniiiniiininiiiiniiuiiiiimis
G
ETTING ATTENTION
GOLD CAR HEATING &
LIGHTING CO. .
NEW YORK CITY
Addren All
Communications
to
BUSH
TEIRMINAL
(220 36th St.)
Brooklyn, N. Y.
Literature on
Request
THERMOSTAT CONTROL EQUIPMENTS
lliiiillllMiiililinlliirl iiiijliliiillillliliiilililiiiiiiiriiiiriiimiijiiiijiiiiiilljllliiiiiil'liiiiillirijiilliliiiliillliliniiuilinrjuiliiiiiiia
aiiiiiiiiiii iiiiiiuiiiiiiiiiiiiiiiiiiiiii uiiiiiiiiiiiiiiiiiiiiiii iiiiuiiiuiiiiiiiiiiiiiiiiiiiiimiiiniiriiiiiiiimiiiiiiiiiiiiiiimriii'.
^fer?;'
■vmj 5SWt -
I Tooting a horn is one way, |
I Advertising, another. If |
I you have a business want |
I make it known to the |
I other readers of this paper. |
I Reach the whole industry |
I through an ad in the |
I Searchlight Section |
I For Every Business Want I
I ''Think Searchlight First" I
I 0154 I
iiiiuiiiniiiimiiiiiiimiiiiuimiiiiiiiiiiiiiiiimiiMiimiiiiiimiiitiiimmiiiiiiiiiHimiiiiiiiiiiiiiiiiiiiitiiiiiniiiiiiHiiiniiHMiuiii^
aiuiiwiiiiiiiiiHiitiiiniiiniiiiiMiiMniiniiMniiniriiiriiiiMiiiiiiiriinrMiiMiiiiiniiiiiiiini/iiiiiniiiriiiniiiiiiitiiiiiiiiiiiiiiMiiiiiriiiiiii*'-
I KASS SAFETY TREADS |
I Lowest initial and upkeep costs. Cannot break or dis- |
I integrate. Positively anti-slipping. Used by more than I
I 100 steam and electric railvfay systems. |
I Manufactured and Sold by I
I Morton Manufacturing Company i
I CHICAGO. ILL. I
I Let us send to you our Bulletin No. 6 1
5iiiiitiiiittiiiiuiiitiiiiniiiiiiiiiiiiiiiiniiiiiiiiiiiiitiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiuiiiniiiniiniiitiiiiiiiiniiiiiiiiiiiiiiiB
llitiiiiiiiiiitiMliriiiniiitiriiiiMiriiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiitiiiiiiitiiiiriiiiiiiiiiiiiiiiiiiiiiiliiiiiitiiiniiiiMHiiiiiiiiiiiiiiiiiiiiiiiilimil'^
ELECTRIC HEATER EOIHPMFNTS
*«"''»«■
The fact that the Quality ot
B-V Punches
(the punches with the Tool Steel Dies)
has made them standard for
the last 20 years should be
the deciding factor on your
selection.
Bonney-Vehslage Tool Co.
Cl N. J. R. R. A«.
Newirk, N. J.
«o;,>i
^ tills
■njggSisy*
til " m
aiiiiiiiiiiiiiniiiiitiMHiiiiiiiiiiiM'iiiiiiiiiiiiiiitiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiimiiiiiiiiiiiiiiitiiiiiiiiiitiiiKiiiMiit'^
3iiiiliiliiiiliiliiniiiiMiiiiiiiiiiiiiiiiliuilirilliiiiiiniiiUiiiiiiiiiitlllniiiiiilliiiliiiiil,ililliltmiliiiliiliriiiimiHiiiiiiliniirniiimi]iiiiN
Type B-10
International
Registers
Made in various types and sizes
to meet the recfuirements of
service on street and city system.
Complete line of registers,
counters and car fittings.
Exclusive selling agents for
HEEREN ENAMEL BADGES.
The International Register Co.
15 South Tfaroop Street, Chicago, Illinois
'•iiiillimutlllinimimiliiiiiiiiliiiiilllllimiimiiiMimiiimiiiiiiiHlllllllliiiiiiiimililiiiiililllllili
iHiiiiiiumiiiimiiiiiiiuuiific
Heating and Ventilating | ^'
Let us demonstrate to you how we can beat and
ventilate your cars at the lowest possible cost.
The Cooper Heater Company
Carlisle, Pa.
~iiniimiiiiiiiiiuiiiiiiiiuiiiiiiiii!iiiiiiiiiiiiiiiuiiiiiiiiijiiii; iiiiiiKiiiimiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiniiiiiiiiiuiiiiiiJ
giiiinuiiiuiiiuiiiiiiiiiiittii niiiiiriiiiiiiiiiini iiiiii i uiiiiiiiiiiiiiiiiiuiiiiiiiiiiimiiniiimiimiiiiiiiiiiiiiiii ir.
.ompare
Tk<
em
The faint light of a candle and the stronR rays
of a searchlight. They represent the compara-
tive eCfleioncy of other ways of finding what
yoj want and advertislni,' for it in the
61? i
I SEARCHLIGHT SECTION i
I Employment Equipment Buainess Opportunities f
^juiiiiHtMMUMmiiiiiMiniiMiiiiinnitMMiniiiinitiiiiiiiiiniiuiiiiiMiiiiiiiiitMUMiHMiitiriiiiiiiiiiiiiijiimiiiiniiiiHiiiniiiiiiiiiiiiiiirf
j|iiiiiiiiiniiiiiHiiiiniiiiiiiniiiiiMiiiiiitiiiiiiiiiniii>iiiiiiiiiiNiiiiiiiMiimiiiiiitiiiiiHiiiiiii)iiiiMiiiiniiiii tiiiiiiniHiiiiitiiiiHiiHH
eniw* """"?"* GsHfudoh Direct |
\ •w'"*'*,,,,^ Automatic |
"* •-^^^— "■ Registration
By the |
Passengers |
Rooke Automatic |
Register Co. i
Providence, R. I. |
^iltriiiiiiiiriiiiMiitililimimillliiiiiiiiiiiMiiiiiriiiHifiiiiihiiiiin tiiiimiiMiillllllMllliHiiimiiiiiiuiiiiuiiHiiiiiniiniiiniilMillK
iIiimiiiiiiniiiiiiuiiiiintiiiiiHlliiitliiiiniiiiiiniiiiiiMiHiii iiiiiiiiiiiiiiiiitiiiiiiiiliiiiiniiiitiiiniiiitiiitiiiiitiiiniiiinimiimiiin^
Use them in your terminals — I
PEREY TURNSTILES !
or PASSIMETERS |
Fatter than the ticket teller |
Perey Manufacturing Co., Inc. |
30 Chnrch Street, New York Cltj |
tiimiiiMmtiHiiiiimniiimiimliiimiimiiiiiiiiiiiiiiiHiHiiiiiiiiitiiiniiiiniiiiillHlliiliiiiiliimiiiiiiitiiiHiiiiiiiiniiiiiiiKuiiiniiiiiiii;
42
Electric Railway Journal
December 17, 1921
JiiiiiiiiiiiiiiiJuiiiiiliiuiniJiiiniiitJiinrmiiiiinnnniiiuiiiiiiiiiuiiiiiiiiiiiiiiJiiiiiniiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiijjiiiiiri iiiiiiiiiiiiiiJiiiiiiJiiiiHiiiiiiniiiiiiiiiiiiiuuiiiiiiiniiimiimiiiiiui
I tin %% \ND
'Zero"
I for
I Axle and
I Journal
I Bearings
^SatHIRD^
The Mileage Babbitt
iiiiiiiiiiiiiiiiiiimiiniiiiiiiiiiiirjiiiiiiiiiuuiiiuiiiimuuiuiuiiiuiiuiiiiiiii:
"Motor" I
o
for
Armature
Bearings
Post's ZERO and MOTOR metals have been standard for a
third of a century in shops where mileage records are attained.
Nothing but highest grade of virgin raw materials used.
Write us for details.
E. L. Post & Co., Inc., Sole Mfrs., 50 Cliff St., New York City
aiiiiiiiiiiiiiMniiiiiiiiiiiiniiintiMiniMiiiiHiiiiiMuiniiMiiiiMiiiiuiiiiniiuiinMiiiMiiniiirniiiiiniiiuiinniiiiiiiinriiiniiuiiiniiniMiiuiiiniiiMniiiiiinMiiuiiHn
aiMiiiHiiiiiMiiimiMuiiiiiiriiiiiiiMrriiiuiiHMniiiiirintiiuuiitMiiiiiiiMiiiiiiiiiiiiimiiiiiiiiiiittiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiimiiiit:
The Kalamazoo Trolley Wheels
have alvrays been made of en-
tirely 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 dam-
age the wire. If our catalogue
does not show the style you
need, write us— the LARGEST
EXCLUSIVE TROLLEY
WHEEL MAKERS IN THE
WORLD.
THE STAR BRASS WORKS
KALAMAZOO. MICH., U. S. A.
t B. A. Hefffman.
§ Charles C. Castle. First Vice-President
£ Harold A. Hegeman, Tice-Pres. and
£ Treas.
Jr.. President
W. C. Lincoln. Mrr.
Engineering
Fred C. J. Dell. Secretarr
National Railway Appliance Co.
50 East 42nd St., New York City
Hegeman-Castle Corporation National Kailway Appliance Co.
343 So. Dearborn St.. Chicago. 111'. Munsey Bldg., Washington. D. C.
National Railway Appliance Co.
Little BMsr.. Boston, Mass.
RAILWAY SUPPLIES
Tool Steel Gears and Piniona
Anderson Slack Adjust«rs
Genesco Paint Oils
Dunham Hopper Door Device
Feasible Drop Brake StaflTs
Flaxlinum Insulation
An s:Io -American Varnishes,
Paints, Enamels, Sarfacers,
Shop Cleaner
Johnson Fare Boxes
Perry Side Bearings
Drew IJne 31ateriul and Railway
Specialties
Ilartman Centering: Center Plates
Economy I*ower Savine Meters
H & \\ Electric Heaters
Garland Ventilators
Pitt Sanders
National Safety Car Equipment
Co.'s One-Man Safety Cars
Central Eqaipnient Company's
Hand Holds
'iiniiiiiinnmiimimiiimiiimniiiintiiinmiimniininnmiiiimMimiimiimiimiMmiimiiiimitintMmmiiiiiiimMiimim ninimiirtiiiriiiiiiiiimimiiiiiiiiiiiiiii iiiiiiiMiimiiiniimiiiiiiMnmiiimmiiiiiMiiriiiimiiMuiiiiimiimiiiiiiiiininiiiiiimmiiiK
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MOEE-JO^ES
'TIQER-BKQNZE"
AXLE
/ANDAEMATUEE
BEARINGS
*;5t5^
STUCKI
SIDE
BEARINGS
A. STUCKI CO. I
Oliver BldE. 3
Pittsbtirch, Pa. |
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aiiiiiiiiirniiiiiitiiliHliililiniiutiinritiiiMiiiiiiiiluiuiillMiniluilltllilliiniiiniiiirnijiiiiiiiniiiriiiiiililMlliiiHlliuuilllillllliiniiuie
AlUlUlli
_Ao/ aMays me cneapesi, bui eVer
lowest in uliimaie aosl
MOEE-JQNES BEASS&METALCO.
Si Louis, Missouri.
PS
liliiU^ Car Heating and Ventilation |
^iniiiiriniiiinuniiMiiintiinmniMiiniuiinmniiintiniiiHiiimiiiniiiniiiHriniiimiiitniiiiiiiiiiiniMiiiiiniiiniiiiriiiitiiiiriiiiiiiiiF
miiitiiiiiiiiiiiiriiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiniiiiitiHiiiinriiiiiMiMiiiiiiHiiniiiiiMiMiiiMiiiiiiiiiHiitiiiitiiitiiiiitiiiiiiiiiiiii
Car Seating, Broom and Snow Sweeper
Rattan, Mouldings, etc.
AMERICAN RATTAN & REED MFG. CO.
Brooklyn. N. Y.
AMERICAN mean* QUALITY
RATTAN SUPPLIES OF EVERY DESCRIPTION
iiiiiiiiiiiiiiHiiiiiHiMiHiiiiHiiiiniiMtiiiiiiiiiHMniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiniiMiriniiiiiiiiiiiiiinniiiiiiiiiiiiiiHxiiiiiiiiitiR
gmiiriniiiiMiiiiriiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiHiiiiiiiiiiriiiiiiiiiiMiiriiiirtiiitiiiriiiiiittriiitiiiiitiiiiiiiiittiiiiiiiitiiriiiiiiiiliiiiiiiiiiiiiiiii^
Indicating Signals |
Mechanical Sanders |
Ventilators, Smokestacks |
Pneumatic Sanders |
Selector Switches, Lantenu, etc. |
THE NICHOLS-LINTERN CO.
N-L
is one of the winter problems that you muei
§ settle without delay. We can show you how H
a to take care of both, with one equipment. H
E Now is the time to pet your oars ready lor =
tr next winter. Write for detaiU. S
B The Peter Smith Heater Company |
I ^/IFfllUinrN 1725 Mt. Elliott Ave., Detroit, Mich. |
^tMiinniiriiiuiiniiiiniHUiiitiiiiMiirMMiuHMniMiniinuMiMniiiiTiiinimiiniiiTiiiTiiimiiiiiiminiiniinMiinHiiiiiniinriniiniMinR
HiiiiiiiitiiiniiinriiiiiiiiniiiiiiiiniiuiiiniiiiiMiiiMnriiiitiinMiniiniiiiiioiiiMiiiuiiiiiiUMiiiiiiiinitMiiHuintMiiiiiiitiiiiiiiiiiiiiiinr-
I HORNE MANUFACTURING CO. |
I Mercer and Colgate Streets, Jersey City, N. J. |
I Hand Brakes — Air Purifiers for Compressors — I
1 Lighting Fixtures — Electric Vibrating Bells — |
I Thermostats — Switches, Receptacles and Plugs |
I — Junction Boxes, Portables and Reflectors. I
TiitiiiiiiMirrr(iiiiiiiinminiiiiiHiiiniiniiiiiiriiiiiiiiii)iiiiiiiiiiitiiiiriiiiiiiiiiiiriiiiiiiiiriiiitiiiitiiiii(iiitiiiiiiiri<iiiiiiriiiiii)iiiiiiliiiilin
^iiiiiliniliiniiiuilitillHliiitiiiiiiiHniiniiHiiiiuiiiiiiiitliiiiriiiiiiiniiitilmiiitiiiitiiiHiiiiiiiiiiiiiiiiiniiiiiiliiiiniiiuriiiiillilillllliil'i;
I SAMSON SPOT WATERPROOFfiD TROLLEY CORD I
8404 Lorain Ave.» Cleveland, Ohio
tTBdt) Mark tiet. 0. 5. fsi. t'O. =
Made of extra quality stock ftnnly braided and smoothly flniahed. I
Carefully inspected and raaranteed free from flaws. =
Samples and information gladly sent. i
SAMSON CORDAGE WORKS, BOSTON. MASS. I
OiiiiiiHitiiHHhiiuiiiiHimmiimtiniiiiimiiiuiiitiiiimiiiitiimiimiHiiiniiiiiiiMMiiHiiiiiiiiiiiiitimiiiiHiiitiiiiiiiHniH^^^^ '.iitiimiiiitiimiiiHiiiiiiiiiiiiiiiiiiiitiiuiinriiiiiMiiiiiiiiiiiiiiiiiiiiDtiii iiiiiiiiitiiiitiiiiiiiiriiiiiiMKiiiiriiiiiiiiiniiiriiiirMiniriiHtv
December 17, 1921
Electric Railway Journal
SEARCHLIGHT SECTION t«i
43
ELECTRIC RAILWAY JOURNAL
Think'SEARCHLIGHr First
ADVERTISING RATES
ll^'ll
POSITIONS VACANT — Business Opportuni-
ties and other undisplayed ads, 8 cents
a word, minimum $'-^.00 an insertion.
POSITIONS W.4NTED — Evening work
wanted, tutoring and other undisplayed
ads of individuals looking for employ-
ment. 4 cents a word, minimum 75 cents,
payable in advance.
ADD 5 WORDS for box numtier in undis-
played ads if replies are to any of our
offices. There is no extra chargre for
forwarding replies.
DISCOUNT OF 10% it one payment is
made in advance for 4 consecutive inser-
tions of undisplayed ad.
ADS IN DISPLAY TYPE— Space is sold by
the inch (30 in. to a page), the price
depending upon total space used within
a year, some space to be used each issue. ,
BATE PER INCH for ads in display space:
I to 3 in., t4.50 an In. 15 to 29 in., (3.90 an in.
4 to 7 In.. S4.30 anln. 30 to 49 in., tt.lt an in.
8 to 14 in., (4.10 an In. 50 to 99 In., ti.ri an in.
POSITIONS VACANT
ASSISTANT auditor to take charge of
office for company having four thousand
electric light and power consumers, and
a small electric railway. Give experience,
references and salary expected in first
letter. P-367, Elec. Ry. Journal.
A YOUNG, technical graduate wanted, pref-
erably with some street railway experi-
ence, for supervisory position with New
England company. Excellent opportu-
nity for one who can develop executive
ability. P-370, Elec. Ry. Journ.
FOREMAN wanted for carpenter repair
shop on repairs to passenger and freight
cars. Must have initiative and be live
wire. Shop works 20 to 30 men. State
experience and salary expected. P-462,
Elec. Ry. Journal, Old Colony Bldg.,
Chicago, III.
POSITIONS VACANT
UNUSUAL opening tor superintendent of
transportation with New England street
railway company, in community of
100,000 population. Technical man
wanted who can qualify for the above
position. Preference will be given to
applicant who is not over 35 years of
age and married. Good living conditions.
Modern equipment, union labor, and com-
pany is in excellent financial condition.
Man wanted who can handle problems
outside his department and who can
eventually work up into position of assist-
ant general manager. Opportunity for
advancement unlimited for man of ability
who can take his place in the community
and go ahead with a progressive com-
pany. Give full details of past experi-
ence, references, salary, and state when
available. Reply to P-368, Elec. Ry.
Journal.
ROTARY CONVERTERS
1 — 2200 KW. Westlnshouse 6 phase, 60 cycle, A.C., 600 volt D.C. wUh speed limit and end pUy
device, speed 450 B.P.M. and 3-900 KVA. 13200/6600-368 rolt transrormera and panels complete.
1 — 1000 EW. Westlnshouse 6 phase, 60 cycle A.C. 600 volt D.C. speed 900 BPM. camplete with
1000 KW. 3 phase, 60,000 volt transformer with 5 and 10 per cent taps, also A.C. and D.C.
switchboard panels.
2 — 300 KW. Stanley 3 phase, 25 cycle, 360 volts A.C, 600 volt D.C. speed 500 BPM. complete
with suitable transformers, also panels.
DIRECT CONNECTED ENGINE UNIT
1 — 850 KW. Qen. Elec. 575 volt compound wound 100 RPM. generator direct connected to 23 and
54 X 48 Greene Wheelock cross compound heavy duty 4 valve engine complete with Surface Con-
densing equipment and panel, price f.o.b. cars J10,S00
Archer & Baldwin^ Inc., 1 14 Liberty St.^ New York City
Telephone: 4337-433*8 Rector
SOME ONE WANTS
TO BUY
the equipment or machinery that you are
not using.
This may be occupying valuable space,
collecting dust, rust and hard knocks, in
your shops and yards.
SELL IT BEFORE DEPRECIATION SCRAPS IT
THE SEARCHLIGHT SECTION
IS HELPING OTHERS
—LET IT HELP YOU ALSO
POSITIONS WANTED
MASTER mechanic, at present employed,
desires change ; 27 years in electric rail-
way work, both city and heavy Interur-
ban. Familiar with railroad practice.
Have handled steam and electric loco-
motives. Can handle both mechanical
and operating departments on electric
road. Successful handling labor. Can
give good references. PW-362, Elec. Ry.
Journal, Old Colony Bldg., Chicago, III.
SUPERINTENDENT of transportation,
with a proven record of seventeen years
on, large city and Interurban properties,
desires a change. Capable and progres-
sive with high grade references as to
character and ability. Capable of taking
over details of trasportation of any
property and getting results. PW-8S0,
Elec. Ry. Journal, Old Colony Bldg., Chi-
cago, 111.
USED CARS
For Every Service
^IRailway Motors
Standardize Your Equipments
at Minimum Cost
TRANSIT EQUIPMENT CO.
501 I«lth Avenue, New York
iiiiiiiHiiiitiiKiiir
T
.'(IIMIIIIIIIIIIIIIIIIII
IMIIIMtltlllUitlllllMMMIItliHIIIIIIIIlS
IMMIHMIIIIIIItUMHIMMIHIH
For 20 Year*
we have beer.
Buying and Selling
Second-Hand Cars
Trucks and Motors
At Your Service
ELECTRIC EQUIPMENT CO.
C<»nmoBwealth Bids.. PhtladelphU, Pa
nilMlllltniMIIIIMIKI
700 tons new 9 in.
GIRDER RAIL
Penna. Steel Co. Section 228. 107 lb. to
the yard. Attractive price npon appUcfttioo.
Subject to B. W. Hunt & Company's In-
spection. Prompt shipment.
H. M. FOSTER COMPANY
Continental Building, Baltimore. Md.
IIIMMIIIIIMMIIIIMKIMKIIHIIII
itlllllMIIIIIIIIIMIIIIIg
EARCHLIGHT
ERVICE
ECURES
ATISFACTORY
ITUATIONS
003|
44
Electric Railway Journal
December 17, 1921
WHAT AND WHERE TO BUY
Eqaipnieiit, Apnaratue and Supplies Used by the Electric Railway Industry with
Ntameg of Manufacturers and DiMribotors Advertising in this Issue
Advertlsine, Street Car
Collier, Inc.. Barron G.
Air PnrlflerB
Home Mfg. Co.
Anchors, Goy
Elec. Service Supplies Co.
Obio Brass Co.
Westinghouse E. & M. Co.
Anti-Climbers
Railway Improvement Co.
Armature Sliop Tools
Elec. Service Sup. Co.
Axles
Bemis Car Truck Co.
Cambria Steel Co.
Midvale Steel & Ord. Co.
St. Louis Car Co.
Axle Straigrhteners
Columbia M. W. & M. I. Co.
Axles, Car Wheels
Bemis Car Truck Co.
BriU Co.. The J- G- .,^
Standard Steel Works 0».
Westinghouse E. & M. CO.
Babbitt Metal
More-Jones B. & M. Co.
Babbitting Devices ,, , „
Columbia M. W. & M. I. Co.
Western Electric Co.
Badges and Buttons
Amer. Railway Supply Co.
Elec. Service Sup. Co.
Int. Register Co.. The
Batteries, Dry
National Carbon Co., Inc.
Bearings and Bearing Metals
Bemis Car Truck Co
Columbia M. W. * M. I. Co.
Eureka Co.
General Electnc Co.
More-Jones Br. 4 Metal Co.
Post & Co.. Inc.. E. I<.
St. Louis Car Co.
Westinghouse E. & M. Oo.
Bearings, Center and Boiler
Side
Stuck! Co.. A.
Bells and Gongs
Brill Co.. The J G.
Columbia M. W. & M. I. Co,
Elec. Service Sup. Co.
St. Louis Car Co.
Benders, Ball
Niles-BementPond Co.
Boilers
Babcock & Wilcox Co.
Bailer Tabes
Cambria Steel Co.
Midvale Steel & Ord. Co.
National Tube Co.
Bond Testers
Amer, Steel & Wire Co,
Elec. Serv. Sup. Co.
Rail Welding & Bonding Co.
Bonding Apparatus
Amer. Steel & Wire Co.
Elec. Ry. Improvement Co.
Elec. Service Sup. Co,
Ohio Brass Co.
Rail Welding & Bonding Co.
Bonds, Rail _
Amer. Steel & Wire Co.
Copper Clad Steel Co.
Elec. Ry. Imp. Co.
Elec. Service Sup. Co.
General Electric Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Westinghouse E. & M. Co,
Book Pahlishers
McGraw Hill Book Co.. Inc.
Boring Tools, Car Wheel
Nilea-Bement-Pond Co.
Brackets and Cross Arms
(See also Poles, Ties,
FosU, Etc.)
Bates Exp. Steel Tr, Co.
Electric Ry. Equipment Co.
Elec. Service Sup, Co.
Hubbard & Co.
Ohio Brass Co.
Brake Adjusters
Gould Coupler Co.
Hamilton & Hansell. Inc.
National Ry. Appliance Co.
Smith-Ward Brake Co.
Westinghouse Tr. Br. Co.
Brake Regnlator
Hamilton & Hansell. Inc.
Brake Shoes
Amer. Br. Shoe & Fdy. Co.
Barbour-Stockwell Co.
Bemis Car Truck Co.
Brill Co.. The J. 6.
Columbia M. W. & M. I. Co.
St. Louis Car Co.
Weierbach Brake Shoe Co.
Brakes, Brake Systems and
Brake Parts
Ailis-Chalmers Mfr. Co.
Bemis Car Truck Co.
BriU Co., The J. G.
Columbia M. W. & M. I. Co.
General Electric Co,
Home Mfg. Co,
Johns-Manville. Inc,
National Brake Co.
St. Louis Car Co.
Westinghouse Tr. Br. Co.
Brooms, Track, Steel or
Rattan
Amer. Rattan & Reed Mfg.
Co.
Brushes, Carbon
General Electric Co.
Jeandron. W. J.
Le Carbone Co.
Morganite Brush Co., Inc.
National Carbon Co.. Inc.
U. S. Graphite Co.
Westinghouse E. & M. Co.
Brnshe«, Graphite
National Carbon Co.. Inc.
Brush Holders
Anderson Mfg. Co., A. &
J. M.
Columbia M. W. & M. I. Co.
Eureka Co.
Buses, Motor
Brill Co., The J. G.
Bushings
Nat'l Fibre it Insulation
Co.
Bushings, Case Hardened and
Manganese
Bemis Car Truck Co.
Brill Co.. J. G.
Cables. (See Wires and
Cables)
Cambric, Veilow and Black
Varnished
American Di-Electric. Ltd
Carbon Brushes (See Brushes,
Carbon)
Car Panel Safety Switches
Westinghouse E. & M. Co.
Cars
Cambria Sieel Co.
Midvale Steel & Ord. Co.
Cars, Dump
Differential Steel Car Co.
Car Lighting iFlxtures
Elec. Service Sup. Co.
Cars, Passenger, Freight, Ex-
press, etc.
Amer. Car Co.
Brill Co.. The J. G.
Kuhlman Car Co.. G. C.
McGuire-Cummings Mfg Co.
Midvale Steel & Ord. Co.
National Ry. Appliance Co.
St. Louis Car Co.
Wason Mfg. Co.
Cars, Second Hand
Electric Equipment Co.
Transit Equipment Co.
Oars, Self-Propelled
General Electric Co.
Castings, Brass, Composition
or Copper
Anderson Mfg. Co., A. &
J. M.
Columbia M. W. 4 M. I. Co.
E^lreka Co.
More-Jones Br. & Metal Go.
Castings, Gray Iron and Steel
Ajax Metal Co.
Amer. Steel Foimdries
Bemis Car Truck Co.
Columbia M. W. & M. I. (k>.
Standard Steel Works Co.
Castings, Malleable and Brass
Amer. Br. Shoe & Pdy Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
St. Louis Car Co.
Catchers and Retrievers,
Trolley
Earn, Chas. I.
Elec. Service Sup. Co.
Ohio Brass Co.
Wood Co., Chas. N.
Catenary Construction
Archbold-Brady Co.
Checks. Employees
Amer. Railway Sup. Co.
Circuit-Breakers
Auto Reclosing Orcuit
Breaker Co.
Condit Elec. Mfg. Co.
Cutter Elec. Mfg. Co.
Don-O-Lac Co.
General Electric Co.
Westinghouse E. & M. Co.
Clamps and Connectors for
Wires and Cables
Anderson M^g. Co. A. &
J. M.
Elec. Ry. Equipment Co.
Elec. Service Sup. Co.
Eureka Co.
General Electric Co.
Hubbard & Co.
Ohio Brass (^o.
Westinghouse B. & M. Co.
I Cleaners and Scrapers — Track
1 (See also .Snow-Plows,
Sweepers and Brooms)
Brill Co., The J. G.
Clustery and Sockets
General Electric Co.
Coal and Ash Handling (See
Conveying and Hoisting
Machinery)
Coasting Recorders
Railway Improvement Co.
Coil Banding and Winding
Ma<*hines
Coltimbia M, W. & M. I. Co.
Enec. Service Sup. Co.
Cnils. Armature and Field
Cleveland Armature Works
Columbia M. W, & M. I. Co,
General Electric Co.
Westinghouse Elec. & M. Co.
Coils, Choke and Kicking
Elec. Service S-up. Co.
General Elec. Co.
Western Elec. Co.
Westinghouse Elec. & M. Co.
Coin-Counting Machines
Intem'l Register Co.. The
Johnson Fare Box Co.
Commutator Siotters
Elec. Service Sup. Co.
General Electric Co.
Westinghouse E. & M. Co.
Commutator Truing Devices
General Electric Co.
Commutators or Parts
Cameron Elec'l Mfg. Co.
Cleveland Armature Works
Columbia M. W. & M. I. Co.
Don-0 Lac Co
Eureka Co.
(ieneral Electric Co.
Mica Insulator Co.
Westinghouse B. & M. Co.
Compressors. Air
General Electric Co.
Westinghouse Tr. Br. Co.
Concrete Reinforcing Bars
Cambria Steel Co.
Midvale Steel & Ord. Co.
Condensers
Allis-Chalmers Mfg. Co.
General Electric Co
WestinghouBc E. & M. Co.
Conduits. Flexible
Tubular Woven Fabric Co.
Connectors, Soldlerless
Dossert & Co.
Frankel Connector Co.
Westinghouse E. & M. Co.
Connectors. Trailer Car
Elec. Service Sup. Co.
Controllers or Parts
Columbia M. W. & M. I Co.
Don-O-Lac Co
Eureka Co.
General Electric Co.
Westinghouse E. & M. Co. i
Controller Regulators
Elec. Service Sup. Co.
Controlling Systems
General Electric Co.
Westinghouse E. 4 M Co.
Converters. Rotary
Allis-Chalmers Mfg. Co.
General Electric Co.
Westinghouse E. 4 M. Co.
Conveying and Hoisting Ma-
chinery
Columbia M. W. 4 M. I. Co.
Copper Wire
Anaconda Copper Mining Co.
Copper Clad Steel Co.
Cord Adjnsters
Nat'l Fibft & Insulation Co.
Cord, Bell, Trolley, Register,
Brill Co., The J. G.
Elec. Serv. Sup. Co.
Intem'l Register Co.. The
Roebling's Sons Co., John A.
Samson Cordage Works
Silver Lake Co.
Cord Connectors and Couplers
Elec. Service Sup. Co.
Samson Cordage Works
Wood Co., Chas. N.
Couplers, Car
Amer. Steel Foundries
Brill Co.. The J. G.
Gould Coupler Co.
Ohio Brass Co.
Westinghouse Tr. Brake (^.
Cranes
AlUs-Cbalmers Mfg. Co.
Niles-Bement-Pond Co.
Cross Arms (See Brackets).
Crossing Foundations
International Steel Tie Co.
Crossing Signals (See Sig-
nals, Crossing).
Crossing, Frog & Switch
Wharton. Jr.. & Co.. Wm.
Crossings, Track (See Track,
Special Work),
Curtains and Curtain Fixtures
Brill Co.. The J. G.
Blec. Service Sup. Co.
Jlortim Mfg. Co.
St. Louis Car Co.
Dealer's Machinery
Archer 4 Baldwin
Cleveland Armature Works
Elec. Equipment Co.
Foster Co., H. M.
Derailing Devices (See also
Track Work).
Wharton, Jr.. 4 Co., Wm.
Destination Signs
Columbia M. W. 4 M. I. Co.
Elec. Service Sup. Co.
Detective Service
Wish-Service. P. Edward
Dogs, Lathe
Williams 4 Co.. J. H.
Door Operating Devices
Con. Car Heating Co.
National Pneumatic Co.. Inc.
Brill Co.. The J. G.
General Electric Co.
Doors, folding Veatibnie
National Pneumatic Co.. Inc.
Draft Rigging (See Conplers)
Drills, Track
Amer. Steel 4 Wire Co.
Elec. Service Sup. Co.
Niles-Bement-Pond Co.
Ohio Brass Co.
Dryers, Sand
Elec. Service Sup. Co.
Electrical Wires and Cables
Amer. Electrical Works
Roebling's Sons Co., J. A.
Engineers, Consulting. Con-
tracting and Operating
AULson & Co. J. S.
Archbold-Brady Co.
Arnold Co.. The
Beeler. John A.
Byllesby 4 Co.. H. M.
Clark Mangmt. Corp.. E. W.
Day 4 Zimmerman. Inc.
Drum b Co.. A. L.
Engel & Hevenor. Inc.
Peuslel. Robert M.
Ford. Bacon 4 Davis
Gould, L, E.
Hemphill 4 Wells
Hoist. E^ngelhardt W.
Jackson, Walter
Kelly Cooke 4 Co,
Richey, Albert S.
Sanderson 4 Porter
Sangsler 4 Matthews
Smith 4 Co., C. E.
Stone 4 Webster
White Eng. Corp., The J. G.
Engines. Gas, Oil or Steam
Allis-Chalmers Mfg. Co.
Westinghouse E. 4 M. Co.
Fare Boxes
Cleveland Faro Box Co.
Johnson Fare Box Co.
Nat'l Ry. Appliance Co.
Ohmer Fare Register Co.
Fence
Cambria Steel Co.
Midvale Steel 4 Ord. Co.
Fences. Woven Wire and
Fence Posts
Amer. Steel 4 Wire Co.
Fenders and Wheel Guards
Brill Co.. The J. 6.
Cleveland Fare Box Co.
Consohdated Car Fender Co.
Elec. Service Sup. Co.
Star Brass Works
Fibre and Fibre Tubing
Continental Fibre Co.
Johns-Manville. Inc.
Nat'l Fibre 4 Insulation Co.
Westinghouse E. 4 M. Co.
Field Coils (See Coils).
Filters. Water
Scaife 4 Sons Co.. Wm. B.
Fire Extinguishers
Johns-Manville, Inc.
Fiaxlinnm Insulation
Nat'l Ry. Appliance Co.
Floodlights
Elec, Service Sup. Co.
Flooring Comiiosition
Amer, Mason Safety Tread.
Co.
Johns-Manville Inc.
Floor Plates
Amer. Abrasive Metals Co.
Forgings
Cambria Steel Co.
Columbia M. W. & M. I. Co
Eureka O).
Midvale Steel 4 Ord. Co.
Standard Steel Works Co.
Williams & Co.. J. H.
Frogs, Track (See Track
Work)
Funnel Castings
Wharton, Jr., Inc.. 4 Co.,
Wm.
Fuses and Fuse Boxes
Columbia M. W. 4 M. I. Co.
General Electric Co.
Johns-Manville. Inc.
Westinghouse E & M. Co.
Williams 4 Co.. J. H.
Fuses, Reflilable
Columbia M. W. 4 M. I. Co.
General Electric Co.
Gaskets
Johns-Manville. Inc.
Power Specialty Co.
Westinghouse "rr. Brake Co.
<>as-EIectrie Cars
General Electric Co.
Gas Producers
Westinghouse E. 4 M. Co
Gates, Car
Brill Co.. The J. G.
Gear Blanks
Cambria Steel Co.
Midvale Steel 4 Ord. Co.
Standard Steel Works Co.
Gear Cases
Chillingworth Mfg. Co.
Columbia M. W. 4 M. I. Co.
Elec. Service Sup. Co.
Westinghouse E. 4 M. Co.
Gears and Pinions
Bemis Car Truck Co,
Columbia M. W. 4 M. I. Co.
Elec. Service Sup. Co.
General Electric Co.
Nat'l Ry. Appliance Co.
Nuttall Co., R. D.
Tool Steel Gear 4 Pinion (3o.
Generating Sets, Gas-Electric
General Electric Co.
Generators
Allis-Chalmers Mfg. Co.
General Electric Co.
Westinghouse E. & M. Co,
Gong (See Bells and Gongs)
Graphite
Morganite Brush Co., Inc,
Greases (See Lubricants).
Grinders and Grind. Supplies
Metal 4 Thermit Corp.
Railway Track-work Co.
Grinding Blocks and Wheels
Railway Track-work Co.
Guards. Trolley
E'ec. Service Sup. Co.
Ohio Brass Co.
Harps, Trolley
Anderson Mfg. Ck>.. A. 4
J. M.
Bayonet Trolley Harp Co.
Elec. Service Sup. Co.
Hensley Trolley 4 Mfg. Co.
More-Jones Br. 4 Metal Co.
Nuttall Co.. R. D.
Star Brass Works
Headlights
Elec. Service Sup. Co.
General Electric Co.
Ohio Brass Co.
St, Louis Car Co.
Beaters. Car (Electric)
Elec. Car Heating Co.
Gold Car Heat. 4 Light. Co.
Nat'l Ry. Appliance <k>., P.
Smith Heater Co.. Peter
Heaters, Car, Hot Air and
Water
Cooper Heater Co.
Smith Heater Co.. Peter
Heaters, Car (Stove)
Blec. Service Sup. Co.
Smith Heater Co., Peter
Hoists and Lifts
Columbia M. W. 4 M, I, Co.
Ford Chain Block Co.
Niles-Bement-Pond Co.
Hose, Bridges
Ohio Brass Co
Hydraulic Machinery
Allis-Chalmers Mfg, Co,
Niles-Bement-Pond Co.
Instruments Measuring, Test-
ing and Recording
Elec. Service Sup. Co.
General Electric Co.
Thompson-Levering Co.
Westinghouse E. 4 M, Co.
Insulating Cloth, Paper and
Tape
American Di-Electric. Ltd.
General Electric (io.
Johns-Manville. Inc.
Mica Insulator (^.
National Fibre 4 Insulation
Co.
Sherwin-Williams Co.
Westinghouse E. 4 M. Co
December 17, 1921
Electric Railway Journal
45
uitiiiinMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiitiiiiHiiiiiitiiiiiiiiiiiiiiiirMiiiiiiiiHiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiitiiiriiiiiiiiiiiiiitiiitiiiiHiiiimb aiiuiinniiiiiinitiiiimimmiiiiiiuiiiiiniii
iiiiniiiiiiiiimiiiii(imiiiiiiimiitDnnii»uiiUiiiiuinHiMiiii>niiiira
Good Brake Shoes
lor safety, efficiency and economy, are just as necessary as a
good track, a perfect sigTial system or a powerful head light.
WEIERBACH Brake Shoes
will not break in any service. They make quicker, easier stops.
Tests just completed on electric cars, four Weierbach and lour
metal shoes stag-gered on trucks, show Weierbach average mileage
25.717 — metal 21.144 per shoe. Either M.C.B. or A.E.R.A.
Slandards.
WEIERBACH BRAKE SHOE CO., SCRANTON. PA,
Western Sales Aat.. AL. H. HOFFMAN.
315 American Bank Bldff.. Los Angeles, Calif.
Brake Shoes
A.E.R.A. Standards
Diamond "S" Steel Back is the Best Type
Standard
Patterns
for
SAFETY
CAR
D-67 for Narrow Treads
D-87 for Wide Treads
I
American Brake Shoe and Foundry Co. |
30 Church Street, New York |
332 So. Michigan Ave., Chicago Chattanooga, Tenn. |
niiliniimiiiiiiiiiniiiniiiiiiiHiiiiiiiitiiiiiiilMiiiniimiiiiimiiiitiiiiiiimiimiimiiiiiiiiiiiiiiiiiiiiiiiiimiiniiiMiiiiiiitiiiniiiiimiiniii:
flniiimiimiiliiiiiitriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiitiiiMiiitiiiiiliiitiiiiiiiiiiiiiiiiiiiiiliiiiiiimiiiiiiiiiiiiiimiiiiiUiii
I Reduce CcHnmutator Wear
I and Losses Due to "Tie-Ups"
I To be absolutely safeguarded against exceiiive commu-
I tator wear — assured of real mileage day in and day out —
I and to obtain lower operating costs, use
National Carbon Brushes
I the brushes that were made to suit the commutator and |
I the service. I
I You name the job — we'll name the brtuh |
I National Carbon Company, Inc. |
I Cleveland, Ohio |
?tiiiiniNiiiiiiiiii)tiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiitiiuiiiitiiitiiiii)iiiiiiiiiiiniiiiiiiiiiiiiiMjiiiiiiiiiiiiiiiiiiiriiiiiiiiiimiiiriiiiriiriiiiiiiiiiiin
HtiiiiiiiiiiiiiiiiriiiniiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiitiiiuiiiniiiiiiiiiiiiiiiMntiiHiiitiiiiiiiiiiiiiiiiiiiiiiniiiniiniiitiiiiHitiiiiMi
I PROVIDENCE H-B
I FENDERS LIFE GUARDS |
I The Consolidated Car Fender Co.« Proridence, R. 1. 1
I Wendell & MacDuffie Co., 61 Broadway, New York i
= General Sales Affents |
^iimrmiMMimMiimiiiiiiiMiiitmiriMirtiiimiiiiiiiiiiniiiMiiiiiimiiMiiimiiMittnimiriiniiiittniiiiiiriiiimimiiiiiiitinMn
^MiiiiMiiiniiiiiiiimiititiiiiniiiuiiiuiiiiiiiiniiiiMiiiiiuiiiiitiiiiiiiiitiMiiiintiiiiHiiuiiiniiiniiiitiiiiiiiitiiiniiiniiiiiiiniiniiirMiiiii'^
3 i
TilllliminilllliiimimiiimiiiiiiiinilMliiiiliilllllllimiiiiuiiiiiiintiiiniiilimilniliilllilillHiiiiiillllllliimiimilliiiimiiiiiimiiiiiiiic
SiiiiiiiiiiiiiimiiiumiiiiiumiiuiuiiiiuiimuiiiiiiiiimiiiiiiiiniiiuiiiiiiiriiiiiiJiiiiiiiiiiiiiiiiiiuuiiiuiiiiiiiwiiiiiiiiuiuii iiiiiiiii^
Waterproofed Trolley Cord
Is the finest cord that science and skill can produce. |
I I Its wearing qualities are unsurpassed, |
I I FOR POSITIVE SATISFACTION ORDER |
I I SILVER LAKE |
I I If you are not familiar with the quality you will be |
I I surprised at its ENDURANCE and ECONOMY |
I I Sold by Net Weights and Fall Lengths |
I I SILVER LAKE COMPANY [
I I Manufacturers of bell, signal and otfier cords. |
= I Newtonville, Massachusetts |
niii<nMUMMiliiiiiniiiiiiiiiuiiiiiiiiiiiiiiiiinMiitiiiMiiniiniiiniititMiinrMiiiiiiiiiiriiinrnnuiMiiMiiiMiiniiiuiiiiiiiiiHiiiuiiiiiimMt~
iMiHimHiitiiinniiiiiinriiniiiiriiiiiiiiiiiniiiiiiiHiiiJiiniiiiiriiiintiini iitrniti niiiiiiiutintmimiiiiiiiiuiiiiiiiimiiiiimiiiK
I STEEL AND I
I STEEL PRODUCTS I
Midvale Steel and Ordnance Company
Cambria Steel Company
General Sale» Office:
WIDENER BUIIJ)ING. PHILADELPHIA. PA.
DISTRICT SALES OFFICES:
Atlanta. Boston, Chicago, Cincinnati, Cleveland, Detroit,
New York, Philadelphia. Pittsburgh, San FVancigco,
Salt Lake City, Seattle. St. Louis, Washington. D. C.
I Adjustment for slack is made on the appli- | i
I cation of the brake, not on the release. f I
I Send for full detaiU. | I
I Hamilton & HaosoU, Inc., 13 Park Row, New Yo A, N.Y. f |
^niilliilllntiiiiniiiiiiiiiiiMitiiHiiiiilMlinillilniiiiinilliiiiitiMiiiiiiiiiiiiiMiiiiiilii iliMtiiiiiiiiiiiiiiiriiiiiiMitiiiiriiiiiiiiiiiiiniin ^iiiniJiiiiiniMiiaimtittiiiiliiiiiiiiiiiiliiiMiiiiiiiriiiiiiiniiiiiiiiiii iiriiniDiiiiiriiiiiiiiiiiiiiriiniiiiiiiiiiiiriMtiiimiiiniiiiiiiiiiiu^
Consolidated Steel Corporation, 25 Broadway. New York,
is the sole exporter of our commercial products.
46
Electric Railway Jouenal
December 17, 1921
InBolating Varnilhrs
American Di-EIectric. Ltd.
Dolph Co.. John C.
InsDlation (Sre also Patnto).
American Di-Electric. Ltd.
Anderson M. Co.. A. & J. M.
Dolph Co.. John C. j
EJlectric Ry. EQUipmt. Co.
Electric Serviee Sup. Co.
General Electric Co.
JohnS'Manville. Inc.
Westinghouae E. & M. Co.
Insnlatora (See also Line
Material)
Anderson. M. Co.. A, ft J.
M.
Don-O-Lac Co.
Electric Ey. Equipmt. Co.
Electric Service Sup. Co.
General Electric Co.
Hemingray Glass Co.
Ohio Brass Co.
Westinghouse E. & M. Co.
Insulator Pins
Eleif. Service Sup. Co.
Hubbard & Co.
Insurance. Fire
Marsh & McLennan
Jacks (See also Cran««,
Hoists and Lifts).
Buckeye Jack Mfg C!o.
Elec. Service Sup. Co.
Joints. Rail
Bail Joint Co.
Journal ikixes
Bemis Car Truck (3o.
Brill Co. J. G.
Lamps. Guards and Flzvow
Anderson M. Co.. A. ft
J- M. „ „
Elec. Semce Sup. Co.
General Electric Co.
Nat'l Elec. Specialty Co.
Westinghouse E. & M. Co.
Lamps, Arc and Lacandescent
((See also HeadUghts).
Anderson. M. Co.. A. ft
J. M.
General Electric (3o.
Weatinghouse E. ft M. Co.
Lamps, Signal and Marker
Nichols-Lintern Co.
Lanterns, Classlflcatlon
Nichols-Lintern C!o.
Lathe Attachments
Williams & Co.. J. H.
Lathes, Oar Wheel
Niles-Bement-Pond Co.
Lightning Protection
AJiderson M. Co., A. ft J.
Elec. Service Sup. Co.
(ieneral Electric (3o.
Oliio Braes Co.
Westinghouse E. & M. Co.
Line Material (See also
Brackets. Insulators, Wire*,
etc.) . , ,
Anderson M. Co.. A. ft J.
M.
Archbold-Brady Co.
Columbia M. W. ft M. I. Co.
Electric By. Equipmt. Co.
Elec. Service Sup. Co.
Etireka Co.
(Jeneral Electric Co.
Hubbard & Co.
JohnsManvllle. Inc.
More-Jones Br. ft Metal Co.
Ohio Brass Co.
■Westinghouse E. ft M. Co.
Locking Spring Boxes
Wharton Jr.. & Co.. Wm.
Locomotives, Eleetrie
(Seneral Electric Co.
McGtiire-Cummings Mfr. Oo.
Westinghouse E. ft M. (3o.
Lubricating ESiglneers
Galena Signal Oil Co.
Texas Ck).
Universal Lubricating (3o.
Lubricants. Oil and Grease
Galena Signal Co.
Texas Co.
Universal Lubricating (Jo.
Machine Tools
Columbia M. W. ft M. I. Co.
Niles-Bement-Pond Co.
Machine Work
Columbia M. W. ft 1£. I. Co.
Machinery, Insnlatiiw
Amer. Insulating Mach. Co.
Magnet Wire
Beld«i Mfg. Co.
Manganese Steel Castings
Wharton, Jr.. & (Jo., Wm.
Manganese Steel SpMfU
Track Work
Wharton. Jr.. ft Co.. Wm.
Meters (See Instruments)
mec. Service Sup. Co.
Mica
Mica Insulator Co.
Molded Insulations and Parts
Belden Mtg. Co.
HolSinr^ Metal
Allis-Chalmers Mfg. Co.
Dahlatrom Metallic Door
Co.
Motor Bases, See
Bases, Motor
Motor. Leads
Dossert ft Co.
Motormen's Seats
Allis-Chalmers Mfg. Co.
Brill Co., J. G.
Elec. Service Sup. Co.
Wood Co.. Chas. N.
Motors, Electric
Westinghouse E. ft M. Co.
.Motors and Generators. Sets
(jeneral Electric Co.
Nalis
Cambria Steel Co.
Midvale Steel ft Ord. Co.
Nuts and Bolts
Barbour-Stockwell Co.
Bemia Car Truck Co.
Columbia M. W. ft M. L (3o.
Hubbard & Co.
Oil Circuit-Breakers
Gondii Elec'l Mfg. <3o.
Oils (See Lubricants).
Omnibuses, See Buses, Motor
0.vy-Acptylene (See Catting
Apparatus Oxy).
Packing
Johns-Manville. Inc.
Post & Co., Ino . K. L.
Paints and Tarnishes (Pre-
servative)
Sherwin-Williams Co.
Paints and Tarnishes (Insu-
lating)
American Di-Electrics, Ltd.
Dolph Co.. John C.
Mica Insulator Co.
Sherwin-Williams Oo.
Paints and Yamishes for
Woodwork
National Ry. Appliance (Jo.
Sherwin-Williams Co.
Paving Material
Amer. Br. Shoe ft Fdy Co.
Pickups, Trolley Wire
Elec. Service Sup. Oo.
Ohio Brass Co.
Philon Pollers
Columbia M. W. ft U. I. Co.
Elec. Service Sup. Co.
(Seneral Electric Co.
Wood Co.. Chas. N.
Pinions (See Gears).
Pins, Case Hardened, Wood
and Iron
Bemis Car Truck Co.
Elec. Serviee Sup. <3o.
Ohio Brass (Jo.
Westinghouse Tr. Brake Co.
Pipe
National Tube Co.
Pipe Fittings
Power Specialty Co.
Standard Steel Worlia Co.
Westinghouse Tr. Brake Co.
IManers (See Machine Tools)
Pliers, Insnlater
Eleo. Service Sup. Co.
Poles. Metal Street
Bales Exp. Steel Truss Co.
Electric Ry. Equipmt. Co.
Hubbard ft CJo.
Poles, Posts, Piling and Lum-
ber
Southern Cypress Mfgrs.
Assn.
Pole Reinforcing
Hubbard & Co.
Poln, Trolley
Anderson Mfg. (Jo., A. ft
J. M.
Bayonet Trolley Harp Co.
Columbia M. W. ft M. I. Co.
Elec. Service Supplies Co.
National Tube Co.
Nuttall Co.. R. D.
Poles, Tubular Steel
Elec. Ry. Equipmt. (3o.
Elec. Service Sup. Co.
National Tube Co.
Power Saving Devices
National Ry. Appliance Co.
Railway Improvement Co.
Pressure Regulators
General Electric Co.
Westinghouse B. ft M. Co.
Pumps
Allia-Chalmers Mfg. Co.
Schutte ft Eoertinr Co.
Punches. Ticket
Amer. Railway Supply Co.
Bonney-Vehslage Tool Co.
Intern'l Register Co.. The
Wood Co.. Chas. N.
Purifiers Feed Water_
Scaife ft Sons (Jo.. Wm. B.
Ball Grinders (See Grinders).
Kails
Cambria Steel (Jo.
Midvale Steel ft Ord. Co.
Ballway Materials
Johns-Manville. Inc.
BaUwar Safety SwitchfS _
WesUnghouae E. ft M. Oo.
Rattan
Amer. Rattan ft Beed Utt.
Co.
BriU Co.. The J. G.
Elec. Service Sup. Oo.
McQuire-CJummings Mfg Oo.
St. Louis Car Co.
Receptacles and Plugs
Home Mfg. Co.
Registers and Fittings
Brill Co.. The J. G.
Elec. Service Sup. Co.
Intern'l Register Co.. The
Ohmer Pare Rerisler (Jo.
Rooks Automatic Bg. Co.
Reinforcement. Concrete
Amer. Steel & Wire Co.
Repair Shop Appliances (.See
also Coll Banding and
Winding Machines)
Columbia M. W. ft I. Co.
Elec. Serviee Sup. Co.
Repair Work (See also (Jotls)
Cleveland Armature Works
Columbia M. W. & M. I. Ck>.
(Jeneral Electric Co.
Westinghouse E. ft M. Co.
Beplacers, Car
Columbia M. W. ft M. I. Co.
Elec. Service Sup Co.
Resistance, Grid
Columbia M. W. ft M. I. Co.
Resistance. Wire and Tabe
(5eneral Electric Co.
Westinghouse E. & Jf. Co.
Retrievers, Trolley (See
Catchers and Retrievers,
TroUey)
Rheostats
(Jeneral Electric Co.
Mica Insulator Co.
Westinghouse E. ft M. Co.
RoUed Steel Wheels
Cambria Steel Co.
Midvale Steel ft Ord. Co.
Roofing, Asbestos
Johns-Manville. Inc.
Rubber Covered (Wires and
Cables)
Belden Mfg. (Jo.
Sanders, Track
Brill (Jo., The J, G.
Columbia M. W. ft M. I. Co.
Elec. Service Sup. (Jo.
Nichols-Lintema Co.
Ohio Braas Co.
St. Louis Car Co.
Sash Fixtures, (Jar
Brill Co.. The J. G.
Scrapers, Track (See Clean-
ers and Scrapers, Track)
Seats, Car (See also Rattan)
Amer. Rattan ft Beed Mfr.
Co.
Brill <Jo.. The J. 6.
St. Louis Car Co.
Seating Materials
Brill Co.. J. G.
Second-Hand Equipment
Archer & Baldwin
Cleveland Armature Works
Shades, Vestibule
Brill (Jo.. The J. G.
Shovels
AlUs-tJhalmers Mfg. Co.
BrlU Co.. The J G.
Hubbard ft Co.
Side Bearings (See Bearings,
Center and Side)
Signals, Car Starting
Con. Car Heating Co.
Elec. Service Sup. Co.
Elec. Pneumatic Co.. Inc.
Signal Indicating
Nichols-Lintern Co.
Signal Systems. Block
Elec. Service Sup. (Jo.
Nachod Signal Co.. Inc.
U. S. Elec. Signal (3o.
Wood Co.. Chas. N.
Signal Systems, Highway
Crossing
Nachod Signal Co.. Inc.
U. S. Elec. Signal Co.
Slack Adjusters (See Brake
Adjusters)
Sleet Wheels and (Jotters
Anderson Mfg. (Jo. A. ft
J. M.
Bayonet Trolley Harp (Jo.
Columbia M. W. ft M. I. Co.
Electric Ry. Equipmt. Co.
Elec. Service Sup. (Jo.
More-Jones Br. ft Metal (Jo.
NuttaU Co.. R. D.
Smokeetadcs, Car
Nichols-Lintern Co.
Snow-Flows, Swieepers and
Brooms
Amer. Rattan ft Beed Utt.
Co.
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
(Jon. Car Fender Co.
McGuire Cummlnga Mfg. Co.
Soldering and Brazing Ap-
paratus (See Welding
Processes and Apparatus)
Solderless Connectors
Frankel Connector Co.
Sockets and Recepta^es
Johns-Msnvllle. Inc.
Spikes
Amer. Steel ft Wire Co.
Splicing (JomxKlunds
Westinghouse E. & M. Co.
Splicing Sleeves (See Clamps
and Connectors)
Springs, (Jar and Truck
Amer. Steel Foundries
Amer. Steel & Wire Co.
Bemis Car Truck Co.
BriU Co.. The J. G.
Standard Steel Works Co.
St. Lonia Car Co
SprlnJders. Track and Road
Brill Co.. The J. G.
MoGuire-Cumminga Mfg. Co.
Steel Castings
Wharton. Jr.. ft Co.. Wm.
Steel Freight Cars i
Cambria Steel Co.
Midvale Steel ft Ord. Co.
Steel and .Steel Products
Cambria Steel Co.
Midvale Steel ft Ord. Co.
Morton Mfg. Co.
Steps. Chr
Amer. Abrasive Metals Co.
Amer. Mason Safety Tread
Co.
Morton Mfg. Co.
Stokers. Mechanical
Babcook ft Wilcox Co.
Westinghouse E. ft M. Co.
Storage Batteries (See Bat-
teries, Storage).
Strand
Copper Clad Steel Co.
(Jutter Elec. ft Mfg. Co.
Roebling's Sons Co.. J, A.
Straps, Car, Sanitary
Railway Improvement Co,
Structural Steel
Cambria Steel Co.
Midvale Steel ft Ord. Co.
Superheaters
Babeock & Wilcox Co.
Power Specialty Co.
Sweepers, Snow (See Snow
Plows. Sweepers and
Brooms)
Switchboards
Condit Elec. Mfg. Co.
Switchboxes
Johns-Manville. Inc.
Switches, Selector
Nichols-Lintern Co.
Switch Stands
Bamapo Iron Works
Switches. Track (See Track
Special Work)
Switches and Switchboards
Allia-Chalmers Mfg. Co.
Anderson Mfg. Co.. A. J. ft
J. M.
Condit Elec'l Mfg. Co.
Cutler Co.
Eleo. Service Supplies Co.
General Electric Co.
Johns-Manville Inc.
Westinghouse E. ft M. Co.
Tapes and Cloths (See Insu-
lating (Jloth, Paper and
Tape)
Telephones and Paris
Elec. Service Supplies Co.
Testing Instruments (See In-
struments, Electrical Meas-
uring, Testing, etc.)
Therinustats
Con. Car Heating Co.
Gold Car Heating ft Light-
ing Co.
Railway Utility Co.
Smith Heater Co.. Peter
Ticket Choppers and Destroy-
ers
Elec. Service Supplies (Jo.
Tie Plate
Cambria Steel Co.
Midvale Steel & Ord. Co.
Ties and Tie Rods, Steel
Barbour-Stockwell Co.
Dayton Mechanical Tie Co.
International Steel Tie Co.
Ties, Mechanical
Dayton Mechanical Tie Co.
Ties, Wood Cross (See Poles,
Ties, Posts, etc.) I
Tongue Switches
Wharton. Jr. ft Co., Wm.
Tool Holders
Williams ft Co.. J. H.
Tool Steels
Cambria Steel Co.
Midvale Steel & Ord. (Jo.
Tools, Thread (Jutting
Williams ft Co.. J. H.
Tools, Track & Miscellaneous
1 Amer. Steel & Wire Co.
' Columbia M. W. & M. I. Co.
Elec. Service Supplies (Jo.
Hubbard ft Co.
Railway Track-work Co.
Torches, Acetylene (See Cut-
ting Apparatns)
Tower Wagons and Aato
Trucks
McCardell ft Co., J. B.
Towers and Transmission
.Structures
Archbold-Brady Co.
Bates Exp. Steel Truss Co.
Westinghouse E. ft M. Co.
Track Expansion Joints
Wharton, Jr.. & Co., Inc..
Wm.
Track, Special Work
Barbour-Stockwell Co.
N. Y. Switch & (Jrossing Co.
Ramapo Iron Works .
Wharton. Jr., ft (Jo.. Inc.. W.
Transfer Issuing Machines
Ohmer Fare Register (Jo.
Transfers (See Tickets)
Transformers
AIlis-(Jhalmer8 Mfg. Co.
(Jeneral Electric Co.
Westinghouse E. & M. Co.
Treads, Safety, Stair, Cor
Step
Amer. Abrasive Metals Co.
Amer. Mason Safety Tread
Co.
Morton Mfg. Co.
Trolley Bases
Anderson Mfg. Co.. A. J. ft
J. M.
Elec. Service Supplies Co.
(Jeneral Electric Co.
Home Mfg. Co.
Nuttall Co.. R. D.
Ohio Brass Co.
Trolley Bases, Retrlevini;
Anderson Mfg. Co.. A. ft
J. M.
Elec. Service Supplies Co.
General Electric Co.
Nuttall Co.. R. D.
Ohio Brass Co.
Trolley Supply Co.
Trolley Buses
Brill Co.. The J. G.
(Jeneral Electric Co.
WestinghoTOe Elec. ft Mfg
Co.
Trolley Material
Ohio Brass Co.
Elec. Service Sup. Co.
Trolleys and Trolley Systems
Ford Chain Block Co.
Trolley Wheels (See Wheels,
Trolley)
Trolley Wire
Amer. ETleotrical Works
Amer. Steel & Wire Co
Anaconda Copper Blin, Co.
Bridgeport Brass Co.
Copper Clad Steel Co.
Roebling's Sons Co.. J. A.
Trucks, Car
Bemia Car Truck Co.
Brill Co . The J. G.
McGuire-Cumminga Mfg. Co.
St. Louis Car Co.
Tnbing. Steel
Kational Tube Co.
Turbines. Steam
Allis Chalmers Mfg. Co.
General Electric Co.
Terry Steam Turbine Co.
Westinghouse E. ft M. Co.
Turnstiles
Elec. Service Sup. Co.
Percy Mfg. Co.. Ino.
Upholstery Materials
Amer. Rattan & Beed Mfg
Co.
Valves
Ohio Brass Ck).
Westinghouse Tr. Br. Co.
Ventilators, Car
Brill Co . The J. G.
Nat'l By. AppUance Co.
Nichols-Lintern Co.
Bail way DtlUty Co.
Vises, Pipe
WilUams ft Co.. J. H.
Water Softening ft Purifying
■Systems
Scaife ft Sons (Jo.. Wm. B.
Welded Rail Joints
OMo Brass Co.
Rail Welding ft Bonding Co
tVelders. Portable EleoMe
Electric Ry. Improv. Co.
Ohio Brass Co.
Bail Welding ft Bonding Co.
Welding Processes and Ap-
paratus
Electric By. Improv. (Jo.
(Jeneral Electric Co.
Metal & Thermit Corp.
Ohio Brass Co.
Bail Welding ft Bonding Co.
Westinghouse E. ft M. Co.
Wheels. Car, Steel and Steel
Tired
Amer. Steel Foundries
Wheel Guards (See Fenders
and Wheel Guards)
Wheel Presses (See Maehine
TfMlls)
Wheels. (Jar, Cast Iron
Bemis Car Truck Co.
Carnegie Steel Co.
Griffin Wheel Co.
Standard Steel Works Co.
Wheels, Trolley
Anderson Mfg. Co.. A. J. ft
J. M.
Bayonet Trolley Harp Co.
(Jolumbia M. W. ft M.I. (Jo.
Electric Ry Equip. Co.
Elec. Serviee Supplies (Jo.
Eureka Co.
Flood City Mfg. Co.
General Electric (Jo.
More-Jones Br. ft Metal Co.
Nuttall Co.. B. D.
Whistles. Air
General Electric Co.
Ohio Brass Co.
Westinghouse Tr. Br Co.
Wire
Cambria Steel (Jo.
Midvale Steel ft Ord. Co.
Wire Rope
Amer. Steel ft Wire Co.
Roebling's Sons Co.. J. A.
Wires and Gables
Amer. HIectrical Works
Amer. Steel 4 Wire Co.
Anaconda Copper Min. Co.
Belden Mfg. Co.
Bridgeport Brass (Jo.
Copper Clad Steel Co.
General Electric Co.
Boebling's Sons Co.. J. A.
Westinghouse E. ft M. Co.
Wire Rope
Copper Clad Steel (Jo.
Wrenches
Williams ft Co.. J. H.
December 17, 1921 Electric Railway JOURNAL 47
MimirnniMiHiiniiMniuinitnMnuniiiMnimiiiiiiiimiKiiimiiiiiiiimimritiiiiiiiiuiiiniiiitiiirHiinriiHMiiiiiiiiiiiiiiiiHiiiiW g"""iiiiHniuiiiiiiimiHiiiiiiiiiiiMMiiiiiiiiiiiiimmiHHiiiiiimiiiiiiiiiiiiiMiiHiiiiiiiimiiiiiiiuiimimiiiiiiimiiiiiimiim^
"LE CARBONE"
CARBON BRUSHES
They are uniform in quality
They tall^for themselves
W. J. Jeandron
227 Fulton Street
New York City
I American
i NEW YORK
CHICAGO
oundries
ST. LOUIS
Pituburgh Office:
636 Wabash Building
Canadian Distributors:
Lyman Tube A Supply Co.» Ltd.
Montreal and Toronto
umiHUllillriiiitHiiiiiiiiiiii'iiiiiiiiMiiiiiiiiiiiitiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiitfiMiiitiiiouiriiiiiiiiiimiiniiiiiiic
^llirilllllllllllllllltllllMIINIIIIIirillllllllllllllllllllllMllitlllllllllllllllllllllllllllllllllllllllfllllllllMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIMIIIinilK
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illlllllllllimilirllllllllllllllllllrilllllllllllMimilllllllllllllllllllllillll lllllimilimilllllillllllllllimnriminimmiinninninf
—the "same brakes'' I I E A R L L
on every car
f
Why do motormen want to take
out the same car every day?
Because they know just how its
brakes will work.
SMITH-WARD
Brake Slack Adjusters
Make and keep the same brake
adjustment on every car every
day. They make the motorman
a more efficient, safer operator
no matter what car he has to
run. Costs reduced through
elimination of shop adjustments
and fewer accidents.
I Smith-Ward Brake Co.
I Bush Terminal BIdg. No. 1
I 233 Thirty-seventh St., Brooklyn, N. Y.
^lliHlitHimiriiiiiiiiiiiiiiiiiiii<<iiiiiiiiiiniiHiiiiiiiiiiiiriiitiiliiiiiitiiiniiimiiniiiiiiiiiiiMiiiiiiiiiiiiiiiriiiiiiiMitiii;iiiiiiiiiiiiiiiiril
—The right retriever!
THERE is a special type of
EARLL Trolley Catcher or Re-
triever for every type of service. Our
business is making retrievers and
catchers — nothing else. We have
specialized in this particular field for
your benefit. Consult us.
^^J^,7^
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48
Electric Railway Journal
December 17, 1921
A
Pare
A1U9 Chalmers Htr. Co 40
AlUson & Co., J. E 21
American Abraaire Uetala Co . . 48
Amer. Brake Shoe & Fdry. Co. . 45
American Car Co 51
American Di-Blectrics. Ltd 39
American Electrical Works 36
American Insulating Macbiner;
Co 40
Amer. Mason Safety Tread Co. . . 48
American Hy. Supply Co 40
American Rattan & Reed titg. Co. 42
American Steel Foundries 47
American Steel & Wire Co 36
Anaconda Copper Mining Co ... . 35
Anderson litg. Co.. A. & J. M. . 36
Archbold-Brady Co 35
Archer & Baldwin, Inc 43
Arnold Co., The 20
Automatic Reclosine Circuit
Breaker Co 38
Babcock & Wilcox Co .38
Barbour-Stockwell Co 37
Bates Expanded Steel Truss Co. . 29
Bayonet Trolley Harp 30
Beeler, John A 20
Belden Mfg-. Co 33
Bemis Car Truck Co 27
Bonney-Vehslage Tool Co 41
Brenholts, Roy 49
Bridgeport Brass Co 8
Brill Co.. The J. G 51
Buckeye Jack Mlf . Co 40
Byllesbey Enp. & Mfg-. Corp. ... 21
Cambria Steel Co 45
Cameron Electrical Utg. Co 40
Chilling-worth Mfe. Co 33
Clark Mgr. Corp.. E. W. . . . 20
Cleveland Fare Box Co '.'. 40
Collier, Inc., Barron G.. Back Cover
Columbia M. W. & M. I. Co. . . 50
Consolidated Car Fender Co. . . . 45
Consolidated Car Heatinr Co ... . 11
Continental Fibre Co.. The 40
Cooper Heater Co.. The 41
Copper Clad Steel Co 35
Cutter Co 37
Day & Zimmermann. Inc 21
Dayton Mechanical Tie Co... 12. 13
Mllerential Steel Car Co.. The. 48
Dolph Co.. John C 39
Don-0-Lac Co.. Inc 39
Drum & Co., A. L 21
E
Pa»
Earn. Chas. 1 47
Electric Equipment Co 43
Electric Railway Equipment Co. 36
BUeotric Railway Improvement
Co 36
Electric Service Supplies Co ... . 7
Enrel & Hevenor. Inc 20
Ehireka Co 32
Feustel. Robt. H 20
Flood City MfB. Co 36
Ford. Bacon & Davis 20
Ford Chain Block Co 38
"For Sale" Ads 43
Galena-Signal Oil Co 17
General Electric Co 18
Gold Car Heatinr & Ltr. Co. . . . 41
Gould, L, E 20
Gould Coupler Co 32
Griffin Wheel Co 21
Hamilton & Hansel], Inc 45
"Help Wanted" Ads 43
Hemingray Glass Co 35
Hemphill & Wells 20
Hoist, Engrlehardt W 20
Home Mff. Co 42
Hubbard & Co 35
Kelly Cooke & Co.
Kuhlman Car Co.
Page
. . 21
.. 51
Le Carbone Co 47
MoCardell & Co 35
M.Graw-Hill Book Co.. Inc 34
Marsh & McLennan 6
Metal & Termit Corp 23. 23
Mica Insulator Co 37
Midvale Steel & Ordnance Co. . . 45
More-Jones Brass & Metal Co. . . 42
Morganite Brush Co., Inc 34
Morton Mfg:. Co 41
Nachod Signal Co., Ine 36
National Brake Co 19
National Carbon Co 45
Nat'l Fibre & Insulation Co. . . . 40
National Pneumatic Co.. Inc. ... 9
National Railway Applicance Co. 42
National Tube Co 35
N. Y. Switch & Crossing Co 37
Nichols-Lintem Co 42
Niles-Bement-Pond Co 30
Nuttall Co.. R. D 15
International Register Co., The. . 41
International Steel Tie Co.
Front Cover
Jackson, Walter 20
Jeandron, W. J 47
Jobns-Manville, Inc 24
Johnson Fare Box Co 47
Ohio Brass Co 5
Ohmer Fare Register Co 26
Parsons. Klapp, Brinckerhoff &
Douglas 20
Pcrey Mfg. Co., Inc 41
Positions Wanted and Vacant . . 43
Post & Co.. Inc., E. L 42
Power Specialty Co 38
Page
Rail Joint Co 37
Rail Welding & Bonding Co 36
Railway Track- work Co 10
Railway Utility Co 48
Ramapo Iron Works 37
Richey, Albert S 20
Roebling's Sons Co., John A... 35
Rooke Automatic Register Co.. 41
St. Louis Car Co 33
Samson Cordage Works 42
Sanderson & Porter 20
Sanirster & Matthews 21
Scaife & Sons Co., Wm. B 38
Searchlight Section 43
Sherwin <c Williams Co 39
Silver Lake Co 45
Smith & Co.. C. E 20
Smith Heater Co.. Peter 42
Smith Ward Brake Co 47
Southern Cypress Mfrs. Asso... 29
Standard Steel Works Co 28
Star Brass Works 42
Stone & Webster 20
Stuck! Co.. A 42
Terry Steam Turbine Co 16
Texas Co 25
Thompson-Levering Co 37
Tool Steel Gear & Pinion Co. . . 31
Tubular Woven Fabric Co 49
U. S. Electric Signal Co 35
Universal Lubricating Co 14
"Want" Ads 43
Wason Mfg. Co 51
Weierbach Brake Shoe Co 45
Westinghouse Electric & Mfg. Co. 2
Westinghouse Traction Brake Co. 4
Wharton. Jr., Co., Wm 36
White Electrical Supply Co.... 31
White Engineering Corp.. J. G . . 20
Williams & Co.. J. H 40
Wish Service, The P. Edw 21
Wood Co., Chas. P 35
I
^imilllliiiiiiiinimiiiiiiiiiiiiiiiiiiriiiHiiiiiiiiiiiiiiiiiiiiiiiiiijiritiiiiiiiriiiiiiiiiiiiiiuifiiiiiiiiiuiiuiiiiriiitiiniiiiMiiiiuiliniiiriiiiitii:; ji)iiiniiHii<iiiiiiiiiiiiniiiiiiiiiiiiiMiiiiiiiiiiiiiiiii<ii;iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiitiiiiiiiiiiiiMtiiiitiiiniiriiiiiiiiiiiiiitiiiiiiiiiiMt:
I FERALUN*?:^!^
E Car Steps
S Floor Plates
i Station Stairs
i Door Saddles, etc.
I AMERICAN ABRASIVE METALS CO.
so Church St., New York City ""• *■•" '
Mf4 ll_
.iiiiiiiiinMiiiiiiiiiiniiiMiiiiriiuiiniiiHiMiiiiiniiniiiiMniMiiiiiniinMiiriiiniiiiiiiuiiHiiinMHiiniiiiiiiniiiriiiiiiiiHiiiitiiiiiMitiitmif
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Any width, with or without nosing
SAFETY TREAD
I koT car and station steps
I Standard for 25 i/ears
Stanwood Steps and Karbolith Flooring
American Mason Safety Tread Co.. Lowell. HaM.
Brancb offices in New York and Phlladelphli.
Joseph T. Ryerson & Son, Chlcaso. Western Distributers
Any wi
MASON
4llllll1UllliniHIIUIilllinillllHIIIIIIIMIIII1MltlllH1IUIIIIIIMIIinillllllllllll)lll|i||||||ini|ll||l||||IUIIIIIIIIIII1MIIIM1IIMHIIUIIiniliniU^ f,
HimiiiminimiiiiiiiuiuiiiiiiiHiiiiiimiiiiiiiiiJiiiiiniiimiiiuiiiiiiiuiiiiiiiiHiiiiiuiiiHiiHiiiiiiiiiiiiiniiiiiiiiiiiniiiiiiiu
I pAiUWAl{ I fTIUITy f»OMFAN\{ |
I Bole ilanufacniren 1
I . , "HONBYCOMB" AND "ROUND JET" VENTILATORS i
S for Monitor and Arch Roof Cars, and all classes of buildings: i
S also BLECTKIC THER.MOMETEB OONTROl, i
i of Car Temperatures. 1
I l«ll" WEST WD ST. Writ, lot 1388 Broadway 1
I OUeago, ni. Catal07Ut Naw Tark. M. T. |
'*"""""""" """'"""".iiiim Miimiii lllmiiiniilliiiimiimilliltllliiiiiiiiii i iiiniiiuiiuiliiiiiiiiiiiiral
THE DIFFERENTIAL
STEEL CAR CO.
H. Fort Flowers, Pre*, and Gen. Mcr.
FINDLAY, OHIO
irMiimiMinMniiiitiiiitHiniiitiiimiiiiiiitiiHiiiitiiiiriiiiriiiiiiiimiiiituiiiuiMiiiiiriiiiiiiiiiiurimtiittiiimiiiiiiiinitiiiHiiiiiHiiiiiiti:
December 17, 1921
Electric Railway Journal
49
Ihr iMck or trackless eleciric^
It's DURADUCT
In the Wiring Circuits
Here It Is I
Ilie up-to-date " Trollibus" pioneered
by the Virginia Railway & Power
Company designed to get away from
the cost of the track but to hold onto
the advanta<;es of electric safety car
brightness, lightness and safety.
The wiring of a trackless trolley bus
calls for extra cars in insulation,
because of a negative zvire instead of
a negative track, but just the same
the storv reads:
"The wiring from the controller to
the motor and rheostat as well as the
lighting and signal circuits ar^ in
'DURADUCT.' "
Duraduct is the original single-wall,
woven conduit with the black dotted
line on the interior surface. No other
conduit can give you such satisfaction
for the outlay, whether in first cost,
installation cost or continuing cost.
and Remember — Duracord
Wherever you have a job calling for flexible
portable cord there is nothing to equal Dura-
cord, the combination of wire, better-than-
Underwriters' rubber and the famous woven
cover, but all in one.
Tubular Woven Fabric Co., Pawtucket, R. I.
52 Vanderbilt Ave., New York, N. Y.
549 W. Washington Blvd., Chicago, 111.
50
Electric Railway Journal
Shop Service
iiiiiiiiiiiiiiiiiiiiiiiiinMiiiiiiiiiiMiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiniiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiniiiiMMiiiiiiiiiini
December 17, 1921
Our Shop
can furnish these items at lowest cost
AIR BRAKE HANDLES
CAR TRIMMINGS:
Conductor Signal Bells
Door RheaveB and Track
Motorman's Seata
Patent Uoor Locks
Platrorm Foot Gongs
Register Rod Fittings
Stationary Register Pulleys
Swinging Register Pulleys
CASTINGS:
Aluminum
Bronze
Cast Steel
Grey Iron
Malleable Iron
White Metal
Zinc
CONNECTORS
CONTROLLER HANDLES:
Bronze operating
Bronze reversing
Malleable Iron, operating
Malleable Iron, reversing
CONTROLLER PARTS:
Contact Fingers, operating
Contact Fingers, reversing
Contact Segment Tips
Contact Segments
Contact Washers
Controller Finger Tips
Controller Cylinder Shatts
W. H. Controller Parts
G. E. ControUer Parts
DESTINATION SIGNS, STEEL
DROP FORCINGS: Light, Medium.
Heavy
DUST PROOF vnd OIL LUBRICATED
CENTER PLATES
GRID RESISTANCE;
Grid Resistance: Repair Parts
LINE MATERIAL:
Feeder Ears
Splicing Ears
Trolley Ears
MACHINERY:
Armature Bearing
Armature Machine
Armature Buggies
Armature Lead Flattening Roils
Armature Shaft Straliihtener
Armature Winding Stands
Axle Stralghtener
Babbitting Moulds
Banding and Heading Machines
Bearing Boring Machines
Car Hoists
Car Replacers
Coll Taping Machines
Coll Winding Machines
Pinion Pullers, any type
Pinion Pullers: Repair PartB
Pit Jack, Pneumatic
Signal or Target Switches
Tension Stands
MOTOR SUSPENSION BARS
MOTOR AND TRUCK SPRING CAP
CASTINGS
PLOW TERMINALS
POWER STATION: Special attention
given to Castings used in Power Stations
RAILWAY MOTOR PARTS:
Armature Bearing Shells
Armature Bearings: Bronye
Axle Bearing Shells; Malleable Iron
Axle Bearing Shells: Semi-Steel
Axle Bearings: Bronze
Armature Colls
Armature Shafts
Bolts. Special
Brush holder Parts
Brushholders, Complete
Commutators. All Types
Dowel Pins
Field Coil Terminals
Field Coils
Gear Cases: Malleable Iron
Gear Cases: Sheet Steel
Motor Covers
Pinion Nuts
Thrust Collars
RATCHET BRAKE HANI>LES: Bronze
Ratchet Brake Handles: Malleable Iron
THIRD RAIL SHOE BEAM: Repair
Parts
THIRD RAIL SHOE BEAMS
TROLLEY CONTACT WASHERS
TROLLEY HARPS
TROLLEY POLES
TROLLEY WHEELS. COLUMBIA:
TrolIe\ Wheels to SpeelQcatlons
TRUCK PARTS:
Brake Pins
Brake Rigging for AU Types of Brakes
Brakes, for Maximum Traction Trucks
Coupling Pins
Equaliaers
Gusset Plates
Journal Box Covers
Journal Box Shims
Journal Boxes
Journal Brass Wedges
Journal Brasses
Journal Check Plates
Turnbuckles
Tf^rite for prices on these or any special parts you need
The Columbia Machine Works and Malleable Iron Co.
Atlantic Ave. and Chestnut St., Brooklyn, N. Y.
A. A. Green, Sales Mffr.,
Brooklyn, N. Y.
E. Keller.
Brooklyn, N. Y.
F. C. Hedley.
Brooklyn, N. Y.
J. L. Vhi'.taker,
141 Milk St., Boston, Mass.
E. Allison Thomwell,
1513 Candler Bldg.,
Atlanta, Ga.
W. McK. White,
343 South Dearborn Street,
Chicago, 111.
F. F. Bodler,
903 Monadnock Bldg.,
San Francisco, Cal.
luminiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiM
December 17, 1921
Electric Railway Journal
TONE & WEBSTER
Have Purchased Only Cars of
Birney Safety Type
During Past Five Years
It was just five years ago that the Birney Safety Car was
introduced in Fort Worth, Texas, where the street railway
lines are controlled by Stone & Webster. The importance
of this introduction can be appreciated only by reviewing
the history of this type of car since that time. Of course, a
very large number of cities have now taken advantage of
the economical and revenue producing features of these
light-weight one-man cars, and the number of "repeat
orders" bear testimony of their success. But more than any-
thing else the most impressive fact is that all cars purchased
during these five years by Stone & Webster, who operate
street railways from coast to coast and from Canada to the
Gulf of Mexico, have been Birney Safeties, and they have
purchased hundreds of these.
The following Stone & Webster properties are now oper-
ating Birney Safety Cars:
Tampa Electric Company, Tampa, Fla.
Northern Texas Trac. Co., Ft. Worth, Texas
Houston Electric Co., Houston, Texas
El Paso Electric Ry. Co., El Paso, Texas
Eastern Texas Electric Co., Beaumont, Texas
Columbus R. R. Co., Columbus, Ga.
Puget Sound Int. Ry. Co., Everett,, Wash.
Puget Sound Pwr. & Lt. Co., Bellingham, Wash.
Tacoma Ry. & Pwr. Co., Tacoma, Wash.
Keokuk Electric Co., Keokuk, Iowa
Cape Breton Elec. Co., Ltd., Sidney, Nova Scotia
Nova Scotia Try. & Pwr. Co., Halifax, N. S.
The J. G. Brill Company
Pi-hl,a.de:i_f>mia.. Pa-.
American Car Co. — C.C. Kuhlman Car Cca. — Wason Manf'c Ca
ST, t.OUtS MO. CUCVEl-AriD. OHIO SPR I I^GFtEUO MASS.
CANADIAN BRILL COMPANY, LTD., PRESTON, ONT., CANADA
Electric Ra? v y O'bn
i-
t I ^HE few crude car
I cards of many years
ago gave little prom-
ise that such advertising
would eventually develop,
under the guidance of Collier
Service, into a medium of
publicity of such benefit to
the Railway Companies.
>
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- _J
M
-Tin iii'T/rnT' XSST TT" 'Tlir'' « i
r .
ii
December 24, 1921
Twenty CenU Per Copy
Jl^^^
A Good
Workman
commands high wages. Why waste his
time and your money with inferior splic-
ing materials?
•
Give him Okonite and Manson Tapes
and Okonite • Cement to use and note
the absence of joint failures.
The use of these three insures joints
which will be as strong electrically and as
long lived as the insulated wire itself.
Write for full particulars
THE OKONITE COMPANY
JncorporateJ 1884
PASSAIC, NEW JERSEY
CENTRAL ELECTRIC CO., CHICAGO. ILL.. Ctntral WaUrn AfnU
PETTINGELL-ANDREWS CO.. Boston. Maw.
NOVELTY ELECTRIC CO.. Philadelphia. Pa.
F. D. LAWRENCE CO.. Cincinnati. O.
THE OKONITE CO., 1513 Candler Bldg.. Atlanta. Ga.
Electric Railway Journal December 24. 1^21
iiiiiiimiiiiiiminiimiiiiiMiiiimiiiiimiiMiiiiiinmiiiiiiiiiiiiiiiitiiitiiiiiiiiiiniiiHiitiiiMiMiiiiuiiHiiiiiiiniiriiiMiiiiHiiiuiiiHiim^ iniiiiiiiiiiiiJiMiiiiiiiiiiKiMiiiiiiiiiiiiiiiiiiiini-.
Merry Christmas
"Merry Christmas. Joe," said the Vice President. "Things are
surely far more cheerful than they were a year ago. This grand old
'Reliable Electric Railway Track and All' industry of ours is coming
back fast. As I have often said before, the American people do the
right thing when they clearly understand a problem. All over the
country, except in a few spots, governmental representatives are now
the leaders in demanding constructive laws that will bring about full
recovery of the Industry. Only yesterday our Executive Committee
told me how sorry they were for turning down your recommendation
last spring for 50 new safety cars. They thought prices were too high,
but now realize that it was an error of judgment, but this year our
entire budget is approved so let us all enjoy a real old-fashioned
Christmas."
"I wish you the same. Boss, and many of them," replied Joe.
"That news will help all the boys to enjoy their Christmas better.
That means we get 50 safeties with Westinghouse 508 motors and
25 Peter Witts with Westinghouse HL control and 514 motors."
"That's just what it means, Joe. Our Executive Committee even
recorded it in their minutes that the cars were to have Westinghouse
equipment."
Westinghouse Electric
East Pittsburgh
& Manufacturing Co.
Pennsylvania
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Vol. 58, No. 26
New York, December 24, 1921
Electric Railway
Journal
Pages 1097-1136
Henry W. Blake and Harold V. Bohell, Editors
Henry H. Norris, Managing Editor
Contents
Modernizing the Cincinnati Traction Power System
Large saving to be effected by scrapping long obsolete generating equipment,
building new substation and purchasing a portion of the energy required.
Three automatic substations are included in the plan Page 1099
Analysis of the Weekly Pass at Youngstown
Rate of increase in revenue so far is double and the rate of increase in riding
is quadruple that of non-pass lines in the same district. Density and earnings
per car-mile show substantial rise. Jitneys are cut almost in half and more
going Page 1104
Recommendations for Rerouting in Manhattan
The commission's engineer recommends radical changes in the surface system,
abandonment of 100 miles, much higher speed, right of way to cars on tracks,
no parking of vehicles in these streets during rush hours, use of trailers, and
other changes Page 1109
Editorials 1097
Selling the Employee on Salesmanship — I 1111
Emergency Power Furnished by Moving a
Complete Substation Set 1112
Handling Traffic on Chicago "L" During
Bridge Replacement 1113
Coal Cost in New York Power Statistics. . 1115
North Shore Car Card Advertising Makes
Impression 1116
Newspapers Publish Constructive Editori-
als ON Railways' Problems 1116
Tr.\.ction Topics Posters Would Inform
Chicago Riders 1117
Results of Mutual Benefit Association . . .
Annual Meeting of Iowa Engineers Soon.
International Railway Congress
Indiana University to Entertain Utility
Men
American Association News
News of the Electric Railways . .
Financial and Corporate
Traffic and Transportation
Personal Mention
Manufactures and the Markets.
1118
1119
1119
1119
1120
1121
1127
1130
1134
1135
Cnble Addres!- "Machinit-t. N.
Publishers also of
McGRAW-HILL COMPANY, INC., Tenth Ave. at 36th St., NEW YORK
The annual subscription rate is $4 in the United
States. Canada. Mexico, Alaska, Hawaii, the Philip-
pines. Porto Rico. Canal Zone. Cuba. Honduras.
Nicaragua, Dominican Republic, Salvador. Peru,
Colombia. Bolivia and Shanghai. China. £xtra
foreign postage in other countries 83 (total $7,,
or ^9 shillings). Subscriptions may be sent to the
New York Office or to the London office. Sinerle
copies, postage prepaid, to any part ol the world,
20 cents.
JAMES H. McGRAW. President
ARTHUR J. BALDWIN. Vice-President
J. MALCOLM MUIR. Vice-president
EDWARD D. CONKLIN. Vice-President
JAMES H. McGRAW. JR.. Secy, and Treasurer
WASHINGTON, D. C, Colorado Building
CHICAGO. 1570 Old Colony Building
PHILADELPHIA, Real Estate Trust Building
CLEVELAND. Leader-News Building
ST. LOUIS. 713 Star Building
SAN FRANCISCO, Bialto Building
LONDON E. C. 0 Bouverie St.
Electrical World American Machinist
Engineering and Mining Journal
Electrical Merchandising
Journal of Electricity and Western Indnstr}-
Chemical and Metallurgical Engineering
Engineering News-Record
Ingeuicrla Intemacional
Power
Member Audit Bureau of Circulations.
Member Associated Business Papers. Inc.
Change of Address — When change of address is
ordered the new and the old address must be given.
Coal .4ge Notice must be received at least ten days before
the change lakes place.
Copyright. 1031. by McGraw-Hill Company, Inc
Published weekly. Entered as second-class matter
J>ine 23. 1908. at the Post Office at New York,
under the Act of March 3, 1879.
Circulation of this issue, 6,000
Advertising Index — Alphabetical, 36; Classified, 32, 34; Searchlight Section, 31
Electric Railway Journal
December 24, 1921
Cleveland, Ohio. Public Square
On the Big Cars
DH-25
Compressors
Westinghouse Traction Brake Co.
General Offices and Works:
Wilmerding, Pa.
Mexico City
Boston. Mau.
Chicago. 111.
Columbua, Ohio
Denver. Colo.
OFFICES:
Houston. Tez.
Los Anseles
New York. N. T.
Pittsburgh, Pa.
San Francisco
Seattle, Wash.
St. Paul, Minn.
St. Louis. Mo.
Washington. D. C.
Adequate, dependable car control is a prere-
quisite of efficient traction service. It is doubly
important in thickly populated communities;
first, to insure the public's safety, and second, to
increase traffic capacity by allowing faster
schedules and shorter headway.
Control centers in the air compressor.
The compressor must be capable of furnishing
a constant, dependable supply of compressed air
sufficient at all times to meet the extreme require-
ments of the control apparatus. To be thor-
oughly satisfactory it must do this quietly, eco-
nomically, with minimum wear and attention.
The Westinghouse DH-25 best meets these
conditions on the big cars in heavy city or inter-
urban service.
This 25-foot compressor of the popular Bungalow design,
developed primarily for big low-built units, but equally adapt-
able to all other types, has been installed on hundreds of
cars in many cities with uniform success.
WESriN(iHOUSETRACTIOHBRAKES
December 24, 1921
Electric Railway Journal
The New Safety Cars
in Milwaukee
THE adaptability of the Safety Car
to heavy traffic as well as light is
again demonstrated by the success of
the new double-truck, one man, two man
cars in the congested sections of Milwaukee.
These cars are of special design, weighing
31,820 lbs. and seating 58 passengers.
They are regarded as a compromise be-
tween the standard Safety Car and the
larger unit commonly used for heavy city
service. They remain Safety Cars never-
theless by virture of being equipped with
the complete Air Brake and Safety Car
Control Devices of the Safety Car Devices
Company, which permits of safe and eco-
nomical operation by one man when traffic
does not justify the services of two.
The American Electric Railway Association
has agreed that any car is a Safety Car
if properly equipped.
Let us show you how your cars may be
properly equipped.
Safety Car Devices Cb.
OF St. Louis, Mo.
Postal and Olographic Address:
WiLMERDING, PA.
CHICAGO SAN FRANCISCO NEW YORK 'WASHINGTON PITTSBURGH
Electric Railway Journal
December 24, 1921
^ insurance plus
1 W^
1
'■ HiHF
n
7"/?^ Effects of Fire on
''A Fireproof Station''
There was no combustible finish in any portion
of the building — the walls were brick, the roof
was reinforced concrete, carried on steel trusses,
the floor was concrete and there was no exterior
exposure to the building.
It was used as a rebuilding and drying house
for transformers. There were 43 barrels of
transil oil (in steel drums) in the building,
which was used in recharging the transformers.
A short circuit of the electrical apparatus,
piercing with the discharge, one of the steel
drums fused the oil, spreading the fire to the en-
tire 43 barrels. The intense heat generated, drew the tem-
per of the steel crane and roof supports, causing them to
bend, thereby pulling down the walls and roof. The entire
building and contents nvere a total loss.
Marsh and McLennan in addition to protecting you against
such losses are able to minimize your hazards and reduce
your insurance costs. May we tell you how?
MARSH & MCLENNAN
175 W.Jackson Blvd. Chicago, 111.
Minneapolis
New York
Detroit
Denver
Duluth
Columbus
San Francisco
Seattle
Cleveland
Winnipeg
Montreal
London
December 24, 1921
Electric Railway Journal
. .y^ 'Z-^f i^^V:^i-^^*V'3Kf9fii Wi»l
O-B Type AW-3 Bond (Patented)
90° welding angle and steel welding surface — the ideal combination for easy electric welding.
Copper shielded from intense arc heat. Cable life lengthened by copper sleeve.
Made in various capacities and also for base-of-rail application.
Make your 1922 money bring extra savings with
WILSON KL'ifd^ WELDER
If you want your 1922 Bonding appro-
priation to work overtime and bring
unusual returns invest some of it in a
Wilson Plastic Arc Rail Bond Welder.
All the latest and best in the art of arc ,
welding is embodied in the Wilson
Machine which is built expressly for rail
bonding and track work.
With a Wilson Welder your bonding
will be done superlatively well because
the built-in characteristics of the ma-
chine— short welding arc, controlled
welding current and uniform heat in the
weld — enforce correct welding methods.
Wilson Welders do the same good
work welding splice bars, building up
track, making miscellaneous repairs.
You can work a Wilson Welder con-
tinuously if you wish — twenty-four
hours a day and every day — as two other
properties did who found more work
for the machine than could be crowded
into eight hours.
Shall we send you full injormation?
Ohio ^ Brass c^
Wilson Welder is regularl/ furnished on its
own four wheel truck to run on the rails. How-
ever this pneumatic-tired trailer has proved
popular for city service.
The
Mansfielci,
Ohio.U.S.A.
New York Philadelphia Pittsburgh Charleston. W.Va. Chicago Los Angeles San Francisco Paris, France
Products: Trolley Maferiol. Rail Bonds, Electric Railway Car Equipment, High Tension Porcelain Insulators, Third Rail Insulatort
Electric Railway Journal
December 24, 1921
f#]f#i^l^!^^i^l^f^f^^felf^^[^ffelf^^f^f^^f^f^f^l#^
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Factors Which Govern the Proper
Selection of Rail Joints in Paved Streets
A Thermit Insert Weld — no Cupping in Service 1
9 — Attention Required in Service
In selecting a really low cost street rail joint, the cost of the attention required in
service is a vital factor in your decision.
It is mere ostrich philosophy to suppose that by installing mechanicall, or only partially-
welded joints, you can dodge the following "attention costs":
1. Premature and frequent renewals of joints due to cupping of non-continuous rail
welds.
2. The high cost of labor in tearing up pavements while making such renewals.
3. The high cost of energy loss to the power house and electrolysis resulting from
loose joints.
You cannot escape these cost items unless you intall the
THERMIT INSERT RAIL WELD
Experience in many cities, notably Saij Antonio, Pittsburgh, Indianapolis, and Youngs-
town has shown that the Thermit Insert Weld requires no attention in service because
the joint is absolutely eliminated and no cupping can take place.
# ^ ^
Let us know the section number of the rail which you
wish to weld so that we can ship welding material suit-
able for the purpose. On receipt of an order for material
and apparatus, we will send an expert demonstrator
to instruct your men so that you can carry on this work
yourselves.
Send for our latest Rail IVeMing Pamphlet 3932.
Metal & Thermit Corporation
120 Broadway, New York
PITTSBURGH
CHICAGO
BOSTON
S. SAN FRANCISCO
TORONTO
December 24, 1921
Electric Railway Journal
Who Uses Steel Twin Ties and Why
Save $16573.60 per mile.
"The completed track showed a saving of $3.12
per single track foot." — Mr. A. J. Stratton
in The Electric Railway Journal.
Labor Costs Less With Steel Ties.
"Use of Steel Ties cuts down the amount of
grading both in width and depth." — Mr. W.
R. Dunham, Jr., in Maintenance of Way for
Street Railways.
Track Laid in 1911 in Excellent Condition.
"There is difficulty now in finding these joints
and not a single joint has given trouble." —
Mr. A. S. Wolfe in The Electric Railway
Journal.
Partial List of Cities in which Steel Twin
Tie Track has been laid or is
being laid this spring.
New Haven, Conn.
' Harrisburg, Pa.
Poughkeepsie, N. Y.
Boston, Mass.
Syracuse, N. Y.
El Paso, Texas
Milwaukee, Wis.
Baltimore, Md.
Cleveland, O.
Detroit, Mich.
Highwood, 111.
Toledo, Ohio
Youngstovfn, O.
Cincinnati, O.
Jackson, Mich.
Pueblo, Colo.
Denver, Colo.
Salt Lake City, Utah
Charlottesville, Va.
Birmingham, Ala.
Lexington, Ky.
Louisville, Ky.
THE INTERNATIONAL STEEL TIE COMPANY, CLEVELAND, OHIO
International Products:— STEEL TWIN TIES; STEEL CROSSING FOUNDATIONS; and STEEL
PAVIX(; C;rARI); .ire manufactured and ^ol<l for us in Canada by The Sarnia Bridge Co., Ltd., harnia, Unt.
10
Electric Railway Journal
December 24, 1921
From the largest
— to the smallest
AGASOTE
-^ •^- TRADF. MARK M Jl
and
pANTASOTF
-M- TRADK MARK M ^
Used in electric railway cars from the very largest to
the smallest. From the big multiple unit trains of the
electrified zone of the New York, New Haven and
Hartford Railroad down through all classes of rolling
stock to the safety cars, AGASOTB^ for headlining and
interior trim and PANTASOTE curtains and up-
holstery, are very generally used.
THE PANTASOTE COMPANY
11 Broadway, New York Peoples Gas Bldg., Chicago 751 Monadnock Bldg., San Francisco
iinnniiiiiiiimiiiiimimitniiniiiiniiiniiiiiiininiiiiiiiniiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii^
December 24, 1921
Electric Railway Journal
11
'UOCf^^
Air Sanders
Golden Glow Headlights
Illuminated Destination Signs
Steel Gear Cases
Lighting Fixtures
Motormen's Seats
Faraday Car Signals
Trolley Catchers
Shelby Trolley Poles
Samson Cordage
International Fare Registers
Fare Register Fittings
Air Valves
Cord Connectors
Rotary Gongs
Standard Trolley Harps
Standard Trolley Wheels
Automatic Door Signals
12
Electric Railway Journal
December 24, 1921
Action! .12
Get Busy Now!
Don't delay that track rehabilitation
any longer/
The public now expects better quality service
and the rubber-tired motorbus looks pretty
good in some places. Start putting your
tracks in shape at once. Extra gangs can be
employed now at reasonable wages and addi-
tional highest-grade welding and grinding
equipment can be secured at attractive prices
and for quick delivery.
AJAX
Electric Arc Welder
A 155 lb. high capacity resistance welder, especially
designed and built for efficient maintenance of
railway track.
ATLAS Rail GKnder
An efficient rotary grinder, high speed, light and
suitable for working under heavy traffic conditions.
RECIPROCATING
Track Grinder
Unsurpassed for removing all trace of corruga-
tions from straight and curved track.
RAILWAY TRACK-WORK CO.
3132-38 E. Thompson St.
Philadelphia, Pa.
AGENTS :
Chas. N. Wood Co.. Boston
Electrical Eiigineerinf & Mfg-. Co.. Pittsburgh
Atlas Riilway Supply Co.. Chicag-o
P. W. Wood. New Orleans
December 24, 1921 ElectricRailwayJournal 13
Pneumatize! Jlsl^^ Modernize!
Two Eyes on the Fare Box
Are Better than One
But the conductor of a hand-stepped, hand-doored car has
no two eyes to spare — more likely it's just the- corner of
one.
He's too busy, trying to control the interchange of passen-
gers at the entrance and exit doors to concentrate on the
fare-box.
Give him a pneumatized car and note the diflference!
The almost sub-conscious flip of a handle or pressure of a
button, and —
The doors close at the right speed ivithout a slam.
The doors close without possible injury to the passenger.
The steps go up in perfect teamwork with the door, to avoid trap-
ping or trippi?ig any late-comers.
The "go-ahead" signal can't be given too soon because the closing
of the door does that job.
Further, if you want the utmost in speed with safety, the closing
of the doors can be made to start off the car on control point No. 1,
too.
So, then, for Better and for Faster Fare Collection
Use The National Pneumatic Rushour Line
National Pneumatic Door National Pneumatic Door
and Step Control and Step Mechanisms
National Pneumatic Motorman's Signal Lights
National Pneumatic Safety National Pneumatic Multiple
Interlocking Door Control Unit Door Control
Manufactured in Canada by
Dominion Wheel &. Foundries, Ltd.
Toronto, Ont.
National Pneumatic Company, Inc.
50 Church St., New York Edison Bldg., Chicago
Works: Rahway, N. J.
14
Electric Railway Journal
December 24, 1921
1 — m
III III III III III m TTT
III III III III III III
CON^LIDAIED CAR HEATING CO.
AlbaayNiY:
NewliibtkGiy Chica<^o
"III III Ml III III
III III III III HI 111 III
Coa^:accx)K .Que.
Ill III III III III III III
December 24, 1921
Electric Railway Journal
15
Gear Pinion
Dotted /me shows tooth-form
/4^'ini/o/ute. So/id line shows
tooth-form of Nuttsll Helicals
All Weatinghoute Electric and
Mfg. Co. Dutrtct O/ficet are
Salem Repretentativet in the
United States for Nuttall
Electric Railway and Mine
Haulage Products.
^*^*^U^A
16
\
Electric Railway Journal
December 24, 1921
TROLLEY WHEELS:
V-K Oilless
M-J Lubricated
HARPS:
V-K Non-Arcing
BEARINGS:
"Tiger" Bronze
Axle and Armature
ARMATURE BABBITT
and Similar Products
Guard Against Waste
and Inefficiency
There is waste and inefficiency in every industry. It is the purchasing
agent more than any one else who must guard against these twin evils,
that have brought many an organization to the brink of ruin.
Waste, due to the purchase of poor materials and lost labor is a large
item of expense, yet it is small compared to the cost of idle equipment
that's laid up for repairs.
Tiger Bronze Axle and Armature Bearings may be a trifle higher in
first cost but in the long run they are by far the most economical —
there is less waste of materials, less labor lost and less idle equipment.
If you believe that ultimate cost is the only true measure of economy
buy Tiger Bronze Bearings.
MORE- JONES BRASS & METAL CO., ST. LOUIS
December 24, 1921
Electric Railway Journal
17
WHICH WILL
YOU HAVE?
A Gallon of Oil
or
A Gallon of
Lubrication?
Were all oils of the same quality, their lubricating value could
be measured in gallons. But oil bulk is no more an indication of
lubricating efficiency than head bulk is a characteristic of brain
power.
It is not the gallon of oil, but the lubrication units the gallon
contains, that marks its value. If GAI.ENA OILS can show^ by
greater mileage, by fuel saving and ability to protect and preserve
bearing surfaces, their superiority over other lubricants, it is but
a fair and just conclusion that mere bulk comparison is illogical.
On the cars of hundreds of electric railways, in shops and power
houses, Galena Oils are giving daily demonstrations of their excep-
tional quality. Through unequalled service records in all climes
their efficiency and economy have been clearly proven. By every
comparative test they have convinced mechanical men that their
reputation as "The world's best railway lubricants" has been hon-
estly and fairly earned.
"Galena Quality Is Our Bond and Your Security/"
Galena-Signal Oil Gbmpanyi
New York Franklin, Pa. Chicago
^ and offices in principal cities »
18
Electric Railway Journal
December 24, 1921
.".■<.'^'>, ■ : -AX, ■_■".-
^^
In important traffic areas, line repairs must be quick but
slap-dash work will not do. Those repairs must hold
The New Form R-3 Sleeve
Where Good Splices Are Vital
Splices stay when the G-E splicing
sleeve is used. It grasps the wire
with a vise-like grip. The heavy
toothed wedges hold tighter as the
■pull increases. A wire would break
at some other point before one of
these sleeves would give way.
This device is simple in construc-
tion and is easily installed. For
emergency use it effects a quick,
permanent splice without any
kinking or twisting of the wire. It
fits snugly over the trolley wire
giving the wheel a smooth path.
The addition of an adapter makes
this sleeve an ear.
Place your order now — shipments
from stock.
General Office
Schenectady. NY
GeneraWElectric
Company
Sales Offices in
all large cities
\
Electric Railway Journal
Consolidation of Street Railway Journal and Electric Railway Review
HENRY W.B1.AKE and HABOLX) V.B021XX..E<Utort HENBY H.NOBBIS.Maniging Editor
BABBY L.BBOWN.WMtem Editor N.A.BOWEBS.Paclflo Coait Editor H.S.KNOWLTON.Now England Editor C.W.SQUIEB.A«aoolate Editor CARL W.STOCKS.Associale Editor
G.J.MACMURBAY.News Editor DONALD P. HINE, Editorial Bepresentatlre II. E. PLIMi'TON, Editorial Representative PAUL WOOTON, Washington RepreaentatlTe
Volume 58
New York, Saturday, December 24, 1921
Number 26
Wit\) tije ^ea£ion'£S (greetinssi anb pe£(t ^ifi^esi for a prosperous i^eto pear
for tfjE Clcctrtc 3Railtoap 3Jni)ustrj>
Municipal Bookkeeping
Explained by Mr. Whalen
A PROFIT of some four thousand dollars was soon
changed into a deficit of much larger proportions
within a few minutes during the testimony of Grover
Whalen, Commissioner of Plant and Structures for
the city of New York, before the Transit Commission
this week. It is rather to Mr. Whalen's credit than
discredit that he had the facts, the knowledge and the
ability to answer the queries of the commission and
help get at the true state of affairs in the city's trolley
operations on Staten Island. For as soon as he was
asked to show the effect of accounting for certain
charges, well known to be existent, he admitted that
if the city had kept books as any independently operated
concern must do, the profit the city announced would
vanish into a real deficit.
The Transit Commission, in its hearings, is trying
to get at some really basic and useful facts for the
benefit of the public. It is of great value to the public
of New Yoi-k City, and elsewhere, and also to the trans-
portation and public service industry in general to have
emphasized that the public, as well as private enterprise,
cannot produce profit where profit does not exist.
The city is not to be blamed for not making a profit
on this particular undertaking. No transportation man
would expect the venture to be profitable. It is a small
undertaking in sparsely settled territory, operating at
a low fare. But once the public impression is made
that a "profit" exists it is important to know from a
city official exactly what this "profit"' figure is and
that a real accounting would show a deficit which the
public has to pay.
Patent Office Situation
Needs Your Personal Attention
ANY one who is interested in an industry which de-
l\ pends upon science and engineering for its funda-
mentals and for its most efficient advancement must be
shocked at the conditions in the United States Patent
Office if he knows anything about them.
Out of a total force of 437 men, 163 experienced,
scientifically and legally trained men have resigned dur-
ing the past two years on account of the conditions in
the Patent Office, principally the remuneration available.
Forty-nine thousand applications are waiting and some
of the examining divisions are eleven months behind.
In his recent report the Commissioner of Patents
states : "The Patent Office is in a deplorable condition.
. . . the Patent Office is breaking at the very mo-
ment when it should be responding to the fullest extent
to the depressed conditions of the country." The pres-
ent conditions cannot be allowed to go much further
without danger of the Patent Offlce ceasing to function.
Relief for these conditions is contained in the Lam-
pert Patent Office bill, H.R. 7077, which has the unani-
mous approval of the patent committee of the House of
Representatives and can probably be passed if it could
be brought to a vote. Certainly if enough pressure can
be exerted upon various Congressmen by their constitu-
encies this matter can be brought to a vote and the con-
dition relieved. Electric railway men can render real
service by writing to the representatives from their
home districts to urge Floor Leader Mondell and Patent
Chairman Lampert to bring about a vote on this bill.
The New York
Transit Hearing Broadens
THE testimony at the hearings of the New York
Transit Commission this week has emphasized the
necessity of some constructive plan for bringing order
out of the confusion which now exists in the New York
traction situation. At the same time it has made ap-
parent some problems which are bound to come up in
any solution. Last week, with the operating men on the
stand, the chief criticism expressed of the tentative plan
of the commission was the fear that politics would
be paramount in the proposed Board of Control.
This week the aspect of the situation first considered
was that presented by representatives of the underlying
bonds of various companies, who, as a body, did not seem
so much concerned over political control. Perhaps they
felt that the results of private operation were not all
that could have been wished. At any rate, the chief
contribution which they made to the general inquiry
was doubt whether all of the underlying bondholders
will be willing to exchange their present equities for the
general lien to be provided in the proposed new 5 per
cent bonds. Such universal exchange, moreover, "they
argued, was unnecessary, because as the underlying liens
matured they could be retired by the action of a sink-
ing fund, or the sale of new securities, based on the
universal lien. Until, however, the commission announces
which lines it will take over, it will be impossible to
say which bondholders will have the opportunity to
make such a choice.
This leads up to the proposed rerouting plan offered
in evidence on Tuesday by Daniel L. Turner, consult-
ing engineer of the" commission, and which he was
careful to explain was submitted on his own responsi-
bility only and had not been approved by the commis-
sion. While he used the term "abandon" in connection
with certain portions of the existing system, the report
was intended evidently only as representing an expert
traflSc viewpoint, and Mr. Turner admitted that even the
22 miles of track not now in use could be removed, if at
all, only with difficulty and after tedious litigation, if
the companies insisted on clinging to their rights.
1098
Electric Railway Journal
Vol. 58, No. 2tt
The future under the commission's plan of the roads
or, sections of roads which it elects not to take over is
y^t shrouded in mystery. Whatever is done with them
they should not be condemned in all cases as unprofitable
simply because they have not been making money under
the conditions of the last few years. It should be borne
in mind that the average operating expenses in 1921 on
all the surface lines in Manhattan was 60.11 cents per
car-mile, exclusive of taxes, and 65.24 cents per car-
mile including taxes. These seem unreasonably large,
in view of the fact that during the last fiscal year the
Chicago Surface Lines made money, although gross
receipts amounted to only about 47 cents per car-mile.
Mr. Chalmers of the Second Avenue Railroad has al-
ready shown what can be done by a few improvements.
If the constructive program outlined by Mr. Turner in
the way of increased speed and train operation could
be put into effect, it would show still greater advances in
service and efficiency. In fact, the introduction of even
half of his program would make necessary a complete
revision of the present ideas in New York of the finan-
cial and service possibilities of the surface lines.
Muskegon and Battle Creek
Favor the Trolley
AFTER eighty-four days the residents of Des
.Moines voted for the trolley as against the auto.
It probably did not take the voters this long to make
up their minds, but it took that long before the franchise
election could be arranged. On the other hand Saginaw
recently voted in favor of buses after a trying experi-
ence somewhat similar to that of Des Moines. Now
come Muskegon and Battle Creek. With the issue put
squarely before both these cities they have gone on
record in favor of the trolley. In Muskegon, the Council
is authorized to pass ordinances denying the use of the
streets to the bus lines affected so there shall be no
unfair competition. In the Battle Creek case, where the
choice, was strictly between the auto and the trolley,
the vote was overwhelmingly in favor of the electric car.
Saginaw remaiins in strange contrast with the cases
of Des Moines, Muskegon and Battle Creek. About
the only thing that this proves is that the residents of
Saginaw, considering what they have endured since
railway service there stopped, are permitting their
animosities to blind them to their own immediate per-
sonal convenience and to make them reckless to the
extent of gambling on their own and their city's future.
Jt? Wholesale Price
= ? to the Wholesale User
THE transition of the American electric railway from
the status of a purely manufacturing and distribut-
ing industry to a business seems foreshadowed in the
several publicity plans and fare schemes that are being
tried throughout the country. One of these schemes in
which both cheerful publicity and ^n unusual fare have
been combined is the operation of the unlimited-ride,
weekly pass at Youngstown, Ohio. So much interest has
been manifested in this plan — now definitely adopted
after the eight weeks trial period — that the Youngstown
Municipal Railway has consented to the publication of
the detail analysis of nine weeks operation.
This analysis not only seeks to answer squarely every
question that has been raised about this unusual form of
transportation, but also tries to show wherein the un-
limited-ride pass appears to possess a more businesslike
basis than other ways of selling at wholesale.
One point it seems particularly worth while to stress
here is that the sale of tokens or strip tickets at a re-
duced rate does not necessarily oblige the purchaser to
ride more, although it is a stimulus in that desirable
direction. However, there is no time limit on such
tickets, and they may be divided among as many per-
sons as there are riders. Contrary to this, the pass is
distinctly the concession of a wholesale price only to the
wholesale, and practically individual, user. The one
way he can win over his paying the price of two maxi-
mum fare rides a day is by taking more than two rides.
At the same time, it is most unlikely that those rides
in excess of two per diem will be taken in the rush hours.
Despite the stereotyped objection to an unlimited
service rate, it will be found that the average gross
rides per pass per diem has hovered around 4.2 to 4.3
right along, while the actual "origin-to-destination"
rides are no more than 3.3 a day. Apparently pass buy-
ers like the railway a lot better than before, but they
do not seem to spend all of their time riding the cars
at that. After all, if the main thing is to make more
profitable use of the off-peak car-miles, Youngstown can
be said to have made a beginning that will encourage
everybody but the jitney operator and trolley baiter.
New Haven Dissolution
Decree Expected Soon
ANOTHER instance of the helpful attitude of the
L present administration at Washington to business
is furnished in the visit of Attorney General Daugherty
to New England in connection with the inquiry into the
New Haven dissolution decree, and the assurance that
the government's policy in the case will not be based
on legal technicalities, but on the practical require-
ments of New England as a whole. These requirements
as brought out at the hearings, with the exception of
one or two small voices, were that the status of the
properties as a unit be preserved.
Probably few more shocking examples exist of unwar-
ranted interference by government with business than
that presented by the New Haven case. The original
dissolution action was of course unjustified. It was
brought during the Roosevelt administration, but was
withdrawn the following year under the administration
of President Taft at the recommendation of Attorney
General Wickersham after a careful investigation. He
found the trolleys and railroad supplying complement-
ary, not competitive, service. Then during the Wilson
administration the dissolution decree was promulgated.
Mr. Daugherty's decision is expected to be made
known soon after Jan. 1. His recommendations may
take one of two forms. He may order the sale of the
subsidiary holdings which have not yet been disposed of,
as soon as market prices would justify the step, or
recommend a supplemental decree to permit the return
of the Connecticut Company's trolley lines and the
Boston holding company to the New Haven.
Against the onus of all the changes and charges previ-
ously recited the New Haven management has struggled
bravely now for more than seven years. It is to be hoped
that for the company the end is in sight, particularly
since the interstate commerce act has been strengthened
and the last possible reason appears to have been removed
for the charge that, with the lines of New England
again one, the system might be subject to abuse.
December 24, 1921
Electric Railway Journal
1099
Modernizing Cincinnati Traction Power System
Large Saving to Be Effected by Scrapping Long Obsolete Generating Equipment, Building New
Substations and Purchasing a Portion of the Energy Required— Three Automatic
Substations Included in the Plan
AN ANNUAL saving of $84,000
l\ is expected as the result of a
X A. plan now well under way to
modernize the power supply system
of the Cincinnati (Ohio) Traction
Company. This is conservatively
estimated, and against the new plan
is charged the carrying charges on
the total investment in all the old
equipment replaced as well as the
new installed. This in general in-
cludes abandonment of considerable
generating equipment still in use,
the construction of four new substa-
tion buildings and the installation of
ten new 60-cycle, 1,500-kw. rotary
converters, including three automat-
ics; an increase in the number of
points of power supply from eight to
eleven and involving a rearrangement
of the feeder system, and the pur-
chase of energy needed beyond the
capacity of the company's alternat-
ing - current generating equipment
from the Union Gas & Electric Com-
pany. The capacity of the traction
company's alternating-current equip-
ment at the Pendleton power station
is 30,000 kva. and the maximum de-
mand on it has been about 17,000 kw.,
while the total power demand on
alternating-current and direct-cur-
rent generating equipment has run
about 24,000 kw. The plan of
operation will probably be to operate the alternating-
current generating units at Pendleton, or part of them
as required, at practically constant load and take from
the Union Gas & Electric Company whatever additional
power is required in order to get the most efficient use
of the power plant, and hence a low cost per kilowatt for
the power generated. However, if it develops in actual
operation that the total cost of power would be less by
taking a practically uniform amount from the electric
company and handling the swings and peaks on Pendle-
ton, this opposite scheme of operation will be followed.
In other words, the scheme is flexible, enabling the
railway management to determine that balance of low
cost of energy generated against low demand cost of
energy purchased which will result in the lowest aver-
age cost per kilowatt for all energy consumed.
Another factor which should be mentioned in connec-
tion with the company's broad plan of reducing power
costs is the equipment of all cars with Economy watt-
hour meters, the idea being to reduce the consumption
as well as the cost per unit. The results of this phase
of the plan, as indicated by the saving made the first
month the cars were equipped, will be very gratifying.
The main present source of energy for operating the
cars of the Cincinnati Traction Company is the Pendle-
ton power house, which is located in the east end of
MAP OF Cincinnati Traction Company Lines and Substation Locations
the city. This is equipped with three 10,000-kva., 25-
cycle turbine units and 3,000-kw. capacity of non-con-
densing, reciprocating engine-generator units. This
station thus supplies direct-current energy to the feed-
ers extending to the inunediate vicinity and 25-cycle
alternating-current energy transmitted at 6,600 volts
to five rotary converter substations. One of the out-
going high-tension lines extends from the power plant
to the Brighton Avenue substation and thence to the
Cumminsville substation, where it is stepped up to
33,000 volts for a line extending to the Hartwell power
plant located on the Ohio Traction System about 9
miles from the downtown district of Cincinnati. This
line serves one 500-kw., 25-cycle converter located in the
power station and supplying energy to the interurban
system and some of the outlying lines of the Cin-
cinnati Traction Company. In addition to this one ro-
tary, the Hartwell power plant contains two 1,000-kw.
direct-current, non-condensing, reciprocating engine-
generators, which are used during the peak hours.
Aside from the Pendleton station, the principal source
of power for the Cincinnati Traction Company has been
the Depot Street power house, located at the west end
of the city and equipped with eight generating units,
two of which comprise non-condensing, Corliss com-
pound engines direct connected to direct-current gene-
1100
Electric Railway Journal
Vol. t)8, ivc;. 26
rators, and the six others being old four-pole generators,
belt driven by non-condensing simple engines. The total
capacity of this plant is 4,500 kw. and until very re-
cently it has been operated continually and practically
to capacity.
The substations supplied with 25-cycle alternating-
current energy from the Pendleton power house and
their capacities are given in one column of an accom-
panying table which lists the old and new direct-current
5j
1
"^
^(
A
■
/
\'i
'
J
J
£/.9?
-I
S/.ffS
"1
\
N
iTT
??^ jr^?' ya^?g> g
LongV+udinal Section
Floor Plan and Cross-Section of Sinole-Unit Substation Design
facilities. The locations of the power houses and the
substations of the new plan are indicated on the ac-
companying skeleton map showing the car lines in Cin-
cinnati. The old power supply system comprised three
sources of trolley current direct from direct-current
generating stations and six sources from substations,
one power plant and substation being at a common point,
so that there were eight points of supply to the 600-volt
feeder and trolley lines on a system comprising 228
miles of track.
Obviously, much of the generating equipment of the
company has long since been obsolete and was resulting
in an excessive cost of energy for car propulsion. Since
it was possible to enter into a favoi-able contract with
the Union Gas 4 Electric Company for the purchase of
energy, this plan was determined upon rather than to
build new modern power plant facilities in order to
reduce the power costs to an economical figure. Follow-
ing this out, all reciprocating engine-generating units
are to be abandoned, dismantled and disposed of. The
dismantling of the Depot Street power house was begun
Nov. 1, and the direct-current generating equipment
in the other two power stations will soon follow, as the
installation of the new substation equipment is well
under way.
Reconstruction to Be Made
Under the new power supply plan 60-cycle, three-
phase energy will be purchased from the electric com-
pany at 13,200 volts, from transmission lines built into
the substations by the electric company. For the sake
of uniformity, all of the new 60-cycle machines are to be
of 1,500-kw. capacity and the transformers are 1,500-
kw., three-phase units. These were used because of the
economy of space and investment required. While with
these transformers it is impossible to operate at two-
thirds capacity if one phase is down, it was believed
that the number of cases of trouble of this kind is so
small as compared to cases of converter trouble that it
is not an important disadvantage and does not offset the
other advantages. The converters, automatic equipment
and practically all of the other substation equipment
were supplied by the Westinghouse Electric & Manu-
facturing Company.
Abandonment of the Depot Street power house is
made possible through the installation of two new sub-
tions. One of these is to be located in the present power
house, where the equipment will consist of two 1,500-
kw., 60-cycle rotary converters arranged for manual
operation. The other is the new Price Hill substation
pictured herewith, which is equipped with one 1,500-kw.
rotary converter arranged for full automatic control.
This was the first of the new substations to be placed
in operation.
The present Curominsville substation is to be aban-
doned, the present 1,500-kw., 25-cycle converter moved
to the Pendleton power house partly to replace the re-
ciprocating units now being operated there, and a new
substation of the same name built in the immediate
neighborhood of the present Cumminsville substation.
This will be equipped with two 60-cycle, 1,500-kw. man-
ually operated converters. The shifting of the old con-
verter will of course not be made until after the new
station is completed and placed in operation. Similarly,
the 25-cycle, 500-kw. rotary converter located at the
Hartwell power plant is to be transferred to the present
Hyde Park substation to reinforce the capacity there
and a new 1,500-kw., 60-cycle machine with full auto-
matic control installed in the power plant, replacing the
present converter and the direct-current generating
equipment, which latter will be scrapped. With the
additional 500-kw., 25-cycle unit installed at the Hyde
Park substation, the voltage regulation in the territory
it serves will be greatly improved, since this includes
two bad hills for which the present single unit is unable
to carry the load at times.
The direct-current generating equipment shut down
(
December 24, 1921
Electric Railway Journal
1101
in Pendleton power house is replaced partly by the in-
stallation of the one 1,500-kw., 25-cycle converter
installed in the station, as already mentioned, and by the
building of a new substation on Norwood Street as
shown on the map of the system, this new point of
energy supply to the system also materially improving
Price Hill Automatic Substation, Showing Transformer Tower
AT the Far Corner
the voltage in that vicinity. The Norwood Street sub-
station is equipped with one 1,500-kw., 60-cycle con-
verter and arranged for full automatic control.
Perhaps one of the most important new substation
locations is that on Walnut Street, between Thirteenth
and Fourteenth Streets, practically in the heart of the
downtown, or heavy load, section. This substation is to
be equipped with three 1,500-kw., 60-cycle converters,
manually operated. The former points at which energy
was supplied to the trolley system formed roughly a
semi-circle around the downtown section and the voltage
there was somewhat low. Hence the installation of this
new three-unit substation right in the center of the
downtown load will greatly improve the voltage and
undoubtedly bring about a material reduction in line
losses.
The accompanying table sums up the direct-current
capacity provided in the old power system and that
which will be available upon completion of the new facili-
ties. It will be noticed that six substations and one
rotary converter in the seventh, aggregating a capacity
of 16,500 kw., will be supplied with 60-cycle purchased
energy, while five substations and five converters in the
sixth, aggregating a capacity of 16,0T)0 kw., are sup-
plied with 25-cycle energy from Pendleton power house,
owned by the company. The total direct-current capac-
ity connected to the feeder and trolley system has been
increased from 27,000 kw. to 32,500 kw. Thus a 40 per
SOURCES OF 600-VOI-T CURRENT
Pendleton power house. . , .
Depot Street power house.
Hart well power house
Hyde Park substation. . .
Blair Aveiuie substation..
Hunt Street substation .
Brighton substation
Cutnmin.sville substation. . . .
New Cumminsville substation
Walnut Street substation.. . .
Price Hill substation
Norwood substation
Kw.-Capaeity
Former System
?,000
(d.c. generatori^^
4,500
(d.e. jjenoratoiB)
2.000
d.c. generators)
500
(rolarj' converter)
500
3,000
7,500
25-rycle
1,500
60-cycle
3,000
1,500
Kw.-Capacity
New Plan
1,500
rotary converter
3,000
rotary converter
1,500
rotary converter
1,000
3,000
7.500
1.500
3.000
Frequency
25
27,C00
3,000
4,500
1,500
1,500
32,500
60
25
25
25 (60)
25
25
60
60
60
60
cent increase in capacity has been provided, a substan-
tial improvement in voltage regulation made and a
very worth-while saving in the annual power cost ob-
tained. Furthermore, if the new substations had not
been installed, it is estimated that it would have been
necessary to install $100,000 worth of additional copper
in order to bring up the voltage regulations to a satis-
factory condition. Hence it may be said that the instal-
lation of the new substation plan has virtually salvaged
$100,000 worth of feeder cables in addition to the other
savings.
Manual or Automatic Control
It will be noted from the foregoing discussion that
only the single-unit substations have been arranged for
full automatic operation. In rearranging the power
system, only the Price Hill, Hartwell and Norwood sub-
stations could be equipped with but one 1,500-kw. con-
verter, the size on which the company had standardized.
As to the use of automatic control on stations requiring
more than one 1,500-kw. unit, T. H. Schoepf, vice-presi-
dent and chief engineer, who was responsible for the
new power plan, was of the opinion that the fixed
charges on the additional investment required in the
automatic equipment to handle two or more units were
so high as to wipe out any saving resulting from the
automatic operation. The possibility of trouble with
substation operators resulting in a shut-down on the
system was not felt to be a controlling consideration in
the adoption of automatic control. Not all of the sub-
station operators in Cincinnati are union men and only
ten out of sixty or seventy employees in the electrical
department who would strike in case of trouble are
operators. Another consideration was also involved in
the decision for manual operation of the new Cummins-
ville substation. This substation serves important linefl
extending to sections of the city not otherwise reached
and is located in rather an isolated place where it would
take too long for an Inspector to reach the substation in
case of trouble. It was therefore considered too impor-
tant a location to depend on automatic operation and the
manual operation was used because it was believed to
provide greater assurance of continuity of service.
A special feature of the automatic control in two of
the substations is the connection of the Price Hill auto-
1,500-Kw., 60-Cycle Rotary Converter with Main Feeder Board
TO the Right and Machine Starting Panel to the Left,
with Rear of Board Toward the Converter
matic with the manually operated Depot Street substa-
tion and the automatic Norwood substation with the
manually operated Blair Avenue substation by means
of a pair of pilot wires. The purpose of these is to
enable the substation operator at Depot Street, for ex-
ample, to control remotely the Price Hill automatic and
1102
Electric Railway Journal
Vol. 58, No. 26
by this means to dispatch the load between the two sta-
tions in such a way as to produce the minimum demand
of the two substations sunmied together. This is de-
sirable because the contract for purchased power ia
based on the maximum system demand and not the sum
of the maximum demands of the individual substations.
The same balancing of demands between the Blair
Avenue and Norwood Street substations is provided for.
The remote control makes it possible to cut the converter
^^
rrKJi- *
nomical, the bulk of the load served by the Hunt Street
and Walnut Street substations can be largely carried on
either substation and thus shifted from the company
power plant to the purchased power, or vice versa.
Similarly, the remote control of two of the automatic
60-cycle substations from two of the 25-cycle manually
operated substations makes possible a certain shifting
of load from or to the Pendleton power house and to or
from the Union Gas & Electric Company.
=fsT™i
Floor Plan and Sections op Two-Unit Substation
in the automatic substation in or out, regardless of the
master voltage relay.
Further ability to dispatch the load so as to produce
the lowest cost of power is provided by tying the 25-cycle
Hunt Street substation together with the 60-cycle Wal-
nut Street substation by means of two 1,000,000 circ.mil
cables. These cables are connected between the direct-
current buses in the two stations so that it is possible
to shift the load from Hunt Street, supplied by the
Pendleton power house, onto Walnut Street substation,
which is supplied with purchased power, or vice versa.
In other words, depending on whichever is more eco-
At the Hyde Park substation, where there
has been one 500-kw. converter, the com-
pany has had a semi-automatic operation
for the past year. The station is equipped
with automatic reclosing circuit breakers.
An operator goes to the station at 4 a.m.,
starts the machine up at 5 o'clock and re-
mains until 8 a.m. The machine is then left
running without an attendant until 4 oclock
in the afternoon, when the operator returns
and remains until 8 p.m. Upon departing
at this time he again leaves the machine
running and it is shut down by a carhouse
foreman at 1 : 30 a.m. This scheme of oper-
ation saves two operators, or $10.40 a day.
This plan of operation has been in over a
year and there has been only one case where
it was necessary to send an electrician to
the station on account of trouble. If the
machine is thrown off the line for any rea-
son, the lights supplied by it in a nearby
office of the company go out, and unless
they come back on promptly a clerk there notifies the
electrician. The machine is of course equipped with
bearinge thermostats and other protective devices.
Details of Substation Design
The first of the new substations to be completed and
placed in operation was the Price Hill substation. The
building is constructed with foundation, floors and roof
of concrete and walls of brick. The windows and doors
are hung in metal frames with wire reinforced glass.
The building is practically 25 ft. 6 in. square inside,
with one corner, 13 ft. 10 in. by 11 ft. 1 in., walled off
December 24, 1921
Electric Railway Journal
1103
for housing the three-phase transformer. A tower 12
ft. high is provided over the transformer room in order
to give headroom enough to raise the coils out of the
tank, permitting the tank to be moved out and the coils
lowered to the floor level if work is to be done on them.
A simple block and tackle hung from steel beams placed
under the roof for the purpose are used for handling
the transformer coil in this manner. The transformer
compartment is closed off in front by a fireproof door,
and the main door to the substation is directly opposite
this, this same outer door being used for both trans-
former and converter and other equipment in taking
them in or out of the station. There is room enough
between the transformer compartment and the outer
door to move the converter in a diagonal direction to or
from its foundation.
The floor plan and elevation of this Price Hill single-
will automatically close unless held open. Ten of these
openings are provided per machine.
On the theory that because the substation is auto-
matically operated and therefore that there is no one
around, the spacing in the Price Hill substation was cut
down considerably below the spacings provided by the
National Safety Code and a saving of $2,500 on the cost
of the building thereby made. This spacing was said to
be approved for automatic operation by the under-
writers.
Generous High-Tension Oil Switch Capacity
Only, one high-tension line is connected with the Price
Hill substation, as this is very close to a substation of
the Union Gas & Electric Company, but the other new
substations are served by two high-tension lines. In
both cases, each high-tension line is equipped with its
At Left, Main Direct-Current Switchboard Showing Close Spacing Between Board and Converter. In Center, Reab op IiIain
Direct-Current Switchboard. At Right, Threk-Phase Transfobmer and Connection
in Transformer Room at One Corner of the Station
unit substation are reproduced herewith, as are also the
drawings for the Cumminsville two-unit substation.
This station has a transformer room at either side of
the building and a tower over each. The transformer
room doors face each other and there is space between
the two towers inside the station to move the trans-
former tank out, whence it can be moved in or out of
the substation through the 8-ft. door at the front of
the building, which is also used for admitting the con-
verters.
The location of the various equipment in both substa-
tions is readily seen in the accompanying drawing. The
building design for the Norwood Street substation will
be the same as that for Price Hill and the new building
for the three-unit Walnut Street substation will be of
special design, combining with the substation a central
depot for the line department. Ventilation is provided
in all the substations by means of screened openings
around the station at the floor level and just below the
roof in the towers. These are all 2 ft. square and
equipped with windows hinged off center so that they
own type 0-1 oil switch of very large capacity, it being
expected that this generous capacity of the oil switch
will eliminate one of the common sources of trouble
resulting from oil switches of insufficient capacity. In
the two-unit stations either machine can be connected
to either line by manipulating the disconnect switches.
All of the circuit breakers are remote-control solenoid
operated. The lightning arresters on the two-unit sub-
stations are mounted on the roof between the two
towers, while on the Price Hill substation they are
mounted on a rack which has been placed on the front
wall of the building.
Employees of the electric railway serving Geneva,
Switzerland, have accepted a reduction of an amount
equivalent to $4.83 per month in their wages, effective
Oct. 1, according to advices to the Department of Com-
merce. The employees based their protest against the
decrease on the ground that up to that time there had
been no proportionate reduction in the cost of living in
Switzerland.
1104
Electric Railway Journal
Vol. 58, No. 26
Analysis of Weekly Pass at Youngstown
Rate of Increase in Revenue So Far Is Double and Rate of Increase in Riding Is Quadruple That of
Non-Pass Lines in Same District — Density and Earnings per Car-Mile Show Sub-
stantial Rise — Jitneys Cut Almost in Half and More Going
THE combination of jitney competition, of a
severe industrial depression and reduced purchas-
ing power by most of those who were left at work
led the Youngstown Municipal Railway (a subsidiary of
the Republic Railway & Light Company) to seek relief
in something other than a higher rate of fare. Under
its service-at-cost sliding or, in this case, climbing scale
the fare had gone up to 9 cents cash and 8J cents ticket.
As a still higher fare offered neither the likelihood of
more revenue nor of more service to the public, the
company took the opposite tack and decided to reduce
fares.
The form of fare reduction, however, is decidedly
novel for an American city of this size. Instead of
lowering the fare to regular riders, off-peak riders or
any-time casual riders alike, the reduction has been
effected by offering a wholesale price to those who would
ride wholesale. This idea is different from that of sell-
ing at a lower rate tickets which can be used within
any desired period thereafter. It is being carried by
means of an unlimited-ride pass good only for the week
designated and priced at $1.25, which works out at
slightly more than the cost of two cash or ticket rides
a day.
Thus the net effect so far as the public is concerned
has been to lower the average fare per passenger from
the 6.7 cents approximated in September before adop-
tion of the pass in the week beginning Oct. 3, 1921, to
about 6 cents. To the passholder who takes more than
the usual two rides a day the cost of a ride is actually
less than 5 cents (about 4.1 cents) on the basis of all
rides taken, and practically a nickel when allowance is
made for the transfer proportion.
The low price of the pass in comparison to the cost
of single rides was fixed with regard to the amount of
jitney traffic possible of recapture rather than with re-
spect to the creation of entirely new business. Cars
were running decidedly underloaded, so that there was
no question about being able to handle and seat many
more passengers with no increase in car-miles except a
few trippers. As shown hereinafter, these anticipations
were justified sufficiently during the trial period of
eight weeks to cause the continuance of the pass.
Traffic on Pass Lines Has Increased More Than
Twice as Fast as on Neighboring Lines
Under ordinary circumstances, it would be difficult
to say how much of the traffic and revenue changes fol-
lowing a fare alteration is due to cooler weather, more
jobs or more attractive fares. The situation at Youngs-
town, fortunately, is quite helpful along this line. The
Youngstown Municipal Railway is within the same steel-
mill area as the Pennsylvania-Ohio Electric Company,
also a Republic Railway & Light Company subsidiary,
but is segregated under the service-at-cost contract with
the city of Youngstown.
According to company officials, the industrial uplift
within the last three months has been at least as effec-
tive immediately outside of Youngstown as within the
city. Other things being equal, therefore, the rise in
earnings of both properties ought to show practically
Map Showing Lines op Youngstown Municipai, Railway,
connectino intekuhban lines and youngstown
AND Suburban Railway
the same percentage. This is not the case. By refer-
ence to the set of graphs on page 1105, it will be seen
that the first nine weeks following the pass compared
with the average income for the last three weeks pre-
ceding the pass show a rise of 14.3 per cent on the
Youngstown Municipal lines, whrfeas the Ohio-Pennsyl-
vania lines with no change in either interurban or city
fares show a rise of but 6.9 per cent.
Another check is furnished by the Youngstown &
Suburban Railway. This railway is permitted to charge
only 5 cents within Youngstown, so that both its low
cash fare and topographical position protected it against
any competition from the pass fare. This line also
shows even a decrease in percentage.
A comparatively small road like this will naturally
be subject to greater fluctuations in revenue than a
system serving a greater diversity of customers. For
all that, the Youngstown & Suburban figures are of value
as corroborative evidence of the industrial slackness in
this area.
A Substantial Increase in Revenue and a Rise
in Earnings per Car-Mile
Another way of analyzing the growth in traffic and
revenue would be to compare say three November-De-
cember weeks of the pass with the average of the three
weeks just before the pass. This turns out to be a
20 per cent increase in revenue and an increase in riding
usefulness of 44 per cent. The latter figure is signifi-
cant in comparison with the fact that the riding on the
other lines could have increased only in proportion to
the rise in revenue, since no fare changes had been
introduced.
Because of the large proportion of seat-miles hitherto
unused, the increase in business has been handled with
December 24, 1921
Electric Railway Journal
1105
but small additions in car-miles. A comparison of mid-
September and early November shows that passengers
per car-mile had by that time risen from 5 to 6.4 or
28 per cent. Likewise, the revenue per car-mile rose
from 34 to 38 cents, or 8.5 per cent. It will be seen that
the pass is resulting in more effective use of the com-
pany's car-mile and car-seat output. An increase in
car-miles can do no harm when accompanied by a greater
difference between intake and outgo.
Where Did the Additional Traffic Come From?
Increases in revenue of 20 per cent and increases in
riding of 40 per cent are so large for the recent weeks
in question that it is well to look into the sources of
street railway traffic.
The largest source by all means was in recovering
what had been lost to the jitneys. It is true that the
company was charging 9 cents cash and 8J cents ticket
(at six for 50 cents) against 10 cents cash by the jitney
with only a limited sale of jitney tickets at 84 cents.
To the transfer rider, however, the street car fare was
10 cents because of a 1-cent transfer charge. The
difference between the awkward 9-cent rate and the
jitney dime apparently was not enough to keep many
people from patronizing the privateers. One reason was
their greater speed, nearly all Youngstown jitneys be-
ing touring cars.
These who have studied the behavior of the public
toward jitney vs. car operation over the same highways
know that the prejudice of the majority is not so strong
as to make them willingly endure waiting for their fa-
vorite. The usual procedure is to take whichever comes
first. There is no way to stop this tendency other than
to run so many cars that the jitneyman cannot earn
even his running charges or else have a style of fare
that will make a person wait for the car. Only the sale
6,200
6.000
5,800
5,600
5,400
^ 5,:00
Z 5,000
4,800
4,600
4,400
4,200
4,000
/
/
/
1
\
/
/
\
/
/
kj
/ -Thanksgiving Week
/
'Election Day Week
I
^
/
/
/
/
— — r-1 ro
of some form of
prepaid transporta-
tion good within
a limited period
meets the latter
specification. Here
is how the plan
works out: A per-
son who has bought
a pass for the
week's riding has
spent all he intends
to that week. Every
jitney ride would
be extra expense.
Hence he waits to
get his money's
worth to the utter-
most. The person
who buys the 8J-cent tickets loses nothing more than
1§ cents in taking a jitney ride inasmuch as his tickets
are good any time. The cash rider has but 1 cent more
to pay and will scruple still less to use the first jitney
in sight.
It may be urged that there is nothing to prevent the
jitneymen from getting together and offering a pass of
their own. This would not be easy, because it would call
for close co-operation among a lot of unruly individual-
ists and besides would demand the setting up of an
auditing organization. It is doubtful whether they
would succeed with a pass in any event. So long as
people patronize jitneys when they happen to be around,
they do not worry much about the unreliability of such
service in the late hours, on holidays or during bad
weather. Let them be asked to pay for a whole week's
riding in advance and they will betray a different and
Variations in Sale of Passes, Citt
Riders Only, Showing Fall-Backs
IN Holiday Weeks — Increase of
Week of Dec. 12 Over Week
OP Oct. 3 Is 50.6 Per Cent
21,500
27,000
26v500
26,000
25^00
2 MOO
24,500
24fl00
24500
21000
22,500
tf>
1- 22000
o
= 21,500
° 21,000
2ft500
20000
TflO.O
6^00
6^000
5,600
5000
4,500
4.000
1
y
aWeets'ayerag'e Ohio-Pa.,^
lints, qain 6.9 Vo
/
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i
V
y
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/
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\
/
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I .
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~-.A-
—
.
X
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/ -
_i>
/
Youmfstmm lines, train M.3% 1
\ S Wttkg averacie
Ohia-Pa. lints
1/
\
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'?
\
/
/
f
\
/
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1
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f
3WeeK
s' average Youngstown Of)
f lines
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440
420
400
380
560
340
320
300
280
1260
c
v>
g240
>- 220
.gioo
'^160
160
140
120
100
80
60
40
20
1 ! 1 1
y*
All rides.
^
! ^S
y
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y^
Rides I
npass
tsarer
aging
4.2 to 4.
J gross
rides
a day.
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JA r/at
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— —
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i misc.
ticket
rides
**'
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isfer rides
X
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-^'
— rJ
Graph Showing How Much Faster Revenue Has Increased on
Pass Lines Compared with Neighboring Non-Pass Lines
Graph Showing Increase in All Riding and in Different
Kinds of Riding According to Fare Paid
1106
Electric Railway Journal
Vol. 58, No. 26
less favorable attitude toward the transit Bedouins. The
fact that some 6,000 people in and around Youngstown
are willing to pay $1.25 a week in advance for their car
rides is a compliment to the stability of the electric rail-
way and one that \^ill not be paid to any one of less
trustworthiness.
Aside from the business recaptured from the jitneys,
there has been some increase due to the creation of
traffic encouraged by the liberal price and transferability
of the pass. It is impossible to say how much, but it
will be admitted that when a passholder has to ride
somewhere his non-pass companion is going to ride on
the same conveyance.
The period covered in the tabulation begins with Sept.
19, or after the let-down of summer temperature, the
ending of vacations, and the opening of the schools. It
closes Sunday, Dec. 4, or just before Christmas shop-
ping travel begins. Exclusive of special causes that
affected traffic during particular weeks, the period might
be defined as one of slowly rising improvement in indus-
trial conditions but far below the improvement shown
on the pass-using lines comprising the Youngstown Mu-
nicipal Railway.
Wami, comfortable S<reat
Can arc r«adr to Mrve yoa
at any time. Tlie $1.25
WeeUr PaM makea them
ooKTCBieat aad cconomicaL
First Shot in Campaign to Capture
Private Automobile Users
This has been
proved by com-
paring the ratio
of increase on
those lines with
the same man-
agement's adja-
cent lines out-
side of the
Youngstown &
Suburban Rail-
way. Rain was a
depressing fac-
tor the greater
part of Novem-
ber. In Febru-
ary, 1920, the
city of Youngs-
town passed an ordinance to regulate jitney operation.
The principal features were a $5,000 liability bond for
personal injuries; a $2,000 property damage bond;
owner's license fee of $10 a year and a driver's license
fee of $5 a year; owner or driver must be resident of
the city for at least six months; every bus to give at
least sixteen hours continuous service and operate over
designated routes only. The ordinance was enjoined
by the jitney men and carried for argument up to the
State Court of Appeals. This court approved the bond-
ing and license charges, but held that the clauses con-
cerning residence, hours and regularity of service were
unreasonable and invalid.
From this it will be seen that the amended ordinance,
which went into effect in April, 1921, imposed no par-
ticularly weighty burden except the two liability bonds.
The jitneys remained practically unmolested. Indeed,
the various efforts made to simplify downtown parking
and routing rules indicated a belief that they were to
remain a factor in local transportation.
At present a maximum of some 250 jitneys, mostly
touring cars, are licensed. Of these, not more than 140
have been observed in daily operation during the early
part of December. As the jitney fare is generally 10
cents and jitneys are encouraged rather than hindered
by industrial depression, it is fair to assume that much
of the recent drop in numbers has been effected by the
institution of the unlimited-ride pass. These vehicles
are continuing to drop out at the rate of one or two a
day, which elimination should help all classes of electric
railway traffic.
Some jitneys probably have paid up their bonding
obligations in full and so may be expected to hold out
longer than those which have to pay in installments.
The insurance companies have also come to the conclu-
sion that these traffic ragamuffins are a poor risk and
are not likely to renew any policies in case any jitney-
man has the courage or the coin to seek renewal. The
Youngstown Council has added this December a further
deterrent in the form of a $10,000 instead of a $5,000
personal injury bond. This amendment was very largely
due to the increase in good-will that has come to the
company because of the pass and more safety car serv-
ice. Here then is the way matters are standing or rather
toppling with the graceless jitney.
Unlimited Rides in Theory ; Limited Rides
IN Fact
The first remark of many electric railway men on
learning that the pass is both transferable and good for
an unlimited number of rides within the week of issue
is to compare it to the long-abandoned scheme of selling
light on a flat-rate or unlimited-use basis. Actually, the
resemblance is purely superficial. The purchaser of
light or water on a flat-rate basis may leave his dwelling
with all the lamps burning and all the taps open, these
things being entirely separate from himself. But he
and his ride are inseparable. It is true that after com-
pleting the ride, he is at liberty to transfer his pass.
This is not so likely as one would suppose at first
thought. The workman going to his job is not going to
give the pass to anyone else, for when the luncheon bell
rings he will need it for himself.
There are occasions, of course, where the pass can be
transferred. For example, when the workman or other
holder comes home for the evening some other member
of the family may care to use it for a visit. In any
case, why should not the maximum use of the pass be
encouraged so long as the extra rides lie outside the
rush-hour range and within the capacity offered by the
base schedule? One point that has impressed the
officials of the company is that except for rare circum-
stances a pass is not used more than once in each rush
hour.
Facts from earlier experience should prove more con-
vincing than any arguments. In European cities where
long luncheon periods are more common than here, one
is not likely to find a higher figure than five gross rides
per pass per diem. This was the figure in Blackpool,
a city of 64,000 population. Although the passes at
Blackpool have to be bought on an annual contract basis
on a formidable application blank, there were 2,700 such
"contract tickets" in force a couple of years ago. The
reason for this was that the tickets for both short and
long rides were priced so low that even the person riding
but twice a day would make a big saving.
The passes at Racine, Kenosha and Youngstown have
been priced upon the principle that the holder must take
more than two rides a day to win out over the maximum
cash fare. If, then, the American pass is not so uneco-
nomically low-priced as the foreign contract ticket, its
attractiveness to the prospect is enhanced in other ways,
such as requesting only one week's transportation pay
in advance, eliminating all written forms and indorse-
ments in purchasing and stressing its transferability.
If there was much reason in the objectiom to this
December 24, 1921
Electric Railway Journal
1107
transferability, it would certainly be revealed by figures
showing a higher average number of rides per pass per
diem than abroad. Actually, the figures for both Racine
with 63,000 and Youngstown with 146,000 are much
lower than Blackpool's. In Racine, the number of rev-
enue rides (viz., after allowing for what would other-
wise be transfers) averages 3.8 a day. In Youngstown,
the net average is somewhat less because the bigger the
city, the smaller the proportion of people who can go
home to lunch since distance and time tend to offset the
cheapness of the ride.
Therefore, while the gross number of rides per diem
per pass in Youngstown has averaged 4.2 to 4.3, the
actual net rides per passholder; i.e., excluding transfers,
is considered about 22 per cent less or 3.3.
The average number of rides per pass has remained
consistent from the very first week. Ordinarily, one
would expect that the first week or two would show a
maximum figure because the first buyers would be likely
to contain all those people, like solicitors, errand boys,
agents, etc., whose riding is abnormally high. However,
the sale of the pass was pushed with such vigor that
this effect did not appear. Those who were added to the
ranks in later weeks must have averaged less rides than
the general averages show, but as no drop appears it
may well be supposed that experience with the pass
leads to its greater use. The gross average throughout
November was 4.3 rides except in Thanksgiving week,
Nov. 21, when it dropped to 4.2.
On the whole, it is firmly established that while pass-
holders do ride more they do not spend all their time on
the cars nor scheme how to get others to do so. As in
the case of the Schaddelee monthly club fee plan, the
holder has a privilege which he values too highly to
transfer freely.
Absence of Tangible Token Has Not Prevented
AN Increase in Revenxje
An entirely pertinent question raised in connection
with the use of the pass is that of properly accounting
for this class of riders as distinguished from those who
give up a tangible token in the form of cash, ticket or
transfer. No special difficulties offer themselves in" this
direction on foreign street railways for the reason that
when a ticket inspector boards a car every passenger
must show either a receipt issued for the trip under
way or else a pass good for the section on which the ride
is being taken.
On American street railways, of course, it is not
usual to issue receipts except to zone-fare riders ; nor is
it customary to have an inspector examine the trans-
portation receipts or tickets. A pass, therefore, would
simply be shown to the conductor on boarding. If it
were a multi-zone pass, it could be shown both on leav-
ing and entering the car. The latter practice is that of
the London Underground Railway except that the "sea-
sons" (passes) are shown not to trainmen but to a gate-
man at both the entrance and exit stations.
In the practical application of the pass at Racine in
the late summer of 1919, it was soon found that the
rides taken per pass were so steady that continuation of
its registration seemed unnecessary and was therefore
discontinued. The original plan was to have the pas-
senger drop cash fares or metal tickets in Johnson count-
ing-type fare boxes, while every presentation of a pass
was rung up on an old transfer register. This practice
was retained until the addition of some cars without
registers brought up the question whether it was worth
while to spend the extra money. The management then
decided that the relation of pass sales to the known
traffic conditions on different routes was sufficiently clear
to make the special registration unnecessary.
The larger the city, of course, the more difficult it is to
keep track of all the factors that influence riding. Hence
the application of the pass to Youngstown with its 146,-
000 instead of 64,000 population was a bigger problem
in accountancy. Nevertheless, theories must always give
way to realities. The realities are that both riding and
revenue have increased with the coming of the pass ; and
that the relationship between increased riding and in-
creased revenue is about what might be expected when
the great reduction in the cost per ride is taken into
account.
It is not pretended that no passenger ever gets by
without presenting a current pass; but will anyone as-
sert that any other method of fare collection secures all
of the legitimate revenue ? It is not alleged, either, that
a dishonest conductor might not try to intercept cash or
tickets destined for the box and ring up a pass presenta-
tion instead. As a matter of fact, the pass riders con-
The Youngstown Municipal Railway Company
OCT. 10 t
Pass bearer on cars of The Youngstg
within the one fare limits of the Cj|
seven (7> days as shown by datej|
Pass must be shown Conduct
for one U) passenffer.
N9 88
921 (Incl.)
Jcipal Railway Company
tlSSto^vn for a period of
f^e of this pass,
terine car and is Rood only
Company reserves the riffht to
' refund pro-rata unused
rrcaidcBl A G«B. Mf r.
A SAMP1.E OF THE Youngstown Weekly Pass
stituting two-fifths of the total traffic cannot be tam-
pered with at all. There will always be some stealing,
some indifference and some indulgence under any form
of fare collection. The ultimate thing always is: Is
more money coming into the till ?
To clarify the reference to fare collection, it should
be stated that the practice at Youngstown is to use a
locked Cleveland box for cash and paper tickets, while
the passes are rung up on the "ticket" side of the reg-
ister. The attention of the platform men to this rule
seems pretty clear from the fact that the number of
rides shown per pass varies by no more than one-tenth
ride per day, the high figure being 4.3 and the low, 4.2.
By this time the management knows quite well what it
may expect from different conductors and different
routes under given conditions of traffic activity, for ex-
perience and the law of averages will be quick to betray
any abnormalities.
One thing the management did learn at once, namely,
the sales ability of its different conductors. Another
matter about which it gained useful information was
with regard to the localities from which it can expect
the largest proportion of steady customers. This is
taken up elsewhere in a discussion of how differentials
in fare differentiate the riders.
It has already been brought out that while the pass-
holder is theoretically in the position to ride all the
time, he really does not take more than 4.3 gross (with
transfers included) or 3.3 net rides a day. For this
1108
Electric Railway Journal
Vol. 58, No. 2&
privilege he pays $1.25. This amount is equivalent to
fifteen rides at the 8J-cent ticket rate. Cash riders are
hardly likely to continue paying 9 cents per ride if they
ride as often as this ; and it is questionable whether even
the ticket customer averages more than that number,
counting all extra riding. Where jitney competition
exists, the ticket rider is almost as likely as the cash
rider to take a jitney if it comes first. The pass rivets
the rider to the street car. Therefore, the concession at
Youngstown must be read in the light of the fact that
there was jitney competition to consider, and that this
competition had led to unavoidable waste in car-mileage.
The low price of the pass in relation to an equal amount
of ticket or cash fares is not only a reward for whole-
sale patronage but also for exclusive patronage of the
railway.
The passenger who previously paid an extra cent for
a transfer is the greatest gainer. Instead of 9J cents
his fare averages practically 5 cents, but to make up for
it he takes about 3i net rides a day. Of these rides,
two may be considered as the usual industrial rides ; the
others are off-peak rides and also much shorter in length
of haul. A passholder has no hesitation about riding
half a mile or less. It costs him no more and gives him
a special feeling of superiority over those who do have
to count the cost every time they might want to ride.
It has been said that the street car ride is no longer
a thing desirable for its novelty or superiority; but it
is the medium to many desirable ends. That form of
charging, therefore, which does most to make the.se ends
easier to attain is the one to use if the street.car and its
supplementary bus are to meet witlj maximum public
favor. The record at Youngstown surely does show that
the humble and humbled car ride need not be confined
to the class of things that one uses as little of as pos-
sible.
The Pass Reveals the Steady and Non-Steady
Customers
A study of the fluctuations in the number of different
classes of riders during the period under review dis-
closes that each is differently affected by traffic stim-
ulants or depressants. The cash rider is the most sen-
sitive to these ; the pass rider, the least sensitive.
Even as between cash and six-for-50-cent-ticket riders
there is revealed a strong difference. Proof is afforded
by the weeks of Sept. 19 and 26 before the inauguration
of the pass. The traffic of the latter week shows an in-
crease of 8.9 per cent in the cash riders, whereas the
ticket sales increased but 0.9 per cent. In this week of
Sept. 26, the number of cash and of local (8J cent)
ticket riders were close together, namely, 119,240
against 120,328. Ticket buying may also be influenced
by the date of pay day at the mills.
It was during this last week preceding the pass in-
augural that the company publicity campaign was at its
crest. This advertising (see "Selling the Ride at
Youngstown," Nov. 19, 1921) was of a nature to call
forth the most favorable reaction and must have had its
share in attracting the patronage of that class which
does not use the service often enough to buy half a dozen
tickets at a time. Indeed, the continuous car window-
card advertising must be credited with a share of any
success the pass itself enjoys.
A further differentiation of the traffic was revealed
when the passes went on sale for the first week, begin-
ning Monday, Oct. 3. On comparing this week with
Sept. 19, it will be observed that there was almost no
VARIATIONS IN SALES OF DIFFERENT CLASSES OF FARES
YOUNGSTOWN MUNICIPAL RAILWAY. SHOWING THAT MAXIMUM
fare RIDERS HA\TE NOT BEEN AFFECTED IN NUMBER
Week Begun
All
9c. C»sh
AU
Tickets
Passes
Transfere
.Sept. 19
317,184
113,108
129.799
74,278
Sept. 26
331,877
123,239
130,931
77,507
Oct. 3
378,006
112,582
92,652
119,389
53,383
Oct. 10
398.575
111,803
91,179
144,041
51,272
Oct. 17
382,421
105,427
88.730
145,637
45.626
Oct. 24
. . . 405,373
112,443
91,489
151,194
50,247
Oct. 31
418,938
113,320
97,575
160,567
47,476
Nov. 7
434,327
123,142
100,259
157,706
53,220
Nov. 14
442,684
111,367
99,012
179,417
52,888
Nov. 21
426,162
117.790
94,942
159,222
54,208
Nov. 28
433,831
114,465
101,890
170,819
46,657
drop in the cash or full-fare riders, merely, 113,108 to
112,582, or less than normal fluctuations from week to
week. Apparently, these people averaged so few rides a
week that they had no interest in any wholesaling plan.
The average number of cash riders in the following
eight weeks of the pass is on the order of 113,000 to
114,000, with a general rising tendency.
As was expected, a substantial cut was made in the
ranks of the 8J-cent ticket purchasers for some of these
people must have been pretty steady riders. The drop,
compared with Sept. 19, was from 119,240 to 81,322 or
nearly one-third. The table shows that this classifica-
tion is crawling up, the more recent ticket sales on
regular city lines running around 90,000 a week and
more.
Almost always as one scans the record of week to
week, it is seen that cash riders fluctuate much more in
numbers than do ticket riders. It will also be found
that pass riding and single-trip riding respond differ-
ently to the same conditions. Election and Thanks-
giving weeks (Nov. 7 and Nov. 21) showed a fall in pass
sales and riding because the shrewdest element among
the pass-holders reasoned they would not save in those
weeks. This element so far has caused variations up
to 7 per cent. Apparently, Thanksgiving was more
widely celebrated as a holiday than election, for in elec-
tion week the drop in pass sales over the preceding week
was only 2.4 per cent. On the other hand, a holiday is
likely to bring out the patronage of rare customers who
make trips outside their usual paths, such as visits to
friends, attendance at games, etc.
It is to be expected that as the company's service
through the addition of safety cars improves while the
jitney service declines the railway will secure a larger
number of casual customers, whether cash or ticket.
For all that one cannot lose sight of the fact that week
after week more than 113,000 riders continue to pay the
top fare, although the pass would cut their price per ride
almost in half. This fact, as well as the heavier fluctua-
tions in this class, indicates that sometimes this type of
patron walks and sometimes he rides, depending upon
weather, upon changes in his usual travel habits, upon
his having packages to carry, upon being anxious to get
to work on time, etc. In Sept. 19 week, 113,108 cash
riders brought about one-half the revenue; in Nov. 28
week, 114,465 cash riders brought about two-fifths of
the revenue.
In conclusion, it may be mentioned that in September
weeks just before the pass was put on, the percentages
of each class of riders was as follows : cash 39 per cent,
tickets 38 per cent and transfers 23 per cent. The pass
has altered this to: passes, 36 (to 40) per cent, cash
27 per cent, tickets 20 per cent and transfers, 13 per
cent.
The foregoing analysis is based upon data from the
officials of the company and Walter Jackson, who was
engaged to aid in installing this plan.
December 24, 1921
Electric Railway Journal
1109
Rerouting in Manhattan
Commission's Engineer Recommends Radical Changes in Surface System, Abandonment of 100 Miles,
Much Higher Speed, Right of Way to Cars on Tracks, No Parking of Vehicles in These
Streets During Rush Hours, Use of Trailers, and Other Changes
ONE of the most interesting parts of the testimony
during this past week at the traffic hearings in
New York was the report submitted on Tuesday,
Dec. 20, on rerouting in Manhattan by Daniel L. Turner,
the commission's consulting engineer. Mr. Turner's
testimony was accompanied by two maps illustrating his
ideas in regard to tracks to be abandoned. They are
reproduced herewith. The upper map shows the routes
recommended; the lower map shows by heavy lines the
routes recommended for abandonment by Mr. Turner,
and by light lines the routes to be retained. An abstract
of Mr. Turner's report follows:
Mr. Turner's Tentative Rerouting Plan
The proposed rerouting plan for Manhattan recognizes:
1. That a new system of surface lines is needed that will
permit the most convenient and freest circulation about the
borough for a single fare and with a minimum amount of
transfer; and that will have sufficient capacity to meet all
the traffic requirements.
2. That the vehicular congestion in many of the streets
of Manhattan — particularly in the important north and
south thoroughfares — has nearly reached the limit.
3. That it is of paramount importance that consideration
be given to the needs of the vehicular traffic as well as to
those of surface car traffic, to the end that additional ca-
pacity for vehicular movement may be secured, it being
recognized that new north and south thoroughfares are
practically impossible because of prohibitive cost.
4. That, therefore, the rerouting of the surface lines in
Manhattan should be accomplished in such a manner as to
utilize for the purpose the minimum number of north and
south streets which is possible, without detriment to the
convenience and capacity of such new surface line system.
Based upon the foregoing principles:
(a) The new surface car system is to utilize approxi-
mately 148 miles of single track — or about 100 miles less
trackage than is now in the streets.
The present lines operate over approximately 226 miles
of single track. There are 22 miles of track in the streets
that are not now being used. The minimum amount of
trackage controlled by a single company is 3 per cent; the
maximum 35 per cent of the total. Much of the trackage
is the result of the competitive development of the different
companies in times gone by. One company following an-
other in the field has attempted to parallel lines on which
traffic had already been developed by its predecessor. In
some cases, lines have been constructed closer together than
necessary for public convenience. In this way the borough
has been over-built with surface car tracks. The total
trackage, used and unused, amounts to about 248 miles of
single track. It is proposed to abandon a total of about
100 miles of single track now in the streets, or about 40
per cent of the total.
In abandoning the lines the aim should be to effect as
much of a reduction in trackage as possible without im-
pairing the ability of the remainder of the street car sys-
tem to serve the public with the maximum convenience and
with adequate capacity in conjunction with the rapid tran-
sit system.
(b) A rerouting plan has been developed for operation
by one company. The surface cars in Manhattan are now
being operated under nine separate operating companies.
li(,n'n''-'l
M U O S O N
iMtm^
O D S O N
The Upper Map Shows the Surface Lines in Manhattan Which JFr. Turner Recommends Should Be Retained.
The Lower Map Shows the Present System, the Lines Which He Recommends
Should Be Abandoned Being Indicated bt HEAvr Lines
1110
Electric Railway Journal
Vol. 58, No. 26
Each operating company largely routes its lines over the
tracks which it owns or controls, whether or not such lines
serve the public most conveniently. No one of the com-
panies controls trackage serving all parts of the borough.
Consequently no single company can furnish a comprehen-
sive and convenient service.
Under the rerouting plan the sole idea has been to lay
out lines that will serve the public most conveniently and
adequately. No consideration has been given to track
ownership. Under one operator instead of nine this is pos-
sible.
(c) The rerouting plan provides for the operation of
twenty-five lines. The nine Manhattan companies now
operate thirty-five different lines. It is proposed to reduce
the number of lines by nearly a third.
On thirty of the most important lines now operated,
only 1.069 cars operate homeward during the maximum rush
hour. This is an average of less than thirty-six cars per
hour per line. The minimum movement in cars per hour
was eight on one line and the maximum was ninety-eight
on another line. Some of these lines operate over the same
tracks. But when it is recognized that a twenty-second
headway, which is not an unreasonably close headway
under proper conditions, will permit 180 cars per hour to
travel over a single track, it is obvious that the trackage
available in the Manhattan surface car system is not being
utilized to anything like its capacity. This means that the
trackage now being used may be reduced. This in turn
means a reduction in the number of lines operated, so that
the total surface car traffic available will be distributed
among fewer lines. Such a reduction in trackage can be
carried out to a considerable extent and still retain enough
trackage to permit a sufficient number of cars to comfort-
ably transport all the surface car traffic. The rerouting
system which has been developed has taken this condition
into account, but enough trackage should be retained to
accommodate all the traffic that can be induced to utilize
the surface lines. The greater the use of the surface
lines, the greater the relief which will be afforded on the
rapid transit lines, until such times as the rapid transit
facilities can be increased sufficiently to meet the traffic
requirements.
(d) The new system of lines is proposed to include
eleven interborough surface lines designed to conveniently
connect the Manhattan surface system with those of Brook-
lyn and Queens.
Now, except in some minor instances, it is not possible to
board a car in Manhattan and travel any distance through
the other boroughs. Usually, such car lines as cross the
river stop at the bridge terminal in the contiguous borough.
It is proposed to create interborough routes — routes that
really will traverse the streets in each borough and will per-
mit a considerable interchange of travel from one borough
to the other without transfer. Using such routes, with
a free transfer and with an additional fare transfer — or
for two fares — most points in one borough will be con-
veniently accessible to nearly every section of the other
borough. From the standpoint of public service the inter-
borough lines proposed should be operated as Manhattan
lines. The advantage of this method is that it affords pas-
sengers from a considerable portion of the outlying bor-
oughs an opportunity to enter into and traverse the central
borough for a single fare.
(e) The speed of cars over the surface car tracks should
be increased from the present speed to 10 m.p.h., if possible,
thereby improving service and inducing a greater use of
surface cars, to the end that the surface car system may
carry a greater proportion of the rush hour traffic.
Surface car traffic is, as long as surface cars form a
component part of the city's transit scheme, a necessary
service, and should be given the right of way over other
classes of street traffic during the hours of heaviest move-
ment, that is during the morning and night rush hours.
In other words, during this time of day, morning and night,
the principal business of the city is to get its workers from
tf.^ir homes to their work or from their work to their homes.
AH vehicles should be kept off the tracks during these
hours, and no parking of vehicles in car streets should be
permitted. The police power should be utilized to the
utmost to push forward the car movement during these
hours of the day. At the present time the speed of move-
ment over surface car tracks in Manhattan gets down nearly
as low as 5 m.p.h. an hour on a number of lines, whereas
cars ought to be operated at an average speed of 10 m.p.h.
buch an increase in the speed of car movements has many
advantages. It shortens the time of travel between home
and work, thereby promoting the use of the surface cars by
workers during the rush hours, and thereby permitting
them to perform to a higher degree their functions in the
transit scheme. Increasing speed also decreases operating
cost materially. It reduces the amount of equipment re-
quired. And in every way it is a desirable thing to ac-
complish.
(f) The capacity of the new system should be increased
during the rush hours by the use of trailer car operation.
There is no better way of taking care of the heavy over-
loads during the rush hours than by the use of trailer cars.
Such operation should be utilized wherever traffic condi-
tions require it. It will increase capacity and consequently
reduce congestion, and improve traveling conditions during
the rush hours. With the removal of vehicular traffic from
car tracks during rush hour periods and in other ways ac-
celerating the car movement trailer operation can be made
use of to better advantage.
(g) Bus operation should be used as feeders and to sup-
plement surface lines wherever traffic requires it. Gen-
erally buses should be employed on crosstown lines where
tracks have been abandoned and on other routes where
traffic may justify such operations. Bus routes have not
yet been planned in detail. The question will be dealt with
later.
(h) Surface car operation is to be eliminated from the
lower west side of Manhattan below Fourteenth Street.
In this section, the streets generally are narrow, the truck-
ing intense and the surface car movement is necessarily
very slow. Consequently very little trafBc is carried on the
cars routing through this section. It is proposed to abandon
all car lines here, except two crosstown lines. The rapid
transit lines traversing the territory are numerous. If ad-
ditional facilities are needed, bus lines may be inaugurated,
(i) Second, Lexington, Seventh and Ninth Avenues are
to be utilized exclusively for vehicular traffic — surface
tracks are to be removed.
There are 180 cross streets on the east side and 260 cross
streets on the west side of Manhattan. Only eleven avenues
traverse Manhattan north and south and serve all of these
cross streets. This small number of avenues is wholly in-
adequate for the enormous amount of vehicular traffic which
must use them. Despite this fact, every one of these
north and south thoroughfares is occupied for some dis-
tance by surface car tracks. The surface cars interfere
with the vehicular traffic and the vehicular traflic delays the
surface cars. Consequently the service is most unsatis-
factory, both for cars and for vehicles.
It is proposed that the four avenues named above be used
exclusively for vehicles. By rerouting the Fourth and
Madison Avenue line into Broadway at Union Square,
Lafayette Street and Lexington Avenue will be free for
fast moving vehicles from one end of Manhattan to the
other, on the east side. At some future time, in order to
improve the connection between Fourth Avenue south of
Fourteenth Street and Irving Place, the continuation of
Lexington Avenue north of Fourteenth Street, a new street
should be cut through the block between Thirteenth and
Fourteenth Streets joining Fourth Avenue and Irving
Place.
On the \vest side of Manhattan, Varick Street and
Seventh Avenue via Central Park will provide a thorough-
fare for fast moving vehicles from lower to upper Man-
hattan. Second Avenue on the East Side and Ninth Ave-
nue on the west side with the street car tracks removed can
accommodate heavy trucking. With such free ways pro-
vided for vehicular traffic, it will be easier to regulate
such traffic along surface car streets. In other words, the
movement of both cars and vehicles will thus be ac-
celerated.
Other Points Brought Out
In his discussion at this report, Mr. Turner made
some additional observations. He said, in the first place,
that the report represented only his own views and was
submitted simply for future consideration by the com-
mission. It was based on the idea of utilizing for sur-
face car operation the minimum number of north and
south avenues possible, without detriment to the conve-
nience and capacity of the surface car system, and then
to utilize these lines as efficiently as possible. He did
not discuss the legal method by which the so-called
"abandonment" of the lines could be accomplished, but
said "yes" when Counsel Shearn asked him whether he
did not recognize that even the 22 miles of unused track
now in the street could not be removed, or if it could be
removed, could be taken away only with difficulty and
after tedious litigation, owing to the companies' cling-
December 24, 1921
Electric Railway Journal
1111
ing to franchise rights. Mr. Turner added that improve-
ment of the situation depended on co-ordination of all
vehicular traffic and a comprehensive treatment of the
situation as a whole. The disadvantage to vehicles and
trucks in compelling them to keep off the car tracks
during rush hours was compensated for when other
streets were given over exclusively to vehicular traffic.
His thought in regard to buses in Manhattan would
be that they should first be put on the crosstown streets
not served by car lines. He said that evidence before the
commission had shown that the cost of transporting a
passenger in a decently conducted bus line is consider-
ably in excess of 5 cents, and that if a 5-cent fare was
charged for bus with transfer to car, the excess in cost
would have to be absorbed by the system as a whole.
The capacity of a bus is limited because standing pas-
sengers cannot travel in it as comfortably as in a car.
Mr. Turner recommended a universal transfer.
Selling the Employee on Salesmanship — I
Persuasive and Sincere Talks to the Employees of the Detroit Municipal Railway Have Met with
Singular Success — Safety Talks at Schools and Public Meetings Help to Make
Transportation More Readily Salable
By B. R. Bigelow
Sales Manager of Transportation, Department of '
Street Railways, Detroit, Mich.
TRANSPORTATION salesmanship might rela-
tively be spoken of as the trunk of some sturdy
tree. It has attained its measure of sturdiness
because its vigorous roots reach out in every direction
and feed that trunk of transportation salesmanship with
the very essence of the ideas which are necessary to
its development. The organic soil about this tree must
be of the quality productive of its best growth. As the
sales manager of transportation, it is my duty to enrich
that soil with just the kind of environment that should
give a perfect result.
In this position my duties may be stated briefly to
consist of the supervision of the school of instruction
for car operators, the following up of any complaints
of service, the giving of safety talks to school children
and to others at public meetings, and interesting myself
in any other matters pertaining to the manufacture and
sale of transportation. A course of instruction is given
which not only has a bearing on actual car operation but
also aims to educate the men along the lines of trans-
portation salesmanship. We recognize that the car
operator is the department's point of contact with the
public and therefore try to make a salesman of every
platform man, to the end that passengers may not only
have a safe trip on our cars but an enjoyable one as
well.
Every man, I believe, in the beginning of his service
with us is possessed of certain undeveloped re-
sources of salesmanship. With some they need only to
catch the idea of merchandising transportation in order
to develop their talent, while with others the process is
much slower. I have found that the human side of
affairs of life offer an inexhaustible and interesting
study.
In line with spreading broadcast the safety-first idea,
I am at present engaged in giving a series of safety
talks to the children of the public schools. These talks
are given in the auditoriums of the schools, with the full
co-operation of both the principals and teachers. With
this type of audience it has been my aim to make the
talks short and concise and to have them well illustrated
with stories.
In the following sales talks I have endeavored to keep
In mind two things, brevity and conciseness, and have
also tried to confine myself to one definite phase of the
fundamentals of making transportation a more salable
commodity.
Sales Talk I — Introduction
Salesmanship is an art worthy of the best thought
and study of the electric railway men of today. In this
and succeeding articles I aim to visualize the qualifica-
tions of a successful transportation salesman. You will
ask, perhaps, "Why is salesmanship necessary in elec-
tric railway transportation. There are the streets, the
cars and people to ride ; what more is necessary ?"
The electric car supplanted the horse car and became
at once a favorite means of transportation. No private
GENERAL MANAGER
I CLERKS~|—
SUPERINTENDENT
OF
TRANSPORTATION
TRAFFIC SUPERVISORS OF
SUPERVISOR TRANSPORTATION
SALES MANAGER
OF
TRANSPORTATION
-| OPERATORS \-
INSTRUCTORSl I ^^AKERS^
[Note. — Mr. Bigelow's series on transportation salesmanship
comprises five talks, two of which are included in this article.
The remaining three will appear in an early issue. — Editors.]
How THE Sales Manager op Transportation Fits Into the
Operatinq Organization
means of conveyance could then approach it in speed and
general comfort. Electric lines were freely patronized
by every one, whether bent on business or pleasure.
The electric car in those days was like an ice cream
counter on a hot day — everybody patronized it.
Under these conditions instructions to the operating
men were for the most part negative and seldom posi-
tive. In other words, they were told what not to do,
instead of what to do, as is the case in transportation
salesmanship. Shortly after the advent of the electric
car other developments having a bearing on car opera-
tion took place, such as the construction of improved
roadways and sidewalks, thereby inviting pedestrians.
Automobiles designed for private use are now almost
universally owned and operated. Those of us who do
not ovra one are quite ready to accept at any time an
invitation to ride. Many such invitations are, of course,
given and accepted, and whatever their ratio may be, by
just so many do they detract from the maximum possible
number of car riders. It must be obvious to all that the
1112
Electric Railway Journal
Vol. 58, No. 26
number of people thus given free rides has greatly
increased with the passing of the last decade. In many
localities today the electric car must also vie with the
public service auto. The trolley man of the present
must, therefore, be more than a mere trolley man; he
must be courtesy personified; in other words, he must
be a transportation salesman.
The best waiter in hotel or restaurant is the one who
anticipates your wants. The best trolley man of today
is the one who anticipates the wants of his passengers.
He does this in no small degree by distinctly announcing
the streets so that passengers are not obliged to watch
for their stopping places.
A trolley man should acquire a complete general
knowledge of the city, should have at his tongue's end
the location of all public buildings, churches, halls,
schools, etc. In other words, when occasion requires he
should constitute in himself, in so far as possible, a
bureau of information, dispensing such information in
a courteous manner. He should always exercise for the
tired mother with her babies and bundles particular
courteous attention. Patience is indeed a virtue, but in
her behalf it is doubly so. This same rule should apply
to passengers who are aged and infirm.
He should make from any extreme or unusual occa-
sion opportunities for salesmanship. By way of illus-
tration: In a neighboring city one night a car was
being operated from down town to the residential dis-
trict when suddenly a terrible rainstorm came on. At
a street intersection stop, which constitutes the natural
line from business activities to home environments, the
operator addressed his passengers practically .is fol-
lows:
"Ladies and Gentlemen: On account of the severe
storm I will be pleased to make stops other than the
specified ones, wherever such will make for your con-
venience. I shall look to you for the needed informa-
tion."
As a result, for the remainder of the trip, he stopped
opposite many homes, reached the end of the line on
time, and no doubt gained for the company the gratitude
of a carload of passengers. Such, you say, was more
than courtesy. Yes, it was. It was transportation
salesmanship.
Sales Talk II — ^Development of Salesmanship
We will assume it is agreed that transportation sales-
manship is desirable, but how can such a condition be
brought about. In any industrial enterprise men are
brought together from almost every walk of life. Their
standards of living differ widely and their traditions
are not the same. Must we then fold our hands and
calmly agree that it is a beautiful dream, but cannot be
put into active operation?
Do not be discouraged by the critic. The critic is
usually pessimistic, generally selfish and never an en-
thusiast. To the average critic good intentions are
regenerated by the enthusiast. The enthusiast com-
mences where the critic leaves off. Obstacles pointed
out by the critic become just stepping stones to the
enthusiast or, in other words, obstacles are made oppor-
tunities by the enthusiast because he overcomes them.
This very municipal enterprise has been brought to
its present development in face of organized opposition.
Every one of us now has an important part to perform
in its further development ; you as individual trolley men
are now called upon to represent the railway department
of this city. The opportunity is thus thrust out to you.
Will you grasp it and make it a stepping stone to in-
dividual industrial success or will you let it slip through
your fingers? It is through you that the citizens of
this city will see and know its railway department, and
its standards will be judged by your standards; its
courtesy and efficiency by your courtesy and efficiency.
You and I should make of our organization an industrial
democracy, and the qualification of a successful trans-
portation salesman will be added to those which you
already possess.
Industrial democracy — what do I mean by industrial
democracy? We say a man is democratic when he is
courteous, kindly and easy of approach. We say he is
democratic when he lives with a full consideration of the
rights of others. We say a man is industrious when he
confines himself diligently to his business. If you would
be living examples of industrial democracy you will not
only be devotedly attentive to business but also devotedly
attentive to the rights of others. What a fine motto to
hang over the door of our motormen's and conductors'
room, "This is an Industrial Democracy."
Industrial democracy might well be called a universal
creed because it forms in itself a common ground on
which men of every tradition can stand and sing its
praises. Industrial democracy invites friendship,
friendship invites co-operation and co-operation will
bring success.
Emergency Power Furnished by Moving a
Complete Substation Set
A COMPLETE motor generator was moved intact
from one substation to another to relieve the emer-
gency power situation which developed at Ardmore sub-
station of the Los Angeles (Cal.) Railway on Saturday,
Dec. 3. One of the machines in that substation was
damaged by power interruptions resulting from the
wind storm. Ordinarily the job of dismantling and
reassembling the machine would have occupied a week.
Insulation on one of the Ardmore generators was
burned out by a sudden surge of porwer which followed
interruptions of thirty and forty-six minutes. It looked
at first like a two weeks job, but is became apparent that
the repair work will take until after the first of the year.
The generator was moved from the Soto Street sub-
station. Work began at 8 a.m. Tuesday and continued
steadily for twenty-four hours. The job was finished
so the generator could be used Wednesday morning.
An interesting angle in the case is the fact that resi-
dents of the Melrose district, in which the trouble oc-
curred, had blocked efforts of the Los Angeles Railway
to build and equip an automatic substation in that ter-
ritory. By their protests to the City Council, permission
for the work was withheld. The railway made use of
the opportunity to inform the public that opposition of
a few citizens had blocked the power program and that
if the substation construction had been permitted, the
work would have been completed and the resulting in-
convenience of curtailed service would have been avoided.
Considerable newspaper advertising and publicity was
devoted to the subject.
A count made in the month of October showed that
an average of between 250 and 300 passengers per day
were then traveling by motor bus from San Francisco
to Los Angeles, a distance of 482 miles. During the
summer months, when the roads over the Siskiyou
Mountains are in good condition, there is motor bus
service from Portland, Ore., to San Diego, Cal.
December 24, 1921
Electric Railway Journal
1113
Handling Traffic on Chicago "L" During Bridge Replacement
Construction Work Quickly Done, Including Full Interlock Protection
for First Train Over Bridge — Difficult Traffic Problem
Encountered in Rerouting Trains
New Basci'LE Bridoe Rkahy to Dusri.ACF. Oli> .Swing Bkidgk at Wells Stkeet
REPLACEMENT of the swing bridge over tlie
Chicago River at Wells Street with a double-deck
-bascule bridge recently involved some very diffi-
cult construction and traffic problems for the Chicago
elevated railroads. All trains serving the North
Side pass over this bridge. While construction of the
new bridge was practically completed with the old
bridge in place, the final steps in placing the new
bridge in service required that the elevated service
over the bridge be suspended for a short period. The
time for interrupting service was therefore selected
so as to involve the minimum traffic.
The bridge was closed to traffic at 8:05 p.m. on
Friday. Dec. 2, and the first train passed over the
new bridge at 7 a.m. the following Monday. The work
was thus completed so that only one regular rush-
hour period (that of Saturday morning) had to be
handled without through service.
When service was stopped over the bridge on Fri-
day night, the first work done was that of dismantling
the old bridge. The elevated forces removed the rails,
guard rails, power rails, the interlocking system, etc.,
from the bridge within six hours. The bridge con-
tractor then swung the bridge parallel with the stream
and proceeded with acetylene torches to cut away
the central portion of the old bridge to make an
opening into which the new bridge could later be
lowered. Simultaneously, the steel work of the floor
system in the shore panels of the new bridge, which
had been omitted to permit the operation of trains
through the bridge as it stood in the vertical posi-
tion, was riveted in place. It was also necessary to
remove the approaches for the old bridge and build in
those for the new one. All of this was done and the
new bridge lowered into position ready for the work
of the elevated forces on Sunday night at 10 p.m.
The work of completing the new bridge was not car-
ried on through Saturday night, for while an abund-
ance of artificial lights had been supplied by the
elevated lines to aid in the work, the shadows cast
made the contractor fearful of night work.
As the work to be done by the elevated railroads,
however, was all up on top of the structure, this
could be very easily floodlighted and the work done
at night. The lighting was supplied by two banks
of lamps and powerful reflectors located on a 40-ft.
pole at either end of the bridge and consisting of five
1,200-watt lamps in each bank. The illumination was
excellent but the work was somewhat complicated by
snowfall during Sunday night.
Beginning at 10 p.m. work was started to lay the
ties, run rails, power rails, guard rails, connect up
power cables which had been previously laid on the
bridge, install the electro-pneumatic interlocking sys-
tem, bond the rails, etc. All of this work was com-
pleted so that the first train passed over the bridge at
7 o'clock on Monday morning under full protection of
the interlocking system. The most difficult part of
this mechanical work was the placing of the twenty-
four cast manganese bridge rails, which require a very
exact installation. About 100 men were used in this
work by the elevated lines and 110 by the bridge con-
tractor.
An accompanying illustration shows the two leaves
of the new bridge in their raised position with the old
bridge still in place. When completed the new struc-
ture will be one of the largest and heaviest in Chicago.
The clear span from face to face of the concrete piers
is 231 ft. The total width of lower deck is 72 ft.,
providing a roadway of 38 ft., curb to curb, and two
1114
Electric Railway Journal
Vol. 58, No. 26
sidewalks with a clear width of 13 ft. 6 in. each.
Besides the vehicle and pedestrian traffic the lower
deck will carry the loads of two street car tracks
while the upper deck supports the double tracks of the
elevated railroad.
During the interruption to through traffic on the
elevated lines, North Side passengers were handled
in and out of the North Water Street stub terminal.
As this terminal has but two tracks and the total
number of northbound passengers during the rush
hour from 5 to 6 p.m. on a normal day is more than
28,000, it may readily be imagined that the task was
considerable of an undertaking. Fortunately, the
work on the bridge progressed so satisfactorily that
it was necessary to handle only one heavy rush-hour
service without the bridge. The normal ofif-peak serv-
\ !'i3-;;i:jpiifij
.-]:fl ll:>:.-:.::l
I 'i' •vti'lhrnt- -I:
' iM^n;ii;;!i;!=i?^i
Raised BAscrLE or Wells Street Bridge During Construction
ice could be handled very nicely in and out of thi.s
two-track, three-platform terminal. The Saturday
workward peak was handled by arranging to unload
four trains simultaneously at the Kinzie Street station
and North Water Street terminal. The trains were
moved in groups of four from the cross-over just north
of Grand Avenue station, as seen in the accompanying
sketch, the two leading trains making no stop at
Kinzie Street, but going direct into the two pockets
at North Water Street. The third train was operated
over the West track to Kinzie Street station, and the
fourth train, to Kinzie Street station over the East
track, both unloading at this station. As soon as the
unloading was completed, train No. 3 was run back
on the west track to the first cross-over, clearing
before No. 4. Trains Nos. 4, 1 and 2 were then oper-
ated northbound in the order named, on the east track.
The movement of the second group of through trains
was then started as soon as No. 3 cleared the west-
bound track on its return movement. By thus unload-
ing four trains at a time, it was found possible to
handle fifty trains an hour during this morning rush.
During the Saturday noon rush and the heavy
Christmas shopping traffic all Saturday afternoon all
southbound passengers were unloaded at Kinzie Street
in order to preserve the full capacity of the North
Water Street terminal for loading purposes only, this
capacity having been placed at a maximum of 24,000
per hour. The platforms at the terminal were
extended with wood construction to accommodate
seven-car trains. A number of extra ticket booths
were located on the sidewalk on Clark Street near the
entrance to the terminal and station collectors with
boxes located at the foot of the stairs so that pas-
sengers could be passed into the station to the full
capacity of the stairs and doors.
A complete rescheduling of the Wilson Avenue,
Evanston and Ravenswood trains had to be made in
order to serve each division, provide sufficient local
service, and get
the maximum
number of cars
in and out of the
terminal. The
problem had
many ramifica-
t i o n s and in-
volved a very
complicated and
detailed study in
preparation for
the emergency.
This study in-
cluded plans for
handling the
traffic during an
evening rush
hour, should the
bridge for some
reason not go
into service as
c 0 n t e m p lated.
Had this been
necessary, it was
planned to shut
off all receiving
of northbound passengers on the loop during the rush
hour, as it would have been impossible to unload them
and discharge them from the platforms of the State
and Lake and Clark and Lake stations for transfer
across the river to North Water Street as fast as
they would be received. Also, it would have been
impossible to handle the full number of people, 28,000
or more, during the hour from 5 to 6 p.m., had they
all desired passage from the North Water Street
terminal, and some of them would necessarily have
been delayed into the next hour. Fortunately, this
shutting off of the loop stations did not become nec-
essary.
Another problem involved in the cutting off of the
through traffic was the handling of the passengers
of the Chicago, North Shore & Milwaukee Railroad
between the terminal at the Adams and Wabash sta-
tion of the elevated, on the loop, and the necessary
emergency terminus of these trains on the north side
of the river. This was done with sixteen twenty-seat
motor buses in a way which won many complimentarj'
^
Grand Avenue
Station
1
L
J
->e
\
'J^
V
Y-4
1
0
; Kiniie St.
1 Sfotion
loop and to
jr connection
trains
North Water
St. Terminal
C ^ —4
■ ^^T —
- - ---
^Ek-^^
^ —
CM/C/
\eo=ft/
Sketch Showing Facilities for
Handling "L." Traffic in
Emergency
December 24, 1921
Electric Railway Journal
1115
remarks from the passengers. The inbound passen-
gers were unloaded at Grand Avenue, from where
buses took them by way of Michigan Boulevard to the
terminal on Wabash Avenue. As inbound trains
reached Wilson Avenue, each passenger was given a
bus ticket on the back of which was printed instruc-
tions for leaving the train at Grand Avenue, explain-
ing why this was necessary and also telling of the
bus service to the loop. When the train arrived at
Grand Avenue, therefore, the passengers were all
fully informed, and instead of there being kicks, there
was praise for the pains the company had taken to
transport them to the usual destination.
Similarly, all passengers who came to the Wabash
Avenue station of the North Shore line, to take trains
north, were instructed by station callers to take the
buses waiting which would carry them to the Grand
Avenue station. As there was no track space on which
the North Shore trains could be permitted to stand, it
was necessary to schedule them to leave as promptly
as they could be unloaded and loaded. The buses were
therefore scheduled to leave the Wabash Avenue ter-
minal at train time, and the trains were scheduled to
leave Grand Avenue station just fourteen minutes
later, giving the buses time to make the trip between
these two points.
The buses used in this service were rented from the
Chicago Motor Bus Company at $4.50 an hour per bus,
it requiring as high as ten bus loads to haul the people
to or from some trains. While this service was expen-
sive for the railroad, it was very much appreciated by
the patrons.
Coal Cost in New York Power Statistics
THE two accompanying tables were recently compiled
by the accounting department of the New York
Transit Commission and presented at a hearing of that
commission by Frederick W. Lindars, chief accountant.
Table I shows comparatively for the past eight years
the pounds of coal burned per net kilowatt-hour and cost
of fuel in cents per net kilowatt-hour generated at the
power stations of each of the principal railway com-
panies. Net kilowatt-hours generated are defined as the
gross kilowatt-hours less the amount used at the gener-
ating station. Fuel cost is defined as the amount
which is charged to operating expense account, "fuel
for power."
Table II gives for the same companies and for the
same periods the cost orf fuel per ton of 2,000 lb. de-
livered in the bunkers. The steam generating equip-
ment in the several power stations is not uniform, and
some of the companies have found it advantageous to
use a mixture of bituminous and anthracite coal to
obtain the most economical results. The advantages of
location of the power station on the water front and of
economical coal-handling machinery is shown in the
table.
An interesting comparison is brought out in the
case of the Hudson-Manhattan Railroad, which indicates
that while the cost of fuel per ton is very much less than
that paid either by the Interborough or Brooklyn Rapid
Transit Companies, the actual cost of fuel in cents per
net kilowatt-hour generated is considerably greater than
the same cost to the latter two companies.
. — 1921 —
Lbs. Cent*
1.86
1.87
1.86
4.63
2.24
0.68
0.68
TABLE I— POUNDS OF COAL CONSUMED AND COST OF FUEL IN CENTS PER NET KILOWATT-HOUR GENER.\TED
BY THE RAPID TRANSIT AND SURFACE LINES IN NEW YORK CITY
. — 1914 — . . — 1915 — . . — 1916 — . . — 1917 — . . — 1918 — . . — 1919 — — 1920 — .
Lbs. Cents Lbs. Cents Lbs. Cents Lbs. Cents Lbs. Cents Lbs. Cents Lbs. Cents
Interborough Rapid Transit:
Subway division 2.02 0.29 1.95 0.28 1.91 0.28 2.01 0.31 2.11 0.38 2.17 0.59 1.90 0.54
Elevated di\-i8ion 2.31 0.33 2.06 0.30 1.63 0.24 1.63 0.25 1.72 0.31 1.74 0.47 1.76 0.51
Average for I. R. T 2.12 0.30 1.99 0.29 1,79 0.26 1.85 0.29 1.92 0.34 1.93 0.52 1.83 0.53
Hudson & Manhattan 3.06 0.27 3.31 0.27 3.43 0.28 3.70 0.45 4.36 0.81 4.53 0.87 4 70 0.84
Brool<lvn Rapid Transit 3.01 0.321 2.82 0.33 2.71 0.33 2.86 0.37 2.92 0.52 2.86 0 74 2.60 0.75
Coney Island & Brooklyn 3.73 0.35/
New York Railways 3.11 0.44 3.16 0.46 3 07 0.46
New York & Long Island 3.73 0.64 3.85 0.65 3.83 0.67 4.31 0.95 4.78 1.25 6.90 1.97 5.56 1.59
New York & North Shore 4.01 0.55 3.93 0.53 3.88 0.54 4.56 0.76 4.95 1.27 4.97 1.45 5.88 1.34
Staten Island Midland 5.01 0.78 8.62 1.21
.Average for all companies 2.62 0.33 2.50 0.33 2.22 0.29 2.31 0.33 2.38 0.43 2.35 0.61 2.22 0.62 2.03 0.73
NOTES
"Cost of fuel," as used here, is the amount charged to the operating expense account "Fuel for Power."
"Net kw.-hours generated" is the "gross kw .-hours generated" less amount used at generating station.
.Average for all companies is based en volume of production and total coal consumed.
0.68
0.97
0.83
TABLE II— COST OF COAL FOR POWER TO THE RAPID TRANSIT AND SURFACE RAILWAYS IN NEW YORK CITY
(The costs are per ton of 2,000 lb. delivered for the fiscal years 1914 to 1921, inclusive)
1915
1916
1917
1918
1919
1920
1921
2 3
O
§ .9
-§ 1
Interborough Rapid Transit: ^ S
Subway division $2.86
Elevated di\'i8ion .
Total average cost I.R.T,
2.
$2.87
$2.91
2.90
n
$2.94
2.92
.s a .1
M < C
$3.08 $3,
3,07 3.
4
$5.43
5.39
I
a
<:
n
$5.72
5.75
I
' (a) ■
$7.21
7.16
$2.90 $2.93 $3.07 $3.53 $5.41 $5.74
Hudson & Manhattan (6) $1.69
Brooklyn Rapid Transit System 1.66 $2.84
Coney Island & Brooklyn 1.75 2.67,
New York Railways c2.84
New York & Long Island 3 . 44
New York & North Shore 2.76
Staten Island Midland e 3. 15
.62
.69
$2.83
$1.61
1.73
$2.80
$2.19
2.00
$2.98
72 $3.83
80 $3.75 3.84
$5.28
$3.57 $4.87
4.06 5.71
«3.I5
2.93 2,
3.40 3,
c2.73 cl.
/1. 79
4.39
<;3.5I
tl.78
5.15
5,22
/2.0I
5.57
5.94
5.71
4.57
$3.82
4.15
d 7.58
$7.18
Total average cost $1.69 $2.86 $1.69 $2.89 $1,70 $2,89 $2,05 $3.06 $3.09 $3.62 $3.83 $5.38 $3.79 $5.72 $4.19 $7.26
(a) A small amount of anthracite is included in the cost of the bituminous coal.
(V) From 1914 to 1919 and in 1921 there is included a small percentage of bituminous. The 1921 figure also includes cost of coal used for purposes other than
electric generation, .\fter Nov. 15, 1 920, the company purchased power from New York Edison Company,
(c^ Company reporta this as semi-bituminous.
((f> Cost of coal used for heating purposes only. Figures not obtained from annual report, but from records of company,
(e^ The kind of coal used is reported by the company as various. In 1913, it was mostly anthracite.
(/) Anthracite screenings.
((/) Power station no longer in operation. Power is bought from Long Island Railroad.
Electric Railway Publicity
Devoted to How to Tell the Story
North Shore Car Card Advertising
Makes Impression
REPRODUCED herewith is a series of three car cards
. which have recently been widely distributed by the
Chicago, North Shore & Milwaukee Railroad. They
have been carried in the elevated and surface cars in
Chicago and Milwaukee and posted in the stations of
the elevated railways and the North Shore Line.
Because of their unusual design, which seems to portray
rather vividly the swift motion of the trains, and the
attractiveness afforded by three colors, these cards have
been very effective in bringing the electric line to the
attention of possible patrons. The idea of speed is
popular, and particularly so when it can be had with
convenience and comfort — the ideas that were especially
set forth in these three cards.
The North Shore Line began the unique idea last year
of presenting patrons on trains with a little Christmas
greeting. The personal touch which this afforded to the
service rendered by the company resulted in establishing
a very friendly attitude on the part of many passengers
and gave rise to numerous complimentary letters. The
same idea is being carried out during the holiday season
this vear with a little more elaborate and very attractive
'•■• • .,yF^,
: ... ^ ... r- •- ^^-Jt^.'%
i 'f' j'^^Xorth^KoreLine
■ ""^J rWrrxl (Kristrnas tHBfiP
'■..-^^/^/.k and a W^-\
[appvKeW icar
Baggage Checked from Home to Destination in Chicago or
Milwaukee without Rechecldng
Chicmgo:
Adams uid
Wtbuh
Limited Trains Every Hour on
the Hour— 5 aum. to Midnight
Otninjr Can 7:15a.m.— I2M) Noon— 4:45 p.m.
Milwaukee:
Sixth and
Sycamore
Christmas card, which is reproduced herewith. This
was printed in red and green on a white card and dis-
tributed to passengers by the conductors. It is an
example of the many little things the North Shore Line
is doing to win friends — and with success.
Newspapers Publish Constructive Editorials
on Railways' Problems
AN' INDICATION of the improved attitude taken by
I some of the larger newspapers in several of the
central states toward problems of electric railway trans-
portation is found in their editorial pages. The fol-
lowing from the Ohio State Journal under the date of
Nov. 25 is typical:
Interurban Traction Problem
Application of the receiver of the Ohio Electric for per-
mission to abandon the line that has been operated from
Columbus to Orient calls attention to the serious problems
confronting that important agency of transportation the
interurban. It is not a new problem, but one that came
with war days and auto development and the changed con-
ditions they brought. For years interurban managers have
given no thought to earning profits for their stockholders.
With them it has been wholly a problem of existence; they
have been delighted if they kept their income slightly ahead
of operating expenses. It is not improbable some lines
will be abandoned.
The traction lines reach out into the country and supply
a valuable service in the movement of freight and trans-
portation of passengers. Business in many communities
has been developed with the traction service as a basis.
The public cannot afford to have the interurban traction
lines disappear, but it is very certain they cannot continue
Chicago:
Adams and
Wabash
FAST UMITED TRAINS
Every Hour on the Hour
5 A.M. to Midnight
Milwaukee :
Sixth and
SycAinore
BETWEEN
CHICAGO LOOP AND THE HEART OF MILWAUKEE
CHICAGO NORTH SHORE'MILWAUKEE R R
BADGER LIMITED-DE LUXE TRAINS -INTERSTATE UMITED
2 HOURS 10 MINUTES
MILWAUKEE TO CHICAGO
7:15 AM. 4:45 P.M.
Chicago:
Adams and
Wabash
Milwaukee :
Sixth and
Sycamore
Diniit% Cars— 7:15 A.M.— 12:00 Noon— 4:45 P.M.
CHICAGO NORTH SHORE^MILWAUKEE R R ■ CHICAGO NORTH SHORE^MIIWAUKEE R R
Ij L
■.RKK-riNo Ppk.sentfd to Passengers bt North Shore IjIne Conductors anp Three Rri-ent Cab Cards Used
— THE Cards Are lOJ bt 21J and .A^re in Three Coix>bs
December 24, 1921
Electric Railway Journal
1117
indefinitely with the unhappy conditions in which they have
been floundering in recent years, and for which there has
been, as yet, no solution proposed.
Another editorial that shows an understanding of an
electric railway's operating problems appeared in the
same newspaper under the caption the "Cost of Acci-
dents."
How heavy and burdensome is the financial cost of acci-
dents is illustrated in the report of the Cleveland Railway,
which shows expenditure during 1920 of $1,250,000 in set-
tlement of claims for damages. The figures tell their own
story of the money cost of heedlessness and human care-
lessness. It does not include the heavy economic loss from
impaired earning ability as a result of the accidents.
That sum is a tax on the community, for the full burden
falls on the car rider, because in that city under service
at cost the fare goes higher as operating expenses increase
and can be reduced as operating expenses are decreased.
In the operation of a large system in a great city acci-
dents will happen that no amount of forethought and care
can prevent, but in a very large way accidents about street
cars are of a preventable nature.
The Cleveland company has engaged in a campaign for
a reduction in the cost of accidents. Employees will be
trained and instructed, caution will be emphasized. The
campaign, however, cannot be successful in a large way
unless it has the full co-operation of the car riders and
others who use the streets. It is asking nothing unreason-
able to request the public to be careful of its own safety.
The request has a financial value as well as personal, be-
cause, as the cost of accidents is reduced, it will have a
bearing on the rate of fare charged. It is a place where
the public may win doubly by making the campaign of
safety a great success.
The Fort Wayne News and Sentinel, Fort Wayne,
Ind., recently carried the following interesting editorial
comment on the electric traction situation in Indian-
apolis, Ind.:
The Indianapolis Street Railway, relieved of jitney oppo-
sition, which was taking from $1,000 to $1,500 a day from
its receipts, now comes before the State Utilities Commis-
sion with the statement that it faces the necessity of im-
posing an 8-cent fare in order to maintain its service.
During the past year or so, it represents, the service has
been carried on at the expense of the integrity of the
reserve resources of the company and the detriment of
its equipment. There is not the least doubt in the world
that the officers of the company are telling the truth. Their
books are open to inspection by the state officials and it
would be impossible for them to conceal the company's real
condition. Even those who are inclined to attribute to them
the most sordid of motives must concede that they are
telling the truth.
Indianapolis must simply pay a higher rate for her car
service or see that service piled up in the wreckage. The
5-cent fare there has been maintained during the stressful
period when other companies in other cities have raised
their fares radically and the protestants against these raises
have alwavs pointed out the case of Indianapolis. It devel-
ops now that the Indianapolis company has just about gone
broke on the 5-cent fare and it is going to require an
enormous boost in fares to save the company.
There is no use disguising the fact that the utility com-
panies over the country have suffered severely during the
last four or five years and are destined to suffer for
several years to come. The people might as well face the
facts and make the best of them. Utility rates like the
rates of everything else are higher and they are going to
continue higher. When rates are raised the public yells its
head off, but yelling does not alter the facts, nor does
demagogy change unspeakable conditions.
Growling will do no good, protestation will effect no
change and investigations will not alter conditions. More-
over, there is this further thing to consider : If the service
is boycotted it means a receivership, and a utility in a
receiver's hands is a curse to any city.
Traction Topics Posters Would Inform
Chicago Riders
HAVING been impressed with the manner in which
short, pithy statements about the Chicago Surface
Lines were absorbed by the people who visited the
Pageant of Progress held in Chicago last summer, at
which the traction companies had exhibits, John E.
Wilkie, vice-president Chicago Railways, has begun the
use of a similar type of informative publicity on the
street cars. This is being put out in the form of a
weekly poster, 14 in. x 21 in., under the caption of
"Traction Topics." These posters are pasted on one of
the side windows at either end of the cars, giving them
a conspicuous position.
That the new posters are being widely read is
attested by the numerous comments in the public
press, for while many of these are uncomplimentary,
Mr. Wilkie feels that this is a better indication that the
publicity is worth something than would be the case if
it caused no comment whatever. If the publicity is con-
tinued it is felt that these short statements of facts are
certain to form a lasting impression in the minds of
many car riders.
A few of the first posters that were used are
reproduced herewith. The first number was placed on
the cars on Nov. 13. The posters are changed each
Sunday.
M Traction Topics M
Let's Get Acquainted
Knowledge of the other
fellow's job leads to a bet-
ter mutual understanding.
You are users of trans-
portation. It is our job to
supply it
You are served by the largest Surface Lines system
in the world and we want you to know all about it
Watch hf
Traction Topics
OKACO KWACE UNES
jkyJiL.^
STrac™ Topics ffi
CHICAGO LEADS ALL
We have a population of 2300,000 spread over
200 square miles.
To »erve this temlory — the large«t of any city — the Surface
Lines have built over 1000 milet of single track.
This means maintaining aiwl operating a double track system
that would reach from Chicago to Buffalo, New York.
Watth for
Traction Topics
CHICAGO SUMAa UNES
ii Traction Tones m
(iel
AN ARMY OF CAR RIDERS
Over 2,000,000 cash and 1,500,000 trawfer
passengers are carried on the system every day.
These with the free riders -employes, police and
firwien-makea yearly total of 1,350,000,000.
This almost \quals the population of the whole
world-1,750,000,000.
IfotcA for
TRACTION TOPICS
OKACO ajurMX t>cs
ill TractionTopics ffi
THE RUSfThOUR
Nearly one-half of the 3^00,000 daily car rides are
taken during one morning and one evening hour.
When hundreds of thousands of people move at the
same time overcrowding is the result
Rush hour congestion is not peculiar to Chicago; every
big city has it No way has been found to prevent it
Walch for
Traction topics
CHKACO SUVMZ UMi
A^J^
ffi Traction Topics ffl
$28,000,000.00 YEARLY IN WAGES
The Surface Lines operate over 3,000 double truck
modem electric cars.
It takes a force c^ over 15,000 empk>yes to run them
and care for repairs and tracks.
The wages paid by the Surface Lines exceed
$28,000,000.00 a year.
VVbfcA for
Traction Topics
CWCACO SLWMX UM3
^
li Traction Topics ^
L^:J __
"~ MlLUONSl:XPENDED
The tracks, buiklings and equipment of the Surface
Lines represent a value of $160,000,00000.
Tracks, buildings and equipment are pakl iat out of
money supplied by investors-not out of fares c<Jlecte<L
The investor is fairly entitled to protectkm for his
investment and interest on his ntoney.
Watch for
Traction Topics
CMCAOO SURf AIX UCS
Informative Publicity Matter Now Appearing in Chicago Surface Lines Cars
1118
Electric Railway Journal
Vol. 58, No. 26
Results^of Mutual Benefit Association*
Principles and Organization of Twin Cities Company Association — Details of
Benefits and Activities and Results Being Obtained
By Frederick A. Anderson
Social Service Director, Twin City Rapid Transit Company
OUR association of employees was
organized in February, lylo. It
has grown and its scope of activities
has increased as the need has been felt.
The foundation which was laid at the
beginning has been sufficiently broad to
support the features that nave been
added as the association has developed.
The first principle followed in or-
ganizing was that no association, how-
ever desirable its provisions, could
amount to anything worth while if
the spirit and purpose of the em-
ployers back of it were not right. The
second principle was that the manage-
ment of the association should be
mutual, both employer and employee
being personally represented in the
management of and contributions to the
undertaking. The third principle was
that the membership should be volun-
tary. The membership would not be
so likely to feel that they were con-
tributing toward their own association.
The fourth principle was that the plan
and provisions of the organization
should be explained so thoroughly to
all the members that there could be
no chance for misunderstandings as to
its purpose and activities. The fifth
principle was that the plan adopted
must be as nearly adequate as it could
be made. In my study of various or-
ganizations I found some with such
limited benefits and meager provisions
that they were scoffed at by the men.
The sixth principle was that the pro-
gram of activities of the association
should be constructive and thorough.
From the very beginning of our com-
pany the family spirit has been evi-
dent. The first organizers of the Twin
City lines felt that what was good for
one ought to be good for all, and that
those things which were bad for one
were bad for others. It was their con-
ception that if all worked together they
could produce the best street railway
system in the country. Wages, hours,
working conditions, physical equipment
and the personnel of the organization
have consistently been kept at the high-
est level that the company could main-
tain throughout its whole existence.
After eight years of closest associa-
tion with this concern I am convinced
that this most desirable family spirit
is being realized more today as an
actual factor than ever before. This
applies both to the management and
the employees.
Our association is organized upon a
mutual plan of management. The em-
nloyees are represented by ten mem-
bers of their own choice and the com-
■nany is represented by ten officials.
This composes the executive committee,
which has the final word in nuatters
concerning the association as a whole,
or any individual matter which may
be brought on appeal to this body.
There is also a benefit and relief board,
which is composed of ten employees'
representatives and three officials of the
company. This board passes upon any
claims which may arise. Associated
and co-operating with each of the ten
•Abstract of paper presented at the an-
nual convention of the Indu.strla' Relations
Association of .\merica. New York, Nov,
1-4, 1921.
employee representatives there is a de-
partmental committee of three, elected
by the employee members. They have
charge of all social, educational and
physical activities. They also repre-
sent the division which elects them in
matters pertaining to working condi-
tions, hours, etc. This last phase of
the work of the committee heads up in
a co-operative committee, which func-
tions separately from the benefit asso-
ciation and has its own constitution
and by-laws.
Membership and Dues
Members pay an entrance fee of $1
and dues ranging from 45 cents to
$1.35, which are deducted monthly
from their pay checks. The company
pays an equal amount of all dues paid
by members and, in addition, pays the
salaries of association officers, physi-
cians, home visitors and clerical help,
cost of consultations. X-rays, medical
attention and supplies, office rent,
printing, etc. Last year this meant
that the company paid 65 per cent of
the total budget while the members paid
35 per cent. The money of the asso-
ciation is kept as a separate account
in another bank from those used by
the company.
When the organization was started
the membership was thrown open for
three months for charter members.
There was no age limit, examination
or entrance fee, the company paying
this to give us a start. After that
time the membership was restricted to
those within the age limit (twenty-
one to forty-five years, changed later to
eighteen to fifty years) who were
physically fit and had been in the em-
ploy of the company two months or
more. No one is coerced to join the
association by any official. The aver-
age membership, since organization six
years ago, has been about 70 per cent
of those eligible.
Medical Service Is Provided
If an applicant for membership has
a physical defect which can be reme-
died by surgery or medical care, an
exemption is taken covering the defect.
This exemption holds good for two
years, after which time it is canceled
and the member becomes a full-fledged
member. If, during this two-year ex-
emption period, the member chooses to
have an operation performed, he pays
for this himself, but the association re-
imburses him for the cost of that oper-
ation when the term of the exemption
expires.
We have ten places where members
may receive medical attention. In
most of these, the physicians are on
duty ore hour each day, while at our
general medical director's office there is
a physician in constant attendance dur-
ing the whole day. Last year 53 per
cent of the members made 10,298 calls
for some kind of medical service. Some
one has criticised our plan for making
the physician so easily accessible to the
membership, but we have found it re-
sults in decreased time off for disabled
members. Of course, the physicians
need to head off tactfully the neurotic,
but they cause very little difficulty.
in many concerns t.ie medical director
makes examinations, treats sickness,
performs operations, etc. We believe
that our plan more adequately meets the
needs of our members, i he medical di-
rector and his associate nave the au-
thority to send any member or depend-
ent member of his family to apy special-
ist whom he deems qualified to pass
upon the particular disability confront-
ing him. Such examinations, consulta-
tions, tests. X-rays, etc., are paid for
as part of the association expense. Last
year, for this outside service, which in-
cludes general medicine, surgery and
dental service, we spent only $2,253.75.
We felt rather than to put one dentist
on our staff to maintain a dental clinic
we would use the money this would take
to provide consulting dentists. These
consulting dentists are specialists in
their line. They take any X-rays,
make thorough examinations of the
mouth, do any extracting or surgical
dentistry that is required and give
whatever advice regarding other work
that is necessary or desirable. This
phase of medical service has just re-
cently been added and is proving most
popular and beneficial.
This same principle is also applied to
surgery. We believe that surgery
should be performed by the very best
surgeons available, and therefore we
designate the American College of
Surgeons. During the last year, 299
operations were performed, at a total
cost to the association of $12,278.42, or
an average per operation of $41.06.
This includes the cost of both major
and minor operations. We pay three-
fourths of the cost of any operation
performed on any dependent member
of an association member's family.
It is interesting to note that our
surgery has produced tangible results.
In a study of members who were oper-
ated on during a certain year we dis-
covered that those whose efficiency
standing rated 75 per cent or over
showed a 3 per cent increase in ef-
ficiency, while those below 75 per cent
and on down to as low as 50 per cent
showed an increased efficiency, after a
six months period, of 35 per cent.
Therefore, we conclude that a consider-
able amount of surgery we do is cor-
rective in its results. Surgery means
an emergency expense that neither the
man nor his family can afford and for
this reason we assume a mutual re-
sponsibility in this matter. A committee
is now studying the proposition of pay-
ing the hospital expense as well.
Sick and Death Benefits Are
Provided
Our association provides for the
payment of benefits ranging from $1
to $2.25 per day for a period of fifty-
two weeks or any one disability. Last
year we paid 1,183 different sick claims,
or a total of $21,274.90. We also paid
forty-seven accident claims, or a total
of $1,273.32. The average amount paid
during the last six years on account of
sickness amounted to $22 per indi-
vidual case.
At the outset of the association we
were warned that men would take ad-
vantage and stay away longer than
they should on account of being paid
too large benefits. There may be such
cases, but I am convinced that the
family spirit has so thoroughly found
its wav throuffh the organization that
there is very little reniging. The first
venr the average length of time off wps
eighteen days, the second year this
December 24, 1921
Electric Railway Journal
1119
amounted to twenty days. Then we
employed a registered nurse as our
nome visitor and for the next two
years it dropped to fifteen days per
case. The next year it came down to
thirteen days, and this last year it has
been 11.3 days per case. This shorten-
ing of absence fi'om duty is largely due
to increased efficiency in our medical
service, home visitors' work and the
growing family spirit throughout the
organization. When the association
first started we did not pay for the
first seven days. After trying this for
a year, we came to the conclusion that
it was not just. Now we deduct only
the first two days on all sick claims and
none on accident claims.
The association also pays for the
prescriptions written by our physicians.
Arrangements are made with certain
drug stores and by ordering only such
quantities as are actually needed we
have been able to keep the association
prices of the prescriptions down to 40
cents. Last year 4,143 prescriptions
were written at a cost of $1,161.03.
The association also pays for all medi-
cal appliances that are ordered by our
physicians.
It is our belief that benefits should
be paid for a long enough period to de-
termine whether the illness is to be
permanent or not. By paying benefits
for a full year it gives us a chance to
help the man make such readjustments
in his home as are usually necessary
when the breadwinner becomes perma-
r.ently disabled.
It is hard sometimes to determine
the actual value of these things, but I
feel that the man who drags around
the shop or the office with perhaps a
slight fever is performing an inferior
type of service and his efficiency is re-
duced materially. Efficient medical
service heads off this sort of thing for
the man has easy access to the doctor,*
and it is far better for such a man to
be sent home for a day than to do half
work for several days and finally have
to give up and remain at home a
longer time. Medical service should
also insist upon a man not coming
back to work until he is well. The man
who comes back but partially recovered
will give a mediocre service only. We
require that members have suitable
medical attention while off duty. On
the whole, medical service shortens the
absence and the total number of days
lost by employees over a period of time.
Our association also pays death
benefits ranging from $150 to $700, ac-
cording to the class of membership
held. In the last six vears ninety-eight
members have passed away and their
beneficiaries have been paid on an aver-
age of $478.57.
Other Services Furnished
The association feels that it has a
mission in the home as well as to the
employee on duty. In 1917 we em-
ployed a registered nurse as our home
visitor. Two years ago it was neces-
sary to add another nurse, and last
year they were called into 710 different
homes, making a total of 4,081 visits.
We are just hiring the third nurse
now. They deal with emergency needs
of all sorts and have the privilege of
calling for any medical assistance that
is needed in any emergency that may
arise.
It is the practice of the general di-
rector of the association to call upon
every member who is sick for a period
of a week or more, and the welcome
that is extended to those in charge of
the association as they go to the homes
IS prima face evidence of the way the
members feel toward their organization.
The association staff comprises what
might be called a general service bu-
reau. Last year more than 1,300 per-
sons called on the general director for
varied services and advice. One can
hardly conceive of any human problem
which has not been dealt with through
this service bureau. In many instances
where unexpected' emergency expenses
have come into the home it is neces-
sary to lend the employee money. In
every such instance the matter has
been thoroughly investigated, and al-
most invariably there are other serv-
ices needed which are more important
than the lending of the money.
The association has made arrange-
ments with certain oculists to examine
eyes at a price of about half of what
is ordinarily charged and also with two
wholesale optical companies to furnish
the glasses at cost. This arrangement
has meant a saving of thousands of
dollars to members and their families.
A similar arrangement has been made
with a group of undertakers located in
the various parts of the two cities and
this has been greatly appreciated. A
saving of from 25 to 50 per cent has
been made in this manner. The execu-
tive committee of the association went
a step further this year and contracted
to buy coal of a certain dealer and so
far this has meant a saving of ap-
proximately $12,000 on the coal al-
ready sold. Only members are entitled
to this reduced price.
The association, through its commit-
tees, conducts activities such as parties,
tournaments of various sorts, health
talks, educational work, Americaniza-
tion work, etc.
During the six years of our associa-
tion we have paid in actual benefits the
sum of $268,511.30. In addition to this
sum the company has paid $130,062.47
for medical services, nurses, consulta-
tions, etc., which means that the aver-
age budget for the last six years has
amounted to $66,428.92.
The company provides old age pen-
sions which members of the association
are eligible to receive upon reaching
the required number of years of serv-
ice and age. The pensions are calcu-
lated upon the basis of 2 per cent of
the employee's average monthly salary
or vvage during the last ten years of
service and this multiplied by the num-
ber of years of service. For those who
reach the age of sixty-five, the pension
cannot exceed 50 per cent of the aver-
age salary or wage. For those who
reach the age of seventy, the pension
cannot exceed $75 a month. A recent
provision makes it possible for any em-
oloyee member of the association who
has been in the service thirty years
and who chooses to accept a pension to
be granted a pension not to exceed $50
a month. The entire expense of the
pension system is met by the company
out of its current expense account. The
management of the pension system is
vested in a pension board composed of
three officials of the company and two
employees appointed by the president,
the pension board serving for one year.
Results Considered Successful
In conclusion, we have found that
the principles enumerated at the be-
<"nnine_ have worked out in practice.
The snirit and purpose of our com-
pany have been recognized by the em-
ployees. Co-operative management of
the organization has been successful.
In fact the employees feel that the as-
sociation is their very own. The best
evidence of the real value of the asso-
ciation to the membership has been
shown by the high percentage of em-
ployees who have identified themselves
with it. The original form of organi-
zation has been altered but slightly.
The activities of the association have
met the needs which have arisen.
The growth and development of a
new consciousness in matters relating
to health and sanitation and the in-
culcation of higher ideals and living
standard show conclusively that the
program of activities of the association
has been constructive and thorough. I
do not mean to intimate that our plan
is perfect or that there are not other
plans which are just as good, but after
over six years of successful operation
we feel that our efforts have produced
definite results.
Annual Meeting of Iowa
Engineers Soon
THE twenty-fourth annual meeting
of the Iowa Engineering Society is
to be held in Sioux City, Iowa, Jan.
17-20, 1922. Headquarters and meetings
are to be in the Woodbury County
Court House. The Sioux City Engi-
neers' Club is making elaborate ar-
rangements for the care and entertain-
ment of the visitors. Speakers of na-
tional repute are being secured to ad-
dress the meetings and the Chamber of
Commerce is combining with the local
club to make the visit of the engi-
neers and their wives most enjoyable,
as well as profitable.
The exhibits of manufacturers and
material men which have been of such
interest at previous conventions will be
in evidence again on a greater scale.
International Railway
Congress
THE program for the Congress of
the International Railway Associa-
tion, to be held in Rome, Italy, in
April, 1922, has now been definitely de-
cided. A formal opening will be held
on April 18, and the first technical ses-
sion on April 19. Meetings will be held
thereafter on every day except Satur-
day and Sunday up to and including
April 28, when the meeting will for-
mally close. On May 1 the delegates
will travel by special train to the
northern part of Italy to inspect the
electric railway installations <Jiere.
The meetings will be held in Rome in
the Palais de I'Exposition des Beaux-
Arts. The president of the association
this vear is V. Tondelier, president of
the Belgian State Railway System,
with headquarters at Brussels.
Indiana University to Entertain
Utility Men
THE annual meeting of the Indiana
Public Utility Association will be
held on Jan. 14 at Indiana University,
according to an announcement by W. A.
Rawles, dean of the School of Com-
merce and Finance of the university.
The members of the association will be
guests of the School of Commerce and
Finance and are planning to hold open
sessions with the students of the com-
merce department in attendance. Fra-
1120
ternity houses will entertain the busi-
ness men, according to plans being per-
fected by the Boosters' Club.
Charles L. Henry, president of the
State Public Utility Association, in
outlining the program for the meeting,
said that William Lowe Bryan, presi-
dent of the university, will be asked to
talk and that Dean Rawles will explain
to the visiting business men the scope
of the work of the School of Commerce
and Finance.
In addition to the business session,
the utility association will hold its an-
nual dinner in the student building on
the campus.
Mid-Winter Meeting of New York
Association Announced
SECRETARY W. F. STANTON has
announced that the mid-winter
meeting of the New York Electric
Railway Association will be held at
the Hotel Aster, New York, on Jan.
24. The program of the subjects to be
discussed has not yet been drawn up
nor hstve speakers been decided upon.
Electric Railway Journal
Vol. 58, Xn. 26
Standardization of Screwed
Fittings
THE Sectional Committee of the
American Engineering Standards
Committee on the standardization of
pipe flanges and fittings held its second
meeting in the rooms of the American
Society of Mechanical Engineers, New
York, N. Y., December 16. Those
present were C. P. Bliss, chairman,
New York University; A. A. Ains-
worth, secretary. Committee of Manu-
facturers on Standardization of Fittings
and Valves; J. C. Bannister, Walworth
Mfg. Co., Boston, Mass.; Commander
Bass, United States Navy, Washington,
D. C; S. G. Flagg, Jr., Philadelphia,
Pa.; N. S. Hill, Jr., Consulting Engi-
neer, New York, N. Y.; L. H. Jenks,
Frick Company, New York, N. Y.; F.
E. Johnson, The Kelly & Jones Com-
pany, Greensburg, Pa.; J. R. Meloon,
General Fire Extinguisher Co., Boston,
Mass., E. L. Moreland, Jackson & More-
land, Boston, Mass.; C. W. Squier,
Electric Railway Journal; C. W.
Stephen, Reading Steel Castings Com-
pany, Reading, Pa., and J. R. Tanner,
Pittsburgh Valve, Foundry & Construc-
tion Co., Pittsburgh, Pa.
It was recommended that 0. S. Styer
of the Reading Steel Castings Company
be added to the members of the com-
mittee, an!d that the American En-
gineering Standards Committee be re-
quested to make this appointment. The
sub-committee on the standardization
of the dimensions for malleable, cast
iron, steel, and non-ferrous screwed
fittings reported that it had finished
Its mvestigation and submitted a
drawmg in accordance with the final
decision of the committee with a table
of dimensions which it recommended
for adoption as standard. This report
was received with the recommendation
that It be submitted to letter ballot of
the entire committee and if an affirm-
ative vote is received that the secre-
tary be instructed to forward copies
of the report together with recom-
mendations to the various sponsor
bodies and to the American Engineer-
ing Standards Committee.
The committee on flange standards
reported progress, but due to the large
amount of material which it is neces-
sary to analyze and tabulate, a com-
prehensive report will not be ready for
another two months.
-Mid- Year Meeting Transportation
Committee Appointments
THE transportation committee has
been appointed for the mid-year
meeting and dinner of the American
Electric Railway Association which is
to be held on Feb. 28, 1922, at the
Claypool Hotel, Indianapolis, Ind. H. J.
Kenfield of Electric Traction has ap-
pointed the following men to act as
chairmen in their respective territories
in charge of securing special railroad
accommodations to Indianapolis for
those expecting to attend:
New England States — Edward Dana,
Boston (Mass.) Elevated Railway.
New York, New Jersey and Eastern
Pennsylvania — C. B. Keyes, General
Electric Company, New York.
Washingtoji, D. C, Maryland and
Southern Atlantic States — L. H. Pal-
mer, United Railway & Electric Com-
pany, Baltimore, Md.
Western Pennsylvania, West Vir-
ginia and Southern States East of the
Mississippi — J. C. McQuiston, Westing-
house Electric & Manufacturing Com-
pany, East Pittsburgh, Pa.
Ohio and Michigan — Charles J. Laney,
Northern Ohio Traction & Light Com-
pany, Akron, Ohio.
Illinois and Northwestern States —
J. V. Sullivan, Chicago Surface Lines,
Chicago, 111.
Missouri, Nebraska, Iowa, Colorado,
Utah, Kansas and Southwestern States
— Frank 0. Grayson, La Salle Building,
St. Louis, Mo.
Pacific Coast States — J. H. Handlon,
Market Street Railway, San Francisco,
Cal.
Executive Committee of the Engi-
neering Association Holds
Busy Meeting
THE executive committee of the
American Electric Railway Engi-
neering Association met at the Asso-
ciation headquarters in New York City,
Friday, Dec. 16. Those present were
C. S. Kimball, president, Washington
Railways & Electric Co., Washington,
D. C; C. H. Clark, Cleveland Railway,
Cleveland, Ohio; R. C. Cram, Brooklyn
Rapid Transit Co., Brooklyn, N. Y.;
Daniel Durie, West Penn Railways,
Connellsville, Pa.; C. R. Harte, Con-
necticut Company, New Haven, Conn.;
H. A. Johnson, Metropolitan West Side
Elevated Railway, Chicago, 111.; Martin
Schreiber, Public Service Railway, Cam-
den, N. J.; A. B. Stitzer, Republic En-
gineers, Inc., New York, N. Y., and J.
W. Welsh, executive secretary.
A resolution was adopted defining the
duties of the sponsors which have been
appointed on the various standing com-
mittees of the Engineering Association.
The problem of providing a method
whereby employees of steam roads
which have electrified divisions can be-
come members of the Engineering Asso-
ciation was discussed, and it was recom-
mended that a plan be worked out to
enable such employees to become mem-
bers. Plans for the reorganization of
the Engineering Association were dis-
cussed and the president was authorized
to appoint a committee on reorganiza-
tion.
P. G. Agnew, secretary of the Amer-
ican Engineering Standards Committee,
discussed the relationship of the En-
gineering Association with that com-
mittee and cleared up many points
which were not entirely clear." it was
agreed that a representative should be
appointed on the sectional committee
of the American Engineering Standards
Committee which is investigating the
conductivity of aluminum conductors.
The recommendation of the Power Dis-
tribution Committee that the question
of forming sectional committees for
standard specifications on overhead
crossings and high conductivity trolley
wire be taken up with the American
Engineering Standards Committee was
approved.
Attorney Addresses Public Serv-
ice Railway Section
ADDRESSING the Public Service
. Railway company section of the
American Electric Railway .Association
on Dec. 15, Charles S. Straw, assistant
prosecutor of Camden County, N. J.,
in relating how times have changed,
stated that the day of the grouch con-
ductor and motorman had gone by.
Continuing, he showed the similarity
between the duties of the prosecutor's
office and those of the trainmen in
handling the "dear public." He assured
the members that in his e.xperience as
prosecutor, law suits that now go be-
fore a judge and jury can rely on a fair
and impartial trial without a verdict
being reached before the case is heard
simply because a corporation is defend-
ant.
The speaker also brought out in
the course of his address that at no
time has he ever been approached by
any officials of the Public Service Rail-
way to minimize the facts of an acci-
dent, but on the other hand they de-
sired to be informed only of the" true
facts of the case.
Mr. Straw prophesied a great future
for Camden City in the advent of the
bridge across the Delaware River. He
emphasized the point of how the train-
men's courtesy and efficiency to visitors
made a lasting impression. The speaker
concluded his address by compliment-
ing the trainmen for their efforts to
"keep smiling" under sometimes most
trying circumstances, and stated the
motto that should always be kept in
mind is "he who serves most, serves
best."
Instructor Reilly addressed the mem-
bers on his favorite subject "Safety
First," and related the good news of
only one trivial accident reported dur-
ing the current month.
Chief Engineer Waters, president of
the new Athletic Association, gave some
interesting data regarding the asso-
ciation, stating that a membership of
1,000 is anticipated and that a new
building will, in all probability, be
erected in the ensuing year.
Mr. Hanf, master mechanic, gave
some very interesting information on
equipment repairs and in his smiling
and good-natured way he won the co-
operation of the trainmen in "Plaving
Safe." • *
News of the Eledric Railways
FINANCIAL AND CORPORATE := TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
Mr. Mitten Offers Private
Operation
Proposes That P. R. T. Run Frankford
Elevated Under Cost of
Service Plan
Operation of the city-owned Frank-
ford elevated line in Philadelphia, Pa.,
by the Philadelphia Rapid Transit Com-
pany was proposed by Thomas E. Mit-
ten, president of the company, at a
meeting with the City Council on Dec.
13. President Mitten cast out all previ-
ous negotiations, and presented his
proposal on an entirely new basis. The
plan was submitted to a commission of
city officials for consideration.
The cost of service system is the
method suggested by Mr. Mitten. Un-
der it the company would pay to the
city all the Frankford elevated earn-
ings, and charge against such earn-
ings the full operating costs of the road
from Frankford to Front and Arch
streets, and a further charge for the
use of the Market street subway from
Front to Fifteenth street.
SuoGESTS Appointment of Committee
Mr. Mitten, in the statement propos-
ing the new plan, said:
As I have already said, 10,000.000 pas-
sengers would be carried on the Frankford
"L" it operated by the city with terminus
at Front and Arch streets. It operated by
P. R. T. as a part of its Market street
system, with a single fare from Frankford
to Sixty-ninth street, an additional 10,-
000,000 passengers would be drawn from
P. R. T.'s cars and added to the number
carried on the Frankford "L." making 20.-
000,000 thus carried, instead of 10,000,000
If operated by the city.
Ten million of P. R. T.'.'s present pas-
sengers thus diverted to the Frankford "L"
would cause a considerable loss in P. R. T.'s
present revenue which, however, would be
compensated for by the rental charged to
operating costs of Frankford "L" for pro-
portionate use of the Market street subway
terminal between Front and Arch streets
and Fifteenth street station.
If P. R. T. operated the Frankford "I."
in this way, paying to the city all of Prank-
ford "L" earnings between Frankford and
Fifteenth street station, and charging
against such earnings the full operating
costs of the Frankford "L" from Frankford
to Front and Arch streets and for the
proportionate use of the Market street
subway to Fifteenth street, the financial
result would be at least as good for the
city as would follow city operation of
Frankford "L" to a terminus at Front and
Arch streets, the city being the gainer
through serving twice as many people —
20,000,000 instead of 10,000.000 — and being
saved the initial expenditure of $500,000
required to put its Frankford "L" in condi-
tion for municipal operation.
If this plan be acceptable, I would sug-
gest that a committee be now appointed
consisting of Director of City Transit
Twining, City Controller Hadley and City
Solicitor Smyth for the city, and Vice Presi-
dents Richardson and Dunbar and Coun-
"iplor Joyce for the company, and that this
committee shall agree upon the methods to
be used in determining the division of
earnings and expenses to be apportioned
between the frankford "I>" and Market
street system and make such changes In
the operating agreement now before City
Council as will make it conform to this
proposed understanding.
Transfers will be issued to Frankford
"L" passengers as now issued to P. R. T.'s
own passengers on the Market street "Tj"
system.
Transfers cannot be Issued between the
Frankford "I^" and the connecting surface
lines because if this were done 10,000.000
additional passengers would be diverted to
the Frankford "TV and this would represent
such a great additional loss to P. R. T. as
could not be sustained, nor can it hope to
secure payment of this loss from the city
under present circumstances.
Mr. Mitten maintained that while no
financial benefit would accrue to the
city, nevertheless the elevated would
serve more riders and furnish better
service than was possible under mu-
nicipal operation. He also emphasized
the fact that the agreement would be
temporary and would terminate six
months after the conclusion of the
valuation proceedings. The Frankford
elevated, he said, would be charged for
the use of the Market street subway
and at the same time the Frankford
rider would be enabled to go from
Frankford to Sixty-ninth street for a
single fare. That fare, he pledged,
woulti be the same as at present, four
tickets for 25 cents.
The issue of transfers from Frank-
ford surface lines would necessitate the
payment of additional compensation to
the company by the city, he said, al-
though the Frankford riders would be
accorded the usual transfer privileges
at West Philadelphia stations. The
P. R. T., he added, was contributing
10,000,000 passengers to the elevated
and taking back the financial loss re-
sulting in the shape of rental for the
Market street subway.
Buses Prove Popular
Auto and One-Man Car Are Saving
Connection Suburban Line —
Public Likes Autos
Judge J. Moss Ives, receiver of the
Danbury & Bethel Street Railway, Dan-
bury, Conn., has received permission
from the Superior Court to purchase
four more new cars of the one-man
safety type. The order for the cars
has been placed.
With the arrival of the new cars the
road will have an entire new equip-
ment of rolling stock, aTid it is the
plan of the receiver to put into opera-
tion as soon after Jan. 1 as possible,
the date depending upon the delivery
of the new cars, a ten-minute service
throughout the day and evening.
A new Graham motor bus, to re-
place a bus of the Bethlehem type,
which has been in service on the West
Danbury belt line, has arrived and been
put into use. The Bethlehem bus was
a second-hand vehicle when purchased.
The announcement that the road will
have an entirely new equipment of roll-
ing stock within another month is of
especial interest in connection with the
operation of the line under Judge Ives'
receivership, as it is comparatively a
short time ago that the prospect of
finding means of procuring even a few
new ears for the road seemed almost
hopeless and there was even talk that
it might be necessary to discontinue
the operation of the road entirely.
Judge Ives says that patronage of
the motor buses on the belt line is in-
creasing gradually and that, so far as
expression of opinion has been heard,
the patrons of the buses are much
pleased with that form of service, find-
ing it even quicker and more certain
than the former electric railway service.
Seattle Taxpayers Win
Residents There Successful in Their
Contention Against City in
Municipal Railway Case
The United States Circuit Court of
Appeals at San Francisco, Cal., recently
rendered a decision, refusing to enjoin
the "fourteen taxpayers" headed by
S. B. Asia, from bringing suit in the
state court to prevent the city of
Seattle, Wash., from delving into the
general fund, for support of the muni-
cipal railway system. The decision is
regarded as a material victory for resi-
dents of Seattle who have been oppos-
ing any move to force the city to set
aside a special fund to meet interest
on the $15,000,000 municipal street rail-
way bond issue before paying operating
expenses of the railway.
The Circuit Court's decision upholds
the action of Federal Judge Jeremiah
Neterer in District Court in dismissing
the action brought by the Stone &
Webster interests, from whom the
street railway system was purchased,
iind refusing to restrain the taxpayers
from trying the case in the state court.
The Circuit Court decision paves the
way for an early trial of the "Tax-
payers" suit in the Superior Court, and
counsel for the city and for the tax-
payers have agreed to request the
earliest possible trial of the suit, which
will be set by Presiding Judge Everett
Smith. The main contention of the
taxpayers is that a city utility must
be self-supporting and not use city gen-
eral fund money for defraying its ex-
penses. Victory for the taxpayers in
the Superior Court would mean the
City Council could not use money from
the general fund for support of the
municipal street railway unless such
action was approved by vote of the
people, according to counsel.
A question which the State Supreme
Court will be asked to answer, as a
result of the Circuit Court's decision,
is whether:
The entire gross revenue of the municipal
street railway is pledged to payment of
principal and interest on the bonds issued
to purchase the system, or are the bond-
holders entitled only to what is left after
the cost of maintenance and operation has
been paid?
The State Supreme Court, according
to counsel, will be asked to place its
own construction on the case of Twichell
against the city of Seattle, a friendly
suit carried to the State Supreme Court
to test the legality of the bonds issued
to buy the railway. Counsel for the
Stone & Webster interests maintain the
decision in this case holds that the
gross receipts of the railway system
are pledged to payment of principal
and interest of the bonds. Counsel
for the taxpayers contend the decision ■
cannot be construed to hold that the
bondholders are entitled to more than
the balance left after maintenance and
operation expenses have been paid. The
only security the railway bondholders
have, the taxpayers contend, is the
utility itself.
As a direct result of the suit the sum
of $83,000, taken from the general fund
last December as a loan to the street
railway, has been returned.
1122
Electric Railway Journal
Vol. 58, No. 26
Hearings Completed for Year
Lawyers, Financiers and Traffic Expert Examined Tliis Week — Valuations of
the Properties of the Various Companies to Be Included in the
Commission Plan Next to Be Taken Up
A hearing on Thursday, Dec. 23, at which anyone who wished to testify was
invited to do so, closed the hearings of the New York Transit Commission for
this year. It also completed the hearings of the present series. With the
exception of certain matters of what the chairman called "a minor character"
the next stage of the investigation in New York will take up valuations. This
will be some time next year. The sessions of the investigation beginning on Dec.
14 were given up largely to the examination of other than operating men. They
are reported below up to the session on Dec. 20. An account of the plan for
rerouting submitted by Mr. Turner on that day is published on page 1109 of
this issue. The remainder of the testimony on Dec. 20 and that presented on
Dec. 21 will be reported next week.
THE first witness on Dec. 14 was
John C. Cobb of Boston, chairman
of the protective committee of the hold-
ers of income bonds of the New York
Railways and a director, representing
these bondholders, on the New York
Railways. He said that his committee
represented about $23,000,000, or about
70 per cent of these income bonds.
Assuming that municipal control of the
railways had been decided upon, the
plan of the commission was a desirable
one and perhaps the only practical
way. He saw no objection in a com-
bined control of the rapid transit lines
and the surface lines because each
served a different kind of traffic. The
experience in New York had been that
the construction of a rapid transit line
above or under a street had not seri-
ously hurt the surface line on that street.
It would lose some long-haul business,
but would gain short-haul business.
He thought it unwise to attempt
to force holders of all the under-
lying securities to exchange their securi-
ties for new issues, but arrangements
could be made for amortizing these
issues when they matured. He believed
the surface lines in New York, carrying
a million passengers a day, were not
"mere junk," as they had been char-
acterized by some, but provided an
absolutely essential public service. He
had never had any fear that the lines
would be discontinued or that the
underlying security holders would not
receive fair payment for their property.
The value of such properties should
not be judged from their performance
while in the hands of a receiver, but even
before the appointment of a receiver
the lines had not been operated as well
as they could be. He criticised the
Legislature for permitting a condition
"which makes it possible legally to run
the traction systems of this city through
shoestring equities and holding com-
panies and to capitalize prospective
profits or contracts."
The next witness was R. E. McDougall,
manager of New York & Harlem Rail-
road (traction division), who said that
since this road had been returned to
its ovirners by the receiver of the New
York Railways about $50,000 had been
spent on car overhauling and $150,000
on track improvements. Further im-
provements in the way of new cars,
carhouses or power stations had been
held up until the question of the future
of the system could be determined.
Otto H. Kahn of Kuhn, Loeb & Com-
pany, bankers, was the next witness.
He explained that his firm was a mem-
ber of the protective committee for the
Brooklyn Rapid Transit 5 per cent
notes. His testimony related orin-
cipally to the financial aspects of the
proposed commission's plans. Every-
thing, he said, depends finally on what
offer in tangible realizable value is
made to the security holders and what
they are asked to give up. When the
B. R. T. 5 per cent notes were sold to
the public they were thought to be a
wholly sound investment security. The
speaker still believed that the security
pledged for these notes was good and
sound and nearly sufficient at this time
to yield the interest on the bonds, and
probably before very long entirely ade-
quate so to do. There is nothing ahead
of them except $18,000,000 in receiver's
certificates and a certain amount of
various bonds not of a very large
amount, while behind them is $100,-
000,000 in city money. He did not
believe that this particular noteholder,
for instance, would come into a plan
which took away from him the priority
of his lien until possibly, after the
lapse of some years, the new securities
are found to be sound and to bring that
return to which he feels himself en-
titled. He has seen a great many un-
pleasant things happen to him in put-
ting his money into traction securities;
he will not feel inclined to take another
chance, but will say, "This is an ad-
mirable plan, but let me see how the
thing will work out. In the meantime
I want my property earmarked some-
how as being a special equity pledged
to me under the law, and I do not
intend to give it up if I can help it."
Coming, then, to securities other than
those covering principal priorities, the
speaker was doubtful if bonds should
be issued for them or whether it would
not be better to have a security to rep-
resent what the equity would earn
under good management in the future.
As to new money, the difliculty would
be that the new bonds under the pro-
posed plan would not be sufficiently
seasoned to make them salable at a
price which the commission could afford
to accept, and the commission would
not want to sell them as a speculative
security. The only other ways to raise
money would be on the credit of the
city or to leave the matter to the exist-
ing security holders.
George E. Warren, vice-president
Columbia Trust Company, was the
next witness. He said he was a mem-
ber of several bondholders' committees
of electric railway securities in New
York City. He is prepared to recom-
mend the commission's plan to the com-
mittees with which he is connected, pro-
vided the valuations are satisfactory
and the new securities a safe form of
investment. He urged, however, the
anplication of the surplus from opera-
tion of the new company toward the
reduction of the debt before the reduc-
tion of the fare; that is, to use a more
rapid rate of amortization.
Frank D. Pavey, counsel for the stock-
holders' protective committee of the
Broadway & Seventh Avenue Railroad,
of the Columbus & Ninth Avenue Rail-
road and of the Atlantic Avenue Rail-
road, gave facts in regard to the liens
in those bond issues and the conditions
under which in each case the commit-
tee recommended the entrance of its
security holders into the proposed reor-
ganization. In general the Columbus &
Ninth Avenue recommendation was in
favor of the exchange, while the Atlan-
tic Avenue and the Broadway & Seventh
Avenue were for retention of the
original lien. The speaker was sceptical
also as to the desirability of providing
a bonus for good management, to be
payable either to the bondholders of
the company or to the management,
although if the bonus is to be used for
providing an employees' benefit fund, as
had been suggested by counsel, that
might be proper. He also questioned the
desirability of a 5-cent universal fare,
certainly for the surface lines, and
recommended for certain routes a bus
service at a 10-cent fare.
More Bondholders on Thursday
The first witness on Thursday morn-
ing was Alvin W. Krech, chairman of
the committee of the Board of Direc-
tors of the Manhattan Railway, ap-
pointed to make a study of the traction
situation and the lease of the Inter-
borough, also chairman of the stock-
holders' protective committee of the
Manhattan Railway. He said the
successful operation of the plan de-
pended to a large extent upon the valu-
ation, but to balance the budget as
compared with that at present, either
the revenues must be increased or the
facilities decreased. With revaluations
there is a possible saving of fixed
charges, and there might be some sav-
ing in unified management and in taxes,
but he was sceptical about the proposed
barometer fund and to any plan that
did not contemplate the immediate in-
crease of the revenue unit. As for the
marketability of the proposed bonds,
he thought the investing public would
want some greater assurance than is
furnished by the set-up of the baro-
metrical fund out of borrowed money.
He expressed the opinion of other
speakers that some underlying bonds
could very well be left undisturbed in
the reorganization. Those who would
be asked to put in new money would
expect fair treatment.
A statement was then received from
Mr. Garrison, receiver of the Brooklyn
Rapid Transit Company, giving a state-
ment of receivership expenditures from
Jan. 1, 1919, to Oct. 31, 1921. They
covered a total of $634,665, including
the following items: "Compensation of
receiver and counsel, $283,903 ; Stone &
Webster, engineers, $126,623; Price,
Waterhouse & Company, accountants,
$47,223; special master's compensation,
$37,500; Mr. Royce, $26,709." An ac-
companying letter said: "In order to
reach the conclusion you state in your
question you desire to reach, you should
know that previous to the receivership
Colonel Williams' salary was $75,000
a year, so that $225,000 approximately
should be deducted on this account."
William Greenough, counsel for the
South Ferry and the Broadway &
Seventh Avenue bondholders' commit-
tee, pointed out that all the South Ferry
bondholders had paid as high as 106i*
Vecemoer iJ4, 1921
Electric Railway Journal
1123
for their bonds and the Broadway &
Seventh Avenue bonds sold as late as
1914 for lOSi. He thought that a slid-
ing scale rate for fare was desirable
and the vesting of the title in the city
would remove the tax question. He
agreed with Mr. Kahn about the unwill-
ingness of bondholders to change their
iien to an unseasoned security.
John L. Wells, representative of the
holders of the B. R. T. 5 per cent first
mortgage bonds, in general favored the
plan, if political influence could be kept
out of the actual operation of the sys-
tem. He pointed out the necessity of
providing constantly new money for
extensions. If the city's investment
could be released from the debt limit,
that would provide funds for exten-
sions, otherwise some other provision
would have to be necessary. He favored
the Massachusetts plan of financing by
Samuel E. Morrow, auditor Fifth
Avenue Coach Company, then testified
as to the figures of that company. He
stated the operating costs per pas-
senger for the year ended June 30, 1921,
was 8.38 cent, or a total business of
51,237,442 passengers.
Julius P. Cotton, attorney and rep-
resentative of the New York Railways
real estate and refunding bonds, was
another witness. He spoke as if the
bondholders would prefer that the Man-
liattan surface lines be treated sep-
arately so as not to be overshadowed
"by the greater and more serious troubles
in the Interborough. If they should be
relieved from taxation and some other
burdens it might be possible for them
to work out the solution themselves,
-even with a 5-cent fare. Chairman
McAneny said the commission would
be delightea if this could be done, but
Tie reminded the witness that the serv-
ice on the New York Railways had
■been greatly cut within the last five
■years and there was a large element
of deferred maintenance and unpaid
taxes, etc., which would have to be
met.
Another witness was Edward T. May-
nard, president of the Brooklyn Trust
'Company and representative of certain
bondholders' protective committee, said
that in general the plan commended
itself to him.
Grayson M. P. Murphy, chairman
<oi the Interborough Metropolitan 4i
per cent bondholders' committee, was
also a witness. Personally, he approved
•of the plan but could not definitely
promise approval of his entire com-
mittee. He thought, however, that if
the board which exercised supervision
could be more definitely separated from
the actual management of the property
it would be desirable. He said that
in the long run the man or the board
that had control of the funds was
bound to exercise a very substantial
influence on the actual operation.
John A. Richie, president of the Fifth
Avenue Coach Company, declared that
the average operating cost in cents per
passenger during the thirteen years
ended June 30, 1920, was 6.77 cents,
divided as follows: Maintenance, 1.59;
transportation, 4.71; general, 0.47. In
-taxes the company pays a 5 per cent
■gross earnings tax to the city or 0.5
cent out of each fare ancj., a total
amount of taxes of 0.86 cents out of
each fare. As reserves for injuries
and damages 0.08 cent and for depreci-
ation and obsolescence 0.6 cent are
■charged, leaving as gross income 1.69
'Cents from the 10-cent fare. Interest on
the investment at 6 per cent amounted
to 0.55 mills per passenger, leaving
1 14 cents. The operating cost in 1920
without taxes was 6.86 cents, and after
taxes were paid the balance was 2.19
cents.
Cost of Bus Extensions
In estimating the cost of possible
extensions the witness gave the cost
of the bus as from $9,000 to $11,000
and garage cost as about $2,000 per
bus. He said that they had recently
constructed a new garage at 132d
Street of three stories, which cost
$1,200,000 and will accommodate about
300 buses. This is an investment of
about $4,000 per bus, but is an unusual
condition. About 92 per cent of the
total number of buses owned are in
operation, 2 per cent being reserved
for general overhaul and 6 per cent for
general inspection. In an estimate to
determine how many buses would be
required to carry the number of pas-
sengers on the surface cars, Mr. Richie
used the following figures: On the cars
the average passengers per car mile
were nine, whereas on the buses it was
six, so that 6,653 buses would be re-
quired. This, at an investment for
buses and garage of $11,000 per bus,
would mean an expenditure of $73,-
183,000. He criticised the design of
certain buses in New York other than
those owned by his own company as
having too high a center of gravity.
The present cost of upkeep on his line
is more than $2,000 per bus. On Fifth
Avenue the neck of the bottle as re-
gards congestion is at Fifty-seventh
Street and Fifth Avenue. Buses reach
that point at a rate of say lOi to 11
m.p.h. Then they are slowed up to
4i m.p.h., so that the company has
practically reached its capacity on
Fifth Avenue. The demand for service
is probably for twice as many buses,
but the service cannot be given. In
the speaker's opinion there should be
in addition an East Side line and a
West Side line, the West Side line
using Seventh Avenue and the East
Side line Park Avenue for part of the
distance. The speaker thought the bus
did not cause more congestion, as has
been charged. A street car occupies
about 368 sq.ft. of street surface, but
a bus only 184 sq.ft. It accommodates
fifty-one passengers (with a double-
deck bus), as against the same number
for the street car.
Bonus Idea from Akmy
At the beginning of the session on
Friday morning, Counsel Shearn sub-
mitted reports for September of the
different electric railway companies in
Greater New York. On the whole they
showed an improved condition as re-
gards earnings. The first witness was
Gerhard M. Dahl, vice-president Chase
National Bank and a member of the
B. R. T. stockholders committee. Mr.
Dahl was the first street railroad com-
mission under the Tayler plan in Cle've-
land. In commenting on the commis-
sion's plan Mr. Dahl said that he did
not fear politics in the Board of Con-
trol, though he thought the private
owners in the operating company might
want more to say about the operation
of this system, and he pointed out that
each of the three directors selected by
the investors in the Board of Control
would represent only one company,
that is each operating company would
have only one director in the Board of
Control, as against six on the other
side. He also saw some difficulty in
inducing security holders of prior se-
curities to exchange them for the same
kind of security as that received by the
stockholder. He believed voluntary re-
organization a more satisfactory plan.
He was also asked his opinion in re-
gard to the proposed bonus of an extra
li per cent for efficient operation,
which Commissioner O'Ryan said had
been based on a somewhat similar plan
used in the army to encourage marks-
manship. The amount to be allotted
to the operating personnel. General
O'Ryan explained, might be divided, for
example, into five equal parts to be
distributed to the same number of
groups, one for the managing group,
one for the supervision group, one for
the foreman's group, one for the ad-
ministrative or clerical group, and one
for the labor group, and the reward
to be sufficiently substantial so as to
constitute a stimulus for at least the
best 50 or 60 per cent in each group.
In reply Mr. Dahl said it would be
an interesting experiment.
The next witness was Charles E.
Chalmers, receiver of the Second Ave-
nue Railroad, who explained that he
was both receiver and manager of the
companies. Two receivers had pre-
ceeded him and both had died. The
part of the city through which the
Second Avenue lines run is very largely
populated by foreigners. The road had
done a large transfer business in the
days when it was a part of the Metro-
politan System, but the elimination of
transfers greatly reduced the traffic.
After being appointed receiver he first
gave the cars a good coat of paint.
After this was done he had a balance
of $198, while his payroll per week
amounted to $11,000. He sold forty
cars to the city of New York for use
on Staten Island for $150,000 last
summer, but has not yet been paid
for the cars. He has also transformed
a number of his former two-man cars
to one-man cars at a cost of $1,200
each. These cars make better speed
and have fewer accidents, and are more
popular with the employees. The sav-
ing in operating expenses is about 6
cents per car mile. These cars are
popular also ■with the public. All im-
provements have been made out of the
receipts obtained from the 5-cent fare,
as the company has some receiver cer-
tificates outstanding on which no inter-
est is being paid.
At the Monday morning session.
Counsel Shearn explained that he had
invited Mayor Hylan and Comptroller
Craig to testify. Later a letter was
received from the Comptroller specify-
ing conditions under which he would
testify. The city administration claims
that the law under which the board
acts is unconstitutional.
Mr. Untermyer on the Stand
The first witness on Monday morning
was Samuel Untermyer, a lawyer, who
had been asked to give his views on
the commission plan. The witness ex-
plained first that he had no interest
personally, professionally or otherwise
in any of the traction securities. He
then explained that while he recognized
the character, high purpose, and public
spirit of the commission he did not
agree with its plan, which he thought
economically unsound. He thoughtthe
barometer system wrong in principle,
and an incentive to extravagance and
mismanagement, to make good the op-
erating expenses and interest on the
securities, whatever they may be, with
1124
Electric Railway Journal
Vol. 5», No. 26
the sky as the limit. Continuing, the
witness said:
When vour valuations have been made,
no matter how fair they may be, a deafen-
ing cry of assumed indignation and dis-
tress will go up from the ranks of the
security holders in which they will de-
nounce them as disastrously low no matter
what may be the valuations.
Under the law as it now stands the> are
not bound to sell. You, on the other hand,
in Older to carry out your purpose for
which your commission is created, are
bound to buy such of the properties as
vou believe will be needed for the unifica-
tion of the system and you have no power
to compel the sale at a fair price. There
should be an immediate amendment of the
law so as to permit you to take the property
by the right of eminent domain, so if the
owners will not sell at a fair price you can
condemn it. , , „ »,
I approve of the general plan of three
operating companies and a holding com-
pany, and each operating company should
issue its own securities based upon the
purchase price of that property.
I insist, however, first, that the city
should have a clear majority of the direc-
tors of the holding company.
Second — The holding company should be
supreme over the operating companies ex-
cept as to questions of mere physical
operation.
Third — The holding company should pur-
case all supplies.
Fourth — The city should receive bonds
for its present debt, which should rank
pari passu with the bonds to be given in
payment of the property, and with the
same voting power per bond as is given
to those issued for the property.
Fifth — The directors of these companies
should be elected by the system of cumu-
lative voting, so that as the bonds are
retired the city will get more and more
representation in the holding companies.
Sixth — In no event shall the city at any
time have less than three of the seven
directors in each of the operating compa-
nies.
The first witness in the afternoon
session was William M. Chadbourne,
attorney for the contract creditors of
the New York Railways Company,
representing in the main, materials and
supplies furnished. Individually, he
approved in general the plan of the
Commission.
Results on New York's Municipal
Railway
Grover A. Whalen, Commissioner of
the Department of Plant and Struc-
tures was the next witness, and he was
examined particularly about the opera-
tion of the Staten Island Midland Line,
which this department of the city took
over Dec. 1, 1920, under a contract
with the company. Mr. Whalen de-
scribed the line as consisting of about
32 miles of track with road-bed and
equipment in poor operating condition
and the line shut down when the city
took it over. About " $69,000 of im-
provements have been • made in track,
which, under the contract, was charged
to receiver's certificates, but to put the
track and overhead construction in good
shape would require a large sum, per-
haps $300,000, or with new paving, per-
haps $1,000,000. The first twelve
months, or for the period up to Nov.
30, 1921, showed a credit balance over
operating expenses of $4,806, made up
of:
Operating income $401,953
Operating ExpenBea;
Maint. of waj; and structures. . $ 1 7.801
Maint. of equipment 55,059
Operation power plant (pur-
chased power) 90,860
Operation of cars 1 80,650
Injuries and damages 4,132
Traffic expenses 754
General and miscellaneous 1 3,734 372,994
Balsooe $28,959
Taxos 17.252
Income from street railway
operations $11,706
Income deductions 7,619
$4,087
The commissioner explained that the
contract provides that one-half of the
profit goes to the city and half to the
receiver after the payment of operating
expenses and taxes. The interest deduc-
tion of $7,619 was an estimate for
money invested by the city, principally
for cars. The taxes included taxes on
land and franchise taxes, but not the
usual tax on gross earnings. This tax
is payable to the city and was omitted
for this reason. It was also brought
out in the cross examination that there
was no charge for paving because none
was done, although the Borough Presi-
dent had required $134,000 of repaving
during the past year from the other
line on Staten Island, the paving be-
tween whose tracks was at least no
worse than that on the municipally
operated iine. Analysis of other items
showed that certain legal work had
been done by men connected with city
law departments. The charge passed
in favor of the city for the amount
which these services were considered to
be worth included only $96 for legal
expenses for seven months. There were
some unsettled pending suits for dam-
ages against the city because of acci-
dents, but it had not been determined
whether the city was responsible. There
was no allowance made also for de-
preciation for track. The 28 Birney
cars purchased for $200,000 were paid
for by the issue of special revenue
bonds, but the second-hand cars had
not been paid for yet, as it was con-
sidered the Second Avenue Railroad,
from which they were purchased, had
not lived up to its obligations to the
city. The wages paid to transportation
employees run from 57 cents to 72 cents,
depending upon seniority of service.
Mr. Whalen himself receives no com-
pensation from the property.
The safety cars had given very good
satisfaction. The witness saw no
reason why a safety car could not be
used anywhere in New York. He did
not know of any place where the traffic
was more intense than to the beaches
in Staten Island during the summer,
and as the passengers were on pleasure
bent they had no respect for the rights
of others, and crowded and pushed.
The one-man cars handled these crowds
very efficiently. The traffic on the Mid-
land line is mostly a morning and
evening business. The witness thought
the installation should not be consid-
ered in any way as a municipal experi-
ment in the operation of street rail-
ways. Operation was begun because
the road had stopped some months
previously and the people had no
service. Service had been given, al-
though the conditions were very un-
favorable. He believed better results
would be secured if all the lines in
Staten Island were municipally op-
erated.
The next witness was John J. Kuhn,
receiver of the Richmond Light &
Railroad Company, the other line on
Staten Island. The witness said that
when he was appointed the employees
were on strike because they were re-
ceiving only 41 cents an hour and were
demanding 75 cents an hour. On au-
thority of the United States Court the
fare was raised to 8 cents with ten
tickets for 75 cents. At one time there
was some competition from city buses,
but their operation was enjoined by
the court. Even at an 8-cent fare
the company lost last year about
$100,000, but had made money in oper-
ating its electric light plant. As yet
neither the receiver nor the counsel had
received any pay. Charges last year
for paving amounted to $134,471, which
is 60 per cent of the total sum paid
all motormen and conductors. How-
ever, the company has not yet paid the
bill for this paving which is owing to
the city. One reason the company has
not paid it is that it had no money.
Another reason is that some time ago
the authorities revoked the franchise.
The witness was not willing to admit
that the franchise was revoked, but
if he had no franchise he had no obli-
gations to pave. While the Midland
road was not in operation some public
official covered the rails over with
asphalt paving so as to make the oper-
ation of buses more easy. After the
city started operating the Midland it
was necessary to remove this asphalt.
The witness attributed recent falling
off in traffic to the stoppage of work
in the shipyards.
The final witness for the day was
R. L. Rand, vice-president and general
manager, Richmond Light & Railway
and South Beach Railway, who testi-
fied that he had not seen any new
track laid on the Midland Railway.
Additional Bus Routes Denied
By a two-thirds vote, the present
Democratic minority voting with the
majority members, the Common Council
of Albany, N. Y., on Dec. 20 defeated
the franchise conferring upon the
Woodlawn Improvement Association
Transportation Corporation the right to
operate its motor buses on certain
other designated streets in Albany.
The ordinance was in no respect a
blanket franchise, but simply conferred
upon the bus corporation the right to
connect up some of its present routes
by intersecting streets.
The United Traction Company and a
number of representative citizens of
Albany emphasized at the hearing on
the subject the fact that the traction
company is a heavy taxpayer of the
city and that the proposed franchise
would not add any revenue to the city's
treasury or pay any appreciable cost of
the upkeep of the pavements.
This apparentlj' seemed to bear more
weight than the argument put forth
by the bus corporation that the fran-
chise it requested was to enable the
company to serve better the territory
not now reached by the United Traction
Company and into which the railway
m.ay never build an extension.
Jersey Transit Commission
Suggested
At the recent Paterson conference
called for the purpose of considering
a unified transportation plan for New
York and New Jersey a New Jersey
Rapid Transit Commission which would
work in unison with the New York
Commission and with the Port of New
York Authority was suggested. This
solution to the traffic problems facing
both these states was proposed by R.
G. Hughes, chairman of Paterson's
zoning commission. He asked for a
committee of fifteen members to push
forward the necessary legislation.
In a letter to the conference Samuel
Rea, president of the Pennsylvania
Railroad, told how impossible it would
be in a few years for his company to
handle any more rapid transit lines.
A bi-state plan was nroposed by H. S.
Swann, who favored electrification of
railroads in the vicinity of New York.
December 24, 1921
Electric Railway Journal
1125
Seattle's Tangle Tragic
Expert Says All Must Pull Together
and System Be Put on Pay-As-
You-Go Basis
Peter Witt's report on the Seattle
(Wash.) Municipal Railway has been
presented to the Mayor and the City
Council. His statement is dated Dec.
10. As indicated previously, the carry-
ing out of Mr. Witt's recommendations
would involve the expenditure of $2,-
000,000 for betterments to the railway.
He says that "what the undertaking
needs most, and surely has least, is a
unity of purpose between the Mayor
and the Council. Co-operation must
supplant dissension."
Mr. Witt starts his report with a
review of conditions that led up to
the city buying the railway and engag-
ing in municipal operation. All this is,
of course, historical and has been
covered fully in the Electric Railway
Journal previously. Mr. Witt is not
concerned with what might have been,
but with what actually exists. The
concern of the city must be with to-
morrow. The march must be forward.
As Mr. Witt sees it, "the success or
failure of the present undertaking
means more to the weal or woe of the
people of the city than the success or
failure of all other municipal activities
combined." In his opinion, if the en-
terprise is to be made a success, the
principle of "pay-as-you-go" will have
to be established at once.
A considerable part of Mr. Witt's
recommendations is taken up with
suggestions for rerouting, economies
in management through curtailment
and rearrangement of service, etc.,
and if given in detail here would mean
little or nothing except to those inti-
mate with the topography of the city.
Some of the other of his important
recommendations follow :
The elevated structure in East Marginal
Way and Spokane Street, as the story
comes to me. was erected as a war ne-
cessity in order to take care of the ship-
yard workers and to provide entrance into
the city for the cars of the previously city-
owned line to Lake Burien. The "war"
necessity being a thing of the past, and the
city being now the owner of the tracks in
First Avenue, the route of the cars now
using the elevated structure should at least
from Spokane Street North be over the
tracks in First Avenue. This recommenda-
tion is not only made in order that there
may be saved the coat of maintenance of
two tracks, but to avoid the heavy and
extraordinary maintenance which soon
must take place on the elevated structure
Itself.
Your action in removing jitney competi-
tion, though highly commendable, has left
the residents of Cowan Park without trans-
portation. As a matter of right and fair
play the people living in this district are
entitled to street car service. It is there-
fore recommended that an extension of the
tracks into the district affected should be
made at once.
Because of the increased safety to the
car rider and greater economy of opera-
tion, all cars should be operated by one
man. I therefore urge the speedy rebuild-
ing of all cars now in .service requiring
two men for their operation, excepting
however, from this rebuilding program the
cars of the 600 type.
In my oral report I recommended the
scrapping of the cars of this type, because
Of their excessive weight, slowness of
speed, and inconvenience of boarding and
alightmg. For the same reasons I again
urge their relegation to the junk pile and
recommend as a substitute therefor the
purcha.se of 200 low floor, light weight, high
power, double truck cars.
• iJ^^^'a?'^ °^ reducing wages and saving
Jinn.OOn per year, the wise thing to do Is
to reduce the number of emploveps and
make the annual saving $800,000. To this
sum can be added another saving in power
consumption amounting to $100,000 per
year, if the old cars are discarded and new
ones of tvpe as suggested are purchased.
The Law Department having held that
the raising of funds to purchase cars in the
manner suggested in my oral report being
contrary to the laws of the State, another
wav must be found in order that the saving
of $iMiii.iiOO per year may be made. To that
end I offered for your earnest consideration
the following;
Permit the car rider to use the city's
credit to the extent of the necessary down-
payment for the purchase of the equipment
on the car tcust certiflcate plan. Using the
savings as made to pay back the loan and
to retire the car trust certificates as they
fall due.
That your cars may be speedily loaded,
the convenience of the car rider increase,
and the expense of the front-end collection
eliminated, I suggest and recommend that
your system of fare collection be made
pay-enter when cars are inbound and pay-
leave when out-bound.
I am told that it is the habit of many
of the platform men to work every day
in the week. This is more than any man
should be asked or permitted to work.
There should be a department rule or
ordinance of the city employed to correct
this evil. Six days out of seven should
be enough for any man.
In the allotment of work as called for
in the runs provided by the schedule, the
older men in length of service have first
pick. This is as it should be. In the mat-
ter of pay, however, the system of giving
to the older men the higher pay, and to
the newer men the lower pay. Is all wrong.
All that it has to commend it Is that it
has been the custom and is also the prac-
tice elsewhere. The record shows that
some men report for work at 5:00 a.m.
and remain on the cars until 12:35 p.m. —
seven hours and thirty-flve minutes of
actual time for which they receive eight
hours' pay. Other men report at 7:00
a.m., work two hours, and report again
at 1:00 p.m. and continue on the cars
until 7:00 p.m.: eight hours' work but
spread over a twelve hour day. This can-
not be avoided. Runs of this kind must
be made. The men who make them are
the valuable men to the department. Thev
are on the job during the hours of greatest
demand, and should therefore receive the
highest pay.
In my opinion the difference in pay be-
tween the good runs and the bad runs
should be from 75 cents to $1 a day. What
is here suggested will not meet with the
approval of the older men. Let your
answer to their objection be, that through
the rule of seniority they still will have the
best of it: The first pick is theirs, and
they can elect to take the long hours with
the high pay or the short hours with the
low pay.
The earnings of $17,000 from the car ad-
vertising privilege is far below what it
should be. If this contract is of short
duration, the remedy of course can be
quickly applied. If. however, it has a long
time to run, effort should be made with the
beneficiaries of this privilege for a change
in the terms of the contract.
Joint Operation Now a Fact
The city of Detroit and the Detroit
United Railway took the first step to-
wards the actual unification of the
Detroit railway system on Dec. 15
when the cars of the municipal rail-
way started operating alternately with
Detroit United Railway cars on Trum-
bull Avenue line. The operation of the
city's cars on the Trumbull Line brings
the first Municipal Ownership service to
the down-town section. The same
transfer arrangements are adhered to
as between cars of the Detroit United
Railway system. One cent is collected
for each transfer in addition to the
regular 5-cent fare. Transfers are
issued only to cars going in the same
general direction as the car from which
the transfer is issued.
The joint operation of cars will prob-
ably be extended within the next few
weeks to include the Woodward Avenue.
Fort Street, Grand Belt, Hamilton and
Fourteenth lines. At the same time
that municipal cars started operation
on the Trumbull line, the Municipal
Ownership lines on Fenkell and Davi-
son were put into operation.
The joint operation is the outcome
of negotiations started a few weeks ago.
The ultimate aim of Mayor Couzens
is to have the city take over all of
the Detroit United Railway city lines
on a day-to-day basis until such time
as a plan can be formulated and placed
on the ballot providing for purchasing
the entire system. Under the present
arrangements the city is to pay the
Detroit United Railway 20 cents per
car mile for the use of company tracks.
Arrangements have also been made
whereby the city will rent space in
the company's carhouses and yards for
the cars being operated over the lines
being served by the barns.
Ontario Railroad Considers
Electrification
The Temiskaming & Northern On-
tario Railway Commission has decided
to investigate the feasibility of electrify-
ing the road with particular reference
to the extension from Cochrane to Oil
Can Portage, 70 miles further north. It
is estimated that 500,000 hp. can be de-
veloped on the Abitibi River.
S. B. Clement, chief engineer of the
Temiskaming & Northern Ontario Rail-
way, and J. G. Kerry, consulting en-
gineer, Toronto, have been authorized
to report in three months as to the
power possibilities. The plans, profiles
and all matters pertaining to the exten-
sion of the road from Cochrane have
been approved by the Provincial Govern-
ment. Contracts have been let for 75,000
ties and a contract for 6,000 tons of rails
for the first 40 miles of the exten-
sion has been awarded to the Algoma
Steel Corporation of Sault Ste. Marie.
Bids for additional material will be
received at the office of W. H. Maund,
secretary-treasurer of the commission,
North Bay, Ontario, until Jan. 9.
Ten Per Cent Wage Cut
Recommended
A 10 per cent cut in wages was rec-
ommended by a board of conciliation in
Vancouver, B. C, on Dec. 10 to the
British Columbia Electric Railway and
its employees. This, if accepted, will
reduce the present maximum of 65 cents
to 58i cents an hour. "The board
recommended further:
The substitution of time and a quarter
instead of time and a half for Sunday work,
although the board did not agree with the
principle of paying extra for such work.
Another feature was the recommending
of a monthly minimum of $87.50 instead of
a dail.v minimum of six hours pay.
Payment for "spread-over" time is re-
duced from 25 cents an hour to 10 cents an
hour.
Track and carhouse men are to get time
and a half for overtime except when such
overtime amounts to more than five hours,
in which case double time shall be paid
for all time in excess of five hours.
Ten per cent extra is recommended for
operators of one-man cars when they are
introduced b.v the company.
"Box-time" is abolished by the report.
This provision allowed the men ten minutes
when making relief on the road, the idea
being that they had to prepare themselves
for the run.
The report says:
A majority of the board were of the
opinion that the company was justified in
asking for a 15 per cent reduction, but they
did not agree that so drastic a cut should
be made at this time. They felt that anv
reduction necessary should be made as easv
as possible tor the men. and that they
should keep pace as nearly as possible with
the rate Increases made previously. Thev
are. therefore, prepared to recommend that
a general reduction of ten per cent be
made on all wages except as hereinafter
mentioned as and from Dec. 1.
The employees affected are members
of the Amalgamated Association. The
men have not yet intimated whether
they will accept.
1126
Electric Railway Journal
Vol. 58, No. 26
Pittsburgh Makes Progress
New Traction Contract Passed by Coun-
cil and Signed by Mayor and
Philadelphia Company
The agreement between the city and
the Philadelphia Company and Pitts-
burgh Railways for the reorganization
of the railway has been formally
executed. Mayor E. V. Babcock and
A. W. Thompson, president of the
Philadelphia Company, affixed their
signatures to the document early in
the week ended Dec. 24.
The agreement was executed under
the ordinance approved finally by
Council late during the week ended
Dec. 17 and signed by the Mayor. The
agreement will continue in force for
ten years. It defines the rights and
duties of the city and company in
reorganizing the railways properties
under the valuation of $62,500,000,
with a fixed annual return of 6 per
cent, and the supervision by the city,
through the Traction Conference Board,
of the service, facilities, extensions and
finances of the company. The agree-
ment becomes effective when $5,000,000
additional capital is provided by the
company.
Commission Must Approve
A petition to the Public Service Com-
mission by the city and company for
approval of the reorganization plan and
agreement has been taken to Harris-
burg by Mr. Thompson, George N.
Munro, Jr., special city solicitor, and
A. W. Robertson, counsel for the Phila-
delphia Company, and filed with the
commission. Following approval by the
commission, steps will be taken within
thirty days by the company for the
termination of the receivership, under
the agreement.
Following the execution of the agree-
ment. Mayor Babcock said:
This agreement will prove a benefit for
the people and the company. It means the
cessation of hostilities of years and sub-
stitutes co-operation by the city and com-
pany that is sure to result in better service
and a lower fare. I \vant to congratulate
the members of the Council for their efforts
in reaching this plan. Thev spent much
time and labor in studying this situation.
Mayor-elect Magee assisted us before the
plan was adopted and his suggestions were
welcome, as would have been any assistance
that would produce the best plan possible.
Mayor Thompson Scored for
Delaying Transit Solution
Impatient of delay under Mayor
Thompson's assurance that he would
work out a solution of Chicago's trans-
portation problem, Alderman U. S.
Schwartz made public on Dec. 19 the
outline of a plan under which he
thought progress could be made. He
proposes to acquire the surface and
elevated lines under a plan by which
the municipality would guarantee pay-
ment out of earnings to be based on a
fluctuating rate of fare. As chairman
of the local transportation committee
of the City Council he appointed a
subcommittee of eight members to
hear from all interested parties. Rep-
resentatives of the companies were in-
vited to express their views at a meet-
ing to be held Dec. 22.
Under the Schwartz plan an agree-
ment would be made by the city that
the charge for service would be high
enough at all times to produce a reve-
nue sufficient to meet all charges and
accumulate sinking funds. By issuing
city bonds it is expected that the in-
terest charges would be lowered to a
point where fares would be decreased.
If an agreement could not be made as
to purchase price he would have the
lines acquired by condemnation.
The plan also contemplates the build-
ing of subways. In connection with
his statement. Alderman Schwartz re-
ferred to the failure of the Mayor to
make any headway under the full au-
thority given him by the City Council
although several hundred thousands of
dollars had been spent in hiring lawyers
and engineers. The only hope for fur-
ther progress under the Mayor's plan
is through a special session of the
Legislature.
No announcement has yet been made
by the federal court on the injunction
proceedings against the 8-cent fare
order of the Illinois Commerce Com-
mission.
$200,000,000 Transit Program
for New York
The New York Transit Commission
expects to make public soon its plans
for the immediate development of
transit routes in the city at a cost of
about $200,000,000. Manhattan, Brook-
lyn and Richmond lines are included in
the plans.
Extension of the subway under
Forty-second Street clear through to
Lexington Avenue on the east and to
Eighth Avenue on the west, and the
construction of moving sidewalks par-
allel to the tracks between the Grand
Central Terminal and Times Square
are among the improvements which the
commission believes must be under-
taken at once.
Eighth Avenue is fixed as the west-
ern terminus of the Forty-second Street
tunnel for the reason that the plans
of the commission call for the eventual
construction of a subway beneath that
thoroughfare.
Another improvement which the com-
mission deems to be of vital importance
is the construction of a subway for
passenger service to Staten Island.
For Brooklyn the plans call for low-
ering the Fulton Street elevated tracks
to the Fourth Avenue subway at Ash-
land Place and the construction of a
cross-borough subway to connect Long
Island City with the Brighton Beach
line at the Prospect Park station.
More than $300,000,000 has already
been spent in building and equipping
the present transit lines in the greater
city and that program has not yet been
completed.
Ottawa Will Vote Again
The voters at Ottawa, Ont., will have
another opportunity on Jan. 2 to make
known their vyishes as to the future of
the Ottawa Electric Railway. The pres-
ent contract between the company and
the city expires in August, 1923, and on
Jan. 2 the voters will be asked to vote
on (a) municipal ownership and opera-
tion, (b) another contract with the city,
(c) service at cost. Last year the
Ontario Legislature authorized the city
to carry out the purchase upon ap-
proval by the voters. The possibility
remains of all three questions being
lost at the election. This might hap-
pen if more than 50 per cent of the
electors do not want municipal owner-
ship and split their yes! votes between
another contract with the company and
service at cost. The company has gone
before the voters with a frank state-
ment of why it favors service at cost.
Boston Elects Mr. Curley
Another Five-Cent Fare Advocate Rides
Into Public Office Over Good
Government Candidate
As in other recent municipal elec-
tions, the question of the electric rail-
way fare played its part in the Boston
mayoralty election on Dec. 13, when
James M. Curley was elected to serve
for the next four years. Mr. Curley,
who several years ago filled the
Mayor's chair for one term, received a
majority of only about 2,000 votes over
his nearest opponent. There were two
other candidates who received a small
scattering of votes.
Elections Non-Partisan
The elections in Boston are supposed
to be non-partisan in that no party
designation is printed on the ballot.
Three of the candidates, including Mr.
Curley and his nearest opponent, John
R. Murphy, are Democrats by personal
affiliation. Practically the entire
strength of the Republican party, in-
cluding Governor Cox and the present
Mayor of Boston, was thrown in favor
of Mr. Murphy in an unsuccessful en-
deavor to defeat Mr. Curley. The
previous record of Mr. Curley as Mayor
of Boston was not such as to commend
him to voters favoring reform in civic
administration.
The successful candidate made a
strong plea, among other issues, on a
promise to fight for the restoration of
the universal 5-cent fare in Boston. The
lines of the Boston Elevated Railway
are now operated by Public Trustees,
under State legislation passed in 1918.
The fare is 10 cents, with 5-cent fares
in certain suburban communities for
short local rides. Just how the Mayor-
elect proposes to carry out his plans
for restoring the 5-cent fare was not
made clear in his pre-election promises.
To do this will apparently require the
repeal of existing State legislation and
the acceptance of the repeal by the
stockholders of the Boston Elevated
Railway.
Personal Popularity a Factor
It is doubtful if this issue played such
an important part in the Boston cam-
paign as it did in the recent election in
New York. Mr. Murphy, who ran
within about 2,000 votes of winning,
came out early in his campaign with a
plain statement of facts concerning the
inability of any Mayor of Boston to
change conditions created under
authority of the State Legislature. It
is generally conceded that the personal
popularity of Mr. Curley among certain
elements of the population had much to
do with the defeat of the "good govern-
ment" candidate.
Hartford May Seek an Expert
The city of Hartford, Conn., has un-
der consideration the hiring of statis-
tical experts in an effort to secure a fare
reduction on the local lines of the Con-
necticut Company. Before a petition
is filed with the Public Utilities Com-
mission asking for a fare reduction the
municipality has declared that statisti-
cal testimony would be advisable in an
effort to get a reduction. The city feels
that it should be prepared to give de-
tailed testimony should the Public Utili-
ties Commission grant a hearing on the
application of the city for a reduction
of fare.
December 24, 1921
Electric Railway Journal
1127
Branch Lines May Be
Abandoned
Communities Protest Plan of Interurban
to Quit Service on Three
Lines
Efforts on the part of the receiver
for the Indiana, Columbus & Eastern
Traction Company to lighten its finan-
cial burden by abandoning service on
three single track branch Imes in Ohio
are being bitterly contested by the
various communities served by the
branch lines. The application of the
company, filed with the State Public
Utilities Commission, is now before that
body for investigation and an initial
hearing was held on Dec. 14. Owing to
the mass of evidence submitted and
the desire of counsel for the various
communities contesting the application
to digest this evidence, the commission
continued the hearing until Feb. 8 and
9, 1922.
The branch lines authorized by order
of Judge Killitts of the federal district
court at Toledo to be abandoned, but
subject to the approval of the state
commission, run between Lima and De-
fiance, between Columbus and Orient
and between Carlisle Junction and New
Carlisle. The Lima-Defiance line is the
longest and most important of the
three. It has a main track mileage of
39.92, with thirteen sidings whose com-
bined length is 1.7 miles.
Figures submitted by the company
covering operation of the Lima-Defiance
branch show that in 1920 there was a
deficit in operating revenues over
operating expenses of $18,092 and dur-
ing the first six months of 1921 there
was a deficit of $5,910, while there has
been an actual loss after deducting
taxes, interest and depreciation charges
ever since and including 1916. These
"red ink" figures for the five and a half
years beginning with 1916 are shown to
be as follows; $99,581, $99,547, $106,-
125, $11,127, $136,095 and $64,893, the
last figure being that for the six
months ending June 30, 1921.
Improvements Necessary to Continue
Service
In order to continue operation of this
line the company says it will be neces-
sary to institute track and roadway im-
provements costing $47,000 in 1922,
$22,500 in 1923, $20,000 in 1924 and
$12,500 each year thereafter. It will
also be necessary to spend $48,000 for
IKJwer improvements.
This branch has an interesting his-
tory. Organized in 1899 under the
name of the Columbus, Lima & Mil-
waukee Railway, the name was changed
some time prior to the beginning of
its operation in 1899 to the Columbus
& Lake Michigan Railroad. It was
operated as a steam railroad until its
acquisition by the Indiana, Columbus &
Eastern Traction Company on June 19,
1906, and thereafter until 1910, when it
was electrified in so far as passenger
service was concerned. Freight service
continued to be handled by steam loco-
motives for about two years. On Feb.
13, 1913, electric locomotives were sub-
stituted for the old steam motive equip-
ment in freight service.
The Columbus-Orient line is 12.11
miles long. It was built in 1898 by
Adam Grant, the line extending be-
tween Columbus and Grove City only at
that time. In 1900 the hne was ex-
tended to Orient, service starting in
June, 1902. About 1901, ownership of
the road passed to the Appleyard syndi-
cate and it was re-named the Colum-
bus, Grove City & Southwestern Rail-
way. In January, 1905, a receiver was
appomted and on June 19, 1906, the
road was sold to the Indiana, Columbus
& Eastern Traction Company.
The New Carlisle branch is 4.22 miles
long and was originally known as the
Springfield & Western Railway. It
was placed in operation in 1901, under
the management of the Dayton, Spring-
field & Urbana Railway. In June, 1906,
the Indiana, Columbus & Eastern Com-
pany acquired the Dayton, Springfield
& Urbana Company.
The Indiana, Columbus & Eastern has
been in the hands of a receiver since
January, 1921, up to which time it was
under lease in large part to the Ohio
Electric Railway. The present receiver
is James H. McClure, Springfield, Ohio.
Utilities Want Better Terms
Two Indiana public utilities have
petitioned the Public Service Commis-
sion to permit more favorable terms
for disposing of securities already
authorized by the commission. The
Interstate Public Service Company, a
gas, electric and interurban utility, re-
quested permission to sell $130,000 of
its first and refunding bonds at 75
per cent of par. The Commission some
time ago authorized the company to
sell the securities at 80 per cent of
par. The company avers that it can-
not now market the bonds unless it
gives a greater discount.
The Indiana Power Company, Vin-
cennes, requested leave to increase
from 7 to 8 per cent the dividend rate
on $1,303,000 of unsold preferred stock.
The Commission originally authorized
the company to issue $1,590,000 of 7
per cent stock, but the company avers
that it cannot now dispose of the re-
mainder unless it lays a higher divi-
dend. The company requested leave
also for a technical change in a
previous order authorizing it to issue
$800,000 of 8 per cent notes, because
of the increasing of the interest rate
on some of its bonds from 6 to 7.5
per cent. The notes are convertible
into the bonds.
Boston Elevated Eliminates
Deficit
As was reported previously in the
Electric Railway Journal the defi-
cit of the Boston (Mass.) Elevated
Railway had been reduced on Nov. 1
to $209,245. On Dec. 1 that deficit was
eliminated and according to Edward
Dana, general manager of the property,
there is now $49,042 in the reserve fund,
which under the terms of the public
control act must be restored to $1,000,-
000. The favorable result obtained dur-
ing November was accomplished, al-
though the revenue during the month
was $155,938 less than a year ago.
New Shore Line Plans
Details of Financing Are Given to
Which It Is Planned to
Rehabilitate Road
Further details are available with
respect to the plans for the new com-
pany formed to operate the old route
of the Shore Line Electric Railway from
New Haven through Saybrook and
Chester, Conn., to which reference was
made in the Electric Railway Journal
for Dec. 10, 1921, page 1047. As stated
in the previous item the successor com-
pany will be known as the Shore Line
Traction Company. It has been in-
corporated and will take over all the
assets of the old operating company, the
Shore Line Electric Railway, in the
territory to be served. In this connec-
tion it is now learned that the state-
ment was in error that Ford, Bacon &
Davis would act as operating managers
for the property. It is true that some
time ago Ford, Bacon & Davis were
requested to make an examination of
the present physical condition of the
properties, to report upon the cost of
rehabilitation and to make a study of
probable operating conditions. The
report has been delivered and Ford,
Bacon & Davis have announced that
their work has been completed.
The line cost originally more than
$3,000,000, but due to a favorable
purchase contract the Shore Line Trac-
tion Company has been able to acquire
it for a little more than $400,000. This
amount includes the cost of practically
everything except the power house
equipment.
It is estimated that $450,000 will be
needed to put in new power house
equipment and to replace a certain few
miles of track which have been taken
up, to clear the surface of the road-
way, put in transmission lines, etc.
This means that the total cost for the
purchase of the road and putting it into
first-class operating condition will be
$860,000 to $875,000, including the sum
of $50,000 cash to be reserved as a
working fund.
To cover the cost of the purchase of
the line and the intended improvements
the Shore Line Traction Company is
selling $900,000 of first mortgage
thirty-year 7 per cent gold bonds and
also 6,500 shares of stock. Under the
plan as now proposed the property goes
to the holders of the stock and the bonds
in the new company at less than one-
third of the original cost and at an
estimated cost of less than one-third
of its present replacement value.
It has been figured that the net in-
come of the road, after providing for
operating expenses and depreciation,
will be about $118,000. This estimate
is based on the past revenue of the road
over a period of three normal years and
on savings to be effected by the elimina-
tion of an unprofitable 7-mile spur and
based on additional freight and passen-
ger revenue over and above that en-
joyed by the old line. After deducting
from the estimated net earnings the
interest charges of $63,000 for bonds
and about $5,000 for interest on car
trust notes, the net income applicable to
the common stock would show up bet-
ter than $7.50 a share.
The securities of the new company
are being sold in units of $3,000 in
bonds and $2,000 in stocks, or a total
par value of $5,000, for $3,250. This is
in a sense equivalent to a price of $300
for three bonds and $25 for $200, par
value, of stock.
J
1128
Electric Railway Journal
Vol. 58, No. 26
One Year of Service at Cost
at Rochester
Public Sentiment for the Railway
Improved — Changes Result in
Better Service
The report of Charles R. Barnes,
Commissioner of Railways, City of
Rochester, on the service-at-cost con-
tract between the City of Rochester and
the New York State Railways was sub-
mitted to the Mayor and Common Coun-
cil on Nov. 30. The financial report
follows :
SUMMARYIOF OPERATIONS— AUG. 1, 1920.
TO AUG. 1, 1921
Miles of track 167.53
Miles of road operated [ 7810
Car mileage 9 572 773
Car-hours l!092!382
ler Cent of
Railway
-J Operating
iteveaue ironi iransportation: l^evenue
Passenger revenues $4,899,125,74 97 80
Chartered oar revenues. . , 4,965.00 10
Miscellaneous transporta-
tion revenues 1,790.12 .04
Total revenues from trans-
portation $4,905,880.86 97.94
Kevenues from other railway
operations:
Station and car privileges. . $45.054. 92 90
Rent from track and facili-
„<ies. 47,449.28 .95
Rent from buildings and
other property 10,910.85 .21
Total revenues from other
railway operations $103,415.05 2.06
Hailway operating revenues. . $5,009,295.91 100.00
Railway operating expenses:
Ways and structures $513,844 71 10 25
Equipment 483,239.27 9^65
Po^'f.. 292,470.12 5.84
t.onductmg transportation 1,895,041 06 37 83
Traffic 9,348.34 [19
(-teneral and miscellaneous. 480,733.59 9 60
Renewals and depreciation, 145,833.33 2,91
Total railway operating ex-
penses $3,820,510.42 76.27
Net revenue from railwav op-
erations ." $1,188,785.49 23.73
Auxiliary operations revenues $7,493 . 88 15
Auxiliary operations expenses 3,808.99 !08
Net revenue from auxiliary
operations $3,684 89 0.07
Net revenue from operations. $1,192,470.38 23 80
Taxes assignable to operations 278,016.23 5.55
Operating income $914,454.15 18 25
Non-operating income 8,645.37 ,17
Gross income $923,099 .52 1 8 42
Return on investment 1,057,098.00 2L 10
Deficit $133,998.48 2.68
In his accompanying report, Mr.
Barnes says that to a material extent
the contract has been effective in modi-
lymg public sentiment against the rail-
way company and that this is as it
should be, because the transportation
system is now to all practical intents
and purposes solely that of the peo-
ple of Rochester. The rate of fare
in force during the fiscal year except
from Aug. 1, 1920, to Aug. 28, 1920, was
7 cents cash and tickets for 6i cents.
At this rate the return to the company
IS the minimum rate— that is, 6 per
cent per annum. As the rate of fare is
lowered the company secures the right
to receive a higher fare, but in no case
more than 8 per cent.
. One of the first acts of the commis-
^oner was to make a survey of traffic,
loon ^'^5 completed during August,
1»J0, and beginning on Sept. 1 the
rusn-hour service was increased 22 per
cent. Increases were also made as to
the base schedule during non-rush
hours. A reduction in vehicular ob-
struction of the tracks was also ac-
complished. A higher maintenance
standard of equipment was introduced,
and a track rehabilitation program
was carried out, including the addition
of loops. The track reconstruction work
and construction of loops when com-
pleted will involve the expenditure of
more than $400,000. Approximately
6,000 track repair jobs have been com-
pleted during the year and more than
6,000 ties installed in the suburban
lines. In the distribution system 250
poles were reset or replaced with con-
crete poles, 2,500 ft. of underground
cable was replaced and 5,000 bonds
were installed.
The revenue passengers during the
year were: City system, 72,855,320;
suburban lines, 2,462,509. The revenue
passenger per car-mile were: City, 8.0;
suburban, 6.7. The average rate of
fare in the city service-at-cost zone was
6.501 cents per revenue passenger. In
this zone there was a decrease of 10
per cent in number of revenue passen-
gers, carried, compared with last year.
.Of/ter sources O./fft
': JMi .- Dtficit
^Si^ Deficit a/T7*
Return on inv-
' estment IfKH
.Taxes 0J69t
Salaries i expenses
of tfje commissioner
4 qenerat officers of
the company 0.0644
, Accident claims,
\ insurance & other
^expenses including
renewals 8c replace-
ments 05444
' Ifaterial iSuppliesO.1194
' Potter OJg/*
■I Wafes anH salaries to
^-employees other than
^neral officers 12614
Receipts and Expenses per Revenue
Passenger — Roch ester
This decrease, in the opinion of the
commissioner, was almost entirely due
to business depression, and the in-
creased fare had very little effect on
any reduction in traffic. The commis-
sioner believes that the worst period
of street railway operation is passed,
and with improved conditions it should
soon be possible to wipe out the ac-
cumulated deficit. An accompanying
chart shows graphically the distribu-
tion of expenses.
In discussing possible extensions the
report says that the population of the
city between 1910 and 1920 increased
35.6 per cent, but during that period
there had been no material extension of
the trackage of the street railway
system. Additional crosstown connec-
tions seem necessary now, but their
cost at present prices would be pro-
hibitive, and probably these require-
ments can best be met by use of the
trackless trolley. In fact, an experi-
mental installation of this kind will be
made shortly.
Will Sell Bonds.— The Illinois Public
Utilities Commission has granted per-
mission to the Urbana & Champaign
Railway, Gas & Electric Company,
Champaign, 111., to sell |49,000 consoli-
dated and refunding mortgage bonds.
Connecticut Company
Coming Back
$700,000 Surplus Predicted for Current
Year Under Changed Economic
Conditions
A surplus of about $700,000 in the
treasury of the Connecticut Company,
New Haven Conn., at the end of the
current year is forecasted by returns
filed with the Connecticut Public Utili-
ses Commission for the eleven months
ended Nov. 30. It will be practically
the first time the company has shown
a surplus since the war.
This reversal of last year's deficit
of $1,436,000 is attributed to the in-
creased fare, together with economies
in operating methods, a gradual reduc-
tion in the cost of material and fuel, a
slight recession in recent months in
rates of pay and relief from unregu-
lated jitney competition.
Period of Trusteeship Effected
Many Improvements
The records show that during the
period of trusteeship — seven years —
trackage of 16 miles has been added to
the Connecticut Company's system,
$2,264,000 has been spent for new roll-
ing stock and $1,100,000 for additional
jiower house capacity and other neces-
sary additions to the property. If the
electric railway should not be returned
to the ownership of the New York,
New Haven & Hartford Railroad the
property would be in fully as good con-
dition, as far as can be seen by utility
commission records, as it was when
separated from the steam railroad
under the federal dissolution decree of
1914.
Notwithstanding stringent financial
conditions brought about by excessive
costs that forced the discontinuance of
payments of rentals and an extension
of time for the payment of taxes to the
extent that the Connecticut Company
now owes the New Haven $3,443,000
for rent and the State $1,882,220 in
back taxes, the trustees have refused
to decrease the amounts spent for the
upkeep of the physical property and
so have been enabled to bring about
material reductions in operating costs.
In years prior to the trusteeship 21 per
cent of the gross income was considered
sufficient to keep the property in good
condition. At no time since the trus-
teeship has the expenditure for that
purpose been less than that percentage,
and in 1920 more than 26 per cent of
the gross income was so applied.
Dividends at the rate of 3i per cent
were paid for the three years preceding
the change of control in 1914. The
most prosperous period in the com-
pany's history was the record year of
the trusteeship, when the net income,
over all charges, was a trifle less than
S2,000,000. The operating costs for
1914, 1915 and 1916 varied from
$5,185,000 to $5,643,000. The prevail-
ing rate of fare then was 5 cents.
Operating costs, which were $5,643.-
000 in 1916, have more than doubled.
In 1917 thev increased $7,821,000, in
1918 to $8,150,000, in 1919 to $9,210.-
000, and in 1920 to $12,417,000. In
other words, operating costs, taxes and
fixed charges required 83 cents of each
dollar revenue in 1916. 99 cents in
1917, 98 cents in 1918, 99 cents in 1919
and $1.11 in 1920. The Connecticut
Company appears to be one of the first
properties of its kind in the country to
begin to "come back."
December 24, 1921
Electric Railway Journal
1129
Receivers Sought for Three
Massachusetts Roads
Petitions have been filed in the
Massachusetts Supreme Court asking
the court to appoint receivers for the
Northern Massachusetts Street Rail-
way, the Connecticut Valley Street Rail-
way and the Concord, Maynard & Hud-
son Street Railway. The petitioners
declare that if the court does not take
jurisdiction individual creditors will
assert their rights in different courts,
so that there will be many suits.
Levies and attachments will be made
upon cars, material and supplies of the
companies and trustee processes will
be begun which will tie up the finances
so that the roads will be unable to
maintain their properties.
These petitions have been filed in be-
half of members of a firm of insurance
brokers doing business under the name
of Gilmour, Rothery & Company. They
declare that the credit of the com-
panies is so impaired that they cannot
borrow money with which to meet ma-
turing obligations", and that the Con-
necticut Valley Road owes them $7,060
in premiums overdue on insurance
policies; that the Concord, Maynard &
Hudson road owes $147 in premiums
and the Northern Massachusetts com-
pany owes $850 in overdue premiums.
Judge Jenney of the Supreme Court
has ordered the petitioners to give
notice of these proceedings to the
Massachusetts Department of Public
Utilities and to the Selectmen of each
town and Mayor of each city in which
the three roads operate cars.
Purchase Recommendations
Approved by Municipalities
At a conference of municipal repre-
sentatives in the Niagara district of
the Ontario province held in St.
Catharines, Ont., the report of the
Hydro-Electric Power Commission re-
garding the acquisition of the Niagara,
St. Catharines & Toronto Railway was
indorsed and the municipal representa-
tives recommended to the councils of
the various localities that by-laws be
submitted at the coming municipal
elections to take over the railway.
W. B. Burgoyne, president of the
Niagara District Radial Union, ex-
plained that the meeting was merely a
continuation of a conference held two
years ago to discuss the proposed elec-
tric lines through the district when it
was decided to ask Sir Adam Beck to
secure an option on the Niagara, St.
Catharines & Toronto Railway lines
in the Niagara district. Chief Engi-
neer Gaby of the commission said the
railway could be bought for $3,544,374,
to be paid by $2,446,374 of 4i per cent
fifty-year bonds of the Hydro-Electric
Commission and the assumption by the
commission of $1,098,100 outstanding
5 per cent bonds.
The property to be acquired consists
of the main tracks connecting Niagara-
on-the-Lake, Port Dalhousie, St. Cath-
arines, Merritton, Thorold, Niagara
Falls, Welland, Humberstone and Port
Colborne, also the local railway sys-
tems in St. Catharines, Merritton,
Thorold and Niagara Falls, Ont. These
new lines would be reconstructed at a
cost of $344,999, and ah extension built
in Thorold to the industrial district
and to local lines in St. Catharines
and Merritton. To place the line in
first class condition would cost an ad-
ditional .?774,456.
Petitions Court for Receiver. — A bill
of equity has recently been filed in
court in Norristown, Pa., requestmg
the appointment of a receiver for the
Montgomery Transit Company. This
line operates between Norristown and
Harleysville. It is said that the com-
pany is insolvent.
P. R. T. Realizes $1,447,394. — For
the eleven-month period ended Nov. 30,
1921, the Philadelphia (Pa.) Rapid
Transit Company realized a net income
of $1,447,394, against a deficit of $45,-
429 for the corresponding period a year
ago. The accumulated deficit for the
twenty-three month period to Nov. 30,
1921, is $1,045,540.
Abandonment of Service Authorized.
— The Ohio Service Company, New
Philadelphia, Pa., by a decision handed
down by the Public Utilities Commis-
sion has been granted the right to
abandon its railway service between
Uhrichsville and Dennison on Jan. 1.
The application was based on the
grounds that the line is now being
operated at a loss.
Approval of $1,200,000 Issue Sought.
— Formal application by the Eighth
Avenue Railway, New York, N. Y., for
a $1,200,000 bond issue secured by the
company's real estate has been made
to the Transit Commission. The pur-
pose of this bond issue is to provide
funds with which to take up certain
bank loans and bring about improve-
ments in the physical condition of the
company's properties.
Extended Bonds Offered. — Dillon,
Read & Company, New York, N. Y.,
offered for subscription on Dec. 19 at
100 flat to yield 7 per cent the remain-
der of $5,000,000 of 7 per cent extended
gold bonds of the Minneapolis (Minn.)
Street Railway and the Minneapolis,
Lyndale & Minnetonka Railway not
accepted by the original holders for ex-
tension. The issue was promptly over-
subscribed.
Interurban Bondholders Organize. —
Action has been taken by some of the
larger bondholders of the Dayton,
Springfield & Urbana Traction Com-
pany, Springfield, Ohio, to protect their
interest and property. Failure of the
company to pay its coupons on the first
mortgage bonds due on Nov. 1, 1921,
was the cause for the action taken.
A bondholders' protective committee
has been organized.
Taxes on Electric Railways Raised
15 Per cent. — Electric railway proper-
ties in Wisconsin vnW have to pay an
aggregate tax of $1,594^42, or an in-
crease of 15 per cent over that of 1920,
on the basis of the preliminary valua-
tion fixed by the Tax Commission.
Their rate of taxation was increased
from $18.53 a thousand to $21.06 a
thousand, or more than 12 per cent;
their valuation was increased from
$71,360,000 to $75,700,000, or more than
5 per cent.
Bids Wanted for $680,000 of Bonds.
— Bids vrill be received until Jan. 7,
1922, by Harry W. Carroll, City Comp-
troller of Seattle, Wash., for the sale
of $680,000 of municipal street rail-
way extension bonds, the bonds to be
sold for the purchase of new street
railway tracks on First Avenue, pur-
chase of twenty-five new cars and pay-
ing of the city's debt to the Western
Washington Power Company, incurred
at the time of the purchase of the
Greenwood Avenue carline in Ballard.
Mortgage Releases Being Arranged in
Detroit. — Suit has been started before
Judge Webster to arrange for the re-
lease of mortgages existing on the day-
to-day lines of the Detroit United Rail-
way, which the city has voted to take
over and for which the city seeks title.
The suit is against the Detroit United
Railway and the Guaranty Trust Com-
pany, New York, which acts as trustee
of the mortgage on the lines in ques-
tion to determine who is to receive the
money which the city is to pay for the
lines under the terms of the arbitra-
tion. The day-to-day lines include
the Grand Belt, Twelfth Street, Lin-
wood, Kercheval and Hamilton lines.
October Showing Is Favorable. — The
loss from operation at Findlay, Ohio,
by the Toledo, Bowling Green & South-
ern Traction Company has been cut
down to its lowest point for the month
of October. The street car commis-
sioners believe the new cost-at-service
grant put into effect last March will ul-
timately succeed. The $20,000 stabiliz-
ing fund has been cut down to $10,286
since the new plan was adopted. The
monthly loss has run as high as $2,000
but during the last month was only
$325. No change in car fare is ex-
pected soon. Cash fare is 10 cents,
tickets, two for 15 cents or seven for
50 cents.
$1,600,000 of Bonds Offered by In-
terurban.—Stone & Webster, Boston,
Mass., are members of a syndicate
which offered for subscription on Dec
20 $1,600,000 of first mortgage 5 per
cent gold bonds of the Washington,
Baltimore & Annapolis Electric Rail-
road, Baltimore, Md. The offering price
was 78 and interest yielding 7.10 per
cent. The proceeds of the issue are
to be used for retiring at par and
interest $1,400,000 of 7 per cent notes
of the company. The company made a
wonderful record of earnings during
the war-time period of heavy traffic
between Baltimore and Washington
and even in 1920 and 1921 earned re-
spectively $287,007 and $337,000 after
payment of interest.
Bonds Paid at Maturity.— The Ken-
tucky Traction & Terminal Compai^
recently announced that the $191,000
of 5 per cent bonds of the Georgetown
& Lexington Traction. Company, due
on Nov. 15, 1921, would be paid off at
maturity at the office of the Cincin-
nati Trust Company, Cincinnati, Ohio,
trustees. In connection with the pay-
ment the Kentucky Traction & Termi-
nal Company issued $196,000 of 5 per
cent first and refunding mortgage
bonds dated Feb. 1, '1911, and due
February 1, 1951. These $196,000 of
Kentucky Traction & Terminal bonds
have been exchanged with the Lexing-
ton Utilities Company for an equal
amount of face value Lexington Utili-
ties Company's first lien and refund-
ing 6s, Series B, due April 1, 1936,
which have all been sold. The $196,-
000 of Kentucky Traction & Terminal
bonds have been pledged under the in-
denture executed on April 1, 1919, by
the Lexington Utilities Company
through the Commercial Trust Com-
pany, Philadelphia, Pa., trustee.
1130
Electric Railway Journal
Vol. 58, No. 26
First Bus Order in Nebraska ^" excerpt from the order reads:
Commission There Takes Cognizance of
New Form of Transportation in
Competition With Trolley
The Nebraska State Railway Com-
mission has taken oflScial cognizance of
motor bus transportation. Its first
order on the subject bears date of Nov.
25 and refers to a complaint filed with
the commission by the Omaha & Lin-
coln Railway & Light Company against
Frank Henry. The complaining com-
pany operates an electric railway be-
tween South Omaha and Pappilion. Mr.
Henry operates a motor bus line be-
tween South Omaha and Ralston, fol-
lowing a route identical with part of
the route of complainant, with one ter-
minal identical and its other terminal
at a midway station in use by the com-
plainant.
Basis of Railway's Objections
The railway alleged that the opera-
tion of the Henry buses was confined
to that portion of its whole route where
it never had been able to operate suc-
cessfully from the revenues there re-
ceived. Other allegations were ma.le
by complainant as to practices of re-
spondent inimical to the safety of its
own passengers and to the performance
of its duty.
In its order the commission prescribed
schedules of service which complainant
and respondent shall observe. The
commission further ordered that the
management of the bus line shall in-
stall books of accounts which shall
show:
(a) Financial statement. Including In as-
sets the cost of trucks, office furniture and
fixtures, shop equipment, supplies, miscel-
laneous items and cash on hand, and in
liabilities the actual Investment by the
owners, money borrowed and money earned,
amount set aside for depreciation and the
accrued surplus.
(b) Revenues from regular passenger
schedules and separately from other
sources.
(c) Expenses, to include gasoline and oil.
drivers' wages, drivers' expenses allowed,
tire repairs and renewals, repairs to buses,
repairs to buildings and shop equipment,
salaries of officers and clerical help, rent,
heat, light, insurance, taxes, etc.
(d) Dividends paid on investment
(e) Daily total of revenue passengers
carried, non-revenue passengers carried and
monthly and annual summaries of these.
Bus Limits Prescribed
It is further ordered that the buses
abstain from driving on interurban or
street railway tracks, or near enough to
obstruct the clearance to electric cars,
except when traffic conditions on the
highway make it temporarily unavoid-
able. The buses are to yield the right-
of-way to any approaching electric rail-
way car and are not to obstruct tracks
until after electric car has passed.
The commission also ordered the bus
line to secure liability insurance for
the protection of passengers of not
less than $10,000 for each bus operated
as a common carrier, nor less than $500
for each passenger carried at any one
time, the proposed policies to be sub-
mitted to the commission for approval.
A one-way fare of 14 cents was es-
tablished by the commission for the 5-
mile route of the bus line, with an in-
termediate fare of 7 cents.
Regulation in the public interest which
might as an incident materially reduce
the earning power of this respondent does
not violate his constitutional property
rights. He is using the highway as a
I)lace of business. He operates entirely
upon license, or. more properly, consent,
and no vested right is involved. The fact
that he has money invested in buses,
which regulation of his schedules might
jeopardize, is not material. The State may
even prohibit this respondent and others
lil:e him from continuing to operate, if the
reasons for its exercise of the police power
are defensible as in the interest of the
general public
T. A. Browne, member of the State
Railway Commission, offered the fol-
lowing comment on the subject of motor
bus regulation:
This commission has not attempted regu-
lation of motor bus lines in any degree
except in so far as represented by the
order in the Ralston case, which came
before us on complaint. I cannot say Just
what Is contemplated. There is no question
that these buses are common carriers and
are subject to regulation just as are
other common carrier residents of Nebraska.
While it is probably the commission's duty
to do whatever regulating is essential, we
have considered the provisions of the law
as directory only and have been reluctant
to embark into the field of regulation
because of the great complexities surround-
ing the subject.
Commission Lacks K.n'owledoe
These motor buses which operate inter-
town lines on country roads are subject to
so many conditions over which they have
no control that they must be more or les^
erratic as to schedules We attempted a
rather comprehensive regulation of freight
trucks, but were not very successful
because of the lack of knowledge of the
subject either in our possession or else-
where.
We do not know how many tnotor bus
lines there are in this State. We have not
required them to file anything in our office.
We have not assumed that the commission's
jurisdiction required them to obtain con-
sent before beginning operation. We do
know that some of them have been rather
short lived and that others have tried out
the business where their predecessocs have
failed. It is easy to go into the motor
bus business. It is not a stable business
and therein lies its chief menace, particu-
larly if by operation it menaces the con-
tinuance of stable transportation.
Georgia Railway Redeems
Rebate Slips
In accordance with a contract be-
tween the city of College Park, a
suburb of Atlanta, and the Georgia
Railway & Power Company, operating
the city electric traction and suburban
lines, by which a 5-cent fare was
granted College Park with the original
franchise, the railway has been com-
pelled to make a refund of 2 cents each
on 682,670 fares, amounting to $13,65.3.
When the company was granted a 7-
cent fare in Atlanta some months ago
the same fare also was charged in the
suburbs of Decatur and College Park,
but due to a suit being brought against
the company on the old contract, rebate
tickets were issued with each 7-cent
fare to citizens of these two suburbs.
Recently the Supreme Court ruled that
the 5-cent fare would have to stand in
accordance with the original contract,
and the amount paid back by the com-
pany represents the refund on the re-
bate tickets issued in College Park.
Such an order was not obtained for
the Decatur line. This case has been
referred to previously.
Electric Railways Upheld
Both .Muskegon and Battle Creek Vote
to Retain Their Electric Railways
— Fight on in Grand Rapids
Two Michigan cities, Muskegon and
Battle Creek, have voted to support
electric railways in the latter's fight
against encroaching jitney competition.
In each city popular elections held dur-
ing the week ended Dec. 17 resulted in
an overwhelming indorsement of the
stand taken by the railways that com-
petition by buses on streets occupied by
railway lines must be stopped in order
to preserve the railways. The system
in Muskegon, known as the Muskegon
Traction & Lighting Company, is con-
trolled by the American Light & Trac-
tion Company, while the lines in Battle
Creek are operated by the Michigan
LTnited Railways.
Two Bus Lines Affecth)
In Muskegon two bus lines were af-
fected. In that city the vote was 4,605
for the cars and 1,316 for the buses.
Muskegon Heights, a large suburb,
gave a majority of 430 for the electric
railway. By the terms of the vote the
Council there is authorized to pass ordi-
nances denying use of the street to
the bus lines affected. Three bus lines
will not be affected by the vote. If
the vote had gone the other way the
railway planned to cease operation on
the following day, permission to take
such action having been granted the
operating company by the Michigan
Public Utilities Commission following
a showing before the commission that
the cars could not be operated at a
profit in the face of the claimed unfair
competition of the jitney lines. Even
in districts served exclusively by the
bus lines the vote was overwhelmingly
in favor of the retention of the electric
railway system.
The Battle Creek vote resulted in a
ten to one victory for the street cars.
The vote for the cars was 5,638 and
for the jitney 568. The expenses of the
Battle Creek election were borne by the
electric railway. In this city both the
electric railway and the jitney men
carried on extensive publicity cam-
paigns. The publicity for the railway
was in charge of Henry Tinkham and
was of a high order and exceptionally
effective. In Muskegon, on the other
hand, the jitney men spent thousands
of dollars in striving to persuade the
voters to support them, while the rail-
way spent not a cent, leaving the whole
matter to public opinion. In both
cities the newspapers supported the
electric railways. In Battle Creek the
railway employees appealed direct to
the voters by circulars.
Grand Rapids Also a Battleground
These victories followed the partial
one scored in Grand Rapids, where an
ordinance requiring a $10,000 bond for
jitney men was adopted. Following the
adoption of this ordinance the bonding
company refused to give the bonds and
the jitney men found themselves un-
able to meet the city laws. Several
operated as free lance drivers, announc-
ing in placards on their cars that they
would give free rides and asked for
contributions. Such contribution custo-
.iiarily was left on the seat as the pas-
senger alighted at the end of the ride.
This practice has proved far from ef-
fective and now the bus men are ask-
ing that the amount of the bond be
reduced appreciably, it being regulated
by the capacity of the car.
December 24, 1921
Electric Railway Journal
1131
Kansas City Jitney Problem Up Again
Operators There Seek to Take Advantage of Recently Enacted State Law
— Whole Case Now Before Court for Settlement
Kansas City, Mo., is the battleground for a new attack by jitney operators
upon the right of a municipality to control vehicles operated for hire. The
occasion for the renewal of the contest between jitneys and city officials in
Kansas City is the passage of a new traffic law by the State Legislature. This
measure, the jitney men claim, relieves them from municipal control. This is
the Bestor law, apparently intended to make uniform the regulation of traffic
throughout th'; State. It has to do with the manner in which vehicles operating
on public streets and highways shall be equipped and run.
THE jitney operators contend that
since the State has assumed a cer-
tain control of motor vehicles, the cities
have no longer any authority to reg-
ulate traffic. The jitney men have
therefore reopened litigation on exist-
ing ordinances and are trying to secure
a court decision invalidating the effect
of the ordinances that have made pres-
ent jitney operation illegal. A brief
review of the Kansas City situation will
make clearer the importance of the
pending litigation.
Ordinance Effective Last March
A city ordinance became effective in
March, 1921, prohibiting jitneys from
running on streets having electric rail-
way tracks. The jitney men sought an
injunction to prevent the city from en-
forcing this ordinance; the local court
upheld the ordinance, and the jitney
men appealed to the State Supreme
Court. The appeal is still pending.
This ordinance has been fairly well
obeyed.
A second ordinance regulating jitneys
was passed in August; this reaffirmed
the prohibition against jitney operation
on electric railway streets, and provided
for designated jitney routes, applica-
tions for routes by jitney men to carry
written consents of 51 per cent of res-
ident-owned property on such routes.
After lenient delay by the city, there
was insistence that this ordinance be
complied with. Several applications
were filed by jitney operators for
designated routes, with "consents" by
property owners. But in no case, as
checking of assessors' books revealed,
were the consents sufficient.
Jitneys continued to operate, how-
ever, despite the ordinance, and the
jitney association sought an injunction
against the city, to restrain it from
enforcing the measure. The city filed
a cross bill, asking injunctive relief
against threatened violation of the or-
dinance. A temporary restraining order
was granted to the city, later made an
injunction. The injunction was asked,
and granted, against the jitney asso-
ciation, and also against fifty-one
named jitney operators.
Hope Seen in Bestor Law
The proposal in the State Legislature
of the Bestor law and its passage gave
jitney operators hope that the city con-
trol would be abrogated. As soon as
the Bestor law became effective they
sought a reopening of the injunction
proceedings and full relief from effect-
iveness of the ordinance. It may be
remembered that while the injunction
proceedings on the ordinance prohibit-
ing jitneys from so-called electric rail-
way streets are pending in the State
Supreme Court, the ordinance on which
local injunction prevails covers the
material of the first city law as well
as that regarding consents of property
owners and other matters.
In the presentation of their case to
the local court recently, the jitney men
have tried to show not only that the
ordinance conflicts with the Bestor law,
but that it is in itself unfair. They
have in fact recovered the original
ground of controversy, possibly to dis-
play the lack of necessity for any mu-
nicipal action in regulation, additional
to the regulation by the Bestor, the
state law.
The Bestor law specifies the manner
in which motor vehicles shall operate
on the public streets and highways and
provides for a state license for motor
vehicles. It permits cities to levy license
taxes on vehicles, which cannot be
more than half the state license fee.
The city's counsel pointed out prec-
edents both in Missouri and in other
states for its contention that the Bestor
law, like other similar laws, does not
withdraw regulation of privileges from
cities, and does not, indeed, prevent
cities from passing and enforcing reg-
ulations of similar character to those
of the state law, and in addition to the
state's regulations.
Testimony by witnesses for the jitney
men was intended to prove that jitney
service was necessary in Kansas City
as an adjunct to the electric railway
service, since, it was claimed, the rail-
way company could not handle the
traffic.
Railway Fully Prepared to Meet
Traffic Demands
Documents and evidence were in-
troduced by the city demonstrating that
the Kansas City Railways was able not
only to handle the traffic which the
iitneys sought, but an amount greatly
in excess of that. The most striking
evidence of this was the display of
passengers handled during the Amer-
ican Legion convention, when, for the
peak days, the railways transported
more than 726,000 persons a day. The
daily average carried by the street
cars, cash and transfer, is about 550,000,
so that the Legion figures displayed
an ability to care for about 175,000 in
excess of the usual number. These
figures were made more impressive by
comparison with the claims of the
jitney witnesses, that the jitneys had
been carrying about 50,000 passengers
a day, who could not have been served
except by jitneys.
D. L. Fennell, superintendent of
transportation of the Kansas City Rail-
ways under the receivers, was called
by the city as a traffic expert. He was
asked to testify on subjects related to
the reasonableness of ordinances reg-
ulating jitneys. He testified as to the
damage to headways of street cars
caused by jitneys operating on streets
having tracks; that maintenance of
schedules by street cars was improved
20 per cent after the jitneys had been
prohibited from streets having tracks;
on these streets, vehicle accidents had
decreased 25 per cent since the removal
of jitney routes.
Mr. Fennell testified that the opera-
tion of jitneys had caused a loss of
$3,500 to $4,000 a day to his company,
or about $1,000,000 a year, and was
largely responsible for the fact that the
company is now in receivers' hands.
Briefs are to be submitted and final
decision by the court may not be given
for several weeks. In view of the im-
portance of the matter reflected in the
extent of legal assistance, it is likely
that appeal will be taken from the
Jackson county circuit court, whatever
the result here.
Special Master Now Hearing
New Jersey Case
Former United States Judge Thomas
G. Haight has started to take testimony
at Newark, N. J., to settle the question
as to whether the 8-cent fare is to con-
tinue on the Public Service Railway or
whether it is to be set aside. The order
of United States District Court Judges
Rellstab and Woolley authorized the
8-cent fare only temporarily, or until
the entire question as to the propriety
of such an 8-cent fare could be fully
investigated by a Federal tribunal.
Last July the Public Utility Commis-
sion fixed a fare of 7 cents with 2 cents
for a transfer for the company. An
appeal was taken by the company on
the ground of confiscation of property
and hearings were held before the spe-
cial Federal statutory court, resulting
in the company being granted a tem-
porary injunction restraining the State
commission from enforcing its order,
and allowing the company an 8-cent
fare pending final hearing.
The commission and the State ap-
pealed this decision to the United
States Supreme Court. They were de-
nied a stay of the lower court's ruling
pending hearing. Their request for
advancement of the date of hearing
was made because they wanted their
appeal disposed of as soon as possible.
City Wins Point Against Jitneys
The city of Seattle recently won an-
other angle of its legal fight against
jitney buses in the city, when Judge
J. T. Ronald, in the Superior Court*
denied the application of twenty resi-
dents of the Cowen Park district for a
writ compelling the Sound Transit
Company to operate its Cowen Park
and Roosevelt Heights jitney stages.
The Cowen Park people were seeking to
compel the company to comply with a
certificate of necessity issued by the
State Department of Public Works,
which the company has contended re-
quires continuous service for the two
districts. . , ^
T. J. L. Kennedy, first assistant
corporation counsel, who appeared for
the city as a friend of the court, de-
clared the Sound Transit Company
holds no franchise under which it is
obligated to furnish transportation,
and that only the State Department of
Public Works, which issued the certif-
icate, has jurisdiction to judge whether
the company is fulfilling the terms of
such certificate. Judge Ronald held
that, there being no franchise, he could
not compel the company to operate its
buses. The case was referred to in
the Electric Railway Journal, issue
of Dec. 17.
1132
Electric Railway Journal
Vol. 58, No. 26
One-Man Car Experiences Related
The Capital Traction Company at
Washington, D. C, has discontinued the
use of the only one-man car which it
has been operating in the city. The car
has been tcansferred to a shuttle service
at Tacoma Park, Md. Officials state
that there is no significance to be at-
tached to this change. This car was
fitted up several months ago with the
idea of seeing what could be done with
some of the company's old equipment.
It happens that the Capital Traction
Company is not likely to be in need of
new equipment for some time to come.
If it were necessary to undertake a
study of equipment types, it was stated
that one-man cars certainly would come
in for consideration. The car simply
was withdrawn from city service be-
cause of its peculiar fitness for the only
shuttle service which the company
maintains.
The Washington Railway & Electric
Company has constructed and is operat-
ing thirty-one one-man cars. This has
given rise to considerable complaint.
To one of these complaints the Public
Utilities Commissioners have replied to
the effect that the cars are equipped
fully with safety devices.
City's Fare Complaint Answered
The answer of the International Rail-
way, Buffalo, N. Y., to the city's com-
plaint against the 7-cent fare charge
and alleged inadequate service has been
filed with the Public Service Commis-
sion by Herbert G. Tulley, president of
the company. The company maintains
that the 7-cent fare is insufficient to
meet operating costs, make a reserva-
tion for surplus and contingencies,
provide for maintenance and deprecia-
tion and pay a reasonable return on the
value of the system. The commission
IS asked to allow a higher fare than
now is charged.
It is conceded that if a 5-cent fare
were charged it would have a tendency
to increase the number of car riders,
but the company contends that the
increase would not be sufficient to make
up for the loss in income. President
Tulley says the gross revenue of the
company would be less under a 5-cent
fare than the 7-cent fare now charged.
With the complaint of the city an-
swered, it is expected the Public Service
Commission will fix a date for a hearing
and proceed to take testimony in the
rate case.
Decision Against Free Jitneys
Judge Harry 0. Chamberlin has up-
held the decision of the Indianapolis
city court that the operator of a "free"
jitney bus who exacts no stipulated
charge from his passengers, but does
receive whatever sum the passengers
leave in the car, is guilty of violation
of the city jitney ordinance. Judge
Chamberlin affirmed the verdict of
Judge Walter Pritchard, who, Nov. 28,
found an operator of a "free" bus
guilty of violating the ordinance and
fined him $10 and costs.
Soon after the ordinance was adopted
by the City Council and before it be-
came effective several drivers brought
an injunction suit in the Superior
Court to prevent the city from enforc-
ing the ordinance, but Judge Carter
construed the measure to be constitu-
tional and valid, and the police depart-
ment was ordered to enforce it. In an
attempt to escape the provisions of the
ordinance many jitney drivers removed
the customary signs and posted on
their windshields a sign, "free" bus.
This was construed to be a violation -
of the ordinance and the police were
ordered to arrest all who were oper-
ating these "free" jitneys.
Judge Chamberlin said that the test
was whether or not there was an
implied contract for any sum and
whether that fee finally would find its
way into the driver's pocket. The court
said:
■When a passenger gets into one of the
cars it is implied that the driver will be
paid something for hauling the passenger.
Every one who rides expects to pay some-
thing and the driver has the same expecta-
tion. At least, he has such a strong hope
that it amounts to expectation. I cannot
find so much difference between that and
carrying a sign announcing that a fare will
be charged of those who ride. I think that
it amount.« to an implied contract.
Louisville Fare Case Returned
to Lower Court for Action
Louisville's railway problem will
have to be threshed out in the Circuit
Court of Appeals as a result of the
action of the United States Supreme
Court on Dec. 16 in ruling that it was
without jurisdiction to construe three
questions of law certified to it by the
lower court.
In order to determine the question
of rate contract or no rate contract,
the Circuit Court of Appeals for the
Sixth Circuit certified three questions
of law to the Supreme Court.
The court did not announce it was
without jurisdiction until it had heard
the arguments of Joseph S. Lawton,
City Attorney, and had returned from
its recess.
When the court returned from its
recess Chief Justice William Howard
Taft announced it was the opinion
of the court that the case did not
come within its jurisdiction and that
the three questions should not have
been certified to it.
As a result of this action the case
will go back to the Circuit Court of
Appeals for a final decision, without
any opinion from the Supreme Court
on the three questions which the lower
court certified to it.
The Circuit Court of Appeals certi-
fied to the Supreme Court three ques-
tions of law. These questions, upon
which arguments were heard before the
United States Supreme Court on Dec.
16, were:
1. — Did the act of 1856 have the effect
of making revocable that immunity from
rate legislation evidenced by the 5-cent
contract which was purported by the
charter and by the contract of April, 1864?
2. — Did Buch immunity terminate with
the end of the original charter term in 1894?
3. — Did the acceptance by the company
of the Constitution of 1891 have the effect
of making revocable any such existing
immunity?
The controversy between the city and
the company over fares dates back to
1918. Finally in January, 1921, a suit
in equity was filed by the railway
against the city in the United States
District Court, to establish the right
to collect a 7-cent fare and to prevent
the city from interfering with the com-
pany collecting that fare. On Feb. 16
Judge Evans decided the case in favor
of the company. In accordance with
this ruling the 7-cent fare went into
effect on Feb. 21. The city then ap-
pealed to the United States Circuit
Court, which in turn returned three
questions of law to the Supreme Court
for answer.
New Jitney Regulations Passed
in Camden
New regulations for the operation of
jitneys in Camden, N. J., were in-
cluded in an ordinance passed by the
City Council recently. The ordinance
provides that all buses must operate
twelve hours a day, six days a week
and make at least one trip each hour
during the scheduled time of operation.
Provisions are made for excluding
buses from operation in the event of
accident or the necessity of making
repairs. All bus owners must file with
the city a designated route. They
must also place signs on their cars
designating the route over which they
operate and the name of the owner of
the bus must be painted on the side
of the car.
The ordinance also compels the
owners to file with the city a schedule
of operation in which they must give
their leaving time from the terminal
for each trip. Cars operating beyond
the city limits must also file a time
schedule.
Supreme Court Denies Prohibi-
tion Writ Restraining
Service Commission
With a remarkable degree of celerity
concerning the importance of the ques-
tion involved. Justice Harold L. Hinman
of the Supreme Court on Dec. 18 de-
nied the application for a writ of pro-
hibition restraining the Public Service
Commission from interfering with the
franchise agreements as to street
railway fares in Troy, N. Y., which
application had been made to him and
argued by Corporation Counsel Guy of
Troy the week previous.
The writ was asked on the ground
that the public service commissions law
amendments passed last winter are
unconstitutional, in so far as they dele-
gate to the Public Service Commission
the right to abrogate existing franchise
agreements.
The basis of Justice Hinman's deci-
sion is that under the railroad law of
the State and subsequent legislation, in-
cluding the public service commissions
law, the state never delegated to the
city of Troy the right to fix a fare
except in subordination to the power
of the Legislature, which might at any
time withdraw the rate regulating
power from the city.
The remarkable feature about the
decision is its brevity and that the
matter is passed on to "the higher court,
which in the final analysis will at a
very near future date be obliged to
settle once and for all, so far as the
courts of New York State are con-
cerned, the constitutionality of last
winter's amendments to the public
service commissions law.
The Troy case was referred to at
length in the Elbx;tric Railway Jour-
nal for Dec. 17, page 1090.
Seven-Cent Rate Authorized
The Empire State Railroad Corpora-
tion has received permission from the
Public Service Commission to put a 7-
cent fare in effect in Oswego, N. Y. This
rate of fare is to be allowed until the
commission has finally determined the
proper fare to be charged in that city.
The 7-cent fare will become effective
on Jan. 1.
V
December 24, 1921
Electric Railway Journal
1133
Restraining Order Granted
in Owl Car Suit
Justice Charles H. Brown in the
Supreme Court at Buffalo, N. Y., has
granted an order temporarily restrain-
ing the municipal authorities of Buffalo
from prosecuting an action against the
International Railway brought to collect
$139,750 in penalties for failure to
operate owl car service on several
local lines. The injunction will re-
main in effect until a decision has been
reached in an action brought against
the city by the railway to stop all
suits on the ground that the ordinance
is invalid.
In his opinion Justice Brown holds
that the ordinance is invalid because
it conflicts with the public service com-
missions law. He says the State Legis-
lature gave the commission the sole
power to determine a just, reasonable,
safe, adequate and proper service to
be given by electric railways in the
State.
The ruling is in connection with a
suit brought by the city to collect
penalties of $250 a day for each day
since the enactment of the ordinance in
March, 1920. The company countered
with a suit attacking the validity of
the ordinance and then sought the
temporary injunction. The city ynW
appeal the decision of Justice Brown.
Second Five-Cent Fare Week
Shows Improvement
The second week's trial of the 5-cent
fare in Bridgeport, Conn., showed an
increase of approximately $600 in re-
ceipts over the first week of the test
according to figures obtained from the
Public Utilities Commission at Hart-
ford, Conn. The receipts for the week
of Dec. 4 totaled $34,829. as against
$39,261 in the last week of the 10-cent
fare, the difference being $4,432. The
first week's difference was $5,105. In
the report to the commission President
L. S. Storrs of the company says:
During the week we carried a total of
433,948 5-cent passengers and 132,779 10-
cent passengers. During the holiday
.shopping period the receipts of the last
three weeks in December are normally ma-
terially higher than at any time during
November.
We will, therefore, expect to see less
falling off during this period than has been
true under the initial period of the test
and that will be doubtless found to be
true after Jan. 1.
-"iiiH J Fiimiii
Transportation
News Notes
Railway Will Co-operate
with Buses
D. W. Henderson, general superin-
tendent of the Seattle (Wash.) Munici-
pal Railways, is co-operating with P.
M. Peterson, who operates an automo-
bile bus service under city permit, to
give improved transportation to the
residents of Cowen Park, Roosevelt
Heights and North Ravenna districts.
From 7 a.m. to midnight fast automo-
bile buses will maintain a ten-minute
service from East Sixty-fifth Street
and Ravenna Boulevard and from East
Eighty-fifth and 10th Avenue, N. E.,
to connect with the municipal cars at
the north end of the University bridge.
Superintendent Henderson has agreed
to have an inspector at the bridge to
see that cars are on hand to meet the
buses and give speedy service into the
city.
During rush hours extra buses and
oars will be pressed into service.
Opposed to One-Man Cars. — Resolu-
tions denouncing the present mode of
operation of one-man cars in Trenton
have been adopted by the Mercer
County Central Labor Union at Tren-
ton. It is asked that the City Com-
mission declare it unlawful to continue
the operation of these cars.
Petition Rejected. — Electric railway
rates on the lines of the Evanston
(111.) Railway will not be increased
from 7 to 8 cents. The Illinois
Public Utilities Commission has per-
manently suspended the petition of tha
company, saying that there has been a
decided decrease in the cost of labor
and equipment.
Wants Trackless Trolleys. — The
Georgia Railway & Power (Company,
Atlanta, Ga., will be asked by the
Ansley Park Civic League of Ansley
Park, an Atlanta suburb, to provide
that community with trackless trolley
service. The city is planning to repaye
most of its important streets within
the next few months and the request
will be made as soon as the paving is
completed.
One-Man Cars and Unjust Rates
Scored. — The Mayor of Syracuse, N. Y.,
has filed a complaint with the Public
Service Commission against one-man
cars and rates of fare on the Syracuse
lines of the New York State Railways.
In his petition he requests an investi-
gation of one-man car operation and
urges the abandonment of those now
in use. He further recommends fare
charges which would be reasonable, just
and legal.
Will Appeal for Lower Fares. — The
board of education of Atlanta, Ga., is
preparing to make a direct appeal to
the Georgia State Railroad Commission
in quest of a lower railway fare for
school children. A petition of the board
for lower fares for school children re-
cently was denied by Preston S. Ark-
wright, president for the Georgia Rail-
way & Power Company, on the ground
that reduced school fares would be
discriminatory and impracticable.
31,842,317 Passengers in November.
— The Public Service Railway, Newark,
N. J., has filed its November report
in the Federal Court in accordance
with a ruling of the court. The report
shovvs that 31,842,317 passengers were
carried in November; number paying
fare of 8 cents, 13,163,277; number of
tickets or tokens sold at the rate of
four for 30 cents, 11,885,342; number
of passengers paying fares by tokens,
11,571,103; number of transfers issued
at 1 cent each, 5,227,504.
Asks For Bus Changes. — The resi-
dents of Barrington, N. J., have pre-
pared a petition to be sent to the
Board of Public Utility Commissioners
requesting that buses running from
Camden to Berlin shall be allowed to
take passengers between Haddon
Heights and Magnolia. These buses
can only receive passengers at the
Camden terminal and after reaching
Magnolia, thus causing hardship to the
traveling public. It is claimed that
there has been a curtailment of elec-
tric railway service between Camden
and Clementon.
"Strain a Point to Please Them.". —
In order to establish the closest pos-
sible co-operative effort between street
car men and the traveling public dur-
ing the holiday shopping season, City
Superintendent Cooper of the Portland
Railway, Light & Power Company,
Portland, Ore., has issued a special
bulletin to all the operating forces of
the traction company. He has urged
the employees to do their best to
lighten the burdens of all shoppers by
helping them on and off the cars. He
further requests the men to strain a
point to please patrons.
Safety Campaign Started. — The jitney
drivers of Newark, N. J., have started
a campaign to reduce accidents to a
minimum, guided by a suggestion
offered them by Traflfic Supervisor
Crawford. Mr. Crawford told the
drivers that of the 100 jitney accidents
reported by insurance companies in the
past eight weeks, sixty have been
styled "step accidents." He told the
drivers that if they reduced the number
of accidents the insurance companies
would reduce the premiums on jitney
policies. He warned drivers about
stopping their cars too far from the
curb line.
Wants Bill Prepared on Fare Issue. —
On the recommendation of Frank C.
Perkins, municipal commissioner of
public affairs, the City Council of
Buffalo, N. Y., has directed the corpora-
tion counsel to prepare a bill for in-
troduction at the next session of the
State Legislature prohibiting the
charging of electric railway fares in
excess of 5 cents in any first or second
class city of the State. Free transfers
also must be furnished. Copies of the
bill will be sent to the secretary of the
state conference of Mayors and other
officials, urging the co-operation of that
organization in the 5-cent fare fight.
Double-Berth Cars to Be Used. — The
Dallas (Tex.) Railway has proposed to
the Supervisor of Public Utilities of
the city that a system of double-berth-
ing street cars for loading in the
downtown district be arranged as a
means for speeding up traffic during
the rush hours. The suggestion has
been approved by the City Commission
and instructions have been issued to
the traffic bureau of the Police De-
partment to remark the safety zones
on all downtown street comers so that
two street cars may take on passengers
at the same time. The safety zones
are being lengenthened. It is expected
that the double-berthing plan will be
put into effect about Jan. 1.
New Electric Line PropoSed. — An
electric road between Wildwood and
Pennsgrove, connecting with Wilming-
ton, Del., and passing through Mill-
ville and Woodstown, N. J., will be
built by Philadelphia capitalists, ac-
cording to an announcement recently
made by Mayor Smith of Wildwood,
N. J., before the Municipal League. He
said plans for the proposed road had
been completed, and that high-powered
electric trains will be operated over
the line. It is proposed to complete
the line within the next two years,
Mayor Smith announced. He said that
he regretted that he could not disclose
the various details of the proposed
project.
1134
Electric Railway Journal
Vol. 58, No. 26
A Youthful but Popular Manager
in Lynn, Mass.
The Nahant & Lynn Street Railway,
Lynn, Mass., one of the smallest inde-
pendent electric railway lines in the
country, is a fine example of efficiency
and service. This property, on which
the same rate of fare is charged as
when service was instituted fifteen
years ago, is managed by one of the
youngest railway executives. This
youthful operator, Joseph P. Hines, is
but twenty-eight years old. Manager
Hines succeeded Caleb S. Harris of
Nashua, N. H., late in October of this
year.
The new manager, who is a resi-
dent of Nahant and a former resident
of Lynn, has a familiarity with the
service desired between the two points
and for that reason his appointment
met with high approval from both
patrons and employees of the road.
Manager Hines entered the service of
the electric railway company as auditor
and paymaster after leaving the war
service in 1919. He was not then
familiar with the practical side of elec-
tric railway work, but by close applica-
tion and observation and by keeping in
contact with the employees, the com-
pany officials and the patrons of the
railway he developed into an able
executive.
Relations between residents of
Nahant and the electric railway which
provides the only public transportation
between that place and Lynn are most
cordial.
Clevelanders Step Up
Messrs. Wilson and Mead Appointed
Secretary and Treasurer Respec-
tively of Cleveland Railway
Directors of the Cleveland (Ohio)
Railway at a meeting Dec. 12 elected
Paul E. Wilson secretary of the com-
pany and W. J. Mead treasurer to fill
the vacancies caused by the death of
Henry J. Davies early in the month.
Mr. Davies had acted as both secretary
and treasurer.
Mr. Wilson, who has been acting as
assistant secretary of the Cleveland
Railway for the past two years and who
has been, since March 1, 1910, secretary
to John J. Stanley, president of the
company, is one of the youngest execu-
tive officers of a public utility company
in the country the size of the Cleveland
Railway. Mr. Wilson is still under
thirty-five.
While still attending high school,
Paul Wilson worked for the railway
as office boy and clerk for two summers.
Upon his graduation he was for three
years clerk to the superintendent at the
operating headquarters of the company.
He attended law school at Western Re-
serve University for two years and did
newspaper work for the Cleveland
Leader and the Cleveland Press for two
years before becoming secretary to Mr.
Stanley.
Throughout his connection with the
Cleveland Railway since its operation
under the Tayler grant he has been in
charge of the publicity work for the
company. As a member of the traffic
committee of the Transportation & .
Paul E. Wilson
Traffic Association of the American
Electric Railway Association he has
done considerable work in a national
way. He has also contributed a number
of articles to the Electric Railway
.Tournal on skip-stops and other traffic
matters.
Since 1910, Mr. Mead has been assist-
ant treasurer of the company. His con-
nection with the railway industry, how-
ever, dates back to horsecar days. He
was auditor of the Broadway & New-
burgh Company at the time of its con-
solidation by the Stanley interests with
the Johnson-Everett lines forming the
Cleveland Electric Railway. He was
cashier of this company for seven years,
resigning to become auditor of the
water works department of the city,
which position he held two years, re-
signing to engage in practice for him-
self as a certified public accountant.
When Mr. Stanley formed his organiza-
tion in 1910 to commence operations
under the Tayler grant, Mr. Mead be-
came assistant treasurer.
Paul S. Schreiner, for eighteen years
an assistant in the office of the secre-
tary-treasurer of the Cleveland Rail-
way, has been elected assistant
treasurer of the company.
Philip N. Cristal has been appointed
secretary to the president of the Cleve-
land Railway. Mr. Cristal graduated
from the Massachusetts Institute of
Technology in 1917 as civil engineer
and in the fall of that year entered the
officers' training school at Fort Leaven-
worth, Kansas, was commissioned lieu-
tenant, and a few months later captain.
He resigned from the army in April of
last year and shortly after joined the
Cleveland railway organization.
Colonel Kealy Severs Connection
with Kansas City Railway
Col. Philip J. Kealy has completely
severed his connections with the Kansas
City (Mo.) Railway by announcing his
retirement from the presidency of that
company. Colonel Kealy had continued
in this office without salary after the
appointment of the receivers in October,
1920. Since that time he has ceased
to have any direct participation in the
operation of the property, but has been
retained by the receivers as a consult-
ant and in an advisory capacity. C.
W. Armour was elected president to
succeed Colonel Kealy.
Colonel Kealy, as well as R. J. Dun-
ham and Frank Hagerman, also made
known his retirement from the board
of directors at the meeting of the
stockholders held on Dec. 7. Although
the company is now operated by re-
ceivers, the action of the stockholders
in electing new directors and officers to
continue the organization is assumed to
indicate expectation that the property
will eventually, perhaps at no very
distant period, be returned to them.
The three directors have been suc-
ceeded by John G. Forrest of Clay Rob-
inson & Company, live stock commis-
sion merchants; Herman P. Harbison,
president of the Harbison Manufactur-
ing Company, and Edward P. Moriarty,
president of the Moriarty Motor Com-
pany, all Kansas City business men.
These are company members of the
board of directors. The city members
of the board continue as before — Wil-
liam T. Kemper, chairman of the board
of the Commerce Trust Company; John
H. Wiles, vice-president of the Loose-
Wiles Biscuit Company; D. M. Pinker-
ton, president of the Board of Educ-
tion and vice-president of the Gate
City National Bank; Frank C. Niles,
president of the Niles & Moser Com-
pany; and John Wagner, bank presi-
dent and undertaker. J. A. Harder was
re-elected secretai-y and treasurer and
L. M. Boschert assistant.
W. J. MrAn
Mr. Anderson the Good Relations
Promoter in the Twin Cities
F. A. Anderson, social service direc-
tor of the Twin City Rapid Transit
Company, Minneapolis, Minn., is the
author of a paper dealing with the
activities of the employees' association
of his company, published on another
page of this issue. Mr. Anderson re-
ceived his college education at Mon-
mouth, 111., and at the University of
Minnesota, where he specialized in
sociology and economics. After finish-
ing his studies he was engaged for
seven years as secretary of religious
work with the Y. M. C. A., during
which time he was principally occupied
in extension work. In this connection
he became personally acquainted with
a large body of the wage earners of
Minneapolis and this brought him to
the attention of Horace Lowry, presi-
dent of the electric railway of that
city. In October, 1913, Mr. Lowry
employed him to devote all of his time
to the work among the electric railway
V
December 24, 1921
Electric Railway Journal
1135
employees, the plans being left very
largely to his own ideas.
During the eight years succeeding, a
benefit association, a co-operative asso-
ciation among the trainmen and a
veteran employees' club of 300 mem-
bers have been formed. Having found
the management to be in hearty accord
with the principle of good will and
square dealing in all its transactions,
he has been able to extend the activities
of these several organizations and de-
velop a very wholesome attitude on the
part of employees. Mr. Anderson has
endeavored to make friends and to be
friendly with people generally as a
fundamental and basic principle of his
work in promoting the good relations
between the company's employees and
public. He has spoken before nearly
every organization in Minneapolis.
, Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES BUSINESS ANNOUNCEMENTS
Henry Clay Evans, Chattanoga, Tenn.,
for the last three score years prominent
in the business and public life of the
south, died early last week. While still
more or less active in business, he had
retired a few years ago from his larger
manufacturing operations. For many
years he headed the Chattanooga Car &
Foundry Company, builders of car
wheels. He previously headed the Roane
Iron Works. He built the first electric
incline railway up Lookout Mountain.
He served as first assistant postmaster-
general under John Wanamaker. He
was a candidate for Governor of Ten-
nessee during a close election some
years ago, but was never seated, his
friends claiming that he was counted
out by the Democratic machine of that
day.
Alex W. Carey, conductor for the
Southern Pacific Company and . the
Puget Sound Electric Railway, Tacoma,
Wash., died recently at Tacoma. Mr.
Carey, after graduating from the Uni-
versity of Nevada, where he studied
law, became assistant agent with the
Southern Pacific Company, later trans-
ferring to the auditing department.
Shortly thereafter his health failed,
and Mr. Carey, in order to have out-
door work, became a brakeman for the
company. He later became conductor,
transferring finally in that capacity to
the Puget Sound Electric Railway,
where he was for a time brakeman, and
later was in the claim department.
Robert H. McKean, manager of the
credit department of the McGraw-Hill
Company, Inc., died at his home on
Dec. 17, 1921. He was forty-seven
years old at the time of his death. Mr.
McKean 's services began with the Engi-
neering & Mining Journal in April,
1902, as assistant in the accounting de-
partment. About a year after the pur-
chase of the Engineering & Mining
Join-nal by the Hill Publishing Com-
pany Mr. McKean was appointed man-
ager of that publication, which position
he held until he was elected a director
and secretary of the Hill Publishing
Company. At this time he assumed the
management of the credit department
of the company. After the consolida-
tion of the Hill Publishing Company
with the McGraw Publishing Company
he became manager of the combined
credit departments and held this posi-
tion until his death.
Deliveries Good on Fenders
and Wheel Guards
Buying of repair parts for car fend-
ers and wheel guards by electric rail-
ways is proceeding on a nearly normal
basis, though orders are being placed
on a basis which by no means indicates
that the industry has got back to its
normal kind of buying. Orders come in
spasmodically and their bulk shows
that this part of car equipment, in
common with all others, is being kept
in service until its last bit of useful-
ness has been realized. The market for
complete equipment has also been
rather quiet. If the sales had depended
entirely on the number of new cars
constructed, the demand would not have
been very heavy. The buying of new
rolling stock is still at a low point;
however, the manufacturers do report
that all along they have been favored
with orders for new parts which the
railways are using to rehabilitate their
present equipment. Also there i^ a
fairly strong demand resulting from
complete renewals of older and obsolete
safety appliances with up-to-date de-
velopments in this line.
Conditions of supply in this market
are all that could be desired as the
most important factors of labor and
raw material are favorable for main-
taining production on a normal basis.
Fenders and wheel guards for safety
cars, which some time ago became
practically a standard article, can be
shipped from stock. For this equip-
ments there is also carried a heavy
reserve of repair parts sufficient to
care for all needs immediately. How-
ever, this favorable status exists only
with respect to standardized safety car
parts, for equipments for other cars
cannot be shipped from stock as their
manufacture is special and according to
specification. The deliveries on these
made-to-order equipments vary, of
course, with the conditions to be con-
formed with, but as labor and material
conditions are very good, manufactur-
ers are able to give these orders
prompt attention. Prices have re-
ceived a downward revision, though it
is diflScult to give a composite figure
for the reduction.
Manufacturers expect during the
coming year a substantial increase in
business to come especially from the
purchase of new rolling stock. Some
state that a fair volume should be the
result of junking many fenders and
wheel guards whose usefulness has
long since passed. Also fixtures of this
sort have been interchanged between
active and idle cars so that a good mar
contemplated for some time, to best
meet the situation created by the reac-
tion in business after the armistice had
led to wholesale cancelation of Govern-
ment contracts. The company, says
in part:
"Since and including last June the
company has not increased its borrowing
one cent. It has reduced administra-
tion, operating and miscellaneous ex-
penses 58 per cent compared with
January, 1921, this while increasing its
business, and has wiped out most of
the stock accumulated previous to the
depression in business.
"It has made a net profit since and
including June, and each month has
shown a substantial gain over the pre-
vious ones. Except for a possible sea-
-sonal slowing down in December and
January, there is every reason to be-
lieve monthly gain in net profit will
continue. When we consider the des-
perate situation which existed six
months ago and the changes that have
taken place since then, confidence is
amply justified."
Lackawanna Again Asks for
Electrification Bids
The Delaware, Lackawanna & West-
ern Railroad has again requested the
General Electric Company and the
Westinghouse Electric & Manufactur-
ing Company to prepare estimates for
the electrification of about 40 miles of
track in the anthracite region near
Scranton, Pa. Officials of the railroad
are reported to have said that the cost
would total between $5,000,000 and
$6,000,000. This is the second time
that bids have been asked for. Esti-
mates were received by Gibbs & Hill,
consulting engineers for the road, in
July, but were found unsatisfactory. It
is felt that more satisfactory estimates
can be secured now that prices are
lower. It will probably be some months
before these new estimate figures can
be prepared.
New Rules for Purchase of
Materials by Chinese
Railways
The Department of Commerce at
Washington has issued a set of regu-
lations adopted by the Chinese Minister
of Communications governing the pur-
chase of materials by the Chinese Gov-
ernment Railways. These regulations
were passed July 27, 1921, and promul-
gated Aug. 8, 1921. Among other
„ ^ ...„,_ things the rules provide that where
ket exists in supplying this deficiency, anything is purchased of the same ma-
terial or several similar materials which
Harbirshaw Company Explains
Receivership
Habirshaw Electric Cable Company,
Yonkers, N. Y., recently placed in the
hands of receivers, has sent out a circu-
lar reviewing the conditions that led
up to the court action by creditors. It
emphasizes the fact that the proceed-
ings were part of a reorganization plan
will amount to more than $5,000,
Chinese currency, tenders are to be
called for, unless there is only one
manufacturer, or when a manufacturer
has a long-term agreement with any
railway to furnish a certain material.
Whenever the estimated cost of the
material is $50,000, a delegate or dele-
gates of the Ministry of Communica-
tion must be present at the time of
opening the bids. The result of the
1136
Electric Railway Journal
Vol. 58, No. 26
opening of the several bids must be
recordwi by the Ministry, and before
the signing of the contract it must be
sent to the Ministry for approval. If it
is discovered that the bidders have
raised their prices by general agree-
ment, or attempted in any other vsray to
hold up the government, the railway
should report to the Ministry of Com-
munications to have the tenders sub-
mitted by those bidders disqualified.
A full text of the regulations just
quoted were forwarded to the .Depart-
ment of Commerce by Commercial
Attache Arnold.
2,000 Miles of Japanese Railways
Designated for Electrification
A fundamental policy for the elec-
trification of Japanese railways has
been formed by the Electrification In-
vestigation Commission. The Japan
Times and Mail of Sept. 9, 1921, pub-
lished the following list of sections
which have been designated for conver-
sion into electric lines, comprising an
aggregate length of over 2,000 miles.
(1) All sections in the suburbs of
cities where there is a heavy railway
traffic, such as Kyoto-Knobe, 47 miles;
Kobe-Himeji, 34; Minatomachi (via
Kitsu) Kyoto, 51; Moji-Hakata, 48;
and Osaka-Tennoji, 6 miles.
(2) Sections of high gradient where
there are many tunnels and also those
where abundant water power can be
utilized, such as Odawara-Numazu, 26
miles; Maibara-Ima.<!ho, 47; Hachioji-
Shioiiri, 116; Nagoya-Shinooi, 151;
Fukushima-Yonezawa, 26; Yashiro-
Kashima, 94; Kameyama-Nara, 46;
Utsunomiya-Nikko, 25; Koriyama-Nii-
gata, 172; Oguda-Shinjo, 58; Takasaki-
Yokokawa, 18; and Kamisawa-Naoetsu,
92 miles.
(3) Sections where shortening of the
line is required and where water power
can be utilized, such as Numazu-Kyoto,
244 miles; and Omiya-Fukushima, 151
miles.
(4) Sections where increase of trans-
portation capacity and shortening of
the line are required, such as Himeji-
Shimonoseki, 295 miles.
(5) Sections where available water
power can be utilized, such as Imasho-
Naoetsu, 181 miles; Nagoya-Kame-
yama, 38; and Ohmila-Takasaki, 46.
(6) Sections where increase of carry-
ing capacity is required and where coal
can be obtained at a low price, such as
Kokura-Wakamatsu, 56 miles; and Mu-
roran-Yubari, 90 miles.
'"" IIIIIFIJIIIFIIF 11I1TII1III]]IIIIIIIII] I I Fllllllll I
Rolling Stock
seventeen of theee cars are to be used on
the Essex division in Windsor, Ont., while
the remaining eight will be operated on the
Guelph (Ont.) Radial Railway. Following
are the details of this equipment:
Number of cars ordered 26
Name of road . . Hydro-Electric Power Com-
mission, Ontario, Canada
Date order was placed Sept. 28, 1921
Date of delivery Jan. 28, 1922
Builder of car body. .Canadian Brill Com-
pany, Preston,
Ontario.
Type of car.. Single truck, one-man safety
Seating capacity 34
Weight :
Car body 12,710 lb.
Trucks 5,200 lb.
Equipment 5,590 lb.
Total 23,500 lb.
I..ength over all 30 ft. 3i in.
Truck wheelbase 9 ft. 0 in.
Width over all 8 ft. 4 in.
Height, rail to trolley base.. 10 ft. 7 A in-
Body material All steel
Interior trim Birch
Headlining Agasote
Roof Arch type
Equipment:
Air brakes. .Westinghouse A. B. & Safety
car control
Armature bearings Sleeve type
Axles.. 3 3 X 7-in. Standard Aera No. Ea4
Bumpers 4-in. 5i-lb. channel
Car signal system Ohio Brass
Car trimmings. .Finished in gold bronze
throughout
Conduits and Junction boxes. .Crouse-Hinds
Control.. Type D.B. 1 K 4, English Electric
Company
Couplers Yoke
Curtain fixtures National Lock Washer
_ Company
Curiam material. . .Pantasote. doul>le-faced
Designation signs Boothe illuminated
Door operating mechanism National
„ Pneumatic
Fare boxes Cox
Fenders H. B. fenders
Gears and pinions. .Helical, one-half equip-
ment have Nuttal B.P.,
other half tool steel
Handbrakes National staffless
Heaters. .. .12 600-volt double-coil Cutler-
Hammer, 8 cross seat, 4 truss plank
Headlights Crouse-Hinds, dash type
Journal bearings. .3J x 7 in. Area Standard
Journal boxes Brill for 79-E2 truck
Lightning arresters Type B, Form A,
English Electric Company
Motors 2 English Electric, type DK-84.
40-hp. vent., inside hung
Paint. .Krakno system enamel and varnish
Registers None
Sanders.. O. W. Meissener sanding system
_ modified
Sash fixtures National Lock Washer
Company
Scrapers Root
feats Brill Waylo
beatmg material Rattan
Slack adjuster None
55prings Brill
Step treads Mason carborundum filled
Trolley retrievers Ohio Brass
Trolley base Ohio Brass Form 1
Trolley wheels. .H. E. P. C. wheels and harp.s
Trucks Brill 79-EZ
Ventilators... 8 Railway Utilities Company
Wheels Rolled steel 26-in. diam., 3-in.
tread. Aera and Interurban contour
Special devices. .M28 brake valve, furnished
by Westinghouse, is supplied with attached
door-selector valve. Cars are equipped
with double doors, one for entrance and
one for exit at each end. Selector valve
gives Independent operation of both the
m and out doors.
East Toronto, Ont — It is expected that
the Toronto Transportation Commission
will shortly commence laying the double
set of electric railway tracks on the new
Main Street bridge. The line, which is to
be a continuation of the present Gerrard
Street service, will extend north on Main
Street to.Danforth Avenue.
iiLimiiiiiiiiiiiiiiiiiiiiinmimiiiiiiiimi iffihifthf] i ] luuum
Power Houses, Shops
and Buildings
Philadelphia (Fa.) Rapid Transit Com-
pany will erect a new terminal at Willow
Grove for Doylestown passengers.
Portland Railway, Light & Power Com-
pany, Portland, Ore., is perfecting plans for
a hydro-electric generating station on the
Clackamas River, near Oak Grove, Ore. The
initial installation will have a capacity of
about 200,000 kw.
Indiana Service Corporation. Fort Wayne,
Ind., will use the new West Main Street
bridge recently opened over the St. Mary's
River. The bridge Is a double-tracked, con-
crete structure. It was built at a cost of
»160,000.
Pittsburgh (Okla.) County RaUway, Mc-
Alester, Okla., operating city and inter-
urban lines, has purchased a site on (>rand
Avenue in McAlester for new terminal
buildings. The present terminal, shops, etc..
of the company are in a badly congested
section of the city.
I/Os Angeles (Cal.) Railway is now work-
ing on a high-voltage transmission line to
run from the new Edison transforming sta-
tion at Florence and Western Avenues to
the substation at Centinella. High-ten-
sion lines are also being run from Wes-
tern and Florence Avenues to the University
substation at South Santa Barbara Street.
It is expected that the con.struction of both
of these lines will be completed about the
first of the year.
Trade Notes
.American Car & Foundry Company, New
York, is planning extensions and improve-
ments at its branch plant at Huntington.
W. Va.. which are estimated to Involve an
expenditure of about $200,000.
Bridgeport Brass Company, Bridgeport,
Conn., announces the appointment of C. L.
Hancock as sales engineer for its Phono-
Electric trolley wire. Mr. Hancock has
been connected with the sales department
of the Bridgeport Brass Company for the
past two years, recently having had charge
of the company's factory branch in Phila-
delphia. Prior to becoming associated
with the Bridgeport Brass Company. Mr.
Hancock was for twelve years an assistant
of the superintendent of electrical trans-
mission on the New York. New Haven &
Hartford Railroad, wliich position he ac-
cepted after serving the Westinghouse
I-'lectric & Manufacturing Company during
the electrification of the New Haven road
from Woodlawn to Stamford. Mr. Han-
cock has therefore had opportunity to be-
come fully acquainted with the character-
istics of different trolley wires, as well as
Phono-Electric in actual service.
iumiimi
New Advertising Literature
Charleston (W. Va.) Interurban Railroad
recently purchased eight safety cars from
the Cincinnati (Ohio) Car Company.
Danbnry & Bethel Street Railway, Dan-
bury, Conn., through its receiver. Judge J.
Moss Ives, has received permission from
the Superior Court to purchase four safety
cars. The order for the cars has been
placed and it Is expected that they will be
delivered about Jan. 1, 1922.
Hudson & Manhattan Railroad Company,
New York, is inviting propo.'^als for fur-
nishing motors and control equipment for.
twenty-five multiple-unit passenger cars.
The company is also asking for bids on
twenty-five motor-type and 25 trailer-tvpe
M. C. B. trucks. Specifications with accom-
panying drawings are available at the com-
pany's office at 30 Church Street, New York
City.
Rydro-Klectrle Power Commission, On-
tario, Can., has recently made available the
complete specifications for twenty-five
safety cars which were ordered several
months ago. As was announced in the
EiBCTBic Railway Journai, of Dec. .■!.
Track and Roadway
Bnrlington Count.v Transit Company,
Halnesport, N. .J., has announced through
Armitt H. Coate of Moorestown. N. J.,
treasurer of the company, that his com-
pany will make a number of changes and
improvements in the road between Bur-
lington and Moorestown.
Trenton & Mercer Count.v Traction Cor-
poration, Trenton, N. J., has informed the
Mercer County Board of Freeholder.^ tliat
It will reconstruct the line on South Broad
Street from the city line to the White
Horse road, a distance of 3 of a mile
laying new ties, raising the tracks, etc.
The Lackawanna & W.voming Valle.v Rail-
road. .Scranton. Pa., has installed block
sie-nals between Connell Junction and
Wilkes-Barre. Thirty signal lights are
placed at an average of every li miles.
The three-light mechanism is the type in-
stalled. The installation cost $80,000
Sanford Riley Stoker Company, Wor-
cester, Mass., is distributing a circular
covering the "Riley'* underfeed stokers.
safety shearing pin, moving grates, rocker
dump and two-speed gear box.
Roach Stoker Company. 841 Sonth Fif-
teenth Street, Philadelphia, is distributing
a booklet describing the "Roach" stoker.
The company has also issued a pamphlet
covering the "Simplex" type of the Roach
stoker.
Wheeler Condenser & Engineering Com-
pany. Carteret. N. J., has issued catalog
lOS-C. covering its centrifugal pumps, in-
cluding double-suction, single-stage, hori-
zontal and vertical types and multi-rotor
types for every purpose.
I. L. Lee, 61 Broadway, New Tork, has
published a 20-page pamphlet, the "Future
of Prices and Wages." It gives some ex-
tracts from a book entitled "Price Changes
and Business Prospects" by Leonard E.
Ayres, vice-president of tlie Cleveland Trust
Company, and recently published by that
company.
«<
December 24, 1921
Electric Railway Journal
19
PEACOCK UNITES
Power - Speed - Capacity
The eccentric does the trick!
PEACOCK BRAKES
have three essential qualities
A triangle with only two sides — a concert trio with one member
missing — these could scarcely be more anomalous than a hand
brake lacking in either power or speed or capacity.
For of what use is an extremely powerful brake if it takes too
long to apply its strength. Slow deceleration is just as much of
a detriment as slow acceleration in its effect on schedules.
And a slow-acting brake, no matter how powerful, is almost
useless in an emergency.
Even if the brake is fast as well as powerful, what does it
avail you if the chain jams before full power is applied.
Peacock Brakes with their unique eccentric chain-winding
drum are capable of winding up all the chain, even if extreme
slack exists in the rigging. Furthermore, the larger radius of
the eccentric, coming into play on the first turn of the handle,
winds in the chain with great rapidity while it is comparatively
loose. Then when the slack is taken up and the shoes are
gripping the wheels, the radius of the eccentric, now reduced
almost to zero, magnifies the slightest pressure of the operator's
arm, to maximum braking power.
W/ien you incestigale the Irake problem,
inoesligate all three qualities!
National Brake Company
890 Ellicott Square
Buffalo, N. Y.
20
Electric Railway Journal
December 24, 1921
KS^SBa;^^^
lis BROADWAY, NEW YORK
Detailed Examinations by Experts
BBPORTS rOB riMANCINO COVBBINO
Valuation Tumorer
Coat* Beaerres Bat«
UTILITIES INDUSTRIALS SHIPPING
STONE & WEBSTER
Incorporatad
EXAMINATIONS
REPORTS VALUATIONS
ON
INDUSTRIAL AND PUBLIC SERVICE PROPERTIES
NEW YORK
BOSTON
CHICAGO
SANDERSON & PORTER
ENGINEERS
REPORTS, DESIGNS, CONSTRUCTION. MANAGEMENT
HYDRO-ELECTRIC DEVELOPMENTS
RAILWAY, LIGHT and POWER PROPERTIES
CHICAGO NEW YORK SAN FRANCISCO
The Arnold Company
ENGI N EERS— CONSTRUCTORS
ELECTRICAL— CIVIL— MECHANICAL
105 South La Sail* Straat
CHICAGO
ALBERT S. RiCHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER, MASSACHUSETTS
WALTER JACKSON
Consultant
FARES, BUSES, MOTOR TRUCKS
More revenue from more riders
143 Crary Ave., Mt. Vernon, N. Y.
C. E. SMITH & CO.
Consulting Engineers
2065-75 Railway Exchange Bldg., St Louis, Mo.
Chicago Kanaaa City
InTestigations, Appraisals, Expert Testimony, Bridge
and Structural Work, Electrification, Grade Crossing
Elimination, Foundations, Power Plants
HEMPHILL & WELLS
CONSULTING ENGINEERS
Gardner F. Wells John F. Layng Albert W. Hemphill
APPRAISALS
INVESTIGATIONS COVERING
Reorganization Management Operation Constraction
43 Cedar Street. New York City
THE J. G. WHITE
ENGINEERING CORPORATION
Engineers — Constructors
Industrial Plants, Buildings. Steam Power Plants, Watar
Powers. Gas Plants, Steam and Electric Railroads,
Transmission Systems
43 Exchange Place, New York
John a. Beeler
OPERATING. TRAFFIC AND RATE INVESTIGATIONS
SCHEDULES— CONSTRUCTION— VALUATIONS
OPERATION— MANAGEMENT
52 VANDERBILT AVE.. NEW YORK
ENGELHARDT W. HOLST
Consulting Engineer
Appraisals, Reports, Rates, Serrice InTestigation,
Studies on Financial and Physical Rehabilitation
Reorganization, Operation, Management
683 Atlantic Ave., Boston, Mass.
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Traffic and Reorganization
Investigations
Fort Wayne, Indiana
E.W. CLARK & CO. MANAGEMENT CORPORATION
Engineers
Unit Power Plants insure low power costs
Huntington Bank Bldg., Columbus, Ohio
Parsons, Klapp, Brinckerhofi & Douglas
WM. BARCLAY PARSONS H. M. BRINCKERHOFT
ECGENB KLAPP W. J. DOUGLAS
Engineers — Constructors — Managers
Hydro-electric Railway Light and Industrial Plants
Appraisals and Reports
CLKTEIAND NEW YOKK
743 EUuiDa Bide. 84 Pine St.
DAY&ZIMMERMANN.Inc
eNGINEER^
'Dsji^n, Construction
1\fpoHx, valuations, "Management
NEW YORK PHILADELPHIA Chicago
JAMES E. ALLISON & GO.
Consulting Engineers
Specializing in Utility Rate Cases and
Reports to Bankers and Investors
1017 Olive St., St. Louis, Mo.
December 24, 1921
Electric Railway Journal
21
Bates One- Piece Steel Poles
with Ornamental Lighting
This installation illustrates one of the possibilities of com-
bining Artistic Bates Poles with ornamental lighting units.
The excessive number of poles required where trolley con-
ductors and lighting units are installed on separate poles
is not only decidedly inartistic, but is also a needless waste
of good material. Of course, it is necessary that an
artistic steel pole be used for such a combination of pur-
poses.
The series lighting conductor is run from pole top to pole top
eliminating the use of expensive, troublesome underground
cable.
The use of Batei Permanent Steel Pole* with
ornamental lights represents maximuin eeon-
omy and the utmost in art.
ates ]|xpandedP| tee.l
_ 208 South La Salle Street
rUSS ^ CHICAGO, ILLEiOIS
— a manufacturer
in Newark, N. J.
—saved $200
buying from an Indiana dealer in
— second-hand machinery
through his advertising in the
— searchlight section
II pays
to rtad the Searchlight.
It pays
to advertise in the Searchlight.
ENGEL & HEVENOR
Incorporated
TRACK
Engineers — Constructors — Maintenance
Apprais<ds~~-V€duation — Hehabilitation
Steam and Electric Railroads
Estimates
220 BROADWAY, NEW YORK
THE P. EDWARD WISH SERVICE
??^9K"':'','l^* DETECTIVES 131 State St.
NEW YORK Street Railway Inspection BOSTON
When writing the advertiser for informatioo or
prices, a mention of the Electric Railway
Journal would be appreciated.
mmnmnnmiimiimimiiiiiiiimiiiiiiiiiiiiiiimiiiiiniiiiiiiiiimiiniuHiiiiiiiiiiiiiiiiiiiiiiiiiiniifniiiniiiiiimu
Brake Shoes
A. E. R. A. Standards
Diamond "S" Steel Back is the Best Type
Standard
Patterns
for
SAFETY
CAR
D-67 for Narrow Treads
D-87 for Wide Treads
American Brake Shoe and Foundry Co. I
30 Church Street, New York ' |
332 So. Michigan Ave., Chicago Chattanooga, Tenn. I
iiiiiiiiiiiuiiiiuiiuiiiiimuiiiiiumuiiiHiiiumiiiiiiiiiminii mm iiiiiiimiiiiiiiiiiinminmuiimiiiiniitiimiiiiiiiiuii
22 ElectricRailwayJournal December 24, 1921
MIDVALE
AND
CAMBRIA
PRODUCTS
D
HE Midvale Steel and Ordnance and Cambria Steel
Companies manufacture a very wide range of steels
and steel products in which are included specialties to meet
the needs of almost every industry.
Our "List of Steel and Other Products" itemizes these in
detail and will be mailed on request.
Among the various products listed are :
Alloy and Tool Steels Forging* of All Kinds Plow Steel
Agricultural Steels Heavy Forgings a Spe- Rolled Steel Wheels
Axles cialty Steel Car.
Bar Steel of Every Forged and Rolled Discs „ , „,
Structural Shapes
Llescription and Annular sections ^ . „ ,
..F . 1 ■ •.«« 1 Tool bteels
Boiler Plates, Manhole. We.gh.ng 100 pounds ^^^^^^^ g^,^ ^^^
and Hand Holes <"■ more Specialties
Charcoal Iron Boiler Locomotive and Car Wire Rods, Wire and
Tubes Wheel Tires Wire Products
Midvale Steel and Ordnance Company
i^ Cambria Steel Company i':^^'
Chicago f~, I f~^n- _ San Francisco
Cincinnati . Salt Lake City
Cleveland Widcner Building Philadelphia, Pa. Seattle
Detroit St. Louis
New YoA loo,' ?i^£,.y.g5!'%^"oarcTs ^<5TE^^.°i'°oii^ '5.V"--S!r?g^ Washington,D.C.
December 24, 1921
Electric Railway Journal
23
Lived l^oles
Insist on the *'P&H*'
Guaranteed Penetration . Process
The "P&H" Guaranteed Penetration
Process removes all element of chance,
and all uncertain results. \\. guaran-
tees a uniform half inch depth of
penetration of preservative through-
out the ground line area of every pole.
Why take chances when you can be
assured of maximum pole life by
simply specifying "P & H" Guaran-
teed Penetration Process Poles?
We can fill any pole needs— treated and
untreated Northern White and Western
Red Cedar Poles — any form of Butt-
Treatment — and we offer to pole-users
the first process of Butt-Treatment
guaranteeing a uniform depth of half
inch penetration — the"P&H" Guaran-
teed Penetration Process.
Write for illustrated description of the
"P & H" Guaranteed Penetration Process
_&-_^
PAGE anb h IIvL CO .
KdUSTNieAF^OLvIB , JMlINlsr.
Times Bldg., New York, N.Y.
1 1 1 1 Carter Bldg., Houston, Tex.
717 Bryant Bldg., Kansas City, Mo.
31 1 Sumpter Bldg., Dallas, Tex.
19 S. La SallcChicago. HI.
1416 Starks Bldg., Louisville, Ky.
24
Electric Railway Journal
December 24, 1921
"STANDARD"
steel Tim
8t«el TIrrd Wheeli
Solid BoUmI Sted Wheria
O. H. Steel and Malleable Iron Castings
Solid Forged Gear Blanks
Steel Forgingg Iron ForKlngs
Forged and Rolled Steel
Pipe Flanges
Ring Dies
Rings
Roll Sbella Steel Spring*
In Chicago
and Outside!
On the long, fast elevated passenger trains, and
the heavy electric switching locomotives of the
Northwestern Elevated Railroad of Chicago,
they use reliable, long-wearing "Standard" Rolled
Steel Wheels. And then too, on that high-speed
interurban line, — the Chicago & Milwaukee
Electric Railway — now famous for superlative
service, speed and safety they also use them.
•RANO
"The 'Standard' Brand on
your material is an assurance
of eventual economy."
BRAND
Standard Steel Works Company
500 North Broad St., Philadelphia, Pa.
CHICAGO
ST. LOUIS
HAVANA, CUBA
ST. PAUL
RICHMOND
SAN FRANCISCO
NEW YORK
HOUSTON
PORTLAND. ORE.
MEXICO. CITY
BOSTON, MASS.
PITTSBURGH. PA.
December 24, 1921
Electric Railway Journal
25
i^CA-VW^Ok^' C
"St. Louis Trackless-TroUicar"
Driven by two standard safety car motors
Built and developed in
accordance with car
building practice for
street railway Jproper-
ties. j
ST. LOUIS CAR COMPANY, St. Louis, Mo.
«
The Birthplace of the Safety Car
,»»
MMiiiimiiiniiHiiimiiiiiHUimiiiinm iiimimiiiiiiiiiimiiiiiiiinnimiii i iiiiiiiuiiiiiiiiiiiniimiiiiiiiiiniimiiniiiiiiiuiiiiiiiraiiii iniuiiiiiiiiiiiriiiiiiiiiiiiiiiiiiniiimiiimiiiiiiiiiiiiiii.'iiiiiiiiiiiiuuiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiinniiiiiiiiiiiiiuiuiiiiiM
26
Electric Railway Journal
December 24, 1921
AUis-Chalmers Steam
Turbines
For Fuel Economy
4000 Kw. max. 80'/<i P. F. 3600 r p.m Allis-Chalmers StPam
Turbine and Alternator Unit with direct connected Exciter
installed in a western power plant.
In the design of Allis-Chalmers Steam
Turbines efficiency and reliability are the
principal features receiving attention.
High efficiency under test conditions is
an achievement to be proud of, but real
economy can be measured only by sus-
tained efficiency over long periods of
operation.
AUis-Chalmers Turbines are known
above all others for sustained efficiency
throughout years of constant operation.
ALU/-CHALHEff/
Manufacturing" Company
Milwaukee, Wis., U. S. A.
District Offices in All Leading Cities.
LEADERS of die electric
^ railway industry realize
that they must observe business
principles to keep their busi-
ness moving forward. To them
the vital statistics of their in-
dustry are what the compass is
to the mariner. For years the
guiding minds on practically
every electric railway property
have relied for their statistical
data on the Electric Railway
Journal's Annual
Statistical, Review
and
Forecast Number
January 7, 1922
# \« ^
THE leading manufacturers
of the field regularly use this
issue to tell a complete story of
their service.
Last Forms Close
Januarys, 1922
PROMPT action still secures
favorable position and at-
tractive typography. Regular
rates apply.
reserve your space now:
f
December 24, 1921 Electric Railway Journal
fiiiiiiiiiiimiijjii i.iiiijiiiiiimiiiiiiiiiim iiiiiiiiiiiiiiiiiii i iiiiiiiiimiiiiiiimiiiii iiii uniiiiiniiiil ^iiiiiiii iiimiiiiiiiiin iiiiiiiniiniiiiiiiiiimiimiiiiiiii iiiii iiiiniimr iiii iiiiii
27
ELRECO TUBULAR POLES
niiiiHiiiiHii'j
S
i
s
S
THL CHAMrtRCO JOINT
I COMBINE I
I Lowest Cost Lightest Weight |
I Least Maintenance Greatest Adaptability |
= Catalog complete ivith enRrineerInK datu i»ent oa requeaC* 3
I ELECTRIC RAILWAY EQUIPMENT CO. I
I CINCINNATI. OHIO |
I New York City. 30 Church Street |
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rniiiiiiiiiitiiiiniiiii(piitiiiiiriiitllllllll(lllllllllllillliiiiiiiiiiiriiii>Miiitiirtiiitriiiillllllllll<illliiilllrrtiliriiiiiiiiii)iiiiiiiiiiiliMlillllii: =
American
Rail Bonds
CROWN
UNITED STATES
TWIN TERMINAL
SOLDERED
TRIPLEX
Arc Weld and Flame Weld
Send for new
Rail Bond book
American Steel & Wire
SSwYORK Company
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° U. S. Electric Contact Signals
for
Single-tcack block-signal protection
Double-track spacing and clearance signals
Protection at intersections with wyes
Proceed signals in street reconstruction work
United States Electric Signal Co^
^ West Newton, Mass.
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I FLOOD CITY liODPPERaAItejSrEELCOMR^NY
i * *-^ V^^ ^<^ a-^ ^^JL A Ji = i OFFICE AND WORKS. Pf-^OwESTERN SALES REPRESENTATIVES:
%
OFFICE AND WORKS. •Ijr.y!?!;* WESTERN SALES REPRESENTATIVES: S
I RANKIN. PA. BRADDOCKRO.^IUFSTEELSALESC0RP0RATI0N.CHICA60.IU: I
NEW YORK SALES OFFICE; 30 CHURCH STREET. NEW YORK CITY |
I COPPERWELD Wire— made by the Molten Welding Process |
i Bare — Weatherproof— Strand — Twi>ted Pail — Nails i
^lEniiiiiiiiniirwuiiiiiMiiiiiiiiiiMiiiiHtiiitiiriiiriiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiriiiiiiiiiiiiniiiiiiiiiimiiiiiiiiiiiiimiiiiiii;
aiiiiiiMiiiiiiiiiiiiiiiiiiiiiii nil uiiiriiiMiniiiiii ii iiiiiiiiiiiiiiiiiiiiiiiii iii i iiim mm iiiii;;
RDEBLIND
Electrical
Wires
and
Cablet
Rail Bonds and Trolley Line Specialties |
FloodCity Mfg. Co., Johnstown, Pa. I
' miiimiimmiiimiiiiiiiiiiiimiiiiiiiiiiiiiiiiiimiiimiiim i i nm m tiimiiimii iiiiiiiiuiiil
iiiiiiiniiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiimiiiiiiiiiii iiiiiiiiuiMiiiiiiiimmiimiiii
Transmission Line and Special Crossing I
Structures, Catenary Bridges I
WRITE FOR OUR NEW DESCRIPTIVE CATALOG I
ARCHBOLD-BRADY CO. |
Engineers and Contractors SYRACUSE, N. Y. i
IIIIIIIIIIIIIIIIIII lllllililiiiiiiiiiiii iiiiiiii lililiilllllllllllllllimiiiiiiiiii IIIII iiiiiiiii r llliliiiiiiiiiiiii
^« iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiimiiiiii iimiiiiiiiiiiiiiiMiiii niiiiiin hiihiiil
Ask for "NATIONAL" Bulletin No. 14— |
NATIONALl
TUBULAR STEEL POLES |
— free on request to electric traction engineers 1
I NATIONAL TUBE COMPANY PITTSBURGH, PA. I
^IIIIIIIIIIIINMII IIIIIIMIIII Illliim I Illllllllllll IIIMIHIIIIIIIIIIIIIII lliiMiiiiiiii I MIIMIIII I % iiiiiiim i iiimimii iiiiiiiiiiiiiimimiiiirviiiiini miiiiiimm iiiiii iiiiiimiii iii„iiiii
I JOHN A. ROEBLING'S SONS CO., Trenton, N. J. |
^iiiliiiMiiiiiiiiiiiiniiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiii'iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiMiiiiiiiililliiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiS
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f AUTOMATIC SIGNALS
I Highway Crossing Bells
I Headway Recorders
I NACHOD SIGNAL COMPANY, INC.
I LOUISVILLE, KY.
28
Electric Railway Journal
December 24, 1921
iiiiiimmiiiiirimiiititiiiiHiiiKiiiiiiiiimiiiiiiiiiiiiiiii
No Delays to Traffic
caused by torn-up streets, when
tracks are laid on
Carnegie
Steel Cross Ties
with
Blast Furnace Slag Concrete
as a base. And its ultimate cost is
less because it is repair- free — put
down to stay.
Ask for our pamphlet — Steel Cross
Ties. Any district office will send
copies on request.
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SPECIAL TRACKWORK
i^Of +tie urell-knoiun WHARTON Supcnor»Desirfns ' |
o'/7</Construcfio^ "^
Steel GvsTiNGS Forgings GasCylinders
CONVERTER AND DROP. HAMMER SEAMULSS
Electric
AND PRESS
WM.WHARTONjR.€.Ca,lnc..Easfon.Bi: |
{ SukMJUry of Taylor-WKarton Iron 6^ Stcd Co.. HigK Bria^e. N j) |
- ^ ; =
ORIGINATORS OF ; I
MANGANESE STEEL IN TRACKWORld |
= 5nHiirMiniiiiiiiiniiMiniiiiiMiiiiiiiiiiiiiiririiiiriiitiiiiiiniiniiiiiiiiiiiiiiiiiitiiiiiiiiiiniiiiiiiitiiiitiiuiiiiiiiiiiiiiiiiiiiiiiin>iiiiitiiiiiiic
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AMELECTRIC PRODUCTS
itABARE COPPER WIRE AND CABLE |
I
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
B«. o. i. Pit. o«~ PAPER INSULATED
O^'SS?'^ Ir»n and St..l UNDERGROUND CABLE
Wir« and Strmnd
lacandeicent Lamp Cord
MAGNET WIRE
Carnegie Steel Company
I General Offices: Carnegie Building, Pittsburgh, Pa, I
I 1483 I
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I BARBOUR-STOCKWELL CO.
I 205 Broadway, CambridKeport, Mats. |
I Eitablithed 1858 I
AMERICAN ELECTRICAL WORKS
PHILLIPSDALE, R. I.
Manufacturers of
Special Work for Street Railways
Frogs, Crossings, Switches and Mates
Turnouts and Cross Connections
Kerwin Portable Crossovers
BalkwiU Articulated Cast Manganese Crossings
-®-
ESTIMATES PROMPTLY FURNISHED
= ■■tian. IT* r*d«ral: CUmc», 113 W. Attaou; Cinrtnnitl. TrmeUao Bldg. : i
I Nott T«rfc. StS B'mj: Su rmielMa, tlS H«nrd: SmUI*. lO lit An. ■•. i
3 S
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Chapman ^^T) |
I Automatic Signals
I I Charles N. Wood Co., Boston
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E ^iiiiniiiiiiiiiiiitMiiiiiiiiiiiitiiiiiiiittiiiiiirrniriiriirirriitrMitiiiiiiniiiiiiiiiiiiiiiiitiiiitiiiitiiiripiiitiiiiiiiiiiiiitiiiiiiiiitiiiiiiiiiiiiirriiiii^
I AETNA INSULATION LINE MATERIAL I
I i Third Bail Ingulatora, Trolley Bases. Earps and Wheels. Bronxe and 1
s I Uatleable Iron Frogs. Crossings, S'iction Insulators. Section Switches, i
i i .^rs. Albert & J. M. Anderson Mfg. Co.
289-93 A Street. Boston. Maaa.
Established 1877
Branches — New York. 135 B'way.
I Philadelphia. 429 Real Estate Trust Bids. Chicago. 105 So. Dearborn St. |
I London. E. C. 4 38-39 Upper Thames St. |
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Peirce Forged Steel Pins
with Drawn Separable Thimbles
I Your best insurance against insulator breakage
I Hubbard & Company
I PITTSBURGH, PA.
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I RWB DYNAMOTORS I
i FOR I
I CARBON ARC RAIL JOINT WELDING I
i CARBON ARC RAIL BONDING |
I CARBON and METALLIC ARC GENERAL WELDING f
I I Rail Welding and Bonding Co., Cleveland, O. |
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IK^^^sJ^..€^j^iJp5(0 1 1
§
§ Automatic Safety and Automatic Return Switch Stands for Pasa-
= ing Sidings. Tee Rail Special Work for Interurban Lines and
Private Eights of Way. Manganese Construction a Specialty.
I
H I LiL;B <_IR.I«, NEW-VOR.K-
Plant..* Hillbum.N.YuidNiagar.F.il..N.Y. NewYork.Ott1ce.3O Church Streci
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mimiuiiiiiiiiiiiiiiniiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiii in iniiniiiiiiiiiiiniiiiiiiuiiiiiiniiiiiiiiiiiliiiiiiiiiniiiiiimiiniiig
BAKELITE-DILECTO !
The fields of usefulness for Bakelite-Dilecto are many and varied because of 1
its superior merit over materials heretofore available in sheets. Cubes or rods. =
The exceptional qualities of Bakelite-Dilecto are satisfying electric railways =
all over the country. Investigate. E
The Continental Fibre Co., Newark, Delaware |
Branch OfficM: I
CHICAGO, 332 S. Michigan Ave. NBW YORK. 233 Broadway 1
Pittsburgh Office. 301 Fifth Ave. San Francisco Office. 535 Market St.
Los Angeles Office. 411 S. Main St.
CANADIAN OFFICB, 89 Wellington St., W.. Toronto. Ont.
^animuiMiiiiiiiiiuiuiiimtiiHtuuiiiuinniimiiimMiiiiiniHiiniiiiHuitniiiiniiiiimimimiiiiniinitMiniiHiiiniiuiuuiiw
(
December 24, 1921 ElectricRAILWayJournal 29
niiiiiiiii iiiiiiiiiiiriiiiiiiiii I I iiiiiiii muri iiiiiiu iiirHiiiiiiiirrniiiiiiiimi 2""i i miii" imi" i i iiiiiiiiiiiiiiiiiiiimiiiiiiiiiiimmiiiiiiii ii miiiiuiiiimiiiiimimimiii^
High-Grade Track
Work
SWITCHES— MATES— FROGS— CROSSINGS
COMPLETE LAYOUTS
IMPROVED ANTI-KICK BIG-HEEL SWITCHES
HARD CENTER AND MANGANESE
CONSTRUCTION
New York Switch & Crossing Co.
Hoboken, N. J.
"LE CARBONE"
CARBON BRUSHES
They are uniform in quality
They talk for themselves
iiiimiiiiiiiiiiiiiiiiimiimiiimmiiiiiiimiiitiiiitiiiiiiiiiiiiiiimiiiiiimiiiuiiiiiiiiHiiiiitiiiiiiimiimiiiiiiiimiiiiimiiiimHiiit
uiiiriiiitiMnniiniiiiiiiiniiiniiiiiiinMiiiiinMitMiuiiiniiiiMinniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuriiiriiiiiiiiiiiiiiiiiiiiiiitMiiiiiiiiiiniiiitiii:
RICO
CONOMICAL I
FFICIENT
RAIL BONDS
THE ELECTRIC RAILWAY IMPROVEMENT CO.
CLEVELAND, OHIO [
iHmn«miimiiiiiiuniiiiiiiiii<iiiritiiiiiiiiiMiiiiiiiiiiuiii>iiiiMiiriiiiiirii iimiiiiiiin riiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiuniiiiiiii ?<<iiiiiiiiiiiiiimimiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiraiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiii^.
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I THE BABCOCK & WILCOX COMPANY
I 85 Liberty Street, New York
W. J. Jeandron
227 Fulton Street
New York City
Pittsburgh Office:
636 Wabash Buildinc
Canadian Distributor*:
Lyman Tube & Supply Co., Ltd.
Montreal and Toronto
Builders since 1868 of
Water Tube Boilers
of continuing reliability
BRANCH OFFICES
Boston, 49 Federal Street
Philadelphia, North American Building
Pittsburgh, Farmers Deposit Bank Building
Cleveland, Guardian Building
Chicago, Marquette Building
Cincinnati, Traction Building
Atlanta, Candler Building
Tucson, Ariz., 21 So. Stone Avenue
Fort Worth, Tex.. Flatiron Building
Honolulu, H. T., Castle & Cooke Building
WORKS
Bayonne, N. J.
Barberton, Ohio
Makers of Steam Superheaters
since 1898 and of Chain Grate
Stokers since 1893
BRANCH OFFICES
Detroit, Ford Building
New Orleans, 521-5 Baronne .Street
Houston, Texas, Southern Pacific Building
Denver, 435 Seventeenth Street
Salt I,ake City, 705-6 Keanis Building
San Francisco, .Sheldon Building
Los Angeles, 404-6 Central Building
Seattle, L. C. Smith Building
Havana, Cuba, Calle de Aguiar 104
San Juan, Porto Rico, Royal Bank Building
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SPECIFY
THE
For Driving Your Auxiliaries
TERRY STEAM TURBINE CO.
Hartford, Conn.
I. T. E.
Circuit Breakers
for heavy street railway work are
the best obtainable. Write for N^w
Complete CataloKue.
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tiuiiitMinrliiiiitiiiniilllrillliiiiiiiiiiiiiliiiiiiiMiiiiiiiiiiiiiiii iNiiriiiiiiiiMiinMlllltlllltlliniiiiiiiiuiiiiiiiiiiiiiimiliinilllliiiitlllllliiiitiiniiiiiiiHiniMiiHiiiiriiiiiiiiniiiiMilHliinilllliniiiniHiiiiiiiiiiiiitiiiiiiiMiiMiiiiiiiuiiMiMiiiiiiiiiiniiiiiiuiiiiiiiiiiiiiim
FOSTER SUPERHEATERS
A necessity for turbine protection, engine cylinder economy and utilization of superheat for all its benefits
POWER SPECIALTY COMPANY, 111 BROADWAY, NEW YORK
Bo«u>D Philadelphia PitUburffh Kansas City Dallas Chicago San Frandsco London. l^Jig.
iiitniiHiiiimiiimii«iiiiiiiMiiimiiiiimiiimiiiiiiiiiimiiHiiiitiiiiiimiitiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiitiiiiiiuiiiHiiiiiMiiiiiii^
30
Electric Railway Journal
December 24, 1921
«miiniiimHiimiiiintiinmiiiWHimMiiiiiiiiiiLiiiMiimij9liiimiiniimiii(iiiniiiiiiiiiMiniiniiiiiRMmiiMiiiMimiiiiiiiiMitinimfs ^iiiiiiHijniriiiiiiiiii iniMMiiiiiiininHiniuiinMiiiiiiitiiiiiiiiiirrrnTrrTrnrrrrfrrmtrriiruiiiniiiiiiiiiuiiiiiiiiiiniirnriiitiitiitiiiiiiiinir
RIBLQC^
I
NILES-BEMENT-POND CO.
Ill BROADWAY, NEW YORK
MACHINE TOOLS
POWER
— received from
the hand-wheel
of a FORD TRI-
BLOC is deliv-
ered through the
small central pin-
ion to twin steel
spur gears simul-
taneously. This
double applica-
tion of power in the I
planetary gear system is |
a dominant factor in the I
ease, efficienc>', and safe- |
tv in operation of all i
FORD TRIBLOCS. |
1 Capacities up to 40 tons. I
Immediate delivery. |
IVrite for particular!. |
Ford Chain Block Co. |
2nc] and Diamond Streets =
Philadelphia, Pa. I
Overseas Representative: |
Allied Machinery Co. of America =
51 Chambers St , New York |
Paris. Brussels. Turin. Barcelona. |
Rio de Janeiro S
218a-D I
3IHIII iiiiliii mill iiiiiiitilllilililliiiiiiimi lllim lllllll iiiiiiiinniimminiiniiimiiiiiiiiiiiiiiiiiiiu'
riiimiiiiiiiiiiiiiiiiiiiimiiiiiiii iiimiiiiiiiiiiiiuiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiniiiiniiiiiini iiiiiii iiiiii^
I Car Seating, Broom and Snow Sweeper |
I Rattan, Mouldings, etc. |
I AMERICAN RATTAN & REED MFG. CO. I
I Brooklyn. N. Y. |
I AMERICAN mean* QUALITY |
I RATTAN SUPPLIES OF EVERY DESCRIPTION |
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tfllitiiiiiitiiiiiiiiiiiiiiiiiniiiiniiiiiiiiiiiiiiiiiiiiiiuiiiitiiiilililllilllliniiiiiiiiiiiiiiiiiiiilitliilliiiiillililliiHiiiitiiimiiillllilliMiiitiiiitij^
ELECTRIC HEATER EQUIPMIiNTS
FOR ELECTRIC
RAILWAYS
Axle Lathes
Wheel Presses
Car Wheel Lathes
Boring Mills
Lathes
Hammers
Cranes
General Machine Tools
= -illliiilillMiiiiitiiiiiiiiiiiiiiiiiniii
i uiiiMiiiililliiliiiiiiilHiitiililll)iiilli>lillir!liiiiiiiiiii)illlillltlilllilllllliillllliiillllt.illllliniiiltlllllll'llitlliiiiiilliiiiiiirmituu<lllluj£
International |
Registers |
Made in various types and sizes |
to meet the requirements of |
service on street and city system. |
Complete line of registers, |
counters and car fittings. |
Exclusive selling agents for i
Typ* K-io HEEREN ENAMEL BADGES, i
I The International Register Co. |
I 15 South Throop Street, Chicago, Illinois |
3 =
^iiiiiiiimniiiiiiiiiiiiuiililliiililililuilHlllilimiiiliiiiiliiiiHiiimiiitiiiiiiiiiiiiiiHiilimiMiiiiiiillliiiiiiiilillMlilimiiiiitiiiuiiliiiifiS
^llllllltllllUllllllinUUHIIIIIIIIIIIIIIIIIIIItillHIIIIItlllllllllllllllinillllllllllllMIIIIIIMItlMIIIHIMIIIItHlllllllllillMIMIIIIIIimillllllltlllltt
I A Single Segment or a Complete Commutator |
= is turned out with equal care in our shops. The orders we |
= fill differ only in ma^itude; small orders command our utmost =
i rare and skill just as do large orders. CAMEEON auality |
i applies to every coil or segment that we can make, as well as to =
i every commutator we build. That's why so many electric rail- |
i way men re'v absolutely on our name. 1
I Cameron Electrical Mfg. Co., Ansonia, Connecticut |
^niiiiiiiiiiiiiiiiiiii IIIIIII iiiiiiiitiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiii':.iiiiimiinimiiiiiiiiiic
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I WILLIAMS' SUPERIOR
I Drop- Forged Wrenches
I Over 40 Standard Pattern*.
I J. H. WILLIAMS & CO.
E "r/ie Wrenclx People"
= nHOOKLYN Bl KF.\1.0 CHIC.4<iO
= 113 Hlihartls St. 1 43 Vulcan St. I H3 \V. 1211111 St. |
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GOLD CAR HEATING &
LIGHTING CO. ,
NEW YORK CITT
Address All
Communications
to
BUSH
TERMINAL
(220 36tb St.)
Brooklyn, N. Y.
Literature on
Reqtimst
THERMOSTAT CONTROL EQUIPMENTS
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asE^g^grat
Pe«rle8ft Inanlatlon
Paper haa 29 to
60 per cent hirber
electrical rralst-
ance.
NATIONAL FIBRE & INSULATION CO.
Box 319, Yorklyn. Delaware.
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Homflex IdsoIa-
tion Paper has no
rratn. Folds with*
OQt cracklnc.
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iiintiiiiiniiitiMi
WE-FU-GD AND 5CAIFE
MiE
P U R I F' I C ATI O N. ,■ VBTE M I
SOF-TENINB K PrU-TRATION I
fart Baii.KR rkko anqI
Al.l_ inoubtrialJ'ubki
WM.B5CAIFE & SDNS CQ.PITTSBURGH.PA.
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BUCKEYE JACKS |
I high-grade R. R. Track and Car Jacks. |
= s
j The Buckeye Jack Mfg. Co. |
i Alliance, Ohio s
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Compare Tkenrrli"
The faint light of a candle and the strone rays .—-^
of a searchlight. They represent the eompara- ,.^ _
live effleieney ot other ways of finding what _,'
yoj want and advertising lur it In the .- =
I SEARCHLIGHT SECTION i
i rrripioymem Equipment Bu8ln"S8 Opportunlles g
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Gi; =
V
December 24, 1921
Blectrlc Railway Journal
ifflr SEARCHLIGHT SECTION
31
ELECTRIC RAILWAY JOURNAL
Think '^SEARCHLIGHr First
ADVERTISING RATES
POSITIONS VACANT — Business Opportuni-
ties and other undisplayed ads. 8 cents
a word, minimum $'2 .00 an insertion.
POSITIONS WANTED — Evening work
wanted, tutoring and other undisplayed
ads of individuals looking for employ-
ment. 4 cents a word, minimum 76 cents.
payable in advance.
ADD 5 WORDS for box number in undis-
played ads if replies are to any of our
offices. There Is no extra chargre for
forwarding replies.
DISCOUNT OF 10% if one payment is
made in advance for 4 consecutive inser-
tions of undisplayed ad.
ADS IN DISPLAY TYPE — Space is sold by
the inch (30 in. to a page), the price
depending upon total space used within
a year, some space to be used each issue, ^
BATE PER INCH for ads in display space :
1 to 3 in., {4.50 an in, 15 to 29 ln„ $3,90 an in.
4 to 7 in., »4. 30 an in. 30 to 49 in.. |S. it an in.
8 to 14 in., $4..I0 an in. 50 to 99 in., tt.T* an in.
POSITIONS VACANT
POSITIONS WANTED
ASSISTA.N'T auditor to take charge of
offico for coinpany having four thousand
electric light and power consumers, and
a small electric railway. Give experience,
references and salary expected in first
letter. P-367, Elec. Ry. Journal.
KXPKRIEXCKD soliciting passenfjcr and
freight agent wanted. Location, Central
States, Good opening for right man. who
must be good mixer, and be able to sell
transportation. .State age. experience,
references, salary expected and all in-
formation in first letter, r-376, Elec. Ry.
Journal Leader-Xews BKig.. Cleveland, O
RO.\DMASTER wanted to take charge of
city and Interurban railway tracks in
middle western city. Must have had ex-
perience in brick paving and special
work. P-373 Elec. Ry. .lournal. Old
Colony Bldg., Chicago, 111,
TECHXICAL graduate of experience
wanted, to take charge of Engineering
Department of Electric. Gas and Street
Railway, Send photograph, state age,
education, (lualiflcations and s^l'irv de-
sired, P-37.i Elec. Ry. .lournal," Old
Colony Uuililing. Chicagp, 111,
I Unusual opening for Super- |
I intendent of Transportation I
I with New England Street |
i Railway Company, in com- I
I munity of 100,000 popula- f
I tion I
I Technical man wanted who can qualify for |
I the above position. Preference will be I
I given to applicant who is not over .'l."» years I
I and marrie<l. Good living conditions, mod- I
I em equipment, union labor and Conipany i
I is in excellent financial condition. Man i
I wanted who can handle problems outside |
i his departmet and who can eventually work f
I up into position of Assistant General Mana =
I ger. I
I Opportunity for advancement unlimited for 1
I man of ability who can take his place in I
i the_ community and go ahead with a pro- =
I gressive coinpany. =
I Give full details of past experience, refer- i
I ernes, salary, and state when available, i
I Reply to: =
I P-3t!8, Electric Railway Journal I
I 10th Ave. at 3()th St.. New York City I
?itiitiiiii Ill
l.\Ul'STKl.\l. engineering, maintenance or
construction. Ten years superivision on
construction and maintenance of build-
ings, power plants and equipment. Seven
.vears betterment work, on production,
otsjanization, appraisals, costs. Age 35.
P\\-374 Elec. Ry. Journal.
MASTER mechanic, at present employed,
desires change ; 27 years in electric rail-
way work, both city and heavy interur-
ban. Familiar with railroad practice.
Have handled steam and electric loco-
motives. Can handle both mechanical
and operating departments on electric
road. Successful handling labor. Can
give good references. PW-362, Elec, Ry.
Journal, Old Colony Bldg., Chicago, 111.
SUPERINTENDENT of transportation,
with a proven record of seventeen years
on large city and interurban properties,
desires a change. Capable and progres-
sive with high grade references as to
character and ability. Capable of taking
over details of trasportation of any
property and getting results. PW-366,
Elec. Ry. Journal, Old Colony Bldg., Chi-
cago, 111.
SIIPEKI.XTIOXDEXT of Transportation
with a proven record of 17 years on
large city Suburban and Interurban
properties desires a change and will con-
sider any good size city and suburban
property that requires a practical super-
intendent of wide experience. Capable
of handling all details of transportation
and getting results from employes. Per-
sonal reasons for desiring a change.
High grade references. PW-372. Elec.
Ry. Journal, Old Colony Bldg., Chicago.
' 'uiHiiiiiiiij:
• IlillllliMlllliillli,.
USED CARS
For Every Service
Railway Motors
Standardize Your Equipments
at Minimum Cost
TRANSIT EQUIPMENT CO.
501 F-fth Avenue, New York
IMHIIIKIIHIfli
^iiitiiiitiiiimiiiMinMii
SALESMEN AVAILABLE
HIGH grade electric specialty s.ilesman.
either street railwa.v or general supplies.
Traveling out of Chicago preferred. At
liberty Jan. 1. AS-371, Elec. Ry. Journal,
Old Colony Bldg., Chicago. 111.
Keep your eye on the
Searchlight and your
advertisements in it.
IIIIIIIIIIIIIIIIHIIIIIIIIIIIII,
iiiiiiiiiiiiiiiiaiiitiiiiiiiiii,
For 20 Years
we have beer.
Buying and Selling
Second-Hand Cars
Trucks and Motors
At Your Service
ELECTRIC EQUIPMENT CO.
Commonweiiltb Bids., Fhlladelpbla, Pa
A Good Purchase
6 — Sets Sprague Multiple Unit Con-
trol, together with large number
of repair parts that are new and
which can be purchased at a low
price and effect a large saving.
2 — Second-Hand K 14 Controllers
with large number of repair parts.
Let us have you inquiries.
A. W. MUNSTER
IMirchasinK Aeent Boston & Maine R.R.
Room H'l North Station. Bo-ston. Mass.
■ IIIIIIIIIIMIIIHIIIIIIIIII
IIIIIIIIIIIIMIIIIIIIIttM:
One Insertion
I of a I
I "Searchlight" Ad |
I is often all that is necessary |
i to locate a buver. 1
0230 :
ROTARY CONVERTERS
1 — 2200 KW. Westlnghouse 6 phase, 60 cycle. A.C., 600 foU D.C. with speed limit and end pity
device, speed 450 R.P.M. and 3-900 KVA. 13200/6800-368 volt transformers and panels complete.
1 — 1000 KW. Westlnghouse 6 phase. 60 cycle A.C. 600 volt D.C. speed 900 RPM. camplete with
1000 KW. 3 phase, 60,000 volt transformer with 5 and 10 per cent taps, also A.C. and DC
switchboard panels.
2—300 KW. Stanley S phase. 25 cycle. 360 volts A.C, 600 toU D.C. speed 500 BPM. complete
with suitable transformers, also panels.
DIRECT CONNECTED ENGINE UNIT
1 — 5^** ^^- ^^"' Elec. 575 ToJt compound wound 100 RPM. generator direct connected to 23 and
54 X 46 Greene Wheelorli cross compound heavy duty 4 valve engine complete with Surface Con-
densing tMiUJpneiU ami panel, price f.o.b. cars $9..'j00
Archer & Baldwin, Inc., 114 Liberty St., New York City
Telephone: 4337-4338 Rector
'(■Mllllttlllllllltl
■ IMIinillMMIIIIIII
32
Electric Railway Journal
December 24, 1921
WHAT AND WHERE TO BUY
Equipment, Apparatus and Supplies Used by the Electric Railway Industry with
Names of Manufacturers and Distributors Advertising in this Issue
AdrertUinc, Street Oar
Collier. Inc., Barron Q.
Air Pnriflers
Home MfK. Co.
Ancbors, Ony
Electric Service Sup. Co.
Ohio Brass Co.
Westincbouee B. & M. Co.
Armature Sbop Tool*
Elec. Service Supplies Co.
Axle* „
Bemis Car Truck Co.
Cambria Steel Co.
Mldvale Steel & Ordnance Co.
St. Louis Car Co.
Axles, Car Wheel
Bemis Car Truck Co.
Brill Co.. The J. G.
Carnegie Steel Co.
Standard Steel Works Co.
Westinghouse E. & M. Co.
Axle Straightcners
Columbia M. W. & M. I. Co.
Babbitt Metal
Ajax Metal Co. __ , „
More-Jones Br. & Metal Co.
Babbltttns Devices „ ., _
Columbia M. W. * M. I. Co.
Badges and Buttons
Electric Service Sup. Co.
Intemaf 1 Register Co.. Tt^B
Batteries, Storage
Elec. Storag-e Battery Co.
Bearings and Bearing Metals
Ajax Metal Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co
More-Jones Br. & Metal Co.
St. Louis Car Co.
Westlnghouse B. A M. Co.
Bearings, Center and KoUer
Side
Stuck! Co.. A.
Bells and Gongs
Brill Co.. The J. G.
Columbia M. W. & M. I. Co,
Electric Service Sup. Co.
St. Louis Car Co.
Benders, Bail
NUes-Bement-Pond Co.
Railway Track-work Co.
Bending Apparatus
Railway Track-work Co.
Boilers
Babcock & Wilcox Co.
Boilers, Tubes
Cambria Steel Co.
MidvaleSteel & Ordnance Co.
National Tube Co.
Bond Testers
American Steel A Wire Co.
Rail Welding & Bondlnc O*.
Bonding Apparatus
American Steel & Wire Co.
Electric Ry. Improv. Co.
Electric Service Sup. Co.
Ohio Brass Co.
Rail Welding A Bonding O*.
Bonds, Bail
American Steel A Wire Co.
Copper Clad Steel Co.
Electric Ry. Improv. Co.
Electric Service Sup. Co.
General Electric Co.
Ohio Brass Co.
Railway Track-work Co.
Rail Welding A Bonding Co.
Westlnghouse E. A M. Co.
Book Publishers
McGraw-Hill Book Co.
Boring Tools, Oar Wheel
Niles-Bement-Fond Co.
Brackets and Cross Arms
(See also Poles, Ties.
Posts, etc,)
Bates Exp. Steel A Tr. Co.
Electric Ry. Equip, Co.
Electric Service Sup. Co.
Hubbard A Co.
Ohio Brass Co.
Brake Adjusters
Hamilton A Hansen. Inc.
National Ry. Appliance Co.
WestinKhouse Tr. Br. Co.
Brake Shoes
Amer. Br. Shoo A Pdry. Co,
Barbour-Stockwell Co.
Bemis Car Truck Co.
Brin Co.. The J. G.
Columbia M. W. A M. I. Co.
St. Louis Car Co.
Brakes, Brake Systems and
Brake Parts
AUis-Chslmers Mfg. Co.
Bemis Car Truck Co.
Brill Co.. The J. Q.
Columbia M. W. A M". I. Co.
General Electric Co.
Home MIg. Co,
National Brake Co.
St Louis Car Co.
Safety Car Devices Oo.
Westlnghouse Tr. Br. Co.
Brooms, Track, Sted or Bat-
tan
Amer. Rattan A Heed Utg.
Co.
Brushes, Carbon
General Electric Co.
Jeandron. W. J.
Le Carbone Co.
U. S. Graphite Co.
Westlnghouse E. A M, Co.
Brush Holders
Anderson Mfg. Co., A. A
J. M.
Columbia M. W. A M. I. Co.
Bnses, Motor
Brill Co.. The J. 6.
Trackless Transportation Co.
Bushings
Nat'l Fibre A Instilatlon Co.
Bushings, Oase Hardened and
Manganese
Bemis Car Truck Co.
Brill Co., The J. G.
Cables (See Wbres and
Cables)
Carbon Brushes (See Brushes.
Carbon)
Oar Lighting FIxturea
Elec. Service Supplies
Car Panel Safety Svltche*
Westlnghouse E. A M. Oo.
Cars. Dump
Differential Car Co.
Cars, Passenger, Freight,
Express, etc.
American Car Co.
Brill Co.. The J. G.
Cambria Steel <3o.
Kuhlman Car Co.. G. C.
MidvaleSteel A Ordnance Co.
National Ry. Appliance Co.
St. Louis Car Co.
Wason Mfg. Co.
Cars, Second Hand
Electric Equipment Co.
Transit Eatilpment Co.
Oars, Self-Propelled
Elec. Storage Battery Co.
(General Electric Co.
Castings, Brass, Composition
or Copper
Ajax Metal 0>.
Anderson Mfg. Co., A A
J. M.
Columbia M. W. A M. I. (^.
Eureka Co.
More-Jones Br. A Metal Co.
Castings, Gray Iron and
Steel
American Steel Foimdries
Bemis Car Truck Ck).
Columbia M. W. A M. I. Co.
Standard Steel Works Co.
St. Louis Cor Co.
Castings, Malleable and
Brass
Amer. Brake Shoe A Fdry.
Co.
Bemis Car Truck C!o.
Columbia M. W.AM. I. Co.
St. Louis Car Co.
Catchers and Retrievers,
Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Wood Co., Chas. N.
Catenary Construction
Archbold-Brady Co.
Celling Car
Panasote Co.
Circuit Brealcers
Cutter Ck).
General Electric Co.
Westlnghouse E. A M Co.
Clamps and Connectors for
Wires and Cables
Anderson Mfg. Co.. A. A
3. M.
Electric Ry. Bqtilp. Co.
Electric Service Sup. Co.
General Electric Oj.
Hubbard A <}o.
Ohio Brass Co.
Westlnghouse B. A M. Co.
Cleaners and Scraper a—
Track (See also Snow-
Plows, Sweepers and
Brooms)
Brill Co., The J. O.
Ohio Brass Ck>.
Clusters and Sockets
(Seneral Electric Co.
Coal and Ash Handling (See
Conveying and Hoisting
Machinery)
Coil Banding and 'Winding
Machines
Columbia M. W. A M. I, Co,
Electric Service Sup, (3o.
Colls, Armature and Field
Cleveland Armature Works
Columbia M. W. A M. I. Co.
General Electric Co
Westlnghouse E. A M. Co.
Colls, Choke and Kicking
General Electric (^.
Westlnghouse E. A M. Co.
Coin-Connting Machines
Electric Service Sup. Co.
Intemat'l Register (^., The
Johnson Fare Box Co,
Commutator Slotters
Electric Service Sup. Co.
General Electric Co.
Westlnghouse E. A M. Co.
Commutator Truing Device*
General Electric Co.
Commutators or Part*
Cameron Elec'l. Mfg. (3o.
Columbia M. W.AM, I. Co.
(Jeneral Electric (Jo.
Westlnghouse B. A M. Co.
Compre«8ors, Air
Allis Chalmers Mfg. Co.
General Electric Co.
Westlnghouse Tr. Br. Co.
Concrete Reinforcing Bars
Cambria Steel Co.
MidvaleSteel A Ordnance Co.
Condensers
Allis-Ch.tlmers Mfg. Co.
(Jeneral Electric Co.
Westlnghouse E. A M. Co.
Connectors, Solderles*
Frankel Connector Co.
Westlnghouse E. A M. Co.
Connectors, Trailer Oar
Electric Service Sup. Co.
Controllers or Part*
Allis-Chalmers Mfg. (3o.
Columbia M. W. A M. I. Co.
(Jeneral Electric <5o.
Westlnghouse E. A M. Co.
Controller Regulators
Electric Service Sup. (3o.
Controlling Systems
(Jeneial Electric Co.
Westlnghouse E. A M. Co
Converters, Rotary
Allis-Chalmcrs Mfg. (^.
(Jeneral Electric Co.
Westlnghouse E. A M. Co.
(Tonveying and Hoisting Ma-
chinery
Columbia M. W. A M. I. Co.
Copper Wire
Anaconda Copper Min. Co.
Copper Clad Steel Co.
Cord Adjusters
Natl Fibre A Insulation (te.
Cord, Bell, Trolley. Begister,
etc.
Brill Co.. The J. G.
Electric Service Sup. Co.
Intemat'l Register Co.. The
Roebling's Sons Co., J. A.
Samson Cordage Works
Cord Connectors and Coup-
lers
Electric Service Sup. Co.
Samson Cordage Works
Wood Co.. (3haa. N.
Couplers, Car
Amer. Steel Foundries
Brill Co.. The J. G.
Ohio Brass Ck>.
Westlnghouse Tr. Br. Co.
Cranes
Allis-Chalmers Mfg. Ck>.
Niles-Bement-Pond C!o.
Cross Arms (See Brackets)
Crossing Foundations
International Steel Tile Co.
Crossing Signals (See Sig-
nals, Oossing;
Crossings, Frog and Switch
Wharton. Jr.. A Co.. Wm.
Crossings, Track (See Track,
Special Work)
Crushers Rock
Allis Chalmers Mfg. (k>.
Curtains and Curtain Fix-
tures
Brill Co.. The J. G.
Electric Service Sup. Co.
Morton Mfg. Co.
Pantasote Co.
St. Louis Car Co.
Dealers' Machinery
Archer & Baldwin
Electric Equipment Co.
Derailing Device* (See also
Track Work)
Wharton. Jr. A Co., Wm.
Destination Signs
Columbia M. W.AM. I. Co.
Electric Service Sup. Co.
Detective Service
Wish Service. P. Edward
Dogs, Lathe
WilUams A Co.. J. H,
Door Operating Device*
Con. Car Heating Co.
Nat'l Pneumatic Co. Inc.
Safety Car Devices Co.
Doors and Door Fixture*
BriU Co.. The J, Q.
General Electric Co.
Doors, Foldhig Vestibule
Nat'l Pneumatic Co.. Inc.
Draft Rigging (See <}aaplers)
DriUs, Track
American Steel A Wire Co.
Electric Service Sup, <3o.
Niles-Bement-Fond Co.
Ohio Brass Co.
Dryers, Sand
Electric Service Sup. Co.
EUectrteal Wires and Cable*
Amer. Electrical Works
American Steel A Wire Co.
Roebling's Sons Co.. J. A.
Engineers, (insulting. Con-
tracting and Operating
Allison A Co.. J. R.
Archbold-Brady Co.
Arnold Co . The
Beeler. John
Clark A Co.. Mgr., Corp..
E. W.
Day A Zimmermann
Engel A Hevenor, Inc.
Feustel. Robert M.
Ford, Bacon A Davis
(Jould. L. E.
Hemphill A Wells
Hoist, Englehardt W.
Jackson, Walter
Parsons. Klapp, Brinker-
hofl A Douglas
Richey. Albert S.
Sanderson A Porter
Smith A Co.. C. B.
Stone A Webster
White Engineering Corp.,
The J. G.
Engines. Gas, Oil or Steam
AIlis-€%almer8 Mfg. Co.
Westlnghouse E. A M. Co.
Fare Boxes
Cleveland Fare Box Co.
Economy Elec. Devlcee Co.
Johnson Fare Box Co,
National Ry. Appliance <k>.
Fence
Cambria Steel Co.
MidvaleSteel A Ordnance Ck).
Fences. Weven Wire and
Fence Posts
American Steel A Wire Co.
Fenders and Wheel Guards
Brill Co.. The J. G.
Cleveland Fare Box Co.
Con. Car Fender Co.
Electric Service Sup. Co.
Fibre and Fibre Tubing
Continental Fibre Co.
Nat'l Fibre A Insulation Co.
Westlnghouse E. A M. Co.
Field Colls (See Coils)
Filters, Water
Scaife A Sons Co., Wm. B.
Floodlights
Electric Service Sup. Co.
Floortog Composition
Amer. Mason Safety Tread
Co.
Floor Plates
Amer. Abrasive Metal* Co.
Forgings
Cambria Steel Co.
Camegie Steel Co.
Columbia M. W.AM. I. Co.
MidvaleSteel A Ordnance Co.
Standard Steel Works (3o.
Williams A Co.. J. H.
Frogs, Track
(See Track Work)
Funnel Castings
Wharton, Jr., A Co.. Wm
Fuses and Fuse Boxc«
Columbia M. W. A M. L Co
General Electric Co.
Westlnghouse E. A M. Co.
Williams A Co., J. H.
Fuses, ReflUable
Columbia M. W. A M. I. Co.
(Joneral Electric Co.
Gages, Oil and Water
Ohio Brass Ck>.
Gaskets
Power Specialty (3o.
Westlnghouse Tr. Br. Co.
(Jas-EIectric Can
(Jeneral Electric Co.
Gasolene Torches
Economy Elec. Device* Co.
Gas Producers
Westlnghouse B. A M. <^.
(Jates, Car
Brill Co.. The J. G.
Gear Blanks
Cambria Steel Co.
Camegie Steel Co.
MidvaleSteel A Ordnance Co.
Standard Steel Works Co.
Gear Case*
Columbia M. W. A M. I. Co.
Electric Service Sup. <3o.
Westlnghouse E. A M. Co.
Gears and Pinions
Bemis Car Truck Co.
Columbia M. W. A M. I. Co.
Electric Service Sup. <3o.
General Electric Co.
National Ry. Appliance Co
Nuttall Co, R. D,
Tool Steel Gear A Pinion
Co.
Generating Sets, Oa*-Eleetrie
General Electric Co,
Generators
Allis-Chalmers Mfg. Co.
(Jeneral Electric Co.
Weatinghouse B. A M. Co.
Gongs (See Bells and (Jongs)
Grease* (See Lubricant*)
Grinders and Grinding Bnp-
plie*
Metal A Thermit Corp.
Railway Track-work <3o.
Grinding Blocks and Wheels
Railway Track-work Co.
Guards, Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Harps, Trolley
Anderson Mfg. (^., A. A
J. M.
Electric Service Sup. Co.
More-Jones Br. A Metal Co.
Nuttall Co., R. D,
Star Brass Works
HeadllghU
Electric Service Sup. Co.
(Jeneral Electric Co.
Ohio Brass (To.
St. Louis Car Co.
Headlining
Pantasote Ck).
Heaters, Car (Electric)
Con. Car Beating Co.
Economy Blec. Device* Co.
(Jold Car Heating A Light-
ing Co.
National Ry. Appliance Co.
Smith Heater Co , Peter
Heaters, Car, Hot Air and
Water
<k)oper Heater Co.
Smith Heater Co., Peter
Heaters, Oar (Stove)
Electric Service Sup. Co.
Smith Heater Co.. Peter
Hoists and Lifts
Columbia M. W. A M. I. <3o-
Ford-ehain Block 0>.
Miles-Bement-Pond Co.
Hose, Bridge*
Ohio Bras* Co.
December 24, 1921
Electric Railway Journal
33
IHIIimilllHIIIIIIIIIIl ItlllllllllllllllllllNlllllllllimilllllllHIIIIIIIIIIMIIIIMIIIlllimilllllllllllllllllllllllllimiHIIIIIIIIIIIIHIIIIIIMg
3
The Buyer The Seller |
The Employer The Employee
The Agent The Dealer
I
You can reach them all |
through the |
Searchlight Section |
'itiiiiiiiimiiiitiiHtiiimimimiiuiMiuiiiiiiiiHiiiiiiMiimiiiiiiiiiiiiiitiiiiitiiMiiniiiiiitiiwiiiHiitiimiiiiimimiiimiiiiiiiuiiiiiiu^
I JOHNSONS^' I
Adjustable
The only cbangrer on the mariiet
which can be adjusted by the con-
ductor to throw out a Taryinv num-
ber of coins, necessary to meet
chants in rates of fares.
Flexible
Each barrel a separate unit, per-
mitting the conductor to inter-
changre the barrels, to suit his per-
Bonaf reauirements and to facilitate
the addition of extra barrels.
JOHNSON FARE BOX COMPANY
Ravenswood, Chicago, 111.
"Searchlight" ads are
quick acting. They |
usually bring prompt |
returns. There is no |
better way to reach I
the men of this in- j
dustry at small cost. |
For Every Business Want
I "Think SEARCHLIGHT First" |
I 0135 I
5uiiiiiiiiiiiiiimMmiiitiiiiiiiiiitiiiriiiiiiiiiiiiiiiiiiiiiiitiiitiiiiMiiiiiiiiiiiiniiiiiiiiiiiiiiiitiiiriiiiiiiiiiiiiiiii)iiiriiiiiiiiitiiiiiiiimitiiMii
iiiiiiiitiiiiiiiiiiiiiiiiiiMJiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiimiiiiiiiiuiiimiiiiiiiHiiiimmn
s aiiiiiiiiniiMrriiiiiiiiiiiiiiiiiimiiiMiiiMiiiiiiHiinMiiiiiiiiiiiMiiiiiiniiMiiMiiiMiiMiiMiiHiiiiiiriiiiiniiitiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiitiiM^
i i B. A. Hegeman, Jr., President =
= i Charles C. Castle. First Vice-President W. C. Lincoln. Mgr. Salei A =
i = Harold A. Hegeman. Vice-Pres. and Engineering i
I § Treas. Fred C. J. Dell. Secretary =
I I National Railway Appliance Co. I
I j so East 42ncl St., New York City |
i i Hegeman-Castle Corporation National Railway Appliance Co. i
I I 343 So. Dearborn St.. Chicago. 111. Munsey Bldg.. Washington. D. C.
E I National Railway Appliance Co.
i i Little BIdff., Boston. Mass.
1 I RAILWAY SUPPLIES
Tool Steel Gears and Pinions
Anderson Slack Adjusters
Genesco Paint Oils
Dunham Hopper Door Device
Feasible Drop Brake Staffs
Flaxlinnm Ingnlation
AuKlo-American Varnishes,
Paints. Enamels, Surfacers.
Shop Cleaner
Johnson Fare Boxes
Perry Side Bearings
Drew Line Material and Railway
Specialties
Hartman Centering Center Plates
Economy Power Savins Meters
H & W Electric Heaters
Garland Ventilators
Pitt Sanders
National Safety Car Equipment
Co.'s One-Man Safety Cars
Central Elqulpment Company's
Hand Holds
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uMinitMiniiiiiiniiiiiiiiMiiiiMiiiiiirMiiiiiiiiiiiiiMiiiiniiiiiriiiiiiiuiiiiiiiiniiHiiiniiiniiiiiiMiiiiiiiniiiiiiniiniiiiriiniiiiiiiiiiuiiiiiii!s aiiiimiuiiiitiiimiiiiimimiiiiimiiiiiiiiiiinimiiiiiiiiiiiuiiiiimiiiiimiiiiimiiiiniiiimiiiiiiiimiimniiiiiiiiiiiiimiiiiiiiiiiii^
PROVIDENCE H-B
FENDERS LIFE GUARDS |
The Consolidated Car Fender Co., Providence, R. I. |
Wendell & MacDuffie Co., 61 Broadway, New York I
Genera] Sales Aarents =
s
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gMlliiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiimiitliiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiirniiiiiitiiiiMiiiiiiiMiriiiiiiriiniiiiiniiiiiiiiiiiiiriiiiiHii;;
Indicating Signals I
Mechanical Sanders |
Ventilators, Smokestacks |
Pneumatic Sanders |
Selector Switches, Lanterns, etc. I
THE NICHOLS-LINTERN CO. 1
_ 8404 Lorain Ave., Cleveland, Ohio |
Simiiiimiliiiiitiiiiiiiiiiiriniiiiriiittiiiiiiiiriiiniiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiirriiiiriiiriiiniiiniiiMiimuiiiiiiiiiiiniiiHiiiR
;""""i riiliiliiiiriiiiiiiirliiiiiiurriiniiii i ti jmiirrij riiiiriiiri riliiiiiiiiiiiriiiliiiiiriiiiiiiiiiillljlllllliliiiu
SAMSON SPOT WATERPROOFED TROLLEY CORD I
BATTERIES
For Testing
in Electrical
Repair Shop
■iiiiiiiiiiiiiiiiiimiimiiimimiiiiiimimiiiiiiiiiiiii
N-L
Trad, Mark Bx. V. s. Pu. un. =
Made ol extra quality stock tnnly braided and smoothlr finished =
Careftilly tnapeeled and guaranteed free Irom flaws =
Samples and Information (ladly sent. I
SAMSON CORDAGE WORKS, BOSTON. MASS. I
■""""' ' " »>"<»" "Ill" " ""Ill i""i""i"i> I'liiiMiiiiMiiiiiiuiiiiiiiiiniiiiiiil
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HORNE MANUFACTURING CO. | I
Mercer and Colgate Streets, Jersey City, N. J. | I
Hand Brakes — Air Purifiers for Compressors — | I
Lighting Fixtures — Electric Vibrating Bells — | I
Thermostats — Switches, Receptacles and Plugs | i
— Junction Boxes, Portables and Reflectors. | !
"""""" '" 'iiimiiii "Ill iiiiiiiiiimiiiiiiiii IIIIIII iiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiig
I The ExiDE Portable Batter)' is used, and a special
I battery of this type has been designed for high dis-
I charge rates.
I The Electric Storage Battery Co.
I Oldest and largest manufacturers in t/ie world
i of storage batteries for every purpose
I 1888 Philadelphia I92»
H Branches m 17 Cities
I EXIDE BATTERIES OF CANADA, LIMITED
= 133-167 Dufferin St.. Toronto
^iiiiiiiiiiiiiiMntiiiiMiiHiMniiiiiMiiiiiiiinMiiiintMiiiininiiiitiiiiiiiiiiiiiiiiniirtiiiriiniiiniiiiiiiiiiitiiiu'inMii'iuiiiiiiiiiiiiriinuiiin
fUliiiiiimiimiiniiiiiiiiiiiiiiiiiiiiiitMiiMiiiiiiiiiiiiiiMiniiniiiiiiiiiiirtiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiii'::
I KASS SAFETY TREADS f
I Lowest initial and upkeep costs. Cannot break or dis- |
I integrate. Positively anti-slipping. Used by more than I
I 100 steam and electric railway systems. |
I Manufactured and Sold by i
I Morton Manufacturing Company I
I CHICAGO, ILL. I
I Let us send to you our Bulletin ^o. 6 I
?illll1lllllllllllllll"lllllll"lll"llll"lll"lll"llllllll"lllllllllll"ll"lll"ll"ll"llllllltll"lllllllllllllll"llllllllll"ll"ll"IIIIIIIIIIIIIIIIIIIUB
9ii"ll"liniiiiiiiiMiHliiiiiiii"iiii"iiltlllliiiiiliiiiiiiiiiiiiiiHimiiiiiiiHllllllllllliliiiiiiininiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiriiiiiiiniiiil<_
Heating and Ventilating
I Let us demonstrate to you how we can heat and
I ventilate your cars at the lowest possible cost.
I The Cooper Heater Company
I CarlUle. Pa.
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94
Mydnail* MatMaty
A)Um»inu>n Mis. Ob
SUw-SaumPt-yond Cat
ELEeTKic Raiiwvy Journal
IMe^mktr 24, 1921
KtBvtric Sep»!<.ij *uj>. Ca>
W(»id Cu Caa». N.
iHnliirtlaiMn &4 X. Co.
CoiimHCjt
AnutUUi'v Wurka
^ r^t * *M. I. Cu
gg»W«i^»cUic Co.
Var
K. W AM. I Ok
»u». Cti.
<rnwiiiwit«jiiiiu B. * n. «»>
TtttUar •••
•• * M Co.
Slot. .,
CUU :$M»1 Co.
mg'» Son* Co.. J. A.
StcwtaMt 8»c«i
"^ ' » »iml t..
•3t«al * Otduauctt Co.
Ovwhw^
»»••
1^. AM. I. Ok.
Sutup. Co.
ii.'v Sup. Qlk.
■Irlc Co.
Co- __
Br. * MMal Ok.
Co.
a. * M. cow
*Co.. wm.
Cik.
{Irtc Co.
B. & M.
«aiM»4iiB«l Ott Cov
LakrtmMft. Oil m4 Q
«*taD»-9icn*t Oa Co.
M. W. * M I. Co.
mt-food Co.
MMkt*» V«>k
CataaiUa M. W. & M I. Co.
iteCBMM »*c*l OmUWW
Vkkrton. Jr.. A Co.. Wn.
W».
Ttwk Work
Vh«r(on. Jr.. A Co.
Motcn (Sw
■MBoau Vac. !>•*)«•• Co.
*«&.
J. L.
Motor)
'tt5^>
•n»» J o.
Co.
K»tloiut Tub* CoT
rutoo ami TtM Tr«iXi>a
I>un4..ttn Luitib«*r Co.
t^.ML- Jk Hiil Cu
fuwvr Savluic U«vlc«»
Buuuunu' Bl«c. D«Ti««* CO.
tialiwuttl Ky. AppUsDuo Co.
FrtwMi K*(«kktur*
Qnuwot Stovtrie Co.
QUoacoMCo
ICm— INlHiil S. 4k M. Co.
Alp-ChaiBur* Mt(. Co.
Mktttto A KowtuM Co.
Bonnoy-Vehaliicv Tool Co.
littKroat'I IKe«. Co.. TiM
Wood Co.. Cl>a«. ».
Stmt Co.
otMt Co.
Steel A OidBance Co.
8»t«tr »«H«Am
^ ttw S. A M. Co.
w<UiD«rA _„
Traek-wort COi
Aater. Kat. A E(e«d Mt(. Co.
BrtU Co.. 1^ i Q.
Bloctric Sorneo Sup. Co.
St. Loui* Car Co.
Itrr»*a«>»» aad riiica
Horn* UtM Co.
■Utrtin and Fttttas*
Brill Co.. Th* J. G.
Bltx-trK- -^oi-vioo Sup. Oo.
InWrt'ji. ■ Ke». Co.. Tho
Ko<>>i» Atitomalio K««. Co.
K»iafvr««iu<rDt. C^amte
Aga«n<.-<ui stt?>?l A Wijco Co-
CaR>««i« St«el Co.
Kopiklr Shtfo ADBUaiMM (Sw
»lHU Cull VamSmt aad
WtedluK HaclkteM
Columbia M. wTliM. I. Cu.
Bloctric S«mv.« Si^ Co.
WhMla aad C«l*wa
gioaklir Co.. ▲. A
W. AM. I. Co.
loaaa Br. Ik M»tal Co.
WMIall Co.. R. D.
SM»>»a(ni)lr». Car
Ktchola-l^tero Co.
SaawTtowa, Swiwpwra and
a»«if Bo!
WaalinjOuij^i- S. A M Co
Clulbs (ti«« In-
^ — ~ — , Clot^ PiM^or ami
Wactiiv 3ar%o '!^' Co.
T|railaali. CaM*
wuxtaid Coderfrouod CatHa
Co.
K^Trmint Laboratartw
C<n. Car Boatlas Co.
«MU^ H«aUiic A Ucbt-
•iSl'*^ ITtUity Co.
" Co..
TMbM CkMftaca aad HMUiir-
ttactrio SwTlc* Sup. Co.
MaMatta
«MArta StMl Co.
«MI>StMt A OniBABfOa Co.
WiraSUnal Steel Tie Co.
Mm^^WmA CNaa (See rolae,
Taacve Switvbee
WbajrVm. Jr.. A Co.. Wm.
Tool aaMare
WUUaaa A Co.. 3. a
goAKa »M Co.
uSHSTsl^oSdMMoCO.
Taalit, Itaak aad "VnHaai
Co
ttoU*y ajid Trollaf •'Tittimi
rurd Cbaui Biovk Cu.
T»oii*f.* « TU^vi »jij HHruA
rtood City Mt( Co.
TnMar Wl>«
4.BMr. atMlrtMt Vo^
AjoaoaAd" ""^"~ ~^^ ■
Copper .._
RoebliDs'e
Tr««ki^ car
Beau* Car Truck Co.
BrtU Co.. Tha 1. Q.
St. Louia Car Co.
IlaliwalxtSka Co.
eSuatl
..Kat A Keed Ml*. Co.
_ Co.. The J e.
^jlu»»Wa M. w. AM. l.Cu.
Qml Car Fender Co.
Hottiiti II Cooaevtora
■taakel Coooector Co.
Steel A Wire Co.
lUuchouae B. A M. Co.
Sfllelan SlaevM (See Cl»a[«a
tmt Coaaector*)
BlMliH. Car mad Truck
Aiaer. Stwi (ruuiiOru^a
i^
Stwl * Wire Co.
'-uok Co.
■ J a.
Works Co.
Sariiililoca.
jiill Co,
1'1-uvk ao<
The J Q.
Louia Car Co.
CaettMl
xtoo. Jar..
Wtuu-too.
A CO., Wat.
Steeto and Steal rtadaet*
Cambria Stwl Co.
Mtdvale Steel A Ord. Co.
Mol-lon MfK. Co
Step*. Car
Am«r. Ahraalra M?tals Co.
Amer. Mawo 9a( rr«ad Co.
Mi.»ru»it M(<, Cu
A Wire Co.
ibia M W. AM I. Co.
iC Service Sup. Co.
J^t A Co.
ajr Track- work Co.
Toveta aAA Traaerolietpa
JTr-*^
Co.
Wm.
'«tfi?r?co
•g#^aM«U Work
Klrl'anMSkftOtoealac Co.
Jt»«i») bOATTorke
MUaitoik An. a Co.. Wm..
AUl»Sl^nre Mtc. Co.
OeMtailtocirio Co.
WiHltaMkMae B. A M. Co.
Tnra^b. Satrtjr. Stair Car Step
.^mcr Abrasive Metale Cu.
.\ui<^r Maaoa Siaf . Tread Co.
StiTtou MJg. Cu.
VtoUev aMM
"UMleraaAll
J. M
Itoctrtc Seritee Sup. Co.
Qeneral Blaclrlo Co.
liuttaU Co., a. D
Okio Braes Co.
Tratlry Biwea. KetrteTtna
\n.l,.r,t,«,. ^if•- ,*,, A. AJ. M.
». Co.
'u.
AMtoraoA Utt Co.. A. A
:tia J Q.
Klectrto Oo.
Weatlugkoiua B. A M.
Ca.
wS^MhoM*
a!iuS&£SS UU Co.
I'ui iiMlii
Blae. |w«tca SUMritoe Co.
OUo Brass Co.
Schutte A Koertiaa Co.
VpAolalery Matedal
Aaw. Kattaa A Beed Mti
Vaitvea
ir««h«hoiMa Tr. Br, Co.
^SSSCS£?M$'.*Co.
SSDrST^Tbe J 9.
AppUaooe Co.
„_^ .^ , Co.
VtMia, np»
WUUams A Co,, J. B
W^ SofteoAn A rarUyiaa
ScaUa A Soaa Co.. W«. a.
Blectrlc 8». ImprorT^So
Ohio Braes Co.
Bail-wikv Track-work Co.
fiBl Wei(dB« A BoadlBC Co.
WeMluc rrooeesea aad Ap-
paraias
Blectric Kx. Impror. Co.
ueaeral Sleetrio Co.
"i*!*'^ VAaraut Corp.
"i-work Co
t^- -,: — _ J Bon<tUi« Co.
Waetiafhouae B. A M. Co.
Waldera. BaU Joint
Ohio Brass Co.
Railway Track-work Co.
Bal] Weldlac A Boodiiv Oo.
Wheel CuBnis (8e« readers
Whwl Uuanls)
Wheel rrvssn («i«> Machlus
Tools)
Wbe«ls. Car. t^ut Iroa
Beinis Car Truck Co.
Wheels. Car. Steel aad Steel
tiro
American Steal rouo^^iee
Beuiis Car Truck Co.
Caroecie Steal Co.
Standard Steel Works
^'^^a^StSS SS^
la Steel A Ordnaaoe Co.
Wheela. Trolley
Aodereon Mt(. Co.. A. A J. M.
ColumNi M w. A M. I. Co.
Bl».- .liip. Co.
B1*A- Sup. Co.
eetii . . -Co.
More.jouc« K A M Co.
Nvttall Co.. K D.
Star Irasa Works
Whiatlea. Atr
Qaoeral Bteciric Co.
Ohio Breaa Co.
Westintrhouse Tr. Br. Oo.
Wire Kope
»wel A Wire Co.
asajr?*^
C«|g»Ctad steel Co,
"a Sous Co.. John A.
Wtrea aad CMlea
Amer Klec'l Works
Amer. Steel A Wire Co.
Au<HH>nda Copper Mlninc Ca.
Cambria Steel Co.
Copper Clad Steel Oo.
Oeoeral Blectric Co.
Mldvale Steel A OrdaaBoe Co-
Roeblinc's Sobs Co., Ma A.
Std. Uadertround Cabta Co.
Weetlnchousa B. AM. Co.
WaodworklBc MaehUiee
Allis-Chalmsr* Mtf. Co.
Wrwiohea
Williams A Co.. J. B.
D9t«mb»r 24, 1921
E I, K r T R u K A n. w A Y Journal
35
THE IMPERIAL OMNIBUS
The first exclusive molorbus chassis of the
low center of gravity type ever produced and
obtainable by all transportation companies.
The low center of gravity prevents accidents
to life and property and reduces operating
costs.
If your transportation company is to have
modern and safe equipment stop using truck
chasses and use the Imperial Omnibus built on
an exclusive motorbus chassis.
Send for descriptive literature and full infor
mation.
TRACKLESS TRANSPORTATION CORPORATION
Originator* of the Low Center of Gravity Omnibu*
300 Madison Avenue, New York City
The Kalamazoo Trolley Wheels
have always been made of en-
tirelv new metal, which accounts
for their long life WITHOUT
INJURY TO THK WIRE. Do
not be misled by statements of
large mileaEe, because a wheel
that will run too loriR will dam-
■KV the wire. If nur catalogue
does not show the style vou
need, write ns — the l..-\RCTEST
EXCLUSIVE TROLLEY
WHEEL MAKERS IN THE
WORLD.
THE STAR BRASS WORKS
KALAMAZOO, MICH.. U. S. A.
JjtH«milWUI>*MtUHWtt.ilWIIUlMHIUIIIIIllilMlltMHIilMHIMIUhi:UllMI|IHIIMKIilHUIinihlllUIUIIHIIHIIIIIMIIMMinil)UllllMII^
BETTER THAN BABBITT
wears longer — ruiu cooler — cost* less
used by electrii- railways at home and abroad
AJAX BULL BEARING ALLOY
nwl< t i>m t e pu Mt \ i gin luetnU to * KientiHcully couMt fottnuU by tl>«
AJAX PRCXTESS wr>icK isstly incre«>e« onclui«n«t, and we« i 't qu»llti«».
THE AJAX METAL COMPANY
£>taMil/>n< IS80
M«in Office and Work.: Philadelphia. Pa.
Cleveland F
are Boxes
1
take vour
fares direct from
Car Rider to Counting |
Room.
1
Th
e Cleveland
Fare Box Co.
1
lawii
Cleveland
Pr*>ton
Ohio
CanadUa Clcvclaad Far* Box Co., L'.d.^
Ontario
llWIIIUnlUII HI uiiilillHIIIIIIIUUUimiUIIUIIUIIIIIIIIIIIIIUilXIIUIimilUIIIIIIWIIIUIUUIIIIIIHIUIIUIHIIHIIIIUUIUWJ
nuMinnuUi Car Heating and Ventilation
PS
am
rHFmuinuN
U one >'f Ihf wiTiter luoblfms that .vou muai
■ettle wiihi>iit ilfliiy. We ran show you now
to tak<' la™ "f both, vrith one equipment.
Now w the time to tf»'t your oar* iv;uiv tor
next winter. Write fur ilelMllj».
The Peter Smith Heater Company I
1725 Mt. Elliott Ave., Detroit. Mich. I
tullWMIIIIUHIIttllHUIItllumHIIUWIIUHUHHNMIillliilMMWIHIIIIIIIMMaaaMaMIII^^
■IBSO
Adjustment for alack is made on the appli-
cation of the brake, not on the releaae.
ScnJ fur fuU dttaili
HamiltoB & HaasaU. Inc.. IS Park Row, Naw York. N. Y.
liHWMWWIItllHtWIIIIimilUtli.iiilUimmHIIItlUUHUUIHIHMHIIIIIMHHIIII^^
^*Boyerized** Products Reduce Maintenance
V Mt\l Bu»2uniCM Mtii>K»ii«'M* !' 4S
il.,-.< .,. Li>,ii*Al NuW Uiul BoUh Broiise Axlr u ,.^
Bt^mi^ Ptii*^ ar« alHtotutfly !«nu>oih \x\\\\ tru** \vk dlameier. We
•.■arry 40 iliffemil Htzt'^ of c»se hantfitfr pIuh iw t(t<H*k. SonitHc^
turnishtO. Write for lull v»ala.
BemU Car Truck Co.. Sprrngfield* Mas«.
;;^>iii;u:iituiMttuiitiiti>t4i(miuu(n
36
Electric Railway Journal
December 24, 1921
ALPHABETICAL INDEX TO ADVERTISEMENTS
A
Pace
Aiax Metal Co 35
AllisChalmers Mfe. Co 26
AIUbod a Co.. J. B 20
American Abrasire Hetala Co. . . 36
Amer. Brake Sboe & Fdry. Co. . 21
American Car Co 39
American Klectrical Works.... 28
Amer. Mason Safety Tread Co.. 36
American Rattan & Reed Mfff.
Co 30
American Steel A Wire Co 27
American Steel Foundriea 36
Anaconda Copper Hlninr Co . . . 27
Anderson Utn. Co.. A. & J. M. . . 28
Archboia-Brady Co 27
Archer tt Baldwin. Inc 31
Arnold Co., The 20
B
Babcock & Wilcos Co 29
Barbour-Stockwell Co 28
Bates Expanded Steel Tnu* Co. 21
Beeler, John A 20
Bemis Car Truck Co 35
Bonney-VehBlace Tool Co 36
Brill Co., J. G 39
Buckeye Jack Mfr. Co 30
O
Cambria Steel Co 22
Cameron Electrical Mfg. Co . . 30
Carnegie Steel Co 28
Clark & Co. Mgr. Corp.. B. W. . 20
Cleveland Fare Box Co 35
Collier. Inc., Barron 37
Columbia M. W. A M. I. Co 38
Consolidated Car Fender Co 33
Consolidated Car Heating Co . . . 14
Continental Fibre Co.. The 38
Cooper Heater Co 33
Copper Clad Steel Co 27
Cutter Co 29
D
Pacs
Day A Zimmermann. Inc 20
Differential Steel Car Co.. The. . 36
R
Electric Eqtiipment Co 31
Electric Ry . Improvement Co . . 29
Electric Railway Equipment Co. 27
Electric Service Supplies Co ... . 11
Electric Storage Battery Co. . . . 33
Engel A Hevenor, Inc 21
r
Feuetel. Robt. M 20
Floofi City Utg. Co 27
Ford. Bacon A Davis 20
Ford Chain Block Co 30
"For Sale" Ads 31
G
Galena-Sirnal OU Co 17
General Electric Co 18
Gold Car Heatlnc A Ltr. Co. . . . 30
B
Hamilton & Hansell, Inc 35
"Help Wanted" Ads 31
Hemphill A Wells 20
Hoist. Enelehardt W 20
Home Mlg. Co 33
Hubbard A Co 28
International Berister Co., The. 30
International Steel Tie Co 9
Jackson, Walter
Pace
Jeandron, W. J 29
Johnson Fare Box Co 33
K
Kuhlman Car Co 39
I.
Le Carbone Co 29
M
Marsh A McLennan 6
McGraw-Hill Book Co.. Inc.
Back Cover
Metal A Thermit Corp 8
Midvale Steel A Ordnance Co. . . 22
More- Jones Bran A Metal Co. . . 16
Morton Mfg. Co 33
N
Nachod Signal Co., Inc 27
NaUonal Brake Co 19
National Fibre A Ins. Co 30
National Pneumatic Co.. Inc. ... 13
National Railway Appliance Co. 33
National Tube Co 27
New York Switch A Crossing Co. 29
Nichols-Lintem Co 33
Nile»-Bement-Pond Co 30
Nuttall Co., B. D 15
O
Ohio Brass Co 7
P
Page & Hill Co 23
Pantasote Co 10
Parsons. Elapp, Brinckerhofl A
Douglas 20
Positions Wanted and Vacant.. 31
Power S^dalty Co 29
B
Pan
Railway Track-work Co 12
BaUway UtUity Co 36
Rail Welding A Bonding Co 28
Ramapo Iron Works 28
Eichey. Albert S 20
Roebllng's Sons Co.. John A . . . 27
Booke Automatic Register Co. . 36
St. Louis Car Co 25
Safety Car Devices Co 6
Samson Cordapre Works 33
Sanderson A Porter 20
Seaife A Sons Co., Wm. B 30
Searchlig-hl Section 31
Smith A Co., C. E 20
Smith Heater Co., Peter 33
Standard Steel Works Co 24
Standard Underground Cable Co. 27
Star Brass Works 35
Stone A Webster 20
Stucki Co., A 36
T
Terry Steam Turbine Co 29
Tool Steel Gear A Pinion Co.. . . 25
Trackless Transportation Co... 35
Transit Equipment Co 31
D
n. S. Electric Signal Co 27
W
"Want" Ads 31
Wason Mfg. Co 39
Westinghouse Elec. A Mfg. Co. . 2
Westinghouse Traction Brake Co. 4
Wharton. Jr., A Co.. Wm 28
White Engineering Corp.,
The J. G 20
Williams A Co.. J. H 30
Wish Service. The P. Edw 21
Wood Co.. Chas. N 28
iiiiiiimimiuuiiiuiiiiiiiiiimimiuiumuimuiiuimimuuiumiiuiimuuuinuumnmiuuiiiuuuuuiumiuiiiuiiiuiiuiuimiiii^ juniiiini im 1 iiiiiiiiiiiiiiniii 1 iiiiiiiiiiiuiiii niiiiiin iiiiiiiiiriiiiiiiiiiinijiiiiii u iini^
MASON
Any width, with or without nosing
SAFETY TREAD
I tor car and station steps
I Standard for £5 years
§ Stanwood Steps and Karbolith Flooring
= American Maaon Safety Tread Co., Lowell, Mass.
I Branch offices in N'ew York and Philadelphlt.
= Joseph T. Ryerson & Son. Chicago, Western Distributers
^iiiiiiiiiiiiiiiiniiiiiiniiiiiiniiitMniiiniiiiiiuiiiiiiiitMiiiiirriiiiiiiiiiniiiiiiiiiiiiiiiiiniiiiiiiiniiiiiiiiiiiiiiiiiiiniiniiiniiitiiuiiiiitiiiS
uiiiMitiiiniiMiiiMiiiiniMiiMiiiiiiiiniiiiMiniiniiiiniiiiHiiiiiiiiiiiiiniiniiiiiiiiiiiiiirtiiiiiiiiiiiiiiiiiiiiuiiniiiiiiiitiiiniiiiiiHiiitiiim
I THE DIFFERENTIAL
I STEEL CAR CO.
i H. Fort Flower*, Pret. and Gen. Mgr.
I FINDLAY, OHIO
iiiimiiiiuiiiiiiiiuiiniMiiiiHiiiinniiniiiiniiiuiiniiniinMitiiiiiiiiiiiniiiiMiniiiiiiiiifiiiiiiiiiiiiiiriiiriiiiiiiiiniiiiiiiiiniiiiiiiiiiitiiiH ITiiiiiitiiiiiiiiiimiiiiiiiniimiiiiiimiiiiiimiHiiiniiniiiiiiiiiiiifiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiitiiiriiniiiiiiir iiiiiiihidiiiir
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STUCKI i
SIDE I
BEARINGS I
A. STUCKI CO. I
Olivar Bldg. =
Pittsburgh, Pa. S
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pAIUWAmfTIUIT\{f^OMPAN\( |
Sole Manufacturers I
"HONEYCOMB" AND "ROUND JET" VENTILATOES I
for Monitor and Arch Roof Cars, and all classes of buildiDira; =
aUo ELECTRIC THERMOMETER CONTROL I
of Car Temperatures. =
141-151 WEST 2«D ST. WHle for 1328 Broadway i
ChleaffO, m. Catalogue New York. N. T. |
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'iiiiuiniiiiiiintiiiiiHtiiiiiiHiiiiiiiitiiiiiiiiiiiiMiiinHiHMiiiiiiHiiiiiiiiiiiiiMiiiiiiiiitiiiniiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiinig
I FERALUN'^JlfJi"
Car Steps
Floor Plat**
Station Stair*
Door SaddUs, etc.
AMERICAN ABRASIVE METALS CO.
50 Church St., New York City
tfs Iron sm4 smsn
_ wut toffttkw 1
TiiimiiiiimiiiiniMiinuiiiniiniiiiutnuiiiinmiiiiiiniiiiMiiitiiiiitiiiniiiMtiiiiiiiiiniiiiiiMiiiiiiiiiiiiiiiiiuiuriiiiuiuiiiniiniiiiiiiniir
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Company c^j Direct |
Automatic |
Registration |
By the |
Passengers |
Rooke Automatic =
Register Co. I
Providence, R. 1, |
7ttiiiiiiiiiiiiMiniinMiiiiiiiiiiitiiiiHiiiMiiiiiiiiiiiiiHiiiiiiiHiiiiiiiuiiMiiriiiMiiiniiiiuiHiriiiiiinuiiiiiiMiiiiiirniMiiiMiuiiiiiiiiiiiiih.=
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A Style for |
Every Service f
Send (or Catalr |
BONNEY-VEHSLAGE I
TOOL CO. I
Newark. N. J. |
iiuiiiiiijiiiiii miiiii nil iiiiiiiiiuiiiiiiuiiiiiuuiiiiiii I iiimiiuiiiiiiiiiiiiiii iiiitiiiii i iiiiiiiiii!:
December 24, 1921
Electric Railway Journal
37
iiiliimiHijiiiiiiiirrr
"'1"U"J""""""""""
t I ^HE few crude car
cards of many years
ago gave little prom-
ise that such advertising
would eventually develop,
under the guidance of Collier
Service, into a medium of
publicity of such benefit to
the Railway Companies.
38
Electric Railway Journal
Shop Service
iiiiiiiiiiiiiiiiiimiiitiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiviiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiin
i
December 24, 1921
Our Shop
can furnish these items at lowest cost
AIR BRAKE HANDLES
CAR TRIMMINGS:
Conductor Signal Bells
Door Sheaves and Track
Motorman's Seata
Pat«nt Door Locks
Platlorm Foot Gongs
Register Rod Fitting
Stationary Register Pulleys
SwlnRlng Register Pulleys
CASTINGS
Aluminum
Brass
Bronze
Cast Steet
Grey Iron
Malleable IroD
White Metal
Zinc
CONNECIORS
CONTROLLER HANDLES:
Bronze operating
Bronze reversing
Malleable Iron, operating
Malleable Iron, reversing
CONTROLLER PARTS:
Contact Fingers, operating
Contact Fingers, reversing
Contact Segment Tips
Contact Segmenta
Contact Washers
Controller Finger Tlpe
Controller Cylinder Shafts
W. H. Controller Part*
G. E. Controller Parts
DESTINATION SIGNS. STEEL
DROP FORCINGS: Light, Medium,
Heavy
DUST PROOF f nd OIL LUBRICATED
CENTER PLATES
GRID RESISTANCE:
Grid Resistance: Repair Parts
LINE MATERIAL:
Feeder Ears
Splicing Ears
Trolley Ears
MACHII4ERY:
A rmature Bearing
Armature Machine
Armature Buggies
Armature Lead-I- lajttening Rolls
Armature Shaft Straightener
Armattire winding Stands
Axle Straightener
Babbitting Moulds
Banding and Heading Machines
Bearing Boring Machines
Car Hoists
Car Replacers
Coll Taping Machines
Coll Winding Machines
Pinion Pullers, any type
Pinion Pullers: Repair Parts
Pit Jack, Pneumatic
Signal or Target Switches
Tension Stands
MOTOR SUSPENSION BARS
MOTOR AND TRUCK SPRING CAP
CASTINGS
PLOW TERMINALS
POWER STATION: Special attention
given to CastlnsB used In Power Stations
RAILWAY MOTOR PARTS:
Armature Bearing Shells
Armature BearlniiiB: Bronze
Axle Bearing Shells: Malleable Iron
Axle Bearing Shells: Seml-Steel
Axle Bearings: Bronze
Armature Coils
Armature Shafts
Bolte, Special
Brushholder Parts
Brusbholders, Complete
Commutators. All Types
Dowel Pins
Field Coll Terminals
Field Colls
Gear Cases: Malleable Iron
Gear Cases: Sheet Steti
Motor Covers
Pinion Xuts
Thrust Collars
RATCHET BRAKE HANDLES: Bronze
Ratchet Brake Handles; Malleable Iron
THIRD RAIL SHOE BEAM: Repair
Parts
THIRD RAIL SHOE BEAMS
TROLLEY CONTACT WASHERS
TROLLEY HARPS
TROLLEY POLES
TROLLEY WHEELS, COLUMBIA:
Trolley Wheels to Specifications
TRUCK PARTS:
Brake Pins
Brake Rigging for All Types of Brakes
Brakes, for Maximum Traction Trucks
Coupling Pins
Equalizers
Ciusset Plates
Journal Box Covers
Journal Box Shims
Journal Boxes
Journal Brass Wedges
Journal Brasses
Journal Check Plates
Turnbuckles
Write for prices on these or any special parts you need
The Columbia Machine Works and Malleable Iron Co.
Atlantic Ave. and Chestnut St., Brooklyn, N. Y.
A. A. Green, Sales M^r..
Brooklyn, N. Y.
E. Keller,
Brooklyn, N. Y.
F. C. Hedley,
Brooklyn, N. Y.
J. L. \M>i;taker,
141 Milk St., Boston, Mass.
£. Allison Thornwell,
1513 Candler BIdg.,
Atlanta, Ga.
W. McK. White,
343 South Dearborn Street,
Chicago, 111.
F. F. Bodler,
903 Monadnock BIdg.,
San Francisco, Cal.
iMmmiiiiiiiiuiiiniiiiiiiiiiMiniiiiiiiiMiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiniiMiiHiiiHiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiMiiiHiiHiiiiii^
December 24, 1921
Electric Railway Journal
SiiriiiiiiUMunini Hiiiiiiiiiiiiiiiiiiiiiiinii^iiiiiifuiiiiiniii niiiniiiiiimii ;i imi iiiiiiiiiiiiiiiimiBiiiiiiiiin i imiuiiii I iiniiiiii iiiiiiii ill iiiiiiii nil I miiiiii mil iiining
Brill Rail-less Car
The co-ordination of trans-
portation under responsible
management is the most effi-
cient system, and unquestion-
ably the electric railways are
the logical organizations to
furnish this unified service.
Where it is impossible for
electric railways to extend
their existing lines to serve
outlying districts, the Brill
"Rail-less" Car is the solu-
tion. Economically operated
and conforming to present
electric railway rolling stock,
it can be quickly placed in
service.
The Brill current collecter
on a single pole has demon-
strated its ability to permit
operation of the car as far as
16 ft. off center without dis-
engaging the two overhead
wires. Two 25-hp. motors are
used in the operation of the
Brill "Rail-less" Car.
Copy of Bulletin No. 2S4 will be mailed upon request.
The J. G. Brill Company
PM 1 1- A. D ELF* HI A., Pa..
1
i
American Car Co. G.C. Kuhlman Car Co.
ST. UOUIS K/10. CI-eVE:i_A.r~ID. OHIO.
Was ON Manfg Co.
SPR i NOF-I CI.O, MASS.
I CANADIAN BRILL COMPANY, LTD., PRESTON, ONT.
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^Ti
Electric R.ilway Journai.
A Pocket Encyclopaedia of Practical
Information on Electric Raiiwa A h
Examine it
FREE
for 10 days
A
ELECTRIC RAILWAY HANDBOO
RICHEY 4
El^tric Railway Handbook
By A».BERT S. RiCHEY, Electric Railway En ' fer
Professor of Electric Railway Engineering
Worcester Polytechnic Institute
832 pages, flexible, pocket size, over 600 illlustraliotis. $4.00 ne,, postpaid.
This compact handbook is a reference book of practical data, form e and tables for
the use of operators, engineers and students. It gives priceless data ^n prob' -ms wh .h
come up constantly in everyday electric railway practice. It is an invaluable nandb( ik
to the non-technical manager as well as to the engineer.
^1
ll
Helps do the job in double quick time
The formulae data and tables are presented in
compact easily accessible form. This informa-
tion, right at the hand of the electric railway
man, means a saving of valuable time anil eff '
and consequently brings about more efficient re-
sults.
A Partial List of the Table of Contents
I. ROADBED AND TRACK.
Engineeriiig Costs: Culverts. Tresses and Bridges:
Grading: Transportation of Earth: Handling Earth-
work; Power Shovels; Street Railway Roadbed: Elec-
tric Track Switches.
II. BUILDINGS.
Oar House Track Layout: Desifirn of Car House Buildinr:
Repair Shop Design: Fire Protection and Prevention.
III. TRAIN MOVEMENT.
Schedules. Headway, Stops: Grades. Actual. Ruling,
Virtual: Train Resistance; Accelleration.
IV. RAILWAY MOTORS.
A. 1. E. B. Standardization Ri^es on Railway Motors;
Lists of Commercial Motors; Ventilation; Commutator.
Brushes: Pied coil.*; and Maintenance. Gears and
Pinions: Bearings and Lubrication.
V. CONTROLLING APPARATUS.
Types of Control ers: Booster Control. Power Operated
Control; Multiple Unit Control Maintenance of Control
Apparatus.
VI. CURRENT COLLECTING DEVICES.
IToUey Wheels: Trolley Base: Trolley Maintenance:
Trolley Pressure: Third Rail Collector.
VII. TRUCKS.
Classification and Description of Trucks; Axles:
Wheels; Wheel Defects and Inspection; Standard
Wheel Dimensions.
VIII. BRAKING.
Shoe Pressure Rate and Time of Stop; BrakinST Dis-
tance; Handbrakes vs. Airbrakes: Clasp Brake; Hand-
brakes; Arrangement and Maintenance Straight Air
Brake; Automatic Air Brake; Air Compressors;
Straight Air Brake.
St8
IX. ROLLING STOCK.
Car Weicbt* and Operating Costs: Ty
Storace Battery Cars; Rapid Transit Cars
Dimenstoa of Cars: Car Heating. Ventii'
ZAgUUnt; Motor Bus Operation.
X. TRANSMISSION AND DISTRIBi ^N
Overhead Trolley Construction; Trolley \ » ?• i-
flcations; Tran»*missioii Line Constructiou; *ire
Tables; Electrolysis; Negative Return Systems.
XI. SIGNALS AND COMMUNICATIONS.
Hand Operated SiCnals. Manual Block Systen
matic Block S.val«Bi: Track Circuits: Signa'
nance; Crossinr Protection; Automatic Tra.. -
Richey's Electric Railway Handbook take* the place
of an elaboratt data cabinet. This book in vour
pocket to-day, means a better day's work f^morrow.
y^ee 6)tamkjat^
McGraw-Hill Uook Co. Int., 370 Seventh Avenne, Vm Xr
You may send me op 10 days' approval Elettric Bailv "
$4.00 net.
I agree to pn.v for the book Or return it poetr ' ' '
of i-eceipt.
Regular subscriber to the E'.ectrlc Railway Journal'
Member of A. I. E. B. or A E. R. A.?
1
.1
Send No Money
Just the Coupon
Signed
Addref
Cflcial ion . .
N ipany
. sent c
.. -ily.)
•'•**^:
It refill » irchasers in the U. S.
E13-2
.-%--
Mc
•;!■■
J'
I"
rccember 31, 1921
Twenty Cents Per Copy
Mi^iniv
MlHHi
I'uaranteed Not to Fail
Suuice of satisfaction it must be to a railway
iii3 ,'er to know that his "safeties" are Boyerized
\ hortw'^h brake pins and bushings!
Yes, and what's more,
t ra''ways in the U. S. are specifying Boyer-
ts because it enables them to cut down
. . ue and to lower the cost of upkeep.
^i.< '■.rial order will convince you.
Bemis Car Truck Con
Electni li< 'ilway ■ es
Sprint tif ' Maiss.
it<
Boyerized
Specialties
Brake Hangers
Lever Pins
Bushings
Wearing Plates
Brake Heads
Door
Fixture
Pins
Electric Railway Journal
December 31, 1921
f
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New Years Resolutions
OE" said the Vice President, "I want to get your comments on the resolu-
tions I have drawn up for the whole organization for the coming year.
Here they are:
1. Better service to the public.
2. Full and open publicity.
3. Closer cooperation with all civic bodies
in the communities we serve.
4. More scientific maintenance methods and
records.
5. More scientific analysis and planning of
car routes, greater use of train operation
and safety cars.
6. Thorough engineering analysis on the use
of trackless trolleys and auto buses as
auxiliaries to our regular service.
7. Thorough business analysis of our freight
haulage possibilities with Baldwin-
Westinghou.se electric locomotives.
8. Greater interest in the collection of data
requested by our Association for the
general good of the Industry.
9. Encourage our Master Mechanics and
Supervisory Staff to attend Association
conferences and exchange data with others.
10. Develop in our Staff greater and keener
knowledge in the art of operation and
maintenance, and depend on the manu-
facturers for material, supplies and re-
newal parts.
1 1 . Continue and' strengthen our policy of
buying all renewal parts from the manu-
facturer who developed and furnished
the apparatus.
12. Give preferential consideration in pur-
chases to the manufacturer who renders
us the best service.
"Boss" remarked Joe, "That's a masterpiece. It will stimulate everyone in
the organization."
Westinghouse Electric
Salet Offices in All Large American Cities
& Manufacturing Co.
East Pittsburgh, Pa.
Vol. 58, No. 27
New York, December 31, 1921
Pages 1137-1166
Electric Railway
Journal
Henry W. Blake and Harold V. Bozell, Editors
Henry H. Norris, Managing Editor
Contents
Use of Graphic Records Improves Line Maintenance
The methods employed in maintaining high-tension, trolley, telephone and
signal lines on the Illinois Traction system are successful and the results
obtained are highly satisfactory. Graphic records form an important part
of the scheme Page 1139
Selling the Employee on Salesmanship
Creating a pleasant environment, forming correct habits in car operation and
developing morale are the subjects of B. R. Bigelow's remaining three talks
to employees on making themselves better salesmen of transportation. Page 1143
The New Jersey Commuter in the New York Subway
The commuter traffic to New York City amounts to 359,000,000 passengers
annually, of whom more than 200,000 are from New Jersey, and is growing
rapidly, says Daniel L. Turner. Steps to develop a rapid transit plan are
recommended Page 1151
Editorials 1137
Positive-Stop Crossing Gates 1145
Attractive Elevated Stations 1146
Daylight Color Light Signals Installed in
Liverpool iiso
A Record of Sixty Years of Electrical
Progress for English Paper 1150
American Association News 1152
News of the Electric Railways 1153
Financial and Corporate 1159
BRINGING Leads from Motor to Car Body. . . 1148 traffic and Transportation ll6l
City op Indianapolis Builds Loading Plat-
forms 1147
Tear Check Form of Transfer 1147
Handy Truck for Oxyacetylene Equipment 1148 legal Notes 1163
Injury and Damage Costs 1148 personal Mention 1164
Letters to the Editors 1149 Manufactures and Markets 1165
McGRAW-HILL COMPANY, INC., Tenth Ave. at 36th St., NEW YORK
JAMES H. MoGRAW. President
ARTHUR J. BALDWIN. Vlce-Presldeut
J. MALCOLM MDIR. Vice-Dresident
EDWARD D. CONKLIN. Vice-President
JAMES H. McOEAW. JR., Secy, and Treasurer
Cable Address "Machinist, N. Y."
WASHINGTON, D. C. Colorado BuUdinj
CHICAGO. 1570 Old Colony Building
PHILADELPHIA, Real Estate Trust Bulldine
CLEVELAND. Leader-News Bulldine
ST. LOUIS. 7ia Star Buildinsr
SAN FRANCISCO, Rialto Building:
LONDON, E. C, 6 Bouverie St.
Publishers also of
Electrical World American Machinist
Engineering and Mining Journal
Electrical Merchandising
Journal of Electricity and Western Industry
Chemical and Metallurgical Englneerinc
Engineering News-Record
Ingenlerfa Intemacional
Power
^iHSci)
Member Audit Bureau of Circulations.
Member Associated Business Papers, Inc.
Coal Age
The annual subscription rate is $4 in the United
States, Canada. Mexico, Alaska. Hawaii, the Philip-
pines, Porto Rico, Canal Zone. Cuba, Honduras,
Nicaragua, Dominican Republic. Salvador, Peru,
Colombia, Bolivia and Slianghai, China. Extra
foreign postage in other countries J3 (total $7^
or 39 shillings). Subscriptions may be sent to the
New York Office or to the London office. Single
copies, postage prepaid, to any part of the world,
20 cents.
Change of Address — When change of address is
ordered the new and the old address must be given.
Notice must be received at least ten days before
the change takes place.
Copyright. 1921, by McGraw-HUl Company, Inc.
Published weekly. Entered as second-class matter
J'lne 23. 1908. at the Post Office at New York.
under the Act of March 3, 1879.
Circulation of this issue, 6,000
Advertising Index— Alphabetical, 36; Classified, 32, 34; Searchlight Section, 31
Electric Railway Journal
December 31, 1921
Meeting Modern Conditions
Westinghouse Bungalow Compressors were de-
veloped to meet the exigencies of street railway oper-
ation under present-day conditions.
Thus they are particularly, though not exclusively,
adapted for the modern low-built car which is now
generally preferred for heavy traffic lines where
quick loading and unloading is an essential consider-
ation.
DH-2S
Bungalow
Compressor
In construction they combine simplicity with rug-
gedness, and embody new mechanical features, in-
cluding a system of positive lubrication, which
reduce maintenance and operating costs in a manner
consistent with the prevailing urge for extreme
economy.
They provide a dependable air supply sufficient in
\olume to meet the demand for almost constant
brake manipulation in congested districts, as well
as the operation of auxiliary pneumatic
devices such as door engines, sanders,
whistles, etc.
There is a Bungalow Com-
pressor for every class of serv-
ice. For heavy cars, operated
singly or with trailers, the DH-
25 is recommended as a machine
which has given highly satisfac-
tory results in every instance.
Westinghouse Traction Brake Company
General Office* and Works: Wilmerding, Pa.
Boston, Mass.
Chica^. 111.
Columbus. Ohio
Denver. Colo.
Houston. Tex.
OFFICES:
Loa Angeles
Mexico City
9t. Paul. Minn.
St. Louis. Mo.
New York
Pittsburgh
Washington
Seattle
San Francisco
WestinghouseTraction Mm
December 31, 1921
Electric Railwat Journal
O-B Type C Splicing Ear— 21 inches long— (Patented)
Shown on 2-0 Round Wire — made for all sizes of round, grooved and Figure 8 Wire.
O-B Type C Splicer— 20 inches long— (Patented)
Shown on 4-0 Round Wire — made for all sizes of round, grooved and
Figure 8 Wire and to take two kinds of wire.
More life, more strength, more value in
O-B Improved Type C Splicers
O-B Patented Approach
Before
Peeninr
Wire Initalled
Expect more than ever from Improved Type C Splicers —
there's more value in them.
Metal has been added to the running surface — and added
with scientific certainty. Enough wearing section has been
provided to make the Improved C last as long as the wire.
The amount of metal to be used was determined by a com-
parison of the physical characteristics of splicer bronze and
hard drawn copper wire based on Brinnell hardness tests.
A ratio was established which gives the necessary wearing life
to the splicer as compared with the trolley wire itself.
Extra metal has not changed, at all, the straight away wire
entrance which has always distinguished the O-B Type C.
Trolley wire still enters without kink. Because the wire enters
straight, a shorter approach has been made possible. This adds
life and increases even more the speed of installation which
is one of the main virtures of the Type C.
There have also been added to the Improved Type C, peep
holes which show when the wire is clear in.
O-B Improved Type C Splicer has holding power greater
than the strength of the trolley wire. It has a low center of
gravity — stands upright in the span.
Worn wire can be kept in service by the Improved Type C
which requires no kink and which is easy on the trolley. It
has the patented O-B approach — a straight smooth underrun.
Wheel clearance is excellent.
Prompt shipment.
The
Ohio (Qi Brass co
Mansfield,
Ohio, U.S. A.
N«vv York Philadelphia Pittsburgh Charleston. W.Va. Chicago Los Angeles San Francisco Paris. France
Prgdurta^JTrolley^aterial. Rail Bonds. Electric Railway Car Equipment. High Tension Porcelain Insulators. Third Rail Insulators
Electric Railway Journal
December 31, 1921
gi^f#I^)f^lf^f^^1l^f^l^f^}^f^^f^1^^felf^f^!^[^^
Factors Which Govern the Proper
Selection of Rail Joints in Paved Streets
Forest HiUs, Maes., where Thermit Insert Welds inBtalled nine years aro
are still in excellent condition.
10 — Co-operation of Rail Welding Service Organization
We have spared no efforts to build up an organization, composed of experi-
enced track engineers, which can be called on at any time to render service and
advise in all matters regarding the
THERMIT INSERT RAIL WELD
The weld which absolutely eliminates the joint, prevents cupping at this point
and cuts out maintenance costs.
Our organization is also at your service for giving expert instruction in —
1. Constructing Thermit welded frogs and crossings.
2. Welding broken electric motor cases, car truck frames and the many other
invaluable uses for Thermit in the shop.
Our customers are urged to take full advantage of this opportunity for
free service and instruction, as we realize fully that their interests and our
interests are identical. In dealing with the Metal & Thermit Corporation
you are dealing with a concern whose interest in your welfare does not cease
when the order is obtained; our interest only really begins at that point and
you can count on our continued efforts and earnest co-operation to turn
that order into one of the most profitable investments you ever made.
Send for our latest Rail Welding Pamphlet 3932
Metal & Thermit Corporation
120 Broadway, New York
PITTSBURGH
CHICAGO
BOSTON
S. SAN FRANCISCO
TORONTO
December 31, 1921
Electric Railway Journal
Who Uses Steel Twin Ties and |Why
Save $16573.60 per mile.
"The completed track showed a saving of $3.12
per single track foot." — Mr. A. J. Stratton
in The Electric Railway Journal.
Labor Costs Less With Steel Ties.
"Use of Steel Ties cuts down the amount of
grading both in width and depth." — Mr. W.
R. Dunham, Jr., in Maintenance of Way for
Street Railways.
Track Laid in 1911 in Excellent Condition.
"There is difficulty now in finding these joints
and not a single joint has given trouble." —
Mr. A. S. Wolfe in The Electric Railway
Journal.
Partial List of Cities in which Steel Twin
Tie Track has been laid or is
being laid this spring.
New Haven, Conn.
Harrisburg, Pa.
Poughkeepsie, N. Y.
Boston, Mas').
Syracuse, N. Y.
El Paso, Texas
Milwaukee, Wis.
Baltimore, Md.
Cleveland, O.
Detroit, Mich.
Highwood, 111.
Toledo, Ohio
Youngstown, O.
Cincinnati, O.
Jackson, Mich.
Pueblo, Colo.
Denver, Colo.
Salt Lake City, Utah
Charlottesville, Va.
Birmingham, Ala.
Lexington, Ky.
Louisville, Ky.
THE INTERNATIONAL STEEL TIE COMPANY, CLEVELAND, OHIO
International Products :— STEEL TWIN TIES; STEEL CROSSING FOUNDATIONS; and STEEL
P.WING GUARD; are manufactured and sold for us in Canada by The Sarnia Bridge Co., Ltd., Sarnia, Ont.
8 ElectricRailwayJouenal December 31, 1921
^ Jnsurance plus
JKarsh ^JK-Ijennan Service
R epresentativ es
Representatives of Marsh and McLennan act as
your confidential insurance advisers. They are
men who have the confidence and the standing
among insurance companies to plead your case,
whenever they are satisfied that your rates are
not a true measurement of relative fire hazards.
The service which Marsh and McLennan can
render you is consistent with the service your
legal advisers render. Do you place your in-
surance with the same care?
iARSH & MCLENNAN
175 W.Jackson Blvd. Chicago, 111.
Minneapolis Denver San Francisco Winnipeg,
New York Duluth Seattle Montreal
Detroit Columbus Cleveland London
December 31, 1921
Electric Railway Journal
9
Air Sanders
Golden Glow Headlights
Illuminated Destination Signs
Steel Gear Cases
Lighting Fixtures
Motormen's Seats
Faraday Car Signals
Trolley Catchers
Shelby Trolley Poles
Samson Cordage
International Fare Registers
Fare Register Fittings
Air Valves
Cord Connectors
Rotary Gongs
Standard Trolley Harps
Standard Trolley Wheels
Automatic Door Signals
Trailer Connectors
10
Electric Railway Journal
December 31, 1921
Action! iS:
i
Get Busy Now!
Don't delay that track rehabilitation
any longer I
The public now expects better quality service
and the rubber-tired motorbus looks prettj'
good in some places. Start putting your
tracks in shape at once. Extra gangs can be
employed now at reasonable wages and addi-
tional highest-grade welding and grinding
equipment can be secured at attractive prices
and for quick delivery.
AJAX
Electric Arc Welder
A 155 lb. high capacitv- resistance welder, especially
designed and built for efficient maintenance of
railway track.
ATLAS Rail Grinder
An efficient rotary grinder, high speed, light and
suitable for working under hea\'\' traffic conditions.
RECIPROCATING
Track Grinder
Unsurpassed for removing all trace of corruga-
tions from straight and curved track.
RAILWAY TRACK-WORK CO.
3132-38 E. Thompson St.
Philadelphia, Pa.
AGENTS:
Chas. N. Wood Co., BostoD
Electrical Engineering & Htg. Co.. Pittsburgh
.\lla8 Railway Supply Co., Chicago
P. W. Wood. New Orleans
December 31, 1921 ELECTRIC RAILWAY JOURNAL II
7
Modernize! • Pneumatize!
Been to an Auto Show Lately?
How many hand-cranked cars did you see?
Not many, if any.
Seems foolish even to mention hand-cranking to-
day, eh?
You know, we know, the people know this is the
Automatic Age.
But how about the street cars in which you want
to keep carrying those people for their every-day
doings?
Are those cars still hand-stepped, hand-doored,
hand-signalled?
If so, they're not going to "pull" people of the
Automatic Age, are they?
Can we give those cars the pulling power they
need?
We can, and to whatever degree of automatizing
and pneumatizing your conditions may require.
Just tell us what kind of cars you have and the jobs
you use 'em for so we can get together on your
choice of:
National Pneumatic
Door and Step Control Door and Step Operating Mechanisms
Motorman's Signal Lights Safety Interlocking Door Control
Multiple Unit Door Control
Then, and then only, will you have YOUR 1922
car for a 1922 public!
Manufactured' in Canada by
Dominion Wheel & Foundriei, Ltd.
Toronto, Ont.
National Pneumatic Company, Inc.
50 Church St., New York Edison Bldg., Chicago
Works: Rahway, N. J.
12 Electric Railway Journal December 31, 1921
WHEN RAILWAY MEN
in general, study the question of wood durability for
other purposes, as carefully as Railway Sig^nal men
have studied it for Trunking and Capping, there
will be a lot more
«(
•ALL-HEART"
CYPRESS
-THE WOOD ETERNAT
used for Fencing, Ties, Crossarms', Car Material,
Station Construction and similar railroad require-
ments, to the very great economy of the companies
using it.
The long service which "All-Heart" Cypress gives,
SAVES LABOR COSTS
FOR RENEWALS AND
REPLACEMENTS
— big items in themselves.
"All-Heart" Cypress comes nearer being decay-
proof than any other wood.
This
Mark
ThADE Mark Reg. U.S.PAT-O'nci
on every timber, board and bundle of Cypress is
your insurance of true replacement economy.
The data in support of these facts will be promptly
furnished upon request.
Southern Cypress Manufacturers' Association
1265 Poydras Building 1265 Graham Building
New Orleans, La. **'' Jacksonville, Fla.
December 31, 1921
Electric Railway Journal
13
SHELBY
9»
SEAMLESS STEEL
TROLLEY POLES
Reinforced where reinforce-
ment is needed, without
adding superfluous
weight or sacrific-
ing resiliency. /^
THE standard "SHELBY" Poles
are made from 1 3 gauge material,
as years of practical experience have
shown that a lighter gauge may fail by
local injuries, and a heavier gauge
simply adds to the weight of the pole
without increasing its strength to a
corresponding extent. The theoretical
requirement for a pole of minimum
weight points out a method for in-
creasing the strength of the pole with-
out a proportionate increase in the
weight. This method consists of the
use of a reinforcement at the base end
and on the inside of the 13 gauge
member.
Recent improvements have been
made in the methods of manufacture,
particularly in the method of inserting
the reinforcement. As now made,
the reinforcement is integral with the
body of the pole, which adds mate-
rially to its efficiency.
Ash for Booklet—The "SHELBY" Seam-
leas Cold Drawn Steel Trolley Pole.
NATIONAL TUBE COMPANY, PITTSBURGH, PA.
General Sales Offices : Frick Building
-DISTRICT SALES OFFICES-
Atlanta Boston Chioasn Denver Detroit New Orleans New York Salt lake City Philadelphia PittsburEh 8t. Louis St. Paul
PACIFIC COAST REPRE.SENTATIVKS: U. 8. Steel Products Company San Francisco Los Anireles Portland Seattle
EXPfJBT REPRESENTATIVES: U. S. Steel Products Company New York City
14 Electric Railway Journal December 31, 1921
Positive Proof from
Progressive Properties
Proves the Superiority of TULC
We don't ask you to accept Tulc, on your
property, just because it has proven that it is
superior to all other lubricants on other progres-
sive properties.
The secret of our success has been due to the
individual, special and concentrated lubrication
service that is back of every sale and which is an
integral part of our sales policy.
We believe in the importance of personal service
intelligently rendered. We maintain a highly
efficient specialized organization who base their
calculations on tests made on your property.
It is on our past reputation, our broad experi-
ence and the large number of railways that are
using oui] product and our service that we ask
you to let us tell you how we can improve your
present methods of lubricating and decrease
your labor and maintenance expense.
The Universal Lubricating Co.
Offices: Schofield Bldg. Works: Sweeney Ave.
Cleveland, Ohio
— scientifically and
accurately compounded to
reduce lubricating costs
December 31, 1921
Electric Railway Journal
15
Ground Pinion Bores
assure a correct fit
on armature shaft
and prevent injury
to the shaft taper.
AH Westinghotise Electric and
Mfg. Co. District Offices are
Sales Representatives in the
United States for Nuttall Elec-
tric Railway and Mine Haulage
Products.
In Canada: Lyman Tube &
Supply Co., Ltd., Montreal and
Toronto.
16
Electric Railway Journal
December 31, 1921
Cross section of Giant Strain
Insulator, explaining its
great physical and dielectric
strength.
Put a Giant on the Job
COVERS^
THECONTlNENt^
Through
ASBESTOS
and its allied products
Electrical Materials
Brake Linings
Insulations
Roofings
Packings
Cement
_ fire.
Prevention
Products
/^UT in all kinds of weather, often subjected
^^ to blows from trolley poles or acting as
targets for small boys — if there's any job that
takes physical and electrical strength, it's the
work a strain insulator has to do.
That's why thousands of Giants are on the
job — for a Giant Strain Insulator 2% in. diameter
and 4/8 in. center to center of eyes has an average
breaking strain of 11,500 lbs.
Ask the nearest Johns-Manville branch for the
booklet that gives complete details about Giant
Strain Insulators.
JOHNS-MANVILLE
Incorporated
Madison Ave., at 4l8t., New York City
Branchc* in 60 Large CitieM
For Canada:
CANADIAN JOHNS-MANVILLE CO , Ltd.,
Toronto
ohns-Manville
Electrical materials
December 31, 1921
Electric Railway Journal
Testimonials That Count
Cost Records!
"Why keep records of mileage, lubricants used, and the like?" exclaims the salesman
of the "good as Galena" oils. "It is expensive and unnecessary. Buy our oils on a
straight gallonage basis, and save this useless trouble and expense."
Reasoning that comes straight from the heart! The cost record is truly a stumbling
block to the use of inferior materials — their real cost is then bound to show. Where
no cost records are kept, cheap oils can "get by", and claim a saving on every gallon
used. But this little joker has a disagreeable habit of showing conditions as they really
are. Modern business efficiency will permit of no lopsided bookkeeping- it is just as
essential to know the details of expenses as receipts.
It is the authentic figures of cost records on hundreds of electric railways that testify
to the economy of GALENA OILS. They show that the gallon of Galena gives about
double the mileage of other oils; that repairs and replacements of bearing parts are kept
at a minimum, through their protective ability ; that the time losses and annoyances due
to hot boxes practically disappear.
The evidence of the cost record is the testimony that counts. Its figures show not
only the cost of oils, but the cost of lubrication. And surely it is lubrication service —
not oil — that the railway uses.
Galena Quality Is Our Bond and your Security!
fioiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii^
iiiiiiiiiiiiiiiiiiiiiiiyiiiiiiiiiiiiiiiiiiiiiiiii
[|l|lj|[|i|li||j|[li|jl|jjH|||j[j[ijj|!!l||j]j[ii|[l|![i|!l|j|[|||!|}||!jll!l^^
iGalena-Si^nal Oil GbmpanyJ
New York " Franklin. Pa. Chicago
^ and oflRces in principal cities
111! miiii
"i'lK '•':-'' liiiNi!iiimijii|i
as
Electric Rail \\' ay Journal
December 31, 1921.
Today interurban electric lines, properly equipped, can
successfully compete with steam railroads
Dixie Flyer
THE Interstate Public Service
Company has recently equip-
ped its lines with the most mod-
fern high speed cars, designed to
provide maximum passenger
•comfort and to make the run
•between Indianapolis and Louis-
ville with a material saving in
itime over the fast steam trains.
'General Electric substations,
iG-E-254 motors and PC- 12
control are contributing to the
: success and reliability of this
•service.
G-E 254 Motor
Master
Controller
Motor Controller with cover off
Generall^Electric
General Office
.Schenectady. NY
Compa
Sales Offices in
all large cities
25-107
Electric Railway Journal
Consolidation of Street Railway Journal and Electric Railway Review
HENBY W.BIjAKI! ind HABOLD T.BOZKUj.Bdltan H£NBY H.NOBBIS.Haniglng Editor
BABBY L.BBOWN.We<tern Editor N. A. BOWEBS.Ptelflc Cout Editor B.S.KNOWI/rON,Now Enilind Editor C.W.8QUIEB.Aiioolata Editor CABIi W.STOCES.Auodate Editor
O.J.MACMUBBAY.Newi Editor DONALD F.HINE.Edltorial Benreientatlro B.E. PLIMPTON.Edltorlal BepresentatlTo PAUIj WOOTON.Waihlnxton BacrMenUtln
Volume 58
New York, Saturday, December 31, 1921
Number 27
Rigid Regimen
Prescribed for Seattle
PETER WITT has delivered himself of a broadside in
Seattle and presumably has hurried back to Cleve-
land. The principal thought that he left behind him in
Seattle was that co-operation must supplant dissension
in the conduct of the Seattle Municipal Railway. Mr.
Witt did not worry much about the past in Seattle. He
was concerned for the future. And well he might be.
With all due respect to Mayor Caldwell, the tendency
with him has been to charge the past with most of the
misfortunes which loom up in the future.
Mr. Witt has built or recommended for the future
from the sound basis that "the entire traction transac-
tion is and morally must by all honorable men be con-
sidered a closed incident." His doctrine also is sound
that if the enterprise is to be made a success, the
principle of "pay as you go" will have to be established
and that the time for its establishment is now. Mr.
Witt has not been lenient with labor, either. The sug-
gestion which he made in this respect would not, if
carried out, promote the political fortunes of those who
applied them, but it surely would be wiser to reduce the
number of employees and make an annual saving of
$800,000 than to reduce wages and save only $100,000.
With the people of Seattle paying an 8 J-cent fare ; with
a decrease of 3,054,669 in pay passengers in September,
1921, over September, 1919; with the necessity con-
fronting the city of spending $2,000,000 for trolley
improvements; with political dissension quite general,
the real need in Seattle is evident. It should be for
those in authority to give heed to the advice of the
diagnostician by following the rigid regimen prescribed
if they would escape the use of the knife by the surgeon
in a major operation in the not distant future.
Pittsburgh's Traction
Problem Settlement Bright
RESIDENTS of Pittsburgh have a real reason to be
. happy at the prospect for the new year. They may
confidently look forward toward improved transit and
the settlement of the thirteen-year controversy between
the city and the Pittsburgh Railways. The agreement
for the settlement has been duly signed, but two im-
portant steps remain to be taken before the plan can
become operative. The state Public Utilities Commission
must approve the agreement and the company must raise
$5,000,000 of. additional capital for use as stipulated in
the new grant. There is every reason to believe that
it will be possible quickly to- meet both of these re-
quirements.
The conduct of the negotiations certainly reflects great
credit on all who participated in them. The spirit of
live and let live was constantly in evidence. This was
particularly true of the entrance, at almost the last
minute, of Mayor-elect Magee into the negotiations. He
received a prompt audience, with the result that the
ordinance as slightly amended after passage on first
reading is understood to have his full approval. This is
particularly beneficial, for it will be during his admin-
istration of the affairs of the city that the new measure
will go into effect.
Mayor Babcock regards the action of the Council of
that city in approving the new traction ordinance as the
biggest thing accomplished by his administration. In
this he most certainly is correct. It is a real achieve-
ment. With the prospect almost certain that the new
grant will soon go into effect, it is sincerely to be hoped
that the administration of the measure by the city may
be carried out in the same broad way that has marked
the progress of the settlement negotiations.
Transfers Should Not Confer
Stop-Over Privileges
THE design of a transfer ticket, or whatever it is
termed locally, presents to practically all railways
an ever-present problem, due to attempts to prevent its
fraudulent use as fare collection methods are changed
or new types of equipment are introduced.
Since the day of its inception each railway has prob-
ably tried a large portion of the fifty-seven varieties of
transfer design and still there seems to be no universal
type. There are all sorts and sizes of transfers — small,
medium and large— with a multiplicity of schemes for
showing the time limit and the conditions under which
they can be used. And, strange as it may seen, each
operator believes his own design better than that of any
other. Perhaps the best advice that can be given to any
company planning to inaugurate a system of transfer is
that which Mr. Punch gave to persons contemplating
marriage, namely. Don't!
Some companies apparently feel this way, for a study
of the situation brings to light that New Bedford and
Holyoke have abolished transfers as a part of their fare
schemes at present in effect. The Boston Elevated has
also adopted a similar rule in connection with the in-
auguration of the 5-cent fare lines. The abolition of
transfers is therefore one way by which a lower initial
fare may be granted. Not every company, however, is
able for one reason or another to rid itself of transfers.
In such circumstances the only course is to make them as
fraud proof as possible and at the same time eliminate
all possible delays in connection with their issuance by
the conductor.
A distinguished salesman in an allied electrical field,
but not with practical transportation experience, advised
recently on the score of better public relations and sales-
manship that the time limit on transfer tickets should
be abolished. In other words, he saw no reason why
transfers should not permit stop-over privileges for
the whole day if a passenger was so disposed. However
admirable may have been the intentions of this gentle-
man, it is inconceivable that such a plan could be put
into effect in connection with any flat fare system with-
out great losses to the company. Railway operators
would view with askance any plan by which the morning
rush-hour passengers could get transfers and then .swap
1138
Electric Railway Journal
Vol 58, No. 27
them at their place of business for others from another
quarter of the city, thereby getting a round trip for
one fare each.
Where transfers must be issued there is every
reason that they should not carry any privilege that is
not allowed the passenger who crosses a junction point
without a change of car. Any other plan than having
tranfers good on the first car leaving that junction
would be discriminatory. But there is no good reason
why the transfer system should be so complicated that
it cannot be worked with a fair degree of speed to the
benefit of both the operator and the traveling public.
The scheme used in Davenport and described in an
article elsewhere in this issue appears to accomplish
this result.
Improvements, Like One-Man Car,
Boost Wages
IN A recent study on "price changes and business
prospects" Leonard E. Ayres, vice-president of the
Cleveland Trust Company, points out that while the
Napoleonic Wars and the American Civil War were
accompanied in this country by a series of very high
prices, these prices were followed, after a comparatively
short time, by a period of gradually falling prices, and
that there is much evidence to indicate that the general
trend of prices now, for the same reason, will be irregu-
larly downward for a period of years to come. Wages,
however, do not seem to have followed exactly the same
fluctuations. Statistics in this country are available
only since 1820, so that the records during and imme-
diately following the Napoleonic Wars or our own war
of 1812 are not available. However, during the Civil
War wages rose 50 per cent and then kept on rising
until 1869, when there came ten years of decline to
about the 1865 level. Here they kept for twenty years,
or until about 1900, when they rose for fifteen years
gradually, but increased rapidly during the World War.
An important reason often given for the fall of prices
following the Napoleonic Wars is the general introduc-
tion of machinery in factories during the early part of
this century, and Mr. Ayres points out that the Civil
War in turn brought the beginning of quantity pro-
duction and was followed by the general employment in
factories of automatic and semi-automatic machinery,
electricity and high-speed steel. To these economic ad-
vantages in production he attributes largely the fact
that wages did not decline with prices because the pro-
ductivity of the worker was greater. As to whether we
are to see wages shrink materially during the next few
years, he believes, is largely a question of what happens
to the efficiency and productivity of industry. If output
per worker does not come up, then wages cannot per-
manently retain the gains they have made.
Readers of history will remember the fight made by
the laborers against the introduction in textile and other
factories of machinery. The same arguments were used
against its use as are employed today against the one-
man car; that is to say, it reduces the number of oper-
ators required to do certain work and consequently is
a bad thing for the workmen, hence the use of these
machines must be stopped. Nevertheless, if we read
history aright, the one-man car and similar labor-saving
devices are the great hope for the payment of high
wages in the future. The position of the workingman
will be bettered, not lessened, by these improvements.
New York Is Thinking
Seriously of Staggered Hours
IT IS satisfactory to know that an effort is being made
in New York to secure some system of staggering
working hours and thus increase the capacity of the
transit systems. Admittedly the task of obtaining suf-
ficient support of the principle to produce any appre-
ciable effect will be a difficult one. This is not because
the difficulty of changing by an hour or so the habits
of a community as to the hours of commencing and dis-
continuing work is a serious one. This is done each
year when the daylight saving time goes into force and
again when it stops. The difficulty lies in changing the
habits of part of the community — often of part of a
family- — but not of all. This introduces complications
in regard to hours of meals and social activities if the
span of time between industries is of any great length,
yet it must be if any material gain in transit facilities
is to be obtained. Thus Mr. Turner, consulting engi-
neer for the New York Transit Commission, estimates
that if it was possible by staggered hours to spread the
present rush period in New York so that the subways
would be utilized for two hours as they are at present
during the existing fifteen-minute rush period, it would
increase the capacity of these lines of travel 60 per cent.
Gain to the company from the double use of rolling
stock during rush hours, however, does not come unless
the spread is sufficient so that some of the cars can
make a round trip within the specified time.
Up to now the principle of staggered hours has been
applied in two ways. One is the plan described above
as being considered for New York and best exemplified
in the past perhaps by its use during the latter part of
the war in the city of Washington, and also during the
influenza epidemic in New York City in October, 1918.
In both there was a partial spread over two hours, and
a less crowded condition of the cars was secured. Both,
however, were brought about by a great exigency, and
the introduction of the plan in Washington was un-
doubtedly greatly facilitated by the fact that the work-
ing hours of a very large proportion of the population
could be determined by one employer — the government.
After the armistice, when the number of office workers
in the various government departments decreased, the
city reverted to its former working hours. The same
result followed in New York soon after the influenza
epidemic had begun to subside.
While there is not now in New York a crisis of war
or disease, there is a very serious lack of transit facili-
ties, and in no other way can the capacity of the sub-
way lines be increased for five years, even if new con-
struction was commenced tomorrow. Hence, it may be
that the situation can be brought home so clearly to all
concerned, employer and worker alike, that some degree
of relief will be obtained. If this is done, steps should
be taken to bring the schedules of the commuters' lines
into accord with the proposed plan. This was not done
in the previous trial of staggered hours in New York.
A variation of the staggered hours plan which is pos-
sible when the more extended use of the principle is im-
practicable for one reason or another remains to be
considered. This is the limited staggering of hours of
beginning and ending work at different factories located
on any particular railway line or of the various depart-
ments of a single large factory. This plan has been
successfully carried out in Detroit in connection with
the largest Ford plant.
December 31, 1921
Electric Railway Journal
1139
Graphic Records Improve Line Maintenance
Methods Employed in Maintaining High-Tension, Trolley, Telephone and Signal Lines on Illinois Traction
System Are Successful and the Results Obtained Are Highly Satisfactory
— Graphic Records Form an Important Part of the Scheme
lAPHORB Signals and Sionai, Maintainer and jiQuiPMENT Provided for Him on the Iujnois Traction Ststbm
METHODS of maintaining the high-tension,
trolley, signal and telephone lines and miscella-
neous electrical equipment on the Illinois Trac-
tion System, which are under the direction of John
Leisenring, signal engineer, have been developed into a
highly successful system which is resulting in economy
and a substantial reduction in the number of interrup-
tions to service. A very important part of the scheme
is the keeping of graphic records in the office of the
department head which enable him to visualize readily
the trouble locations and maintenance work done, and
hence to direct expenditures for replacements in a way
that tends to minimize cases of trouble and keep the
property in the best possible operating condition for the
money allotted to the work. The work covered by these
methods comprises the maintenance of 475 miles of
33,000-volt power lines, the signal lines for 120 miles of
protected track, 306 signals, forty crossing bells, the
substations and the telephone lines for the system com-
prising 596 miles of interurban line.
For the high-tension line and trolley maintenance, the
system is divided into six divisions with a line foreman
in charge of each division. Similarly for the signals,
signal lines, crossing bells and telephone lines, the
system is divided into seven sections with a signal main-
tainer responsible for each section and with one extra
maintainer who is used to help out with heavy repairs
and to relieve any of the others if time off duty is
wanted. Each line foreman and each signal maintainer
sends in a daily report showing the work done the day
before, including each case of trouble that occurred and
how it was cleared. A daily report is also sent in by the
substation operators. The information from these
reports is then transferred to charts or reports covering
a period of one month or longer. On a large scale map
of the system, which hangs in the office of the signal
engineer, the cases of high-tension insulator failures are
indicated, as taken from the daily reports, by red-
headed pins placed approximately at the location of the
trouble ; trolley breaks are similarly indicated by yellow-
headed pins and pole breaks by black-headed pins, each
black pin indicating one or more poles involved in a
single case of trouble. The pins on this map are not
removed as the trouble is cleared, but are allowed to
accumulate during a calendar year. This chart as it
appeared early in October is reproduced herewith. If
the number of cases of either high-tension or trolley
line trouble is abnormally high at any location, or over
any section of line, this immediately becomes apparent
from the accumulation of pins on the map. Before the
end of the year, then, when the time comes for making
up the budget for the next year's expenditures, it
becomes apparent what sections of trolley and high-
tension line are causing undue maintenance costs and
therefore should be replaced. In other words, this
chart shows at all times very clearly where the weak
spots in the lines are, and the appropriations made can
then be used to eliminate them. The graphic record
also avoids the expenditure of money to replace sections
about which there may be an impression that the con-
dition is bad, if no records are kept, when in reality
the section in mind may be much better than some other
section of line. A case of this kind was brought to
light the first year the chart was kept on the Illinois
Traction System.
Some Details op Trolley and High-Tension
Maintenance
Each month a summary of the cases of high-tension
and trolley troubles, taken from the daily reports of the
line foremen, is made and a copy is sent to each foreman.
Friendly rivalry between these foremen has thus been
created and the competition has resulted in unusually
good work and consequent lowering of the number of
1140
cases of trouble through the better inspection work
done. A report of this kind for the month of July,
1921, is reproduced herewith.
The comparison between divisions indicated in thia
report is made on the basis of the length of line included
in the division and the car mileage operated, both
weighted. In the event that a case of trouble is directly
due to the fault of some one else it is not charged
against the line foreman provided he can produce irre-
futable evidence to that effect. It is put up to the
foreman to keep the trolley and high-tension line in
first-class condition through careful inspection and by
working out the spots known to be bad. In this inspec-
tion work, the trolley wire is not calipered, but depend-
ence is placed on its appearance as seen from the top
of the line car.
High-Tension Maintenance Work
None of the high-tension maintenance work is done
with the line hot. It is not considered worth the risk
and it has not been necessary on account of the for-
Electbic R ail way Jouenal
Vol. 58, No. 27
SPRIXGKIELD, III., Aug. 20, 1921.
Mth of "^E^' ''''''°'"°« '» report of high-tension and trolley trouble for the
High Tension
f^son Ca«e« of trouble in Julv, 0; since Jan. 1 1
ff™-; Cases of trouble in July, 0; since Jan. 1 3
Herbeck Cases of trouble in July, 2; since Jan. I 8
Campbell Cases of trouble in July, 0: since Jan. I . 9
'/.'^oje Cases of trouble in July, 0; since Jan. I II
Cases of trouble in July, 3; .since Jan. 1 15
Green.
Trolley Trouble
Carson Cases of trouble in July 0; since Jan. I . . . 0
Lewis. . Cases of trouble in July, 0; since Jan. 1 I
Campbell Cases of trouble in July, 4; since Jan. I 9
^.reen Cases of trouble in July, 3; since Jan. I II
timorc Cases of trouble in July, 2; since Jan. I I }
Herbeck Ca.sps of trouble in July, 2; since Jan. I ,^ IT
Yours truly,
John Leisenring, Signal Engineer.
with two-piece 45,000-volt insulators, Ohio Brass No.
11623, on which the traction company standardized and
has continued to use to date.
As the result of the renewals made, the number of
failures dropped from 181 in 1916 to 80 in 1917, and
the number had been higher than 181 in 1915. There-
after, with probably one-half of the old type insulators
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Six-Yeab Rbcobo op Troixbt. Hioh-Tbnsion, Telephonic Lini and Rotary Converter Failttres
1921
tunate flexibility of the high-tension system. Because
of the location of power houses, it is possible to have
three and even four sections of the line at different
parts of the system dead at one time without shutting
down any substation or in any way affecting operation.
As the number of high-tension insulator failures was
becoming very high, the company began back in 1916
and 1917 a close inspection of insulators and replace-
ment of all those which were defective. Killing a section
at a time, the poles were climbed and the ties taken off
all insulators so that any mechanical or expansion cracks
resulting from aging could be .seen. At this time all
of the insulators had been in service since the line was
built, twelve to fourteen years before. All of these old
83,000-volt insulators showing defects were replaced at
first with 45,000-volt three-piece insulators and later
still in service, the number of failures began to increase
again until 1919. The failures in every case were found
to be the old type insulators. Hence it was decided
early in 1920 to replace all the remaining old insulators,
whether or not they appeared to be defective, taking
the worst sections first as indicated by the failure chart
in Mr. Leisenring's office. The maintenance forces
were used for this work and they replaced a carload of
insulators, 3,000, every two months. Some of the old
33,000-volt insulators taken down have been used on
some 11,000-volt lines and some disposed of to another
company. Not a single instance of failure has occurred
with any of the new type insulators. They have been
known to "spill over" but none ha.s been punctured
electrically.
The process of replacing the insulators with this new
December 31, 1921
Electric Railway Journal
1141
type is reflected in the downward trend of the high-ten-
sion curve in the graphic record of various troubles
taken over a period of several years, which is repro-
duced herewith.
About five years ago the high-tension line was com-
pletely rebuilt from Danville to Fithian, a distance of
approximately 15 miles. The year before, 20 miles
additional between Fithian and Champaign was com-
pletely rebuilt, the 45,000-volt three-piece insulators
having been used in both cases. For four and one-half
years on the former section and five and one-half years
on the latter, since the reconstruction, there was not a
single interruption of power from any cause.
The good records made by the replacement insulators
may be partly accounted for by the fact that the com-
pany tests and inspects all insulators at the factory
before accepting them. Every insulator is handled for
mechanical defects and given a part and assembled
flash-over test. Not one out of 100 will puncture under
this test, but from 100 to 125 insulators are rejected
out of a carload for slight mechanical defects, some of
which might not have any effect on the life of the
insulator, but the traction company does not take any
chance on a slightly warped or bubbled insulator result-
failure of transmission or lines too noisy to talk over
are recorded as failures and spotted on a chart. The
maintenance forces give less attention to the telephone
lines because they are less vital to the operation of the
road, but some improvement in the number of cases of
trouble has been made by keeping after the maintain-
ers and sending out monthly comparative reports to
them. The telephone lines of the Illinois Traction Sys-
tem have no protective apparatus or drainage coils,
insulating transformers, etc., and interference is taken
care of simply by transpositions. Ordinarily the lines
are good and clear in spite of the fact that they are
carried on the same poles and only 30 ft. from the
33,000-volt transmission line. The principal sources
of trouble are from the trolley where a pull-off comes
loose and throws up over the telephone line, and from
the telephone line coming loose from an insulator and
falling down on the cross-arm.
A graphic record is also kept of the number of cases
of substation trouble, that is, instances involving a com-
plete shutdown of the rotary converters. The record is
divided between those cases where the machine is out
more than an hour and where it is out less than an hour.
A good many cases of potential trouble are caught by
U3it;i A Ai i().\ V 1:0.'^
j\(:-Bell Wigwag and Light Warning Installed at Forty Grade Crossings.
THE Thirty-five Light Indication Signals on I. T. S.
At Right, Two op
ing from high firing. Formerly, the inspector for the
traction company also gave each insulator a megger
high frequency and other tests, but since the results
obtained have been so good and the manufacturer on
his own account puts insulators to such rigid inspection,
all electrical tests except the flash-over have been dis-
pensed with.
No method of testing pin-type insulators while in
service has been found which is satisfactory on the
Illinois Traction System. Formerly a test was made
by the use of a telephone receiver connected to two
spikes, one driven into the pole high up and the other
down low, in order to hear the static discharge which
would result from a defective insulator. It was found,
"however, that some defective insulators were missed
under this test, and also that it was very difficult to
pick out the defective one, even though the uppef spike
were placed near each insulator to differentiate between
them by the sound in the receiver.
In the maintenance of the telephone lines, complete
the substation inspector who makes a thorough inspec-
tion of each substation every two months and makes a
report thereon. He leaves a copy of this report with
the attendant and forwards one copy to the substation
repair foreman, who takes action as soon as possible on
any recommendation made by this inspector. The lat-
ter goes over the equipment thoroughly, testing circuit
breakers for operation and setting and giving minute
attention to the converters and all other parts of the
electrical apparatus.
Practically all of the rotary converters on the Illinois
Traction System are of 300-kw. capacity, and three of
these are Stanley machines. The machine breakers of
the 300-kw. converters are set at 800 amp., or 70 per
cent overload, while the machines will take an instan-
taneous swing of 1,000 amp.
Three or four years ago, the slotting of the converter
commutators was started and new type brushes substi-
tuted. Since that time, also, the slots have been cleaned
out periodically with a small tool similar to a short
1142
Electric Railway Journal
Vol. 58, No. 27
hacksaw blade, which slots the commutator somewhat
as it cleans. The machines are then thoroughly slotted
whenever they are in the shop every two or three years.
This practice has made a big difference in the operation
of the machines, eliminating to a large extent the arc-
ing, avoiding flashovers and in helping to carry heavy
overloads.
High Record in Signal Maintenance
As already mentioned, the signals are kept in operat-
ing condition by eight maintainers, each of whom is
peORlA
RIDOELEV ^° i? S
JCT. .1 ^ *
AUBURN •g
aHAROl
EMERY
^ '"^^ and Shops)
, . %, OAICLE'T^
WHITE HEATH"
Schematic Map of
i. t. s. interurban
System, Showino
Method of Record-
ing High Tension.
Trolley and Pole
Failures Graphi-
cally. The Chart
Shows Accumula-
tion of Cases op
Trouble for First
Eight Months of
1921
BONDVILLE*-
Trolley breaks
H.T Insulator failures Wnru^^rays siding_
ST JOSEPH
FITHI
» Pole breaks
= Power houses
' Subsfalion
■Electric
■jrjnlne
Hillery to HlHahOamille'
POSSUM trotSC^
■^ ■
DANVILLE
RIO<-EFA.'M
OraifKy
siding '
provided with a gasoline speeder and
is on duty twenty-four hours a day
for any trouble call. Signal failures
are, of course, reported by trainmen
as they must get clearance from the
dispatcher before proceeding against
any signal. During the day, the
maintainers call in to the dispatcher
frequently and he gives them trouble
orders covering any signal failures. During the night
the dispatcher reaches these men at their homes. In
making his daily report of the general work done,
number and nature of signal movements, etc., each main-
tainer must account for every failure shown on the
system operating sheet, a copy of which is kept in the
office of the signal engineer as a check on the main-
tainers. The daily report of each maintainer also
shows the number of the signal involved in trouble,
the time the maintainer arrives at the signal, the time
the signal was cleared, how many trains were given
orders against this signal, the cause of the signal
failure, etc.
From these daily reports, a monthly graphic signal
failure chart is made up for each division, one of these
I. T.
Month
s.
SIGNAL PERFORMANCE DATA FOR
Total Due to Other
Failures Bonds Causes
1921
Signal
Move-
ments
January ....
February. ..
Maieh
April
. 71
33
75
70
62
. 61
96
80
53
28
19
40
26
19
21
23
24
13
43
14
35
44
43
40
73
56
40
593,360
572,759
617.372
590.118
May
June
July
August
September.
595,012
572.034
662.772
569,247
486,268
601
213
388
5.258,942
per
per
total fa
failure.
.i.. 8,750
Movements
exclusive
of bonds
13,554
SPRINGFIELD, ILL., Sept. 10, 1921.
Siiinal Maintainar»: Following is report of signal operation for the month of
August:
' For the Month • .—Accumulative since—*
January I, 1921
Due to Due to
Total Due to Main- Total Due to Main-
Maintainers Failures Bonds tenance Failures Bonds tenance
1. Dickey... 12 5 5 129 74 49
2. P. Cobb 26 9 14 120 49 78
3. P. Lake 7 0 7 130 50 61
4. B. Lahe 6 3 1 46 7 31
5. Augsberger 8 0 5 28 4 17
6. H.Cobb 8 13 16 1 »
7. Strope 3 0 3 23 8 14
Yours truly,
John Leisenrino, Signal Engineer
being reproduced herewith. The signal numbers are
listed in a vertical column on the left and the days of
the month across the top. A signal failure is then
recorded on this chart by placing a dot opposite the
signal number and under the proper date. A line is
then drawn from each dot to the right-hand margin
where the cause of the failure is written in. In this
chart, the repeated failure of any one signal shows up
immediately and an investigation follows. For example,
in the monthly report reproduced herewith for Division
1 for April, 1921, signal No. 42 was shown to have failed
eight times, the cause having been reported as a broken
bond for the first five times and a bad order impedance
bond for the three other cases. The signal maintainer
had found defective bonds and charged the failures to
that cause. A check-up on him, however, developed the
fact that in replanking a bridge, a spike had been driven
into an impedance bond hung underneath the bridge
and that this spike caused a spasmodic short circuit,
which was probably the cause of the signal failure each
time.
A monthly comparative statement of signal failures
by divisions is made for each signal maintainer and a
copy sent to each. This promotes a healthy rivalry as
in the case of the line foreman, though it is necessary
to make certain allowances for difference in track con-
ditions and amount of traffic. A copy of one of these
reports, covering the month of August, 1921, is repro-
duced herewith.
All signals on the Illinois Traction System were sup-
Couse of Foilure
3at^ bonds
Bad order relay
Motor contact spring
Open wire in truhking
Contact spring B.0
tchboxoufofaelji/stmeni I
Insulated Joint 2
Impedance bond RO J
Total
I 3 5 1 9 II 15 15 n 19 21 B 25 21 29 51
2 4 e 6 10 12 )4 16 18 20 22 24 26 28 JO
Days of Month
MoNTHLT Division Chart op Signal failures
plied by the Union Switch & Signal Company, and
except for thirty-five light indication signals all of the
306 signals are of the semaphore type. They are sup-
plied with energy from a 2,300-volt line derived by
stepping up the 370 volts on the secondary side of the
main power transformers in the substation. These
signal transformers in the substations are 10-kva. and
15-kva. single-phase units. Each signal is equipped
with a transformer having one primary and two sec-
ondary coils and stepping the 2,300-volt line current
down to 110 volts for operating the signal motor and
lights and 12 volts for the track circuit.
In the maintenance work, broken track bonds are
December 31, 1921
Electric Railway Journal
114S
temporarily repaired by the signal maintainer by drill-
ing ^-in. holes in the rail and channel pinning a No. 6
copper wire around the joint. In some places it is
necessary to install two of these No. 6 copper wire
bonds to avoid having the return current burn up the
bond. Cases of broken rail resulting in apparent signal
failures are not recorded against the maintainers, as
this is a proper performance of the signal wherein it
makes a creditable stop indication.
On account of the high cost of the alternating-current
voltmeters required for testing the voltage at the relay
terminals, such meters are not supplied to the men to
aid them in adjusting the relays. As a substitute, each
maintainer is given a shunt of the maximum resistance
at which the relay should open. This is used as a
check test but does not give the maintainer the privi-
lege of changing the adjustment. The shunt is used
to bridge the rails or the relay leads and if the voltage
is not excessive the relay should open. If the shunt does
not serve to open the relay, the maintainer reports this
tendency of the relay to float or not open. Any adjust-
ments are then made by the signal supervisor, but such
cases are rare.
The records covering the signal operations on the
Illinois Traction System for several years and showing
the total number of movements and total number of fail-
ures bring out a performance record of a very high
number of movements per failure and a protective serv-
ice better than 99.9 per cent perfect. The performance
data for the current year to Oct. 1 is given in an accom-
panying table. Noticeably fewer failures have occurred
with the light indication signals, at least 25 per cent
of the failures with semaphore signals being due to
mechanical troubles, all of which are of course elimi-
nated with the light signal. Mr. Leisenring's experi-
ence is that the light signal is better in every respect.
Selling the Employee on Salesmanship — II
Creating a Pleasant Environment, Forming Correct Habits in Car Operation and Developing Morale
Are the Subjects of Mr. Bigelow's Remaining Three Talks to Employees on
Making Themselves Better Salesmen of Transportation
By B. R. Bigelow
Sales Manager of Transportation, Department of Street Railways, Detroit. Mich.
In the first article Mr Bigelow briefly outlined the scope of
his duties as a sales manager of transportation. Two of the
series of five talks on salesmanship appeared in conjunction
with that article in the Dec. 24 issue of the Electric
Railway Journal.
Sales Talk III — Environment
INDUSTRIAL democracy bears the same relation to
our business life that home environment does to
our domestic life. When we think of home environ-
ment we think of many things, but what appeals to
us most is the congeniality of the place made possible
by loving companionship. When the home folks are
away we discover how loudly the clock ticks, how
large the rooms are, and that the place we live in is
just a house after all. But when the folks come back
it is once more a home. Can't you see that every one
of us has the privilege of creating that same environ-
ment here in our business life by making of ourselves
congenial companions to those around us?
A pleasant "good morning" costs nothing but the
effort of saying it. Those two words imply much more
than that it is a good morning. They imply becoming
personal interest in the welfare of the person greeted.
Every one of us is more than a stone in the street or
a brick in the walk, and our whole being revolts at
being passed as such by an associate. We make
memories by adhering to these every-day home-like
courtesies.
Did you ever think that we make memories every.
day for our own use in the future? We should try to
make such memories to-day that we will enjoy having
them recalled on the morrow. It should be our aim
to make the kind we will be proud of, and not ashamed
of — memories that will bring comfort and not heart-
ache.
Keep in mind that the memories of to-morrow are
being made today. Monuments of granite or marble
bring to our minds the lives and deeds of the illus-
trious men to whose memory they have been erected,
but it is not possible for the great majority of us to
so inspire posterity that we will be so remembered. It
is possible, however, for every one of us by honest
deeds and considerate acts to erect for ourselves living
monuments in the hearts of our associates — living
monuments that will inspire right living and hones
labor.
We perhaps little realize in our daily lives how
many times a day we unconsciously give inspiration
to some person because of the efficient manner in
which we perform our own work. We, as railroad men,
are constantly serving the public, and our opportuni-
ties to give inspiration are almost unlimited. It is
perfectly natural, at times, to feel as if our efforts are
wasted because we receive no visible response from
those we serve. Yet we would not stop seeding a
newly made lawn because we could not see the seeds
develop and grow. On that account we must be con-
stant in our courteous service to the public and the
visible response will surely appear.
We are mutually dependent beings; we must give
and take in this battle of life. Among ourselves we
must be socially magnanimous and, by so doing, we
will be able to find ourselves and help others to find
themselves. It must be plain to you that in close as-
sociation we can gain a degree of wisdom because of
one another's experiences.
Simultaneous with the development of transporta-
tion service, we must strive to develop our serving
capacity in order that this railroad, as operated by us,
will just naturally be known as the "Courtesy Line."
Sales Talk IV— Habit
Did you ever think of the force of habit? There is
an old and true saying that fire is a good servant but
a terrible master. The same could be truly said of
habits. Habits are good servants but terrible masters.
1144
Electric Railway Journal
Vol. 58, No. 27
Habits must be controlled and marshaled in true form.
They must be good habits because they are on dress
parade all the time. It is not my intention at this time
to moralize on the subject, but its behooves every one
of us, however, to form correct habits in all relations
of life.
Some one asks what has habit to do with car opera-
tion. When correct car operation becomes force of
habit, said operation is intuitively accomplished. In-
tuition, as you know, is that instinctive feeling which
gives immediate perception of that which is to be
accomplished.
By way of illustration; you are walking along a
cement walk with a friend engaged in earnest con-
versation. As you approach the curb your steps are
guided by intuition because you do not stumble or
fall at that point, but with unconscious perception
step off the curb gracefully. You are walking in the
country; the wind has caused a heavy branch from a
neighboring tree to be thrown across your path. You
unconsciously and intuitively step over the obstruc-
tion. You do not know or realize just how high you
lift your foot in the accomplishment of the act be-
cause the intuitive feeling which you possess gives
you just the proper perception which makes your action
almost involuntary.
Making Habit a Valuable Asset
It is so in car operation. After careful instruction
you will be possessed of that instinctive feeling which
will give you perception without process of thought
Let me illustrate. You have a car under operation,
an automobile whirls in front of that car, you in-
stinctively throw off power and apply the brake.
Force of habit perfected by practice eliminates process
of thought, and the same becomes intuitive of accom-
plishment.
I wish just to touch on another phase of force o'
habit in order to prove conclusively that whatever
you do, day after day, over and over again, has a cer
tain hold on you, which is just naturally called force
of habit.
By way of illustration, we will assume that in the
living room of your home hangs a mirror. Some mem
ber of the family decides that the light will strik°
to better advantage in some other part of the room
You move the mirror, so you know it is moved; however,
you instinctively go to its old position on more than
one occasion, and it is with a mingled feeling cf
humiliation and surprise that you gaze at the blank
wall. This is but one simple illustration of force of
habit.
I renfiember as a boy I came into the old farmhouse
kitchen one day and mother said to me, "When you
wash your face and hands empty the basin of watei-
into a pail as the waste pipe under the sink is broken "
I presume I did a boy's usual good job at performing
my ablutions, and force of habit won, because over
went the water into the sink and so onto the floor
It was a rule in our household that if any member
of the family disturbed its tranquillity by careless or
thoughtless action he must pay the penalty by puttir<T
things to rights. In this case I carefully hand-mopped
the kitchen floor. Then I had to wash my hands aga'-
and over went the water again. You see what forcr
of habit will do.
Form correct habits in car operation if you wou'
be a successful operator.
Sales Talk V— Morale
Morale is just as important to the railway man as it
is to a soldier. What is morale? Primarily, it means
courage in the face of danger. In reality it means
more than that. Along with courage it means convic-
tion of mastery or ability for success. Every railway
man is called upon many times to face an emergency
which is dangerous both to himself and to some care-
less or thoughtless person. I have known perfectly
normal men to be so paralyzed by the imminent pos-
sibilities of an emergency that they were, for the time
being, rendered helpless. Those men lacked morale.
Careful preparation for your work brings the nec-
essary confidence that makes morale possible.
Accidents do not often happen; they are caused.
Five principal causes of accidents are inattention,
thoughtlessness, undue haste, recklessness and care-
lessness.
It is much better to take pains in preventing acci-
dents than it is to suffer pains because of them.
Presence of mind insures safety. Whenever we are
confronted by imminent danger, if we can act with
vigilance, care and promptitude, we are distinctly on
the side of safety first.
There is an old and true saying that "Self-preserva-
tion is the first law of nature." One reason why I am
a stanch champion of the Birney safety car is that
it is automatic in its operation. If an operator leaves
his post of duty the car will stop. However, we must
train ourselves to realize our full responsibility for the
.safety of others by cultivating self-control, and not
depend upon automatic devices. As an illustration :
-Just after a snowstorm last winter a Birney safety
car was being operated through the main street of a
neighboring city. A snowplow had preceded the car,
pushing the snow into a high ridge, with utter dis- \
regard to adjacent driveways and walks. In order to
clear the space in front of an express office snow had
been thrown back onto the tracks, and, with no evil
intent perhaps, a section of plank had been buried
beneath the snow at this point. The operator of the
car, thinking he would be able to speed through the
obstruction, put on full power. This carried the car
through the snow, but the plank came into contact
with the valve of the air tank, which was opened. There-
by the air brake and all automatic devices were made
useless. An interurban car was just crossing the
intersection beyond the express office as the Birney
car emerged from the snow obstruction. The operator
coolly reversed power, brinoring the Birney to an abrupt
stop as the interurban speeded by. The operator,
possessed of morale, had averted a serious accident.
I am extremely loath to finish this particular talk,
because no man can have too many of the qualities
that provide for morale. Remember that a plea of •
ignorance of car operation will never take away your
responsibility in case of an accident. When caution
becomes a habit accidents will be few. In closing,
I wish to impress upon you that the best safety device
on any car is a careful operator.
For the investigation of the standards of practice
and methods of measurements of public utilities such
as gas, electric light, electric power, water, telephone,
central station heating, and electric railway service, the
Bureau of Standards is requesting a continuance during
the next fiscal year of the $85,000 appropriation with
which it has been carrying forward this work.
December 31, 1921
Electric Railway Journal
1145
Steel-Barrier Type Crossing Gate Through Which Automobiles Caxxot Drive
Positive-Stop Crossing Gates
Unique Steel Cable Barrier Being Tried Out by Chicago
Elevated Railroads Will Stop Vehicles Striking It
Before They Reach Crossing
THE Chicago Elevated Railways has made one in-
stallation of a unique new type of crossing gate
where the Douglas Park line crosses Austin Avenue
at grade in Cicero, 111. This new type of gate is built
with the idea that even though a careless driver may
run into a lowered gate, an occurrence which often
happens, the gate will not be broken but will function
as a mechanical means of stopping the car as well as
a warning to the driver.
The gate consists of a barrier formed by three 4-in.
steel cables attached to a mechanism in a fabricated
steel column erected at either side of the road. The
entire barrier is lifted vertically in a horizontal position
by means of a motor-driven chain mechanism in each
column. A plain sheet-metal strip on which alternate
black and white bars are painted is attached to the top
cable and serves as the usual warning when the barf-ier
is lowered. To lower the barrier, the operator simply
throws an electric switch which brings it down into the
stop position.. Attached to the chain mechanism in
each column is a heavy counterweight which raises and
lowers with the barrier; that is, the weight is down
when the barrier is down.
If an automobile fails to stop and strikes the barrier
the first pressure effected is taken up by the raising
of these heavy weights. A braking mechanism is con-
nected with the weights so that the higher they are
raised the more braking pressure is exerted. When tha
weights get up to a certiain predetermined height, which
is governed by the distance between the normal position
of the barrier and the track, the weights strike against
heavy coil springs which exert the last braking pressure
on the motion of the automobile. When these springs
are compressed, the automobile must have come to a
dead stop just before reaching the track. The cables
are claimed to be strong enough to stop any automobile
or truck striking the gate at any speed. Successful
test stops are pictured below.
The device was designed by the Strauss Yielding
'Barrier Company, Chicago, J. B. Strauss being the
designer of the Strauss bascule bridge, and the in-
stallation on the Chicago Elevated Lines is the first
to be made. It is probable that several more of these
gates will be installed on the Garfield Park branch of
the elevated at important intersections, and the further
7,000-Lb. Trxick Unable to Reach the Ra^ls When Driven
Into Barrier at 15 M.P.H.
Where the Automobile Was Stopped After Being Driven
Into the Barrier at 18 m.p.h.
1146
Electric Railway Journal
Vol. 58, No. 27
installations will be equipped with five cables instead
of three to give added height to the barrier. While
crossing protection of this kind is naturally very ex-
pensive, B. J. Fallon, general manager of the elevated
lines in Chicago, looks upon it as affording a high degree
of protection for which the expense is justified at im-
portant crossings, particularly where there may be an
influence working to force elevation, for draw-bridge
approaches, etc.
Attractive Elevated Stations
Pleasing Appearance of Stations Being Constructed on
Elevated Portions of Chicago & Northwestern Are
Helpful Toward Merchandising Service
THE accompanying pictures tell better than words
can describe the story of the type of stations which
are being built along the portion of the Chicago & North-
western Elevated Railroad between Wilson Avenue and
Howard Avenue, the northern city limits. This part of
the road has been in the process of elevation during the
past few years by the Chicago, Milwaukee & St. Paul
Railroad, which owns the right-of-way. The construc-
tion is of the so-called noiseless type with concrete
retaining walls on either side and earth fill between.
The stations and facilities other than the actual right-
of-way are being built by the Northwestern.
The particular station pictured herewith is known as
Loyola and is located at an intersection of the line with
Sheridan Road. The appearance, construction and gen-
eral plan are typical of the stations that are being built
along the line. The ticket booth is on the ground floor
and one agent serves both directions of travel. Up on
the right-of-way, the loading platform is of the center
type located between tracks and with the roof supported
on center columns.
Temporary wood structures are being used at most
of the stations, but the permanent construction, as shown
in the illustrations, is being put in gradually at one sta-
tion after another as rapidly as finances permit. Simi-
larly, work of putting the track and overhead construc-
tion in permanent shape is being gradually pushed for-
ward. All of this extensive elevation work and the
accompanying building of temporary and permanent sta-
tions have been done practically without a moment's
delay to traffic or inconvenience to passengers. The fine
facilities and conveniences that are afforded with the
completion of these new stations are obvious and are a
matter of very favorable comment from patrons, and
undoubtedly have substantial merchandising value.
In one of the pictures it will be noted that the column
which stands in the road has been prominently painted
with black and white stripes and supplied with a night
light to avoid vehicles running into it. This practice
has been followed throughout the city as one of the
safety measures of the elevated lines.
Five Views of the Construction and Finish of the Loyola Station on the Korthwestekn Klkvated Raii.uoad, A\ uich
TrpicAL OP THE New Stations Being Bnii/r in Connbction with the Elevation of the Link from Wilson
Avenue, the Original Terminus, to Howard Avenue, the Present City Limits
December 31, 1921
Electric Railway Journal
1147
Two Views of One of the New Loading Platforms at Indianapolis
City of Indianapolis Builds Loading
Platforms
THE city authorities of Indianapolis, Ind., have ap-
parently been convinced of the desirability and prac-
ticability of street loading paltforms for street car
patrons. As evidenced by the two illustrations shown
herewith the city is now building loading platforms at
locations of heaviest loading in the center of the city.
The platforms are arranged for double berthing of
the large double truck Indianapolis cars and are similar
in many ways to those in Washington, D. C. They are
constructed directly on top of the street paving and are
made of concrete, with cement, or sidewalk, tops. A
curb is not set, as has been done in other places, but a
steel band is built into the edge of the platform and
bears the brunt of any blows which may be received
from passing vehicles.
It is planned to erect lighting standards at each end
of the loading platform.
Two loading platforms were placed in service on
Saturday, Dec. 3, and it is planned to build more of them
in the future. The interesting feature of the present
installation is that it is entirely a city inspired and city
financed undertaking.
Tear Check Form of Transfer
The Use of a Special Cutter that Eliminates Hand Punching
of Transfers When Issued Proves a Time Saver
in Loading One-Man Prepayment Cars
ANEW type orf transfer and transfer cutter has re-
cently been developed and placed on all the cars of
the Tri-City Railway of Davenport, Iowa. This new
transfer was adopted to speed up the loading of the one-
man cars. It has proved a great time saver and has
overcome some of the many transfer abuses.
A separate and distinguishing color transfer is used
for each line. The date, the lines on which it is good for
fare and the condition under which it will be accepted
are printed on the transfer. Although the month has
to be punched by the operator, this can be done in large
quantities when the operator is at leisure.
For convenience in making fare collections each car
is equipped with a portable change box that has three
compartments. It can be carried from one end to the
other and is used to hold transfers received, tickets col-
lected, cash for making change, etc. On the top of this
box, as shown in the illustration, is placed a transfer
cutter, made of J x J-in. steel with one sharp edge, held
down by a 1 X 2-in. steel roller, and thereby always gives
uniform tension on the cutting edge. This cutter can
be made at a small cost.
How THE Device Works
On leaving the ends of the line the operator sets his
pad of transfers, which have already been hand punched
to indicate the proper month, under the cutter for the
time of arrival at the transfer junction. All that is
then required is for the operator to tear off the transfer
and hand it to the passenger on request at the time fare
is paid.
Old or late transfers are very easily detected by the
receiving operator as the color shows the issuing line,
and the length of the transfer greatly helps to detect
one which is beyond the time limit. This obviously
makes it easy for an operator to detect a passenger
presenting a transfer in the afternoon that was issued
in the morning.
The wastage of unissued transfers is cut down by
having a daily supply issued with each car in the morn-
ing. The operator bringing in the car at night turns
in all unused transfers. This plan cuts in half the
number of partially used pads of transfers that no doubt
would usually be thrown away.
As a means of keeping an accurate record of the
transfers issued, special storage facilities were built
Thrf.e Compartment Change Box with Steel Cutter
Mounted on Top
1148
Electric Railway Journal
Vol. 58, .Vo. 27
with thirty-one shelves, oneffor each day of the month.
Each shelf then was divided so as to hold a deck of a
thousand transfers for each regular car run. These
decks were numerically arranged and the lowest num-
bers always issued, with the result that when transfers
are returned they can be placed on top of the deck
■D TJ -O ^
3 3 3 p
N — O «
3 » * ■
S 3 3 3
OB «4 O 01
■ nan
3 3 3 3
Sample Form of Route Transfer Showing How Time Limit,
Month and Day Are Indicated
from which they were taken and unless punched for the
month can be reissued to the same car the following
month. This plan makes the record keeping easy as the
transfer stock is always arranged in consecutive num-
bers.
This system has been used for some time and has been
found verv economical.
Bringing Leads from Motor to Car Body
MOTOR leads and their proper installation play a
very vital part in the successful operation of the
car and in the reliability of the service rendered.
Improper installation or inadequate attention to these
details on many roads has caused much trouble, and
inspection of some cars discloses the fact that the motor
leads are lying on top of the motor shells in a disorderly
manner so that they are subjected to unnecessary wear
with every movement of the truck. Such wear soon
injures the insulation and sometimes exposes the bare
wire which results in a ground and failure, if not an
accident. The use of tape on leads is but a makeshift
for preventing failure and is not a satisfactory or safe
method of repair. On some types of trucks the motor
leads rub on the brake levers and truck rods. All these
classes of failure can be materially reduced by a little
attention to the method of bringing out the connections
Cleatin(^ Motor Leads to Car Body
from the motor easing arid in their arrangement as
they are brought up to the car body. A liberal use of
cleats will assist in this arrangement, and the leads
should be brought out as close to the center line of the
center plate as conditions will permit. This insures the
smallest movement of the leads due to the swiveling of
the truck on curves. The slack in the leads shoaild be
ju.st sufficient to take care of the expansion and com-
pression of the truck springs and provide for the move-
ment on the shortest radius curve of the system. When
this length has been determined the leads should be
cleated to the motor shell or truck transom with wooden
cleats supported on an iron bracket.
It has been found very desirable to have all motor
leads of one standard length for all types. Some roads
use a patented connecting box for their motor lead
connections, but experience has shown that knuckle-
joint connectors covered with fiber or rubber tubing
give satisfactory results and they are much cheaper to
install. An accompanying illustration shows an arrange-
ment of motor leads and their method of cleating and
attaching to the car body as used by the International
Railway, Buffalo, operated by the Mitten Management
Incorporated. The knuckle-joint connectors are placed
between the two car-body cleats and are covered with
fiber or rubber tubing to prevent short circuit or ground-
ing from water or snow.
Handy Truck for Oxyacetylene Equipment
A HANDY truck for the
tanks and equipment
used in connection with an
oxyacetylene cutting torch is
shown in an accompanying
illustration. This was built
in the shops of the Portland
Railway, Light & Power
Company, Portland, Ore.
The truck is made entirely
of iron, the frame being of
1 light angle iron with the
ends forged round and bent
to shape for handles. The
tanks are held securely in
place by two screw clamps, a
flat iron strap extending
across the two tanks, while
the screw passes between the tanks and into the frame
of the truck. The equipment is balanced so that one
man can handle it very easily.
. K M N TING FOR
CuTTiNii Torch
Injury and Damage Costs
1 FOLLOWING is a tabulation of the recent costs in per
cent of gross income and per 1,000 passengers carried
for the item of street railway expense covering injuries
and damages as experienced by the companies operating
► ^INJURYfAND DAMAGE COSTS FOR V
CompanyJ Peroid
Chicago Surface Lines Year ended
Chicago Surface Lines 8 months ''e.ided
St. Louis 10 months ended
Kansas City 10 months ended
Milwaukee (city lines) Year ended
Milwaukee (city lines) 10 months ended
Philadelphia Year ended
Boston 10 months ended
Third Avenue (N.Y.) Year ended
Twin City Year ended
Buffalo 10 months ended
Cleveland 10 months ended
New York Railways (S. L.) . . . . Year ended
A — Per cent of operating revenue.
B — 28 per cent rapid transit car mileage.
C — For revenue passengers only.
ARIOUS COMPANIES.
Per cent
cf Gross
Income
H-3I-21*3.28
»-30-21
2.92
10-31-21
6.00
10-31-21
3.34
12-31-21
5.52A
10-31-21
5.94.\
12-31-21
3.47
10-31-21
2.17H
6-30-21
5.00
12-31-20
3.83
10-31-21
6.22
10-31-21
7.14
fr- 30-21
6.50
Cost per.
1.000
Passer gere
Carried
$1,343
1.314
2 72
1 705
2 35
2.60
1.50
2 13C
2 78
I 57
3.45
3.08
3.04
in ten of the larger cities. This is .seen to vary for
the strictly surface line companies from a minimum of
2.92 per cent of the gross income to 7.14 per cent.
December 31, 1921
Electric Railway Journal
1149
^xJttiA^ Inj't^ ^cLtiV^
Further Comments on the Bus and
"Bus Transportation"
IN THE issue of Dec. 10 some remarks regarding
the extension of the service of Electric Railway
Journal by the issuing of Bus Transportation were
given. It is believed that the following will also prove
of interest in this line.
C. D. Emmons, president United Railways & Electric
Company of Baltimore, Md., in discussing this question
says:
"I saw an advance copy of your new publication, BUS
Transportation, and I then expressed my opinion that
there should be a large field for such a journal.
"Undoubtedly, the bus is going to prove very useful
in the question of transportation, and its economical
usefulness must undoubtedly be in the hands of those
operating the street railways themselves.
"It has been proved, I believe, in this country, and
certainly in the cities and towns of England, that in
order to have the best and most economical resultant
transportation for their communities it is necessary to
have them co-ordinated under one head, as the low rates
of fare required by the public cannot support two
systems, and thus ultimately the entire transportation
mediums of the community become demoralized.
"I wish you much success in your new venture."
Edward Dana, general manager of the Boston
Elevated Railway, writes as follows:
"I wish you to know that personally I am heartily in
accord with your constructive step to create a forum, as
it were, for the discussion of bus transportation whether
by trackless trolley, gasoline motor, or however driven.
I feel that you will perform a real service for the trans-
portation industry.
"Personally I am glad that the association at this
time did not permit a large influx of bus operators or
interests into the association, as I do not think that the
time was ripe. I do regret, however, that unnecessary
feeling should have been aroused by this action, which
is a perfectly logical one and does not, to my mind,
indicate any lack of appreciation of the necessity for
giving the bus its place in the sun, but is a business-like
decision not to make a false move until more definite
knowledge is had as to just what that place in the sun
is. I can hardly conceive how any business interests
or street railway operators can ever feel that the
gasoline bus can take the place of the systems now
devoted to mass transportation. It has already shown
what it can do in smaller cities in the form of a guerrilla
warfare, but the future, it seems to me, demands of
us a conservative, intelligent study of all of the factors
and an amalgamation of that which is economical, effi-
cient and proper for bus service into a unified trans-
portation system in order that cities may have the best
possible transportation facilities. That information
we have not at the present time. The bus can never do
what the electric car did to the horse car, but there are
many opportunities, as I see it, to create traffic in order
that the load factor of traffic on existing trolley lines
may be improved and new trafl[ic served quicker than
would be the case if it need wait for rail transportation.
I feel it a great mistake for railway operators to classify
the legitimate development of bus service in the same
category as the ruinous jitney which has flourished over
the past few years. The great need is to prevent false
development and waste and to work along intelligent,
comprehensive lines.
"If the bus has an economic field in conjunction with
the rail systems, talk cannot stop its performing this
function, and if it can only go so far in assisting local
transportation, talk cannot put it any further."
James P. Barnes, president Louisville Railway, dis-
cusses the new publication as follows :
"I have carefully read the editorial in the Electric
Railway Journal of Oct. 29 and my understanding of
it is that the policy of publishing Bus Transportation
has been definitely decided upon. Any discussion on
the publication of such a journal would therefore be
purely academic. I shall of course be very glad to look
over the new publication and to have it in our files for
the usefulness of its subject matter.
"I would be the last to attempt to minimize the im-
portance of the bus question to the transportation
industry. I believe there is a very definite field of
application for the motor bus, and perhaps for the
trolley bus, and I believe most firmly that when the
limits of that field are determined the existing trans-
portation companies should be the operating agencies
to take advantage of new facilities. All the information
we can get about bus operation we should have, but we
must not lose sight of the fact that the great bulk of
our mass transportation will continue to be handled
by the trolley car, rather than by the bus, as long as
conditions continue substantially as at present. So
much is being said and published about bus transporta-
tion that I think there is a tendency to regard the bus
as a more far-reaching transportation agency than will
eventually be found to be the case. We must learn and
discuss all the features of bus operation and at the same
time avoid the hysteria of overdiscussion or overem-
phasis. I certainly feel that no agency in the field is
better able to hold its balance in those discussions than
the editorial staff of the Electric Railway Journal
and shall watch for the Bus Transportation announce-
ment with great interest."
From Cleveland, J. H. Alexander, vice-president the
Cleveland Railway, writes as follows:
"I am very glad indeed to note the possibility of the
new publication to which you refer in your letter. The
development of the bus is something in which just now
every one of us is keenly interested, and I am highly
in accord with your view that such a publication is
needed and will pay."
Comments have also come from the consulting
engineers who are connected with the industry. T.
Fitzgerald, consulting electric railway engineer of
Pittsburgh, writes :
"I have enjoyed and gained a great deal of benefit
from your present method of handling trackless vehicle
material in the Electric Railway Journal.
"I have been wondering how you were going to cover
the trackless vehicle field and thought maybe you would
take the bull by the horns and change the name of the
Electric Railway Journal in some way as to include
1150
Electric Railway Journal
.Vol. 58, No. 2T
all of the matters vital to urban, suburban and inter-
urban passenger and light freight transportation.
Don't ask me for suggestions as to the proper name for
such a journal.
"Your staff is undoubtedly the best equipped for
leadership in the sound economic development of trans-
portation methods in the field which has heretofore been
looked upon as the electric railway field. There is no
question in my mind about the necessity for including
the trackless vehicle as a vital factor in the proper
development of our electric railway systems.
"I react against the separation of these two fields,
but if the separation must take place in order to bring
about the co-ordinated development of both, it can best
be done by having your present staff supervise both
publications. Of course your activities in promoting
the sound development of the trackless vehicle must be
profitable and this may require a separate paper. If
so, I am heartily in accord with the proposed plan.
"In our study of the freight situation here, bare pos-
sibilities of using trackless vehicles in conjunction with
freight haulage by electric railways have arisen. Would
you want to take into account such possibilities and
name your new magazine so as to include any develop-
ments through which the activities of trackless vehicles
and electric railways can be co-ordinated to provide
better and cheaper distribution of materials?"
Edward A. West, general superintendent the Denver
Tramway Company, writes:
"There is no doubt that bus transportation is here
to stay, and there is no doubt that the McGraw-Hill
Company, Incorporated, is eminently qualified, through
its highly trained and efficient news-gathering and
editorial staff, to prepare and publish a journal that will
compass the ground covered by the auto bus.
"The advent of the trolley bus into the urban trans-
portation field is due to there being a growing demand
for that form of transportation, and it is my impression
that a very rapid development of this type of transporta-
tion will be noted in the next few years. To my mind
this fact makes it necessary that a competent organi-
zation handle the matter in an unbiased and broad-
minded manner, and again I repeat that the McGraw-
Hill Company is better qualified to do this than any
other technical publishing house in the country.
"I could go on in this manner for an hour or so longer,
but from the foregoing you will gather what my ideas
are. In closing I can only say that if you people don't
start handling this matter somebody else will, and as
you yourself have put it, others might not have the
interests of the electric railway people as much at heart
as you have and advocate the application of buses to
transportation business economically unsound."
In a letter from B. J. Denman, president Tri-City
Railway & Light Companies, Davenport, Iowa, he says:
"With reference to the new publication Bus Trans-
portation, which you have announced, I will state that
I believe it much better for the McGraw-Hill Company
to start such a publication than to have it done by
interests identified with the automobile business, as in
that case the policy would be controlled from the com-
mercial standpoint, rather than from the standpoint of
the real economics of transportation. With the wide
interest of the- McGraw-Hill Company in utility com-
panies in general, I feel quite sure that there would
not be a serious conflict of editorial policy between
Bus Transportation and the Electric Railway
Journal, and, as stated, unless you do start such a
paper, some one else will surely do so.
"I have no question but that there is a field for bus
transportation, supplementing existing transportation
agencies, but this must be a supplemental service, and
not a competitive service, unless the competition is put
on a fair basis. The railways in small and medium
sized communities cannot provide their track and pay
for the paving and continue service in competition with
buses which do not pay to the municipalities a compensa-
tion strictly comparable with that paid by the street
railway companies, including general, city and county
taxes, and paving taxes. The business must also be put
on the same basis with respect to service requirements,
and unless this is done the result will be the absolute
destruction of the street railway business without build-
ing up a system which is equally satisfactory and
reliable.
"The same thing is going to apply to the interurban
and steam road competition, so far as the use of our
improved highways is concerned. The present competi-
tion in some states is absolutely inequitable and unjust.
"From my knowledge of the policy of the McGraw-Hill
Company publications, I will welcome its entrance into
this new field."
Daylight Color Light Signals Installed
in Liverpool
THE signal system of the Liverpool (England) Over-
head Railway, which was the first elevated railway
in the world to be worked electrically, has been re-
equipped so that it is now the largest installation of
daylight color light signals outside of this country.
The new equipment was described in a recent issue of
the Railway Engineer. At each station there is a home
signal with an overlap of about 300 ft., the latter ter-
minating just in the rear of the station. There is also
a starting signal immediately at the outlet of the sta-
tion and this also has an overlap of about the same
distance. Even in the brightest sunshine the signal can
be distinctly seen for 3,000 ft. The basis of the signal-
ing arrangement was to allow for a two-minute service,
although actually one of 100 seconds was provided for.
The speeds were taken at 20 m.p.h. with an acceleration
leaving the station at 0.75 miles per hour per second and
a deceleration approaching the station of 1.4 miles per
hour per second. Tests made showed that the overlap of
300 ft. was more than sufficient to stop a train in the
event of an automatic application of the brake should a
signal be over-run.
A Record of Sixty Years of Electrical
Progress by English Paper
THE Electricifin of London, which first appeared on
Nov. 9, 1861, celebrated its diamond jubilee last
month. In its sixty years of life it has recorded many
epoch-making inventions and has seen the genesis of
electric traction, electric lighting and the telephone and
widespread adoption of the electric motor for industrial
purposes. Its "diamond jubilee issue" contains con-
gratulatory messages from Thomas A. Edison, Sir
Oliver Lodge, Senatore Marconi and others. It also
contains historical and technical accounts of the develop-
ment of telegraphic and other applications of electrical
energy to industry.
December 31, 1921
Electric Railway Journal
1151
The New Jersey Commuter in New York Subway*
The Commuter Traffic to New York Amounts to 359,000,000 Passengers
Annually and Is Growing Rapidly — Steps to Develop
a Rapid Transit Plan Are Recommended
By Daniel L. Turnbhi
Consultine Engineer to the Transit Commission of New Yorlc City
ON every working day during the
year 1920, from north, east, south
and west, from as far away as 20 miles
or more, and in the morning hours,
nearly one and one-quarter million peo-
ple were delivered into lower Manhat-
tan by all of the rapid transit lines
in New York and by all methods of
commuter travel leading to the city.
More than 200,000 of this traveling mul-
titude were New Jersey commuters.
This number is 17 per cent of all the
travelers.
Although it is true that Manhattan
is an island, the waters surrounding
it have already been passed under by
thirty single-track passenger tunnels
and eighteen of these have been con-
structed by New York City. Therefore,
physical barriers are no longer an ob-
stacle to the realization of your aspira-
tions for a more convenient transporta-
tion service between your homes and
your work places in Manhattan. The
difficulties are entirely political.
In order properly to emphasize the
importance of dealing with our local
transportation problem as a metropoli-
tan rather than as a city problem, some
figures will be given with respect to
city transit and then with respect to
commuter traffic.
The Enormous Traffic Increases
IN New York City
In the past the traffic on the street
railway lines, subway, elevated and sur-
face, in New York City, has nearly
doubled every fifteen years. The aver-
age daily traffic on all lines is now more
than 6,500,000 passengers.
The total traffic carried during the
year of 1920 on all lines was approxi-
mately 2,365,000,000 passengers— ap-
proximately double the number of pas-
sengers carried on all of the steam rail-
roads in the country. This was an in-
crease over 1919 of nearly 285,000,000
passengers. Reduced to months, this
means that during the average month
in 1920, 23,000,000 more passengers
were carried than during the average
month of 1919; or reduced to days, it
means that during the average day in
1920, 763,000 more passengers were
carried than during an average day in
1919. Expressed in another manner,
this means that on every day during
1920 nearly 4,200 more passengers were
carried than on the preceding day — or
it means that the equivalent of nearly
four additional ten-car express trains
must be added to the service every day
to carry the increase in traffic each day.
In 1913, the year the dual contracts
were signed, the rapid transit lines
alone in Manhattan, the Bronx and
Brooklyn — subvi^ay and elevated lines
together— carried 810,000,000 passen-
gers. In 1920 these same rapid transit
lines, together with the new lines which
had been placed in operation, carried
about 1,332,000,000 passengers during
the year. This means an increase of
64 per cent in seven years. It would
have been utterly impossible to ac-
commodate this enormous increase in
•Abstract of paper read at the Bl-State
Rapid Transit Conference under the aus-
pices of the City Plan Commission, held at
City Hall, Paterson, N. J.. Dec. 15, 1921.
traffic had it not been for the large
additions to the transportation facilities
which were opened for operation during
the last two or three years. To keep
pace with this enormous traffic increase,
New York City must build more sub-
ways at once, and must formulate a
plan for continuous construction.
Steam Railroad Commuters
The steam railroad commuters are
assumed to include regular commuters,
trip-ticket passengers and other short
distance or suburban riders. In 1920,
the total commuter traffic in and out of
New York City was about 73 per cent
of the total passenger travel on all
steam railroads entering the city. It
amounted approximately to 153,000,000
passengers. This number included pas-
sengers using the Grand Central ter-
minal, the Long Island terminals and all
traffic via the New Jersey roads. The
total traffic or the commuter traffic and
regular through railroad traffic to-
gether was about 210,000,000 passen-
gers for the year. About 56 per cent
of the total steam railroad commuter
traffic, or about 87,000,000 in and out,
used the New Jersey roads.
Neither the rapid transit traffic nor
the commuter traffic is distributed
evenly throughout the day. On the
rapid transit lines, approximately 21
per cent of the total twenty-four-hour
traffic in both directions is carried in
three hours in one direction past the
maximum load point. On the commuter
lines, about 30 per cent represents the
corresponding concentrated travel. The
three heaviest traffic hours are either
from 7 to 10 a.m. workward, or from
4 to 7 p.m. homeward. The real traffic
problem is to take care of the traffic
during these three hours morning and
night. The daily steam railroad com-
muter traffic from New Jersey is ap-
proximately 272,000 and the daily rapid
transit traffic approximately 4,162,000
passengers. Applying the preceding
percentages to the daily traffic figures
we find that the maximum daily traffic,
one way, during three hours, from 7 to
10 a.m. or from 4 to 7 p.m., on all of
the commuter lines together, amounts
to about 82,000 passengers; on the rapid
transit lines during the same three
hours, the traffic is about 874,000 pas-
sengers. The ratio between these two
figures is 1 to 10.7. In other words,
during the one-way three-hour periods
of greatest congestion, there is one
steam railroad commuter from New
Jersey for nearly every ten rapid transit
passengers carried on the rapid transit
lines.
Total Commuter Travel
The total commuter travel, including
(1) steam railroad, (2) tunnel and (3)
ferry commuters, aggregated approxi-
mately:
„ Passengers
For the year 1920 359,000,000
For the day, both wavs
(478,000 -f 115.000 "+ 528.000) 1,121,000
For the maximum three hours in
one direction.
(143,000 + 35,000 + 158,000) . 336,000
Comparing this last figure with the
874,000 three-hour, one-direction, rapid-
transit traffic, we have the ratio of 1
to 2.6. This ratio means that during
the most congested three hours one
way, the rapid transit travel is only
a little more than two and one-half
times the total number of commuters of
all kinds coming into or going out of
New York City.
In the case of New Jersey separately,
there were 203,000 commuters during
the maximum three hours in one direc-
tion. This gives the i:itio of 1 to 4.3, as
compared with the corresponding rapid
transit traffic, or expressed in another
way, during the maximum three hours
in one direction there are nearly one-
quarter times as many New Jersey
commuters as there are rapid transit
riders.
All of the foregoing figures are ap-
proximate, but they are sufficiently ac-
curate to present the picture I have
been endeavoring to portray, which is:
That the importance of the commuter
traffic with respect to the New York
City transit problem cannot be over-
estimated.
The Commuter Terminals
IN New York
Of all the commuters, 336,000 in the
maximum three hours in one direction,
10 per cent originate via the Hudson
tunnels, 47 per cent via the ferries
and 43 per cent over the steam rail-
roads. Nearly one-half, or 46 per cent,
of the steam railroad business passes
into or out of the city through the
Grand Central and Pennsylvania ter-
minals in Manhattan and the Flatbush
terminal in Brooklyn. This business
amounts to approximately 66,000 pas-
sengers in three hours in one direction.
These terminals also accommodate 120,-
000 through passengers in both direc-
tions daily. However, the through pas-
sengers are distributed throughout the
day and therefore do not impose a. heavy
burden on the terminals. But from the
preceding figures it appears that there
must be taken care of through the three
terminals in three hours in one direc-
tion more than one-half as many com-
muters as there are through passengers
traveling in twenty-four hours in both
directions. The concentration of com-
muter traffic at the Grand Central,
Pennsylvania and Flatbush terminals,
therefore, is the real passenger prob-
lem which the railroads have to contend
with. This concentration of travel
amounted to 21,000 passengers at the
Grand Central Terminal, 22,000 at the
Pennsylvania, 23,000 at Flatbush and
35,000 at the Hudson & Manhattan ter-
minals.
Many of these people walked to and
from the terminals but a large propor-
tion of them used the subways. In the
morning the subway trains coming
workward are carrying their maximum
loads when they reach the terminals,
so that passengers have to struggle to
get aboard. This delays the trains and
reduces the capacity of the subways.
At night, returning passengers almost
have to fight their way out of th?
trains. The introduction into the sub-
way of such a large volume of traffic
at already congested stations is dis-
astrous to service. It is most important
to eliminate such conditions wherever
possible.
But this is not the worst of the
situation. The commuter traffic at the
terminals is growing at a terrific rate.
During the last ten years it has in-
creased about 117 per cent at the Grand
Central. During nine years the Long
Island commuter traffic has increased
141 per cent at Flatbush and 275 ner
cent at the Pennsylvania Station. The
1152
Electric Railway Journal
Vol. 58, So. 27
capacity of the Flatbush terminal has
practically been reached.
The Pennsylvania Station has really
become a Long Island terminal, since
two-thirds of the business through it
is Long Island business, and also since
the Long Island Railroad used it for
40 per cent of its own business coming
into the city. The Long Island Railroad
is operating from the terminal under a
two-minute interval service during the
rush hours. At this time the terminal
has nearly reached its capacity to Long
Island. It is all due to commuter traf-
fic. Here we have a terminal only
eleven years old, and it has become so
seriously congested that steps are being
taken to determine what can be done to
relieve the situation.
The New Jersey commuter traffic has
increased also but not as rapidly as the
Long Island, Westchester and Connecti-
cut traffic. The commuters on the New
Jersey Central, Lackawanna and Erie
increased approximately 40 per cent
during the last ten years.
Conclusions
The foregoing figures are important
in that they all point in one direction.
They emphasize the fact that the com-
muter traffic has really become a very
great factor in our urban transit prob-
lem. They also emphasize the fact that
the commuter traffic is increasing at a
terrific rate. The growth of the traffic
is so stupendous that the consequences
will be very serious if immediate steps
are not taken to deal adequately with the
problem. The commuter service must be
transformed into a metropolitan rapid
transit service. The only difference now
between our city rapid transit and this
metropolitan rapid transit is that the
latter requires a longer haul and oper-
ates both inside and outside of the city
limits. The metropolitan service is
even now operated on an interval basis,
as instanced in the case of the Long
Island Railroad. All of which means
that a Metropolitan transit plan must
be developed.
Commuters, under the proposed new
order of things, should be brought into
and distributed through the business
center of the city as far as it is prac-
ticable to do so. At least they should
be brought to points where by easy
transfer from one line to another they
may reach almost any objective point
within the city. Commuters should
not be delivered to terminals. The com-
muter does not need a terminal any
more than a city rapid transit rider
does. He only buys a ticket once or
twice a month, he has no baggage to
check. He does not desire to wait for
trains. He expects frequent service
amounting almost to interval service
and times his movements so as to make
quick connections. So what the com-
muter requires is a frequent, quick,
regular and through service from his
home to his work and back again with
the minimum amount of transferring
in transit.
The underlying principles of a suit-
able plan to accomplish this are briefly:
there must be a pooling of railroad in-
terests, an extension of electrification,
additional tubes must be constructed
under the Hudson and East Rivers, the
commuter lines themselves must be
articulated together so that a more con-
venient interchange of traffic between
them can be effected and the commuter
traffic must be carried into and dis-
tributed through the business center.
It has been suggested that the Port
Authority might be utilized as the
agency to develop such a plan, but I
do not believe the law is broad enough
to permit this. The functions of toe
Port Authority are restricted to a
freight project. Similarly, the Transit
Commission in New York is without
power to deal with the question. Its
activities, by reason of the political
division of the Metropolitan area al-
ready alluded to, are restricted to the
territory east of the Hudson. Con-
sequently all of its efforts have been
directed toward developing rapid tran-
sit facilities for New York City ex-
clusively.
A new agency must be created, but
it is believed that another interstate
authority would be a mistake at this
time. It is suggested that the best
and quickest way of dealing with the
situation is to create a New Jersey
Transit Commission with all the neces-
sary authority to study the question of
interstate transportation of passengers
and to develop the necessary plans to
effectuate such a project. Such a New
Jersey commission would undoubtedly
receive the hearty co-operation of the
Transit Commission of New York to
the end that its plans might properly
conform to the city's new transit plan.
In any Metropolitan transportation
project, either for freight or for pas-
sengers, in the interests of economy the
existing New Jersey and New York
railroad facilities must be utilized to
the greatest extent possible consistent
with the best development of a plan.
The same railroads are involved in
either case. Therefore the freight plans
and the passenger plans must both fit
in with the existing railroad condi-
tions, and also must fit in with
each other. Consequently, when the
construction of the project is to be
begun, it will be a great advantage to
carry out the work under the same
authority. Under such circumstances,
since it is already vested with power to
carry forward its freight project, the
Port Authority would seem to be the
natural agency to undertake the com-
bined project.
In the interim, while the New Jersey
Transit Commission is developing the
plans, the feasibility of the suggested
method of procedure can be resolved.
American Association News
Mid- Year Conference Plans
Tentative Program Includes Discussion
of Matters of Interest — Notable
Speakers for the Dinner
THE committee on subjects of the
.American Electric Railway Asso-
ciation, C. D. Emmons chairman, has
announced the following tentative pro-
gram for the Mid-Year Conference at
Indianapolis on Feb. 28. The meeting
and dinner will be held at the Claypoo!
Hotel.
Proposed Program
Morning Session, 10 a.m.
1. Opening Address of Welcome by Gov-
ernor McCray, of Indiana.
2. The Co-ordination of Traclcless Trans-
portation in the Future Service of the
Electric Railway Industry.
This discussion ■nill be started by the
following four speakfis:
(a) "City Service and English Condi-
tions," C. D. Emmons.
(b) "Co-ordination of Service, the Uni-
fied System," E. B. Whitman.
(0) "The California Situation," Paul
Shoup.
(d) "FYom the Interurban Viewpoint,"
Harry Reid.
Discussion.
3. Report Of special committee on co-
operation of manufacturers in the in-
terest of electric railways, presented
by E. F. Wickwire.
Discussion.
Afternoon Session, 2 fi.iii.
4. Address by J. W. McCardle, chairman
Public Service Commission of Indiana,
s. Drill of the Chicago Elevated Safety
Team, preceded by explanation of the
purpo.se of the organization, by B. I.
Budd.
li "Unfair Taxation Burdens on the Street
Car Riders and How They Mav Be
Eliminated," by Fielder Sanders.
Street Railway Commissioner of
Cleveland,
Discussion.
Evening Dinner, 6:30 p.m.
7. Introductorj' address of President R. I.
Todd.
8. .\ddress on "Public Relations," bv
Samuel Insull of Chicago.
9. Address on "Private vs. Public Owner-
ship of Public Utilities," by Carl B.
Jackson of the Wisconsin Public
Utilities Commission and president of
the National Association of Railway
and Public Utility Commissioners*
10. Address, by President Harding.
Attractive entertainment features will be
interspersed with the above.
The Special Dinner Committee,
Harry Reid, chairman, has announced
the following chairmen of its sub-com-
mittees. The Regional Representatives
of the Transportation committee were
announced in last week's issue.
Seating Arrangements — J. P.
Barnes, president Louisville Railway,
Louisville, Ky.
Entertainment — Harry Reid, presi-
dent Interstate Public Service Company,
Indianapolis. Indiana.
Ladie.i' Committee — Mrs. R. I. Todd.
Trar,sp(trtat>on — H. J. Kenfield, presi-
dent Electric Traction, Chicago, 111.
Publicity — Myles B. Lambert, man-
ager railway department, Westinghouse
Electric & Manufacturing Company,
East Pittsburgh, Pa.
Reception — S. W. Greenland, vice-
president Indiana Service Corporation,
Ft. Wayne, Ind.
Christmas Cards to Committee
Members
PRESIDENT L. H. PALMER of the
Transportation & Traffic Association
sent during the past week to each com-
mittee member of that association g
card bearing the following sentiment:
"The momentous conference in our
capital is striving to make real for all
the world the peace of Christmas. So
this year it is peculiarly fitting that
the president and the executive com-
mittee of the Transportation & Traffic
Association send you, with their hearty
Christmas and New Year's greetings,
the earnest hope that you will do your
part in the work of our committees.
Thus will you help our industry to be
a factor in the return to normal busi-
ness relations to a world at peace."
The card, so far as its mechanical fea-
tures are concerned, was got up by the
Collier Company.
* Mr. Jackson has been Invited, but his
acceptance has not yet been received.
K
News of the EJedric Railways
FINANCIAL AND CORPORATE " TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
TmrnmnFiJiriiiimuiiiirriiii jiilij Jnum "IILIIilllllllllllllflllllHlllllllllimillllllllJUIIIIIIIIIIimLUI
California Commission
Reports
San Francisco and Los Angeles Valua-
tions Among Outstanding Features
of Work of That Body
The peak in public utility rates has
definitely passed and a substantial de-
cline has set in, the State Railroad
Commission of California announced on
Dec. 12 in giving out a letter to Gov.
William D. Stephens, transmitting its
annual report for the year ended June
30, 1921. It pointed out that in the
year covered in the report material re-
ductions were made in gas and electric
rates, and the commission adds that
there is every reason to hope that the
trend of prices toward normal will make
further reductions possible.
The commission declares that the ad-
vance in utility rates during the war
and the reconstruction period was rela-
tively small as compared with soaring
commodity prices, and in this connection
says the contrast between regulated
and unregulated business is illuminat-
ing and "of itself would be sufficient
justification, if justification were any
longer needed, for the enlightened
policy of state regulation." It is shown
that if public utility rates had been ad-
vanced equally with commodity prices,
the people of the state last year alone
would have paid in the neighborhood
of $100,000,000 more than they did to
the public utilities.
Regulation Not a Hindrance
In discussing rate reductions and
rate investigations under way, the com-
mission informs the Governor that a
basis for rate adjustments will soon be
established for all the large power com-
panies of the State. This will mark
another definite advance in the pro-
gram of effective regulation, the letter
says.
The assertion that regulation tends
to hamper industry is declared by the
commission to be a fallacy, and it points
out that the public utilities under regu-
lation are keeping pace with the rapid
growth of the State. This is especially
true in the development by the power
companies of the hydro-electric re-
sources of California's mountain
streams.
The letter reviews the legislative in-
vestigation of the commission, declaring
that the Inman committee performed
a valuable public service in cor-
recting certain popular misapprehen-
sions as to the procedure and rulings
of the commission. The two most wide-
spread errors, the commission declares,
were that it allowed returns on capi-
talization and that it was restricted in
its investigations by rigid court rules.
On the contrary, it is shown, the powers
conferred on the commission give it a
large latitude of initiative and inde-
pendent research.
The letter reviews in detail the work
of the commission, which has doubled
in the past two years, and discusses also
the financial status of the utilities.
In addition to the work in connection
with other departments, the engineer-
ing department of the commission com-
pleted two notable valuations — those of
the United Railroads, San Francisco,
and of the Pacific Electric, Los An-
geles. The valuation of the United
Railroads was made in connection with
the application of the utility for ap-
proval of its reorganization plan. The
reproduction cost new, less depreciation
of the system was placed at $41,000,-
000. In this connection it may be
stated that the inventory prepared by
the engineering department was used
as a basis in the subsequent valuation
made by the city of San Francisco and,
an engineer from the commission as-
sisted by the City Engineer's office in
the work. The results obtained closely
approximated each other.
The valuation of the Pacific Electric
Railway was the most extensive piece
of work of its kind ever undertaken by
the engineering department. Begun in
June, 1919, it was completed near the
close of the present year. Findings
were made of the historical reproduc-
tion cost new and the reproduction cost
new. With a condition per cent deter-
mined the cost less depreciation was
arrived at for each valuation. The his-
torical reproduction cost was found to
be $71,194,759, and less depreciation
$56,372,096.
Complementary to the valuation re-
port an exhaustive survey was made
of the service conditions obtaining on
the system, including an analysis line
by line of the entire system, with a dis-
cussion of revenues, expenses and op-
erating schedules. Containing many
suggestions designed to overcome pres-
ent financial difficulties, the report also
looked to the future and proposed
means of meeting in permanent fash-
ion growing problems of traffic conges-
tion. In this connection the recommen-
dations made in the terminals cases
were repeated and emphasized. Made
a part of the survey was a special
study of automobile transportation and
the suggestion offered that the choice
between trolley and motor transporta-
tion facilities must ultimately be made
by the people and the communities af-
fected.
Other service reports, including valu-
ations, were made on the Sacramento,
the San Jose and the Peninsular electric
lines.
W. C. K. Alumni Association
Formed
One hundred and forty former em-
ployees of Westinghouse, Church, Kerr
& Company met on Nov. 30 and or-
ganized the "W. C. K. Alumni Asso-
ciation." The object of the associa-
tion is the maintenance of the friend-
ships formed by the members dur-
ing many years of service with
Westinghouse, Church, Kerr & Com-
pany. The periods of this service
run anywhere from three years to
twenty-five years, three years iseing the
minimum requirement for membership.
The secretary, A. H. Tummel, 131
Warwick Street, Brooklyn, N. Y., will
be glad to hear from any former em-
ployees who are desirous of joining
the association.
Bus Regulatory Ordinance
Passed
City and Railway at Des Moines Start
to Put Into ESfect Provisions of
New Franchise Grant
The City Council of Des Moines, la.,
during the week ended Dec. 24 sounded
what is thought will be the death knell
of the buses when an ordinance was
passed setting out the routes which
buses must use if they are to continue
to operate. The ordinance practically
eliminates buses from streets where
electric railways operate and to a very
large extent from the loop district of
the business section.
Buses Must Respect Ordinance
Bus men who appeared before the City
Cotincil protested that bus provisions
were not regulatory but meant complete
elimination. Arguments against the
routes were made by Charles W. Lyon,
attorney for the bus men, and B. Frank
Prunty, a suburban banker who has be-
come financially interested in one of the
larger bus companies. The City Council
refused to rescind its action and the
bus men are now holding almost daily
conferences to determine whether or not
they will attempt court procedure to
protect their rights.
One of the provisions of the routing
against which the bus operators make
their chief complaints is forcing them
off the Seventh Street viaduct for the
Ft. Des Moines and Sevastapol lines.
This was one of the conditions sought
by the Des Moines City Railway and
the business men's committee which
advised the City Council. F. C. Cham-
bers, general manager of the Des
Moines City Railway, agreed to sta-
tion a flagman at the railroad cross-
ings which the bus men will be forced
to use in the event that they cannot
run over the viaduct.
Although the new ordinance has been
published and is, therefore, nominally
in effect no actual effort has been made
yet by the city to force the buses from
the routes they have been using, but
action looking toward this end is ex-
pected within the next few days.
As a matter of fact the City Council
delayed for more than a week passing
the ordinance on the basis of the agree-
ment which it made some time ago that
the buses would be regulated as soon
as the Des Moines city railway had
placed thirty additional cars in service.
For nearly ten days the railway has
been operating ninety-two cars, which
is more than the number specified by
the Council.
Appeal to Be Heard Jan. 13
The Iowa Supreme Court has set
Jan. 13 as the date for hearing the
appeal made by the city on the decision
of Judge Hume of the Polk County
District Court, which granted the North
Des Moines Improvement League's
petition for a temporary injunction re-
straining the franchise election. It is
now thought that the Supreme Court
will handle the appeal before Judge
Hume rules on making the injunction
permanent.
1154
Electeic Railway Journal
Vol. 58, No. 27
Service-at-Cost Idea Sound
Cleveland's Street Railway Commissioner Reviews His Six Years in Office —
Says Franchise Has Proved Elastic Enough to Work
Under All Conditions
Fielder Sanders, street railway commissioner of Cleveland, Ohio, has re-
ported to the City Council an account of the accomplishments under service-at-
cost in that city. The report is dated Dec. 14. It covers the entire six years
during which Mr. Sanders has held office. The document is especially significant
because of the great interest in the service-at-cost plan in Cleveland, because of
the historical facts enumerated by Mr. Sanders, because of^the recommendation
that the Cleveland Railway use buses and because of Mr. Sanders' advice that
the company attempt to collect back income taxes which it has paid.
ACCORDING to Mr. Sanders the
. real outstanding development of
the last six years is the complete
demonstration of the soundness of the
underlying principles of the Tayler
grant. He says that the franchise has
proved elastic enough to work under
all sorts of conditions, has kept the
railway and its administration out of
political campaigns, has carried the
company successfully through unusual
adversities and has also protected the
public. Credit is given by Mr. Sanders
in these words:
Vour honorable body is entitled to mucli
credit for the manner in which emergencies
have been met and for the readiness witli
which you have raised the rate of fare and
granted the company relief when necessary.
The public of Cleveland is entitled to much
credit. The car riders have demonstrated
their confidence in the Tayler grant by
their continual co-operation by riding, by
paying increased rates without objection
and by their steady support of the company
and the city.
Remarkable Changes Since 1916
Mr. Sanders says that the years since
1916 have been marked by striking
events and remarkable changes. Dur-
ing that time the city of Cleveland has
increased in population from 700,000 to
850,000 and the Cleveland Railway
system has increased from 288.6 miles
of single track to 303.6 miles. More
than 102 miles of track have been re-
moved, 281 new passenger cars ' have
been added and 167 old ones retired,
a net increase of 114 cars. The gross
income of the company has been
$83,435,960. It has spent for mainte-
nance, depreciation and removal of
track and equipments $17,330,378. In
the six years property to the value of
$3,839,924 has been retired on account
transfer to the present maximum rate
of the franchise, 6 cents cash fare,
nine tickets for 50 cents with 1 cent
for transfer, or from an average fare
of 3.417 cents in 1916 to 6.03 cents in
October, 1921.
Power Contract Fortunate
Mr. Sanders next reviews the trying
conditions imposed on the railway of
war-time operation and changed eco-
nomic conditions and says:
The Cleveland Railway, due to its care-
ful management, to the co-operation of
the city, the confidence of the people, and
the peculiar provisions of its franchise has
been enabled to operate successfully, render
adequate service to the public at as low a
rate of fare as there is in the United States
and maintain its property in such shape as
to place it now in a position to continue
its public duty succes.sfully and this not-
withstanding that the period of high prices,
inflated values and heavy traffic during the
war has been followed in the year 1921
by a depreission and falling off of traffic
such as to cause the gravest apprehension.
According to Mr. Sanders the rail-
way was particularly fortunate in con-
tracting with the Cleveland Electric
Illuminating Company for power, in
furtherance of which plan the largest
single piece of property of the com-
pany, the Cedar Avenue generating
station, producing power at an excessive
cost, of the value of $1,265,585 was
scrapped and written out of the capital
account. Mr. Sanders estimates the
total savings of the power scheme as
now in force as compared with the old
one in 1916, have been more than
$2,000,000 in the last four years in the
price of power alone, disregarding alto-
gether the saving in copper cables, the
gain in the transmission of power
short distances and the increased
of obsolescence, the reproduction value operating efficiency of the cars through
thereof paid for out of the earnings and "^S" voltage.
the proceeds thereof used for the
acquisition of new property.
Particular attention is called by Mr.
Sanders to the fact that the operating
allowance of the Cleveland Railway
has been increased from 12.6 cents to
26 cents per car-mile; the maintenance
depreciation and renewal allowance
from an average of 4.9 cents to 12
cents per car-mile. Notation is also
made of the fact that the motormen
and conductors' wages have been in-
creased from 29 cents an hour during
the first year and 32 cents an hour
thereafter, to the present rate of 55
cents an hour for the first three months,
68 cents the next nine months and 60
cents an hour thereafter, reaching the
highest point of 70 cents, 73 cents and
75 cents an hour in the period between
May 1, 1920, and May 1, 1921. In
addition extra compensation for unusual
working conditions, and a six-hour
minimum day have been put into effect.
The rate of fare has increased from
5 cents with a 1-cent charge for
Modified Zone System in Use
Of the modified zone system put into
effect in the downtown district, July
10, 1921, lasting fifty days, with a
3-cent cash fare, two tickets for 5
cents, Mr. Sanders says that when the
experiment was made traffic was fall-
ing off decisively; there was no
pleasure riding of any kind and eco-
nomic conditions were such that the
unnecessary spending even 3 cents was
a matter of considerable importance to
a great number of the car riders. He
suggests that this matter be carefully
studied with a view to further trial
under more favorable conditions.
The tremendous growth in the
number of automobiles and other causes
have increased the amount of money
paid out as expense of operation in
payment of personal injury claims and
property damaged from $575,795 in
1915 to $1,320,179 in 1920 and $1,050,-
155 for the first ten months of 1921.
On Sept 6, 1918, the commissioner
wrote the railway suggesting that it
establish as a part of its organization
a department with its necessary per-
sonnel to have sole charge of the task
of preventing accidents. In response
to that letter, the railway first, through
its operating department, tightened up
its discipline with the idea of making
the men more careful. This not prov-
ing as successful as anticipated, the
railway then installed a complete and
scientific school for its new motormen
and conductors in which the men were
given a long course of training, not
only in the operation of cars but in the
prevention of accidents before being
sent out on the road. Finally, in addi-
tion to these methods, the company has
now established, by way of an experi-
ment, a special department with a
separate department head who is
charged with the duty of doing all that
is humanly possible to prevent acci-
dents of all kinds on the system. As
a result of the co-operation of all the
interests concerned this department is
working out with a very great degree
of success.
On the matter of tax recovery Mr.
Sanders says:
The expense by way of taxation has been
a.ssessed against and paid by the Cleveland
Railway in the last few years, which in
my judgment is wholly unjust. This is
the matter of the federal income lax. The
United States Government for some years
past, has collected an income ta.x of 10 per
;ent on net earnings of corporations. Ap-
plying this income tax law to the ti'leveland
Railway, the return of whose stockholders
is limited, exactly as to a corporation with
unlimited returns, the federal government
has collected from the Cleveland Railway
the .sums of $344,337 for 1918 tax, $3>t2,038
for 1919 tax. $74,000 for 1920 tax and
$2.55.400 for 1921 tax. These sums have
actually been paid by the car riders out of
their own money. That part of this money
upon which this tax has been levied, which
is in excess of the amount required for the
return to the stoclcholders, has been in no
sense an earning of the corporation. It
cannot keep it for itself or for its stock-
holders. Under the ordinance, it gets this
money only as a trustee for the car riders.
-Vs the money accumulates it is the com-
pany's obligation to hand it back to the
car riders, either in reduction of fares or
in increased service. The underlying idea
of the grant is service-at-cost. If service-
at-cost could be exactly, mathematically
carried out, so that the car rider pays the
exact cost of his ride on the day that he
rides, this tax could not be assessed because
there would be no surplus accumulated.
The fact that this is impossible, since there
must be from time to time a surplus in
the interest fund so as to regulate the fare
over periods of time, is seemingly no reason
why the patron, the car rider, should be
fined 10 per cent of his own money, trusteed
to the company for his benefit, under a law
which is intended to tax only the income
to the owners of the property.
As a result of his study of this
matter Mr. Sanders has recommended
to the Council that every effort should
be made to present this situation to
the federal authorities on behalf of the
city of Cleveland and its car riders to
secure relief for the future and if
possible a refunding of the sum paid
in the past.
The opinion of Mr. Sanders is that
the size of the city necessitates an im-
mediate attempt to supplant or supple-
ment the surface cars by some faster
form of transportation. He says:
Even if confined to transportation on the
ground, it is a fact that many people prefer
automobile or bus facilities to street cars.
Other cities, notably New Y'ork. Detroit
and Baltimore are recognizing that fact at
the present time. I am wholly of the
opinion that when those new forms of
transportation, bus. suljway. elevated or
otherwise are added tliat tliey should bo
operated by the Cleveland Railway or its
successor."!, under the same close city con-
trol as at present, so that the car riders
may have a uniform transportation system,
which we can watch I believe that within
December 31, 1921
Electric Railway Joue nal
1155
the very near future, the Cleveland Rail-
way, whenever it can increase its capital
stock, should recognize the preference of
the people -and should establish at least
bus line transportation itself at such rates
as Council may permit.
In carrying out the city control of
the railroad service and of its expendi-
ture under direction of the Council
Mr. Sanders expended the following
amounts:
Amount allowed
(1% of operating
Amount allowance, exclud-
year Expended ing extensions) Surplus
1916 »27,770 $44,927 J17,148
1917 30,181 51,942 21,761
1918 34,595 64,302 29,707
1919 48,045 76.770 34,725
1920 53,254 103,398 50,143
1921.... 55.110 95,868 40,757
Mr. Sanders deplores the fact that
the very difficult task of securing new
money so as to enable the company to
carry out its public duty remains un-
solved. He regards this as the first
of the two great problems not yet
settled, despite the efforts of the ad-
ministration to accomplish this settle-
ment. The second of these he sees as
the great need for rapid transit. For
this reason, beginning January, 1917,
and continuing until the present time,
Mr. Sanders has spent a great part
of his time outside of the routine duties
in an attempt to secure rapid transit.
He says:
A Rapid Transit Commission, of which I
was a member, aided by expert advice of
outside engineers, and the faithful work of
the assistants in this office, developed a
scheme of downtown terminal subways and
recommended to the Council and to the
people their building, at an expense of $15,-
000,000, by the city but to be operated by
the Cleveland Railway. The results of
three year.s' study, submitted to the voters
of Cleveland in April, 1920, were not ap-
proved : whether because of the financial
situation or otherwise, is not Important to
discuss at this time. They would have re-
lieved the paralysis now increasingly ap-
parent in the operation of surface cars
through the congested district.
Efforts were continued, notwithstand-
ing, to improve the existing facilities.
Several lines were rerouted and more
cars turned away from the congested
district by new loops. A proposition
was also presented to the Council to
cut some of the long lines, but after
much discussion by the Council, it was
agreed that the action was too radical,
although it promised advantages.
In conclusion Mr. Sanders says that
with better industrial conditions now
appearing probable for the immediate
future Council should take up these
two great problems — enable the railway
to finance — enable it to expand and
give the people the rapid transit so
essential to Cleveland.
New Wage Scale in Effect in
Fresno
A new pay schedule for trainmen of
the Fresno (Cal.) Traction Company
went into effect on Dec. 1.
Following are the new and old rates
of pay in cents an hour:
Old Rate New Rate
First year 51 47
Second year 52 48
Third year 53 49
Fourth year 53 plus Bl
$5 per month — bonus
In addition to the above rates, the annual
twelve days vacation with full pay, which
is equivalent to approximately 2 cents an
hour, will be continued.
Four cents an hour in addition to the
above scale allowed for one-man car
operators.
The bonus payments will be discontinued.
Establishes Pension System
Eastern Massachusetts Street Railway
Will Provide for Employees Serving
Twenty Years or More
By the unanimous vote of its board
of public trustees the Eastern Massa-
chusetts Street Railway, Boston, Mass.,
has adopted a system of pension for its
employees, to go into operation on Jan.
1, 1922, under which employees who
already have reached the age of seventy
years will be retired on that date. The
employees will not be required to con-
tribute toward the plan. The terms of
the plan, as announced by the trustees,
are as follows:
Eligibility for a pension will be deter-
mined by the age of each employee and the
years of continuous service with this com-
pany or any of its predecessors.
Employees who have been in the service
of the company twenty-flve years or more
who have reached the age of seventy will
be retired on Jan. 1, 1922, and become
entitled to a pension.
In order to take care of special cases, the
pension board may, in its discretion, retire
with pension any employee sixty-flve or
more years old who has been in the service
of the company twenty years.
No provision has been made for disability
pension, but the public trustees recognize
that particular instances may arise meriting
consideration and action.
Payments will be based upon the follow-
ing schedule:
For twenty years of service, $35 per
month or $420 a year.
For each additional year there will be
added $1 a month or $12 a year, so that
the pension will be, for example ;
Month Tear
25 years continuous service. $40 $480
30 years continuous service. $45 $540
35 years continuous service. $50 $600
40 years continuous service. $55 $660
45 years continuous service. $60 $720
50 years continuous service. $65 $780
The pension board, appointed by the
public trustees, is composed of three
trainmen of the company, one general
foreman, one track foreman, one pub-
lic trustee, and R. B. Stearns, vice-
president and general manager of the
company.
$89,825 in Bonus Money
Awarded
Christmas bonus amounting to $89,-
825 was paid by the Los Angeles (Cal.)
Railway to 1977 trainmen on Dec. 15.
The payment was made under the
merit and bonus system operated by
railway since April 1, 1920. The full
bonus is $60 on a basis of $5 a month.
Records are kept from Dec. 1 so that
ratings may be checked up and bonus
awarded just before Christmas.
Special prizes were awarded seventy-
seven trainmen. The extra awards
ranged downward from double bonus
and were awarded the seven most effi-
cient conductors and motormen at each
of the company's five divisions. From
the list of 105 safety car operators, the
seven most efficient men were selected
and received similar awards. In select-
ing the men for the special efficiency
awards the company took into con-
sideration not only the actual percent-
age ratings but such points as personal
appearance, promptness in reporting for
duty and making written reports where
necessary, uniform safety and courtesy
records and willingness to help new
men.
When a trainman has been in service
six months he is entitled to participate
in the merit and bonus system. His
record starts with 100 per cent and he
is then subject to credits or demerits,
five points counting as 1 per cent.
Credits are given for acts of special
efficiency outside the usual line of duty.
Ten credits are given for a clear
courtesy re ord for a month and a like
award is matie for a clear safety record.
Acts noted by supervisors, officials of
the company, by passengers who com-
municate with tin- main offices or by
trainmen themselvts bring credits.
Demerits are given i;r such causes
as failure to make relief, dangerous
operation, discourtesy, inaccurate re-
ports, untidy appearance, etc. If a man
brings his efficiency rating' below 75
per cent he is discharged automatically.
The railway considers that tlie bonus
awards are not mere Christmas pres-
ents, but represent payment for spe-
cially efficient service rendered the
company and the public.
Sault Ste. Marie Differences
Adjusted
The department of Labor of Ottawa,
Can., has received the unanimous re-
port of the Board of Conciliation, which
has adjusted differences between the
International Transit Company, Sault
Ste. Marie, Ont., and some of its em-
ployees.
The document recommends the recog-
nition of the union, a nine-hour day
and a wage award of 40 cents an hour,
increasing at the rate of 1 cent an hour
each six months with 45 cents after
two years' service.
Ten Per Cent Wage Cut on Boston
& Worcester Property
The board of arbitration recently
reduced the wages of the employees
of the Boston & Worcester Street Rail-
way, Boston, Mass., 10 per cent, the
reduction being retroactive to Sept. 1.
The maximum rate for the blue uni-
form men was 60 cents an hour, and
therefore the maximum rate for these
men is now 54 cents. All other sched-
ules of wages were reduced 10 per
cent. The old and new rates of pay
in cents per hour for the blue uniform
men are as follows:
Old Schedule New Scale
For flr.st three months.. 50i 45i
For next nine months.. 52 47
After first year 60 54
The award recognizes that the com-
pany is entitled to a further reduction
next year, if the cost of living is not
increased. The company did not ask
for a cut of 10 cents an hour. It of-
fered to pay 53 cents for the maximum
blue uniform wage without arbitration.
Jamestown Wages Cut Nine Cents
The Jamestown (N.Y.) Street Rail-
way, on Nov. 16, put into effect an
approximate 9-cent reduction in the
wages of conductors and motormen. The
former and present wage scales in cents
per hour are as follows:
New Old
Scale Scale
First six months 36 45
Second sit months. ..... 38 47
Second year 39 49
Third year 41 Two years
Five years and above.. . . 43 and above 50
Employees of the Chautauqua Trac-
tion Company and the Jamestown West-
field & Northwestern Railway are
included in the 9-cent wage cut. An-
nouncement of the reduction was made
by A. N. Broadhead, president of the
three lines.
1156
Electric Railway Journal
Vol. 58, No. 27
New York Commission Pre-
pares for Valuations
Bus Accident Data, Power Costs, Queens
County Lines and Municipal Opera-
tion in the Grist Last Week
Late during the week ended Dec. 24
the New York Transit Commission ad-
journed its hearings until after the first
of the year, when the chairman an-
nounced that valuations would be taken
up. A portion of the testimony on
Dec. 20 and that on Dec. 21 was pre-
sented too late to be reported in last
week's issue of this paper. The greater
part of the late testimony on Dec. 20
related to statistics of bus accidents in
New York and repair maintenance by
the New York & Queens County Rail-
way.
Counsel Shearn Gives Some Figurhb
ON Jitney Bus Accidents
Following the presentation of the
proposed rerouting plan of Daniel L.
Turner, Counsel Shearn said that he
thought it would be desirable to gather
evidence on the number of accidents
which the jitney buses in New York had
had since they had been placed in
operation in November, 1919. The work
of gathering these data has been diffi-
cult, he said, because it has been the
policy of the Police Department, act-
ing under orders, to refuse all access to
the police blotter records which set
forth the troubles of the jitney buses.
Mr. Shearn said he had done as well as
he could, however, by having recourse
to newspaper reports of accidents and
reports turned in by the surface lines
of collisions with buses, etc. He then
first submitted what he called "an in-
complete and imperfect" record of jitney
bus accidents in Manhattan from Sept.
23, 1919, to June 26, 1920, made up
from records of collisions between
buses and cars of the New York Rail-
ways Company. These records showed
148 accidents, with personal injuries in
thirty-four and in all but one some
property damage. In addition he pre-
sented a tabulation made up from notes
published in the Brooklyn Daily Eagle,
from Nov. 7, 1919, to Sept. 7, 1921,
showing a total of eight persons killed
and 298 injured in accidents to jitney
buses. He suggested that it would be
well for the commission to summon
the owners or operators of these bus
lines and ascertain whether they have
paid anything to the injured persons,
what they have done in the way of
upkeep of their cars and similar data.
The Fifth Avenue Coach Company
then submitted statistics of its acci-
dents. These figures showed that dur-
ing the period from Jan. 1, 1919, to Dec.
18, 1921, there had been no one killed,
six persons were injured seriously and
thirteen persons suflFered minor in-
juries. From 1907 to date, or during
fourteen years, the company has
operated 64,000,000 miles and has had
only two turnovers.
Reuben E. Fielder, mechanical en-
gineer of the Fifth Avenue Coach Com-
pany, was then questioned about the
design of the Fifth Avenue buses. This
testimony was introduced because of an
alleged statement by the Mayor that
the Fifth Avenue buses were unsafe.
Mr. Fielder testified that in the model
L bus the center of gravity, when the
bus is fully loaded, is about 52 in. above
the ground. In the model A, which is
an earlier design, the distance is 73 in.
The greater part of the equipment now
is model A, but model L buses are being
put on. When asked about a bus
operated by a different company in
another part of the city he said he
thought this bus had a center of gravity
about 100 in. above the ground.
Charles E. Chalmers, receiver of the
Second Avenue Railroad, was then re-
called to give information in regard to
the charges for power paid by that
company to the Interborough Rapid
Transit Company and New York Rail-
ways. It developed that when the
Second Avenue Company was part of
the Metropolitan Street Railway system
it had contributed $750,000 to the con-
struction of the power station of that
company at Ninety-sixth Street, with
the understanding that thereafter it was
to get power at cost, but when the
Metropolitan system broke up the
property was foreclosed and the plant
shut down, hence this investment was
lost. Mr. Chalmers testified that he
was now purchasing power from the
Interborough Rapid Transit Company
through the New York Railways and is
now paying 2.6045 cents per kilowatt-
hour for it. The Interborough charged
the New York Railways 1.7012 cents
per kilowatt-hour for direct current,
claiming there was a 10 per cent profit
only in that charge. The witness esti-
mated that the profit of the New York
Railways in the sale of power was 53.1
per cent at this price. A memorandum
dated Jan. 14, 1920, giving the basis of
charges for power at that time was
submitted in evidence as follows:
Basis of charges per kilowatt-hour to
Second Avenue:
Cents Cent3
To cost per kilowatt-hour from
k I. R. T. to New York Rys 1 . 1 197
To Transmission Charges
To losses 0.0205
Operation and maintenance 0.0197
Fiiedoharees 0.2130 0.2532
To Converdon Charses
Losses 0.1 1 10
Operation and maintenance 0. 1 110
Fixedcharges 0.3290 0.5510
To profit at 18.7 per cent .
1.9239
0.3601
2.284
Statistics of the New York & Queens
County Railway, New York & Long
Island Traction Company and Long
Island Electric Railway were then pre-
sented, showing poor physical condi-
tion of the car equipment. It was
stated that some of the cars on the
New York & Queens County Railway
had operated over 150,000 miles without
overhauling and only eleven cars had
been overhauled since January, 1921.
Dr. Wilcox Presents His Views
At the proceedings on Wednesday,
Dec. 21, at which volunteers were to be
heard, the principal witness was Dr.
Delos F. Wilcox, who criticised various
provisions in the plan of the commission
and argued in favor of municipal own-
ership. He claimed that service at cost
as tried in Cleveland, Montreal, Boston
and Cincinnati had been unsatisfactory,
and he thought that "the power of thfi
'traction trust,' so called, in past years
has been in some ways moderate in
comparison with the power that will be
exercised by the gigantic operating
monopoly which the commission sets
up as the goal of its endeavors."
Other witnesses who testified on Dec.
21 were President George B. Cromwell
of the Borough of Richmond; Frederick
Van Z. Lane and Rob?rt W. Higbie.
Railway Will Be Exempt
from 1922 Tax
To relieve the public from the neces-
sity of paying a higher rate of fare
for the first six months of 1922, the
city of Cincinnati (Ohio) has approved
a plan of William Jerome Kuertz,
Director of Street Railways, whereby
the Cincinnati Traction Company will
not pay its annual tax to the city of
$350,000 for 1922. With the recom-
mendation of Mr. Kuertz and the in-
dorsement of the city's executives, it
is said the adoption of the plan by the
City Council is assured.
While the plan takes away from the
city $350,000 at a time when the city
government is in serious financial con-
dition, without a definite plan to raise
the $800,000 needed to complete its
appropriations in full, it is justified by
Mr. Kuertz and the city administration
on the following grounds:
1. That under the provisions o£ the
"service at cost" franchise, an annual tax
of 1350,000 is made payable to the city only
when the revenues of the traction company
are sufficient to pay the operating expenses
and such other items as are made a prior
charge upon the gross recpipts.
2. That other large cities of Ohio do not
charge their street railway companies such
a tax, and , ^ ,„„.
3. That If the tax was charged for 1922
it would necessitate an increase in fare,
which Mayor John Galvin and Mr. Kuertz
believe would be incompatible with the
present tendency toward lower prices every-
where manifested.
In regard to the street railway situa-
tion here, Mr. Kuertz said that there
were but two courses open to the city:
1. It mav pass an ordinance similar to
the one pas.sed last June with reference
to the citVs tax for the year 1920 and
1921. providing that the failure of the
present rate of far to produce revenue suffi-
cient to pav the city's tax for the year 1922
shall not operate to increase the rate of
fare now in effect, or . .
2. Allow the provisions of the revision
ordinance to operate, which will auto-
matically cause fares to be increased.
The advantages and disadvantages of
the two courses were explained by Mr.
Kuertz in a report to Mayor Galvin.
City Names Expert to Examine
Transit Plan
Corporation Counsel John P. O'Brien
of New York City has appointed Wil-
liam A. DeFord a special assistant to
analyze for the city the plan of the
Transit Commission for the consolida-
tion of all the traction lines and their
transfer to municipal control. Mr.
O'Brien stated that the appointment in
no way affected "the soundness of the
contention by the city" that the act
creating the commission and vesting it
with its powers was unconstitutional,
Mr. O'Brien said:
I have retained William A. DeFord as
mv special assistant to make a compre-
hensive survev of the plan of readjustment
which you mav finally adopt, to analyze
carefuUV the contracts and other means
which it proposes to employ for the ex-
ecution of that plan, and to accumulate
such information as I deem essential to
enable the city authorities to consider It
intelligently. , . ,„ .,
The Transit Commission will greatly
facilitate the making of the proposed sur-
vev and will expedite the formulation of
the views of the city authorities with
respect to the plan, if it will grant Mr.
DeFord access to all information and data
in its po.«session. inclu.'^ivp of the reports
of its engineers, appraisers and account-
ants, which he may deem of value to his
inquiry. . ...,..,
I deem it my duty (while having the
fullest ronfidence In the soundness of the
contention that the act is unconstitutional)
to take such steps as will enable the city
authorities, in any eventuality whatsoever,
to safeguard the Vitys interests.
December 31, 1921
Electric Railway Journal
1157
Proposed Electric Line in Upper
New York Under Consideration
Plans are under way for the con-
struction of an electric railway from
Buffalo to Wellsville, N. Y., over the
abandoned roadbed of the Buffalo &
Wellsville line owned by C. A. Finne-
gan, Buffalo. Representatives of the
cities and villages along the line have
held several conferences with Mr.
Finnegan and a group of Buffalo
bankers over ways and means of
financing the proposed electric freight
and passenger line. It is proposed to
finance the road with a bond issue of
about $1,000,000.
The proposed line would cost close
to $1,100,000, according to estimates
given by electric railway interests. The
estimates for various equipment are:
rails, $250,000; ties, $125,000; laying
track, $80,000; bridges, $150,000; ten
booster stations, $60,000; poles and
to be that many people objected to
any railway on the street, and also
that the owners objected to the paving
clause. In answering the attack on
the paving clause, R. F. Carley, man-
ager of the traction company, called
attention to the recent decision of the
Public Utilities Commission in the
Chicago street railway case, in which
the principle was laid down that the
city of Chicago must hereafter pay for
paving to be done between the rails.
He stated that the Galesburg com-
pany was asking nothing that would
not soon be general practice in this
respect.
Cable Car Runs Wild
Fillmore Street in San Francisco,
Cal., has a combination cable and elec-
tric line, one of the very few in the
country. The line is a very short one
and for a distance of two blocks the
grades are as high as 24 per cent and
Pole Halts Runaway Car
^International Film Service
wires, $200,000; equipment, $125,000,
and incidentals, $60,000.
It has been suggested that arrange-
ments could be made to enter Buffalo
over the tracks of the Buffalo & Lake
Erie Traction Company, connecting near
Hamburg. Among the larger com-
munities along the proposed line are
Wellsville, Belmont, Centerville, Arcade
and Springville. The Buffalo & Wells-
ville line was abandoned during the
war and Mr. Finnegan sold all the
equipment to the French government.
The new company will probably be
known as the Buffalo, Arcade & Wells-
ville Electric Traction Company. The
promoters are represented by J. S.
Joyce, 75 West Huron Street, Buffalo,
N. Y. -
Galesburg Company Asks
for Franchise
The Galesburg Railway, Lighting &
Power Company has asked for a new
franchise in Galesburg, 111., and accom-
panied the ordinance which it presented
to the Council with frontage petitions
signed by a majority of property own-
ers on all streets except West Main
Street.
The difficulty in securing a majority
of West Main Street signers was said
25.4 per cent, respectively. Two cars
are operated on the line, connected by
an underground cable, so that one bal-
ances the other. The excess power re-
quired for operation is furnished by
electric motors on the cars so that the
system is a combined cable and electric
system.
On Nov. 16 the cable on this line
broke when one of the cars was near
the top of the hill and it sped furiously
down, finally leaving the track and
.splintering an overhead pole. Six per-
sons were injured.
Estimate Moving Platform Cost
The pronosed river to river moving
platform, intended to care for cross-
town traffic in New York city, would
carry approximately 32,000 persons an
hour, which would equal the capacity
of seventy-two ten-car subway trains.
Daniel L. Turner, chief consulting en-
gineer of the Transit Commission, pre-
sented these statistics to municipal en-
gineers recently. Estimates place the
cost of construction at $7,500,000 and
cost of equipment for operation at
$3,000,000. The operating cost on the
basis of 15,000,000 passengers a year
would be $500,000, with an additional
$25,000 for each extra million.
New York Denied Municipal
Trolley Line
The right to operate a municipal
trolley line as a shuttle over the Wil-
liamsburg Bridge without first obtaining
a certificate of convenience was denied
New York City in a decision of the Ap-
pellate Division of the Supreme Court,
Second Department, which reverses the
order of the lower court of last July.
That order allowed the city to operate
local service over the bridge in compe-
tition with the lines of the Brooklyn
Rapid Transit Company.
The matter of municipal operation of
a trolley line across the bridge has been
hanging fire for several months. Grover
Whalen, Commissioner of Plant and
Structures for the city, early in the
spring announced that service would be
started on March 1. He assembled ma-
terials for a carhouse to be built in
Brooklyn and for the tracks connecting
it with the bridge tracks. These would
cross the tracks of the Brooklyn Rapid
Transit, and that company immediately
got out an injunction against the city,
making the points that the proposed
crossing would become a source of dan-
ger; that the city had no constitutional
right to run cars over the bridge, and
that the city had no certificate of con-
venience.
At the same time the injunction was
sought the city asked that a board of
three commissioners be appointed to
condemn the transit company's right-
of-way and chose the point of crossing
for the tracks. Both motions were
granted, but the commission appoint-
ment was delayed for so long that op-
eration of the municipal line had to be
postponed beyond April 1.
The Brooklyn Rapid Transit Com-
pany, which had announced that _ it
would discontinue its through service
over the bridge on that date, continued
its lines when the municipal service was
delayed. The threatened abolition of
the Rapid Transit Company's service
would have thrown a great burden upon
the local bridge line, but Commissioner
Whalen promised that the city would
meet the situation.
It was estimated that the municipal
shuttle service over the bridge would
have been given to the public for 1
cent a ride.
Through Electric Interurban
Proposed
Negotiations are under way for
financing the construction of a bridge
across the International River connect-
ing Buffalo, N. Y., with Bridgeburg,
Ont. Private interests in the United
States and Canada are organizing a
syndicate to apply to the federal gov-
ernment in Washington and the Do-
minion authorities at Ottawa for per-
mission to bridge the river at this
point.
It is proposed to have the Canadian
hydro-radials in the Niagara frontier
district enter Buffalo via the proposed
structure. This would give a through
electric interurban line connecting
Buffalo with Toronto, Ont., by way of
Welland, St. Catharines and Hamilton.
This line also would connect with the
nroposed Canadian lake shore line to
Port Colborne. which has been under
consideration for several years. Towns
along the proposed raight-of-way al-
ready have given authority to con-
struct the line, which would serve the
north shore summer colony.
1158
Electkic Railway Jouenal
Vol. 58, No. 27
Improvement Program
Being Arranged
Work has been started on the sched-
ule of improvements laid out recently
for the Dallas (Tex.) Eailway. This
is in accordance with the agreement
between officials of the Dallas Railway
and the Supervisor of Public Utilities,
John W. Everman, that as soon as the
company elected a president to succeed
the late Col. J. F. Strickland both the
city and the officials of the company
would prepare a progn^am of improve-
ments and betterments covering the
next few years.
Although the complete programs
have not been announced, Mr. Everman
says he will provide for the building of
the Lindsley Avenue extension to
Mount Auburn, as well as some addi-
tions to the Terrell interurban line
over which cars will be run to Park-
view.
Much pressure is being brought to
bear on Mr. Everman to include the
proposed viaduct over the Trinity River
bottoms. Mr. Everman has explained
that such viaduct, if built, would have
to be built by the Northern Texas
Traction Company, which owns the Oak
Cliff lines and the Dallas-Fort Worth
Interurban line. Under the terms of
the franchise and the lease agreement
between the Dallas Railway and the
Northern Texas Traction Company, the
Dallas Railway would have to take over
the viaduct when built and pay the
Northern Texas Traction Company 7
per cent interest annually on the in-
vestment. Mr. Everman says it would
cost $500,000 to build the viaduct, and
that this would mean an interest charge
of $35,000 annually on the Dallas Rail-
way or about $100 a day. Such an
interest charge would make a 7-cent
fare necessary, Mr. Everman says, and
he is not in favor of such an increase
in fares.
The Dallas Railway now has approxi-
mately $100,000 in reserve to be spent
for street improvements, this amount
having been realized over and above
the authorized earnings of 7 per cent
during the last few months, during
which earnings have been around 8 per
cent.
It is expected to be a month or more
before the schedule of improvements is
completed and finally agreed on.
machines when a street car is available,
I believe it should be possible to demon-
strate that the public can be useful^
served by street car transportation without
loss to owners.
The city can help by relieving trans-
portation from unnecessary burdens, mak-
ing possible certain and prompt adjust-
ment of fares up and down to meet artual
needs under supervision of the State Rail-
road Commission and granting such fran-
chise tenure as will assure safety of
investment aside from the question of
fares.
Agreement Reached in Fresno
Franchise conferences at Fresno,
Cal., have resulted in an agreement be-
tween officials of the Fresno Traction
Company and the City Council as to
the terms to be granted to the com-
pany. Under the proposed plan a fifty
year franchise will be allowed the com-
pany. The city will be given an option
on the purchase of the road at ten
year intervals, paying the railway the
value of the property at the time the
exercise of the option may be desired.
The proposed agreement provides that
the company will pave the street be-
tween the rails and a foot on each side
of the rails.
The Fresno Traction Company is con-
trolled by the Southern Pacific Com-
pany. Paul Shoup, vice-president of
the property, in commenting on the
conference, made the following state-
ments:
The Fresno Traction company has not
been a paying investment due to develop-
ment of the automobile, but. with the
growth of the city and a lesser inclination
because of downtown congestion, to use
New Company Incorporated
in Franchise Case
Initial steps in making two systems
of the Aurora, Elgin & Chicago Rail-
road were taken at Springfield, 111., on
Dec. 13 when the Aurora, Elgin & Fox
River Electric Company, Aurora, was
incorporated to furnish electric light
and power. The capital stock of the
new company is $20,000. It is held by
Joseph K. Choate, New York, receiver,
to the amount of $4,950; Benjamin F.
.A.lschuler, Aurora, $25, and Edwin C.
Faber, general manager for the re-
ceiver, $25.
The organization of the new com-
pany was necessary to carry out pro-
visions of an order, issued by Judge
Evan A. Evans, instructing the receiver
of the Aurora, Elgin & Chicago Rail-
road, to incorporate a new company and
take all the stock in his own name and
the name of his nominees for the pur-
pose of providing a company to take
out new franchises in the Fox River
valley. It is explained that under the
law a franchise for operating a public
utility can be issued only to a corpora-
tion, and not to a receiver. In other
words, the new organization came into
existence under the general incorpora-
tion act, to apply for franchises in its
own name and not in the name of the
Aurora, Elgin & Chicago railroad,
avoiding possibility of legal entangle-
ments.
Louisville Employee to
Be Director
A director for the Louisville (Ky.)
Railway is to be chosen from among
the ranks of the workers. Announce-
ment to this effect was made at a meet-
ing of the motormen and conductors
tendered them recently by J. P. Barnes,
president of the company. The dinner
was given the men of two carhouses
which were winners in a contest for
those carhouses having the smallest
number of accidents per milage.
Every man in the company's employ,
to the number of approximately 1,500,
is to have a voice in the election of the
new director who will sit for the first
time at the annual meeting of the board
on Feb. 15. He will be elected at a date
in January to be set by the Co-operative
Welfare Association. The entire force
of the Louisville Railway employees for
two years past has been organized in a
Co-operative Welfare Association which
meets monthly to consider matters of
interest to employees.
No date for the election can be set
until the Co-operative Welfare Asso-
ciation meets and formally receives and
accepts the company's announcement.
The January meeting of the association
will be Jan. 9, but the election may be
held at the next monthly meeting, Feb.
12, in ample time for the successful
man to take his seat at the annual
election of the board of directors three
days later.
Will Vote on Franchise. — A new
franchise for the Menominee & Mari-
nette Light & Traction Company,
Menominee, Mich., will be submitted to
a vote of the people at a special election
probably in January. This decision
was recently made by the City Council
at a meeting called, to discuss terms
for the new franchise.
Picking Up Passengers Scored. — In
the symposium entitled "Truth," pub-
lished daily by the Memphis (Tenn.)
Street Railway to educate the Memphis
public, the receivers, T. H. Tutwiler and
F. Elgin, say a word to the automobile
owners about picking up chance pas-
sengers and taking that much revenue
away from the company.
Health Rules to Be Published.— Be-
cause of numerous inquiries and com-
plaints about the ventilation of cars of
the Cincinnati (Ohio) Traction Com-
pany, William Jerome Kuertz, Street
Railway Director has announced that
after the Christmas rush the railway
will post in every car a copy of the
Board of Health Regulations govern-
ing the ventilation of cars.
Will Study Situation. — A committee
composed of Council representatives of
Wheeling, W. Va., and Ohio towns will
hold a conference on the passenger
transportation situation in the Wheeling
district. The matter has become acute
recently over the efforts of the Ultimate
Bus Company to secure a permit from
the city of Wheeling. The Wheeling
Traction Company has opposed the
grant. It is believed that a plan is
being worked out which will be ac-
ceptable to railway and buses.
Pacific Electric Out of Terminal Proj-
ect.— The Pacific Electric Railway,
Los Angeles, Cal., is not required to
join the steam roads, including the
Southern Pacific, the Salt Lake and the
Santa Fe, in building a union terminal
at the Plaza site. The order for the
construction of the union passenger
station is contained in a decision on
rehearing of the so-called Los Angeles
terminal cases and is a reaffirmation of
the commission's former decision. The
commission held that there was not
sufficient justification for including the
Pacific Electric interurban lines in the
project. The company will be required
to solve certain grade crossing prob-
lems.
To Dismiss Employees, Railway's
Right An arbitration commission re-
cently handed down a decision uphold-
ing the right of a railway to dismiss
an employee. The Eastern Pennsyl-
vania Railways, Pottsville, Pa., dis-
missed a motorman, John Dormer, after
a wreck in which seventeen persons
were injured. The Amalgamated Asso-
ciation took up the complaint of the
motorman in question and claimed that
he should be re-employed. The railway
claimed that it had the right to dismiss
an employee, but agreed to subnut tho
matter to an arbitration commission.
The commission's opinion against Dor-
mer was unanimous and his complaint
vras thrown out.
December 31, 1921
Electric Railway Journal
1159
Financial and Corporate
Financial Readjustment Proposed
A special meeting of shareholders
of the Federal Light & Traction Com-
pany, New York, N. Y., has been called
for Jan. 11 to consider changing capi-
talization and readjustment of finances.
It is proposed:
To increase the capital stock by $10,-
000,000 to $21,000,000, new stock being in
form of cumulative first preferred 8 per
cent stock, having priority over present
preferred and redeemable at any time at
$110 a share.
To amend certificate ot incorporation to
permit issuance of 55,000 shares no par
common stock to be exchanged share for
share for present common.
To modify terms of company's thirty
year first lien 5 per cent bonds to permit
from 5 per cent to not exceeding 7J per
cent interest rate on all or any part of
such bonds heretofore or hereafter issued ;
provide that such additional interest shall
be entitled to the benefit and security of
any future mortgage ; that all or any part
of such bonds be made callable at price
above present call price as may be fixed
by directors ; that company, at its option,
can spend for betterments of properties,
moneys accruing to sinking fund under
said mortgage.
To authorize issuance of preferred stocks
by subsidiaries witliout subjecting such
stocks to Hen to said mortgage.
To authorize refunding Springfield Rail-
way & Light 5 per cent bonds and Central
Arkansas Railway & Light 5 per cent
bonds by issuance of Federal Light &
Traction Company 30-year 5 per cent bonds
(but bearing Interest at not exceeding 7J
per cent of such increased interest on
such bonds be authorized as recommended),
and to authorize directors at their discre-
tion to do such action as may be necessary.
To authorize execution of a general and
refunding mortgage to secure bonds, notes
or debentures Avhich may be issued from
time to time in series bearing Interest not
exceeding 8 per cent.
$9,685,000 Railway Bonds
Mature in January
Public utility bonds maturing in
January, 1922, amount to ?14,708,300.
The principal railway properties in-
cluded are the following:
Company Rate Amount
Columbus Railway Power &
Light Company, notes 8 $2,500,000
Little Rock Railway & Electric
Company, 1-year 8 700,000
Springfield & Eastern Railway
1st 5 330,000
Cent. Market Street Railway
Ist 5 325,000
Eastern Massachusetts Street
Railway, ref. 6 300,000
New Bedford & Onset Railway
1st 5 280,000
Virginia Railway & Power
Company, notes 6 250,000
Minn. Street Railway, joint
cons. 7 5,000,000
Total $9,685,000
Seeks Abandonment —
Blames Ford
The Interurban Railway & Terminal
Company, Cincinnati, Ohio, has peti-
tioned the State Public Utilities Com-
mission for permission to abandon its
two lines. One line runs from Cincin-
nati to Lebanon and the other from
Cincinnati to New Richmond.
According to F. Dinsmore, counsel
for the company, who ascribes the
failure of the road to the Ford, it would
be cheaper to sell the road as junk
than to continue service.
The deficit in 1918 was $18,000; 1919,
$13,000; 1920, $20,000; 1921, so far
$18,000.
The receiver of the road is Charles
M. Leslie.
Toledo Outlook Improved
Company llopes Soon to Put on
Fifty One-Man Cars to
Combat Autos
The increased patronage of the Com-
munity Traction Company, at Toledo,
Ohio, and the improvement of the pnys-
ical condition of the property, together
with economies in management effected
since the operation of the service-at-
cost ordinance, will probably enable
the company to purchase fifty new
one-man cars in the near future. At
least, Wilfred E. Cann, street railway
commissioner has made some tenta-
tive plans in that direction. He be-
lieves that the new equipment may be
a step toward better business and also
help to meet motor bus competition.
The report of the railway for Novem-
ber, made to the board of control at
its meeting during the week ended Dec.
17 indicates that the property is con-
tinuing to turn a surplus into the stab-
ilizing fund.
As for December, the commissioner's
daily reports the first half of the month
show an increase of $7,036 in fare re-
ceipts as compared with the same
period last month.
After payment of all operating ex-
penses, interest charges and taxes in
November, $17,708 was placed in the
sinking fund, which goes toward the
purchase of the lines by the city, and
there was a balance of $8,200 applicable
to the fare stabilizing fund, bringing
it up to $63,544. It was expected that
the surplus for November would be
about $25,000, but the company was
forced to set aside $15,762 for half of
the state excise tax of li per cent on
gross earnings of public utilities. The
allotment for maintenance has also
been increased and cars are being over-
hauled at the shops at a rate of ten
a month instead of three as heretofore.
The total amount now in the sinking
fund, set aside for ultimate ownership
of the traction property by the city,
is $177,083. Part of this sum is in-
vested in bonds of the railway which
are participating in the earnings of the
property.
The operating expense has been de-
creased from 42.86 cents per car-mile
in February, the first month under the
present plan, to 36.50 cents per car-
mile last month. The average income
per car-mile in February was 44.5
cents. In July it fell to 38.1 cents,
but for November was 45.26 cents. The
ratio of operating expense to income
last February was 92.21 per cent. It
is now 72.82 per cent.
There was a small decrease in No-
vember in the number of passengers
carried as compared with October and
a corresponding decrease in car-mile-
age due to the difference of one day
between October and November, but the
daily car-mileage and fhe number of
passengers carried were a little larger
than the previous month. The total
of revenue passengers in November
was 4,699,809.
Cleveland Stock Not to Be
Sold at Discount
The directors of the Cleveland, Ohio,
Railway on Dec. 22, refused to accept
a resolution adopted by the City Coun-
cil authorizing the company to sell
$160,000 par value of its stock at $87
a share, for the purpose of building
a new extension along Broadview Road
in South Brooklyn.
The franchise under which the com-
pany operates in Cleveland calls for
the sale of the company's stock at $87
because the company's dividends are
held to 6 per cent annually and voters
of the city a year ago refused to
sanction an increase to 7 per cent.
John J. Stanley, president of the
company, said:
The main reason why the Council's reso-
lution is not acceptable to the company Is
because it is a makeshift financing scheme.
The intentions of the company's franchise
is plain that stock must be sold at not
less than par and the city faces the problem
of putting our stock above par and keeping
it there not for one extension alone, but for
all the extensions and additions which the
continued growth of Cleveland demands.
Half-way measures and makeshift expedi-
ents are unsound economically, but are
especially unwise financially for this sys-
Successor Company Organizes
The Olean, Bradford & Salamanca
Railway, Olean, N. Y., the successor
company under foreclosure to the West-
ern New York & Pennsylvania Trac-
tion Company, has organized with of-
ficers as follows:
President, C. N. Mason; vice-presi-
dent, J. P. Quigley; secretary and treas-
urer, L. W. Osborne; auditor, D. S.
Nicholas; general manager, R. H.
Wheeler; general superintendent, I. W.
Miller; chief engineer, W. K. Page;
traffic manager, W. P. Bailey; master
mechanic, W. I. Berryman.
$28,935,655 Lost by New Haven
Railroad on Its Rhode Island
Trolleys
Losses sustained by the "New
Haven" road through the forced sale
of the electric railways in Rhode
Island caused the steam railroad to
have a deficit of $31,824 in 1920, the
loss from the sale of the electric rail-
ways alone aggregating $28,935,655,
according to the annual report which
the Connecticut Public Utilities Com-
mission submitted to Governor Lake at
Hartford, Conn., on Dec. 17. During
the past year this loss has been charged
off to profit and loss, the commission
points out. The 1920 deficit of more
than $31,000,000 is contrasted ■with the
surplus of $2,078,352 which the "New
Haven" road had in 1919.
A feature of the report is an increase
of $2,411,363 in the Connecticut Com-
pany's investment in road and equip-
ment, which at the close of 1920 was
$55,457,931. The total investment, in-
cluding some other sources, was $55.-
529,430. The capital stock remains the
same, at $40,000,000.
According to the report on Nov. 30,
1921, the Connecticut Company had a
total deficit of $1,436,091. The total
operating revenue was $13,089,317,
showing an increase of $2,045,512. Of
the increase $1,913,979 was from
passenger transportation.
The total deficit of the Hartford &
Springfield Street Railway Company,
since it went into receivership in 1919
is $118,958 according to the report.
1160
Electric Railway Jouenal
Vol. 58, No. 27
Cleveland's Accumulated Deficit
Now Only $145,610
Business conditions in Cleveland,
Ohio, continue to improve, slightly it
is true, but nevertheless steadily. This
is shown in the November report of
the Cleveland Railway, received by the
directors at their meeting on Dec. 22.
The November report showed that
the deficit in the interest fund, the fare
barometer, had been reduced by $26,596
during the month. This cuts the ac-
cumulated deficit to $145,610 in this
fund. The surplus balance in the com-
pany's operating fund is so great that
if business conditions continue to im-
prove there is little doubt but that
there may be a reduction in fare by the
middle of next summer, as predicted by
Fielder Sanders, the city street railway
commissioner.
The number of car riders carried by
the Cleveland Railway in November
totaled 31,992,555, a decrease of 11.72
per cent over last year. This is a
marked improvement, as recently the
decrease in the number of riders, month
by month, had been running as high as
17 per cent.
The directors adopted a memorial ex-
tolling the late Henry J. Davies, who
up to his death on Dec. 3 last had been
secretary and treasurer of the company
for many years.
Cape Fear Railways Is Successor
The North State Power Company,
Raileigh, S. C, which on Aug. 16, 1921,
bought the Cumberland Railway &
Power Company when the receivership
of that company was terminated, sold
its railway holdings on Dec. 7 to the
Cape Fear Railways, Inc. This com-
pany is a new corporation, with its
home office in Fayetteville, but with
its general offices in Raleigh. The
capital stock is $50,000 an the exten-
sion of the present system to a total
length of 20 miles is immediately con-
templated. Previous sale of the Cum-
berland Railway & Power Company to
a company of bondholders was recorded
in the Elbxjtkic Railway Journal for
July 30, 1921.
Receiver for Houghton Company
A federal receiver was appointed Nov.
29 for the Houghton County Traction
Company, Houghton, Mich. Samuel B.
Tuell is now in charge of the com-
pany's interests.
Young Men's Club Operates Cars
The company organized some time
ago at Brunswick, Ga., by the Young
Men's Club of that city to operate the
electric railway system there took
formal possession of the properties on
Dec. 1 and is now running the cars.
The Brunswick property, known as the
City & Surburban Railway, failed some
time ago and abandonment of the
system followed.
The new company is known as the
Brunswick & Interurban Railway. The
present fare is 7 cents, but it is be-
lieved that as soon as the necessary
legal arrangements can be made the
fare will be reduced to 5 cents. Previ-
ous references have been made in the
Electric Railway Journal to the
activities of the Young Men's Club in
trying to keep railway service in this
city.
Railway Pays Back Taxes. — The
Trenton & Mercer County Traction Cor-
poration, Trenton, N. J., is now paying
the city of Trenton back taxes for the
past four years, the sunt of $150,000
having been paid into the city treasury
thus far. The company was unable to
pay the back taxes until an 8-cent fare
was granted.
Receiver Authorized to Settle Claims.
— Federal Judge John M. Killits at
Toledo, Ohio, has authorized B. J. Jones,
receiver for the Ohio Electric Railway,
to defend at his discretion all suits
against the bankrupt railway brought
before his appointment as receiver. He
authorized the receiver to settle claims
also in case they are for small amounts.
All claims must be brought before the
court for approval.
Part of Dividend Arrears Paid. — The
board of directors of the West Penn
Traction & Water Power Company,
Pittsburgh, Pa., has declared its regu-
lar quarterly dividend of li per cent
on its 6 per cent cumulative preferred
stock, payable on Feb. 15 to stock-
holders of record of Jan. 16, 1922, and
also a dividend of li per cent on ac-
count of dividends in arrears accumu-
lated upon its preferred stocks prior
to 1917.
Mexican Property Transferred. — The
Chihuahua Electric & Railway Com-
pany, Chihuahua, Mexico, has been
taken over by R. Lopez Negrete,
Durango, and his associates. The hold-
ings include the local electric light and
power plant and street railway system.
The new owners plan to install new
machinery and equipment and to re-
habilitate and extend the electric rail-
way lines. During the revolutionary
period in Mexico the property under-
went heavy losses.
Railway Patrons Seek Tax Reduction.
— Citizens along the Defiance branch
of the Indiana, Columbus & Eastern
Traction Company, which the company
has petitioned to abandon, will soon
file a petition with the State Tax Com-
mission of Ohio asking for a reduction
in the valuation from approximately
$800,000 to about one-third that amount.
It is claimed that such a reduction
will mean a saving in taxes to the
Indiana, Columbus & Eastern Traction
Company of $10,000 and will so reduce
expenses that operation of the branch
may continue.
Court Authorizes Payment of Back
Interest. — The bondholders' protective
committee of securities and corpora-
tions included in the Pittsburgh (Pa.)
Railways system announces that the
United States District Court for the
western district of Pennsylvania has
signed an order authorizing the re-
ceivers of the Pittsburgh Railways to
pay one year's back interest on the
United Traction Company general
mortgage 5 per cent bonds. The two
instalments to be paid are July 1, 1919,
and Jan. 1, 1920.
Memphis Reports Profit. — -The Mem-
phis ("Tenn.) Street Railway in Novem-
ber made a profit of $5,276 over and
above the 6i per cent allowed by the
Public Utilities Commission. A report
of November operations shows a total
of 3,709,558 revenue passengers was
carried as compared to 4,147,553 in
November of last year. Gross income
was $261,514 against $287,844 for
November, 1920. Cost of service in
November, 1921, was only $256,238
while in 1920 the cost was $314,507.
During the month of November, 1920»
the report shows there was a deficit
of $26,663.
Hudson & Manhattan Issue Author-
ized.— The application for the issue
of $1,046,000 of first lien and refund-
ing mortgage bonds by the Hudson &
Manhattan Railroad, New York, N. Y.,
on or before June 30, 1922, has been
approved by the Public Utility Commis-
sion. The previous utility commission
issued on June 3, 1919, a certificate of
approval for this issue at face value of
the bonds payable on Feb. 1, 1957,
bearing interest at 5 per cent. The
object of the issue according to the re-
port, is to reimburse the company for
expenditures made for the construction,
completion, extension or improvement
of its facilities or for the discharge of
its obligations.
Hearing on Receivership Application
Postponed. — Judge Julius M. Mayer in
the United States District Court on
Dec. 21 heard the postponed applica-
tion by Clarence Venner for the ap-
pointment of a receiver for the Inter-
borough Rapid Transit Company, New
York. N. Y. Judge Mayer set Jan. 30
as the time when arguments on the
application will be heard. He also set
Jan. 20 as the date when all answers
to bills must be filed and Jan. 26 when
reply affidavits should be served on
J. L. Quackenbush, attorney for the
Interborough. Mr. Quackenbush re-
ported to the court the following
conditions on Interborough notes:
$36,155,900 deposited for extensions,
$38,144,400 total, showing that 94.79
per cent have been deposited, leaving
$1,988,500 outstanding. He also stated
that since the hearing before the court
on Oct. 27, $712,900 of notes have been
deposited and that $7,144,000 have been
deposited since the application for the
appointment of a receiver was first
made by Mr. Venner.
$5,000,000 Columbus Issue Offered. —
Harris, Forbes & Company, New York,
N. Y., and Elston, Allyn & Company,
Chicago, 111., offered for subscription
on Dec. 22 $5,000,00 of refunding mort-
gage gold bonds, 6 per cent series, due
1941, of the Columbus Railway, Power
& Light Company, Columbus, Ohio.
The subscription price was 93 i and in-
terest, yielding about 6.60 per cent.
The proceeds, it was announced, would
be used to take up floating debts and
to provide other funds, 'fhe bankers
explained that the gross earnings of
the company for the year ended Nov.
30, 1921, were more than $6,900,000,
and the net earnings more than three
times the annual interest charges on
funded debt with the public, including
this issue. More than 59 per cent of
the net earnings were derived from the
electric light and power business, and
such net earnings alone amounted to
more than three times the annual inter-
est charges on all first refunding and
extension bonds outstanding with the
public and this issue of refunding mort-
gage bonds.
December 31, 1921
Electric Railway Journal
1161
Improvements in Prospect
Detroit Mayor Suggests a Combination
Bus-Railway Service for Rapid Tran-
sit and to Relieve Congestion
With the joint use of certain of the
street car lines arranged between the
city of Detroit, Mich., and the Detroit
United Railvfay, and the universal
transfer effective between the com-
pany's lines and the M. O. lines, Mayor
James Couzens announced some views
as to methods which he believes
will further improve Detroit's street
car service. Among the further steps
advocated by the Mayor are the estab-
lishing of city bus lines and the turning
of interurban cars and interurban buses
at local terminals to be established at
the city limits.
The new idea is to combine buses
and street car service all under munici-
pal control. Electric railway lines are
to be maintained on the main thorough-
fares as at present. In between the
main lines would be bus lines taking
parallel streets, or zig-zagging along
the same general direction. The latter,
it is cited, would serve more people
by covering more territory. The long
distance traffic would be handled by
street cars and the short by buses,
making fewer stops necessary for the
cars within a two-mile radius from the
city hall. This, it is believed, would
result in more rapid service and relieve
congestion.
If the city acquires a bus system, it
is planned to issue transfers from the
cars to the buses. The buses may also
be used during the rush hours to aug-
ment street car service on the main
arteries of traffic, branching out to the
parallel streets during other periods of
the day.
It is the Mayor's belief that the bus
lines could be operated more economi-
cally by the city than by the private
companies, with both cars and buses
operated by the M. O. general operating
staff. He further believes that it will
be possible under the governing condi-
tions to reduce the bus fare from 10
cents to 7 or 8 cents.
Nothing Succeeds Like
Safety Contests
A plan started the early part of
this year for the purpose of reducing
accidents on the railway systems oper-
ated by the Southern Public Utilities
Company, in Greenville, S. C, and
Charlotte and Winston-Salem, N. C,
has actually worked out very satis-
factorily in reducing accidents.
Early in 1921 the company announced
that prizes totaling $500 would be
awarded to members of various teams
among the electric railway employees
of the cities above named, the awards
to go to the teams with the best
records. The initial contest was to run
over a period of three months. Results
of this contest proved so satisfactory
that two other contests were then ar-
ranged, and results of the latter two
are all the more remarkable considering
the fact that no prizes were offered in
these contests.
Results are noted by the reduction in
accidents in the three cities during the
third contest, completed only recently,
as compared with the first contest held
early in the year. At Charlotte there
were ninety-six accidents during the
first contest and fifty during the third.
Thirty men came through with a per-
fect score during the first contest, and
fifty-one during the third. At Winston-
Salem there were 125 accidents during
the first contest and fifty-one during
the third; nineteen men came through
with a perfect score in the first con-
test, and thirty-four in the third. At
Greenville there were 184 accidents
during the first contest and only nine-
teen during the third; only four men
came through with a perfect score in
the first contest, while twenty-six had
a perfect score during the third._
All men having a perfect score in the
third contest were presented with rain-
coats by President E. C. Marshall, who
announced that results were so suc-
cessful that similar safety contests will
be held during 1922.
St. Paul Fare Rise Set Aside
Judge ¥. M. Catlin of Ramsey Dis-
trict Court in Minnesota on Dec. 27,
set aside the order of Aug. 30 by the
State Railroad & Warehouse Commis-
sion granting the St. Paul City Railway
an increase in fare to more than 6 cents.
After the St. Paul City Railway had
been granted an emergency rate of 7
cents by the Minnesota Railroad &
Warehouse Commission, Judge J. C.
Michael issued an order last September
restraining the company from collect-
ing the increased fare. The railway
appealed from this order, and argu-
ments were made on Nov. 27. This
decision temporarily blocks a renewal
of appeal to the Federal Court for an
injunction to prevent the city from
stopping collection of the higher rate.
Another hearing will be held on Jan.
14. The judge held that the commission
had no facts on which to base the order.
The city contended that the commis-
sion had made no effort to learn whether
the costs and expenses mentioned in
the application by the company were
reasonable. The rate of fare has been
6 cents. Details of the case were given
in the Electric Railway Journal for
Nov. 12, page 883.
aeoeKsibility. This belt would be operated
by thu iiresent street car company, under
direct suutrvision of the city govc-rnment.
It would be my plan to establish a
freight statiun at a certain point where
country produce, such as potatoes, cab-
bage, poultry, eggs and perishables could
be received and s>'!d direct to our retailers
and grocers. Tl.is station woifld be In
charge of some out, appointed by the city
who would have authority to represent the
consignor and sell at the best market price.
Or the consignor himself could accom-
pany his shipment and sell his own goods.
Interurban Belt Railway Urged
The construction of an interurban
belt railway around Indianapolis, Ind.,
is being urged by prominent financiers
in the vicinity. It is believed that such
a line would mean a bigger future for
the city for it would provide a better
distribution of the freight business
handled by the railway and would save
millions of dollars to the interurbans
and ultimately to the people of Indian-
apolis. Especially interested in this
proposal is G. J. Marott, who claims the
financing of the project would be simple
if ths city backed the bonds. In out-
lining the plan Mr. Marott said in part:
My plan would be first to construct an
interurban belt that would connect with
all traction lines entering the city. .411
interburban freight would be distributed
over this railroad, say to four stations
situated at points on the belt of e«sy
Low Fare Measure Lost
Seattle Councilmen Desert Mr. Fitz-
gerald in His Plea t'ur a
Five-Cent Fare
By a vote of six to two, the City
Council of Seattle, Wash., has rejected
the proposed ordinance prescribing a
5-cent fare for the Municipal Railway.
The ordinance was proposed by C. B.
Fitzgerald, chairman of the finance
committee of the Council. The vote of
the Council revealed the fact that the
only supporter of the measure was
Councilman Fitzgerald himself. Coun-
cilman Moore voted with Mr. Fitzgerald
against indefinitely postponing the
measure, but announced he would not
cast a ballot for the ordinance, but
would favor referring it to the voters
at the spring election.
Mr. Fitzgerald, in explaining his
ordinance, stated that the only change
it provided from the existing fare rate
was a reduction from 8J to 5 cents,
with an addition of a transfer charge
of 2 cents. Under the proposed meas-
ure, however, only trainmen in uniform
would be carried free instead of all
employees of the utilities department.
Mr. Fitzgerald said:
I should like to see the fare effective
now and I think it was a mistake ever to
increa.se the fare. I know there is consider-
able difference of opinion on the matter in
the city. I believe the 8 J -cent is more than
the traffic will stand.
The reduction in fare would result in
a deficit estimated by Peter Witt at
$1,500,000. Mr. Witt also stated that
with an expenditure of approximately
$2,000,000 for new cars, tracks and im-
provements to the municipal railway
system, a permanent saving of $1,700,-
000 could be effected.
D. W. Henderson superintendent of
the Municipal Railway, agn*eed that
such improvements are necessary to
the system, but in connection with a
reduction in fare, pointed out that if
the money was available for purchase
of such new cars, it would take at least
a year to obtain these cars and put
them in operation. Mr. Henderson
favors the use of lighter cars than the
ones now in use, and does not favor
converting the present heavy cars into
one-man cars.
Before the 5-cent fare ordinance was
acted upon, leading lawyers through-
out the city were consulted in regard
to the legal aspects of such a move.
Representatives of the firms questioned
concurred in the opinion of Corporation
Counsel Walter P. Meier that an in-
adequate fare on the railway would
make the city liable to damages which
would place the general fund of the
city behind the $15,000,000 of bonds
given to Stone & Webster for the car
system. This would bring the securi-
ties up to par value, and result in a loss
estimated at $7,500,000 to the people
of Seattle. Counsel Meier's opinion is
also concurred in by Mayor Hugh M.
Caldwell, who has strongly opposed the
reduction in fare, with concurrent dan-
ger of invading the general fund.
1162
Electric Railway Journal
Vol. 58, No. 27
Disapproves of Overlap System
The Department of Public Utilities
has dismissed the petition of the Board
of Aldermen of Chicopee, Mass., for
a rearrangement of the fare zones on
the lines of the Holyoke Street Railway.
The petitioners sought overlaps between
the towns of Chicopee Falls and
Chicopee Center.
It was also suggested that the fare
limit on the Fairview line from Hart-
ford Street, at the town line between
South Hadley Falls and Chicopee, be
moved to Montcalm Street in Chicopee,
permitting a ride from Holyoke city
hall of about one mile farther than
at present afforded.
In dismissing the petition the de-
partment said in part:
We have made a careful study of the
situation in Chicopee as related to the entire
area .served by the street railway, and we
think it inadvisable to establish a system
of overlaps. The establishment of such
overlaps necessarily would call for like
treatment in other parts of the system and
would postpone the time when the street
of the court when argument was made
and took no part in the decision.
The form Mr. McCarter took in get-
ting the case before the court was to
ask for the retention of the records in
the case in the court, pending the re-
hearing. This was allowed upon mo-
tion of Justice Swayne. Mr. McCarter
informed the court that he had filed
with the sergeant-at-arms a petition for
rehearing.
Transportation
News Notes
Tokens in Durham. — The Durham
Public Service Company, Durham, N
Separate Seniority for Safety o'^f ' ft" 'coUct?of "tMs VhtgeT'lo"
Operators the convenience of the patrons and for
A recent survey made by the Los '"<=^«'^s'"& <^he service and speed of cars.
Angeles (Gal.) Railway showed that Kehearing Scheduled.— A rehearing
in 62 per cent of a week's accidents ?" '^"^ complaint of the city of Read
involving safety cars the operator had
worked a two-man car within a week.
Twenty-nine per cent of the accidents
were with cars in charge of operators
who had worked on another type within
twenty-four hours.
As a result of this research, all
railway company would be able to reduce safety cars will be operated out of one
division and a separate seniority list
its fares applicable to its fare limits from
6 to 5 cents. As to the situation on the
Fairview line, while it is true that the fare
limit from the city hall to the line be-
tween South Hadley Falls and Chicopee is
somewhat short, nevertheless it is no shorter
than in two other instances within the citv
of Holyoke.
ing, Pa., against the increased fares
on the lines of the Reading Transit &
Light Company will be held on Jan. 3
according to a recent ruling of the
Public Service Commission. In its
ruling the commission has postponed
the effective date of the new rates until
Feb. 1.
Ten-Cent Rate Authorized
The Montana Public Service Com-
mission has authorized the Missoula
Street Railway to put a 10-cent cash
fare into effect on Jan. 1. The decision
also provides for the sale of tickets at
6i cents.
The present rate is 8 cents cash and
a 7-cent ticket charge. This schedule
the company claimed was inadequate.
The new 10-cent fare is the same in
effect in Helena and Butte.
.,, , . , . J-, ^ - ^^'^ Schedules Deferred.— The Inter-
will be maintained for safety-car oper- state Commerce Commission has sus-
ators, enabling them to work on this pended until Feb. 12 the operation of
type of car exclusively. Heretofore certain schedules published by the Chi-
the safety cars have been operated out cago, Rock Island & Pacific Railroad
of four of the company's five car- and the St. Louis-San Francisco Rail-
A^^^Zx. i. X J ^ J. ^°^'^' which proposed to cancel rules
Another step toward greater safety providing for the absorption of switch-
is being made by the Los Angeles ing charges assessed by the Kansas City
Railway by eliminating the quarterly Railways.
general choice of runs and introducing Wants Hiirhor Par» Ti,„ Qo..h. c4.
the "bid" system. The choice of runs Mnrit t„ Ar r H^^.'J^*' l^^"
was made according to seniority of ^l^l Mfch L« 3t"^' ^^^^%^^-
service of trainmen, and figures ol the ^fJ?f' ^'h,^^' ?.±t°^jl}K?}^'f
Public Service Asks Rehearing
in Jitney Case
The Public Service Railway, Newark,
N. J., has asked the Court of Errors
and Appeals to rehear the jitney case
in which the Chancery Court was prac-
tically sustained in a decision that the
railway had no right in court in seek-
ing an injunction to prevent the
alleged illegal operation of jitneys.
Because the court was equally di-
vided in its vote on the appeal from
the Chancery Court ruling, Robert H.
McCarter, counsel for the company,
held before the Court of Errors on
Dec. 22 that "a constitutional question
of great importance and affecting the
right of the railway company to defend
in the courts its franchise rights and
privileges against illegal encroach-
ment" has gone unanswered. Mr.
McCarter said:
By reason of the even division of the
court, there is no authoritative declaration
of the law, and it remains unsettled in
this court where a matter of this impor-
tance should be settled, and your petitioner
submits that the matter is of such great
importance that there oupht to be a de-
cision in the cases that will be binding.
In his petition for rehearing Mr.
McCarter pointed out that the cases
were argued in the highest court dur-
ing the March term and that mem-
oranda were filed on Dec. 5 last which
virtually affirmed the decree of the
Court of Chancery because of the equal
division. He declares, however, that
one of the present judges of the court,
the one that could break the tie one
way or the other, was not a member
safety bureau showed that after each
choice there was an average increase
of 14 per cent in accidents. This is
ascribed to the fact that trainmen
moved from one line to another just at
the time when the.v were becoming
familiar with the danger points and
traffic conditions.
Motormen, conductors and safety-car
operators made the last general choice
of runs before July 1, when the "bid"
system was introduced. The trainmen
will hold the runs they select until a
run becomes open by promotion or
Public Utilities Commission for a
straight 7-cent fare or better. Last
April the commission authorized the
7-cent fare with twenty tickets for $1.
On this rate the company claims it is
unable to meet expenses. It also claims
a great slump in patronage.
Rehearing Granted.— The Tennessee
Railroad & Public Utilities Commission
has granted to the Nashville Interurban
Railway a rehearing of its case, which
will be heard at Nashville. The com-
pany recently filed a petition for a
rehearing of its case, in which the
resignation of an employee. Then any commission ordered changes of rates
one who wants the run may bid for it,
and the man with the highest seniority
will get it.
Suburban Fares Go Down
in Kentucky
The Kentucky Traction & Terminal
Company, Lexington, Ky., reduced fares
on its suburban lines on Dec. 1. All
cash fares were cut from 3.60 cents to
3.25 cents per mile, regular cash fares
reduced from 3.60 cents to 3 cents per
mile, and all special ear rates, school
tickets and commutation rates also re-
duced proportionately.
The new rates, given in cents, are as
follows:
Cash Ticket
Lexington & Frankfort 90 84
leiington & Paris 60 54
Lexington & Versailles 45 40
Lexington Sc Georgetown 40 35
Leiinpton * Nicholaaville 40 35
Versailles & Frankfort 50 45
The following rates were in effect
prior to Dec. 1, 1921:
Cash Tax
Lexington ft Frankfort $1.01 8
Lexineton AParis 0.65 3
Lexington ft Versailles 0^50 4
Lexington ft Georgetown 0.47 4
Lexington ft Nicholasville 0.47 4
Versailles & Fi-ankfort 0. 54 4
and additional cars for its lines. It
operates an interurban from Nashville
to Franklin, Tenn., a distance of 19
miles.
Higher Fare Upheld. — The court has
upheld the decision of the Public Utili-
ties Commission in permitting the Boise
Valley Traction Company, Boise, Idaho,
to increase its rates on the Hill Crest
loop and the Cole school line from 5
cents to 10 cents. The ruling was ap-
pealed by residents of the localities
affected. Judge Reddock in his finding
defended the right of the state com-
mission to regulate and control rates.
The case has been under consideration
for several weeks.
Commission Reduces Special Service
Rate. — In a report of the Pennsylvania
Public Service Commission concerning
rates charged by the Philadelphia Rapid
Transit Company for operating a spe-
cial funeral car, the commission holds
that the charge of $25 for 4 or 5 miles
is not reasonable, in comparison with a
base charge of $35 for operating the
same car 25 or 30 miles. In accordance
with its finding, the commission ordered
on Feb. 21, 1921 (report 940 just pub-
lished), that the Philadelphia Rapid
Transit Company reduce its rates to $45
from $60 for the_ service to Hillside
cemetery from Philadelphia.
December 31, 1921
Electric Railway Journal
1163
Legal Notes
"IF iiiiiniiir illillllrTiiiniiiniuininillJlllllilllllllllllLllnmiTTmTnnTr
Fedbkal District Court — Federal
Court Authorized to Issue Tem-
porary Injunction Against En-
forcement of Rate by State
Commission.
An uncontradicted showing that an
interurban railway was losing money,
though it was charging a higher rate
in its interstate traffic and traffic in
another state than was permitted by a
state Public Service Commission's or-
der, is sufficient, in the absence of a
satisfactory explanation why the busi-
ness within that state should be more
profitable than the other business, to
authorize a temporary injunction
against the enforcement of the order
prescribing the rate. The purpose
of such an injunction is to maintain
the status quo pending a final hearing,
where the questions of law and fact
are intricate and difficult and where
the rights of all parties can be easily
safeguarded if the injunction is wrong-
fully issued, while the injury to com-
plainant would be irreparable if the
injunction were wrongfully denied.
[Joplin & P. Ry. Co. vs. Public Service
Commission of Missouri, et al, 267 Fed-
eral Rep., 584.]
Federal District Court — Federal
Court Cannot Fix Rate in Suit
Attacking Rates Established by
State Commission. Valuation on
Pre-war Basis is Erroneous.
In a suit in the federal court attack-
ing as confiscatory rates of a public
utility fixed by a state commission, the
court has no rate-making power but
is limited to an adjudication of the
reasonableness or unreasonableness of
the rate ordered. A valuation by a
state public service commission of a
public utility's investment, based on the
original cost where that was ascertain-
able, and otherwise upon prices during
the pre-war period, is not a reasonable
method of fixing the valuation in view
of the greatly increased costs since the
war and of the g^reater rate of returns
earned by other enterprises. [St.
Joseph Railway, Light, Heat & Power
Co. vs. Public Service Commission of
State of Missouri et al., 268 Federal
Rep., 267.]
Indiana — Last Clear Chance Doctrine
Inapplicable to Passenger Standing
Too Near the Track.
An intending passenger, who took a
position so near the track that he was
liable to be injured and had knowledge
of the approach of the car and could
have retired from his dangerous posi-
tion at any time before being struck,
cannot recover under the doctrine of
last clear chance, as the opportunitv of
the motorman to prevent the accident
was not later in point of time than that
of the intending passenger. [Union
Traction Co. of Indiana vs. Smith, 127
Northeastern Rep., 308.]
Michigan — A Passenger on an Interur-
ban Line May Assume that Tracks
Intervening Between a Car and the
Station Will Be Kept Safe While
He Is Crossing.
While a passenger must exercise due
care for his own safety, he has a right
to assume that the tracks intervening
between the place where he alights from
a car and the station will be kept safe
while he is crossing. The mere fact
that he fails to look and listen before
attempting to cross does not as a mat-
ter of law constitute contributory negli-
gence. [Terrill vs. Michigan United
Traction Co., 183 Northwestern Rep.,
46.]
New York — Admission of Photograph
of Mangled Body of Deceased in
Death Action Manifestly Preju-
dicial Error.
To admit in evidence in an action
for wrongful death the photograph of
the deceased lying dead in a mangled
condition is error manifestly prejudi-
cial. [Mormille vs. Brooklyn Heights
Ry. Co., 183 N. Y. Supp., 87.]
New York — Petition for Mandamus to
Require Mayor to Act Need Not
Shoiv Relator Has Private Interest.
Inadequacy of Car Service No Ex-
cuse for Not Enforcing Law Re-
quiring Bus Line to Have Consent
of Local Authorities.
Petition for mandamus to compel the
mayor of a city to enforce the transpor-
tation corporations law, sec. 26, so far
as prohibiting bus lines operating on
streets without obtaining consent of
local authorities, need not show that the
relator has any special interest, except
that of the general public; the primary
purpose of the section being protection
of the streets and the local public. The
operation of bus lines without the con-
sent of the local authorities is a mis-
demeanor. It is no excuse for the
mayor not to enforce the law mentioned
that a street car company does not fur-
nish adequate service. [People ex rel.
Weatherwax vs. Wath, Mayor, 188 New
York Supp., 559.]
Pennsylvania — A Motorman May As-
sume Pedestrian Will Avoid
Danger.
A motorman on a street car is not
expected to anticipate that a pedestrian
crossing the street between crossings
will suddenly place himself on the
track. He has also a right to believe
that pedestrian will recognize superior
right of travel In the car. [Gavin vs.
Philadelphia Rapid Transit Co., 113
Atlantic Rep., 832.]
Wisconsin — Franchise Held to Permit
Carriage of Freight Within City
Limits.
Where a carrier had a franchise for
carrying freight to a certain street,
which was the city limits, it had the
right to continue carrying freight to
the same street after the city limits
were extended. [City of Milwaukee
vs. Milwaukee Electric Railway &
Light Company, 181 Northwestern
Rep., 821.]
New
Publications
iiiiiimmiiiTini|||i||i'iiiinTiTmTTTro:
''I ' "iuiL' 'iga
Fire Brigades and Industrial Ventilation
Nos. 36 and 37 In the series of "Safe
Practice!?" pamphlets Issuid by the National
Safety Council, Chicago, 111.
Stabilization of the Bituminous Coal
Industry
Extracts from the award ami recom-
mendationa of the United States Bitumi-
nous Coal Commission. 1920. 16 pp. Dis-
tributed by the Bureau of Mines in co-
operation with the Council of National De-
fense. United States Bureau of Mines,
Washington. D. C.
The Federal Water Power Act
With a history of water power legislation
and a topical synopsis. Presented by Black,
McKenney & Stewart, engineers, Washing-
ton. D. C.
In this pamphlet is printed an ab-
stract from H. R. Report No. 61, 66th
Congress, first session, committee on
water power; a topical synopsis of the
federal water power act arranged for
convenient reference and the act itself.
Underground Conditions in Oil Fields
By A. W. Ambrose. Bulletin 195, Petro-
leum Technology 62, United States Bureau
of Mines, Washington, D. C.
This compilation will be of interest
to electric railway men who are de-
pendent entirely or in part upon oil as
a fuel supply, especially if they desire
to be familiar with the conditions sur-
rounding the business of oil production.
Proceedings Canadian Railway Club
Meeting of February, 1921, Montreal,
Canada.
These official proceedings include the
full text of the paper by D. E. Blair,
superintendent of rolling stock Mont-
real Tramways, abstracted in the issue
of the Electric Railway Journal
for Feb. 26, entitled "Some Engineering
Features of Tramway Operation,'' to-
gether with the discussion thereon.
Structure in Paleozoic Bituminous
Coals
By Reinhardt Thiessen. Bulletin 117,
United States Bureau of Mines, Washing-
ton, D. C.
This 296-page illustrated treatise on
the physical characteristics of soft coal
will be of interest to all coal users
who wish to be informed as to the
fundamental principles underlying the
subject. While it is scientific in char-
acter the bulletin contains much in-
formation of a practical bearing.
Heat Transmission, Corkboard and
Air Spaces
Bulletin No. 30. Pennsylvania State Col-
lege, Harrisburg, Pa. 140 pages.
This bulletin is a report of work com-
pleted during the past year and a half
at the thermal testing plant of the
Pennsylvania State College. It includes
a statement of the problem of heat
transmission as applied to insulating
and building materials. An extended
bibliography is a part of this bulletin.
1164
•Electric Railway Journal
Vol. 58, So. 27
Joins Mexico Road
C. K. Bowen, Engineer of the Pacific
Electric, Enters the Service of
Southern Pacific of Mexico
Charles K. Bowen, assistant engineer
of the Pacific Electric Railway, Los
Angeles, Cal., has been appointed spe-
cial engineer of the Southern Pacific of
Mexico, as was announced in the Elec-
tric Railway Journal for Dec. 10.
Only recently H. B. Titcomb, former
vice-president of Pacific Electric Rail-
way, was made president of the South-
ern Pacific of Mexico.
Mr. Bowen will have charge of all
reconstruction and new construction of
Southern Pacific lines in the Southern
Republic, on which work, it is under-
stood, several million dollars will be
spent almost immediately.
Mr. Bowen started service with the
Pacific Electric Railway in 1903 as a
draftsman. Prior to that he was
with the Santa Fe Railroad.
He graduated from the Agricultural
and Mechanical College of Texas as a
civil engineer in 1899. Entering the
Santa Fe service, he worked his way
up until in 1902 he was assistant engi-
neer in charge of construction.
In 1903 he joined the engineering
staff of the Pacific Electric Railway as
draftsman. From 1906 to 1908 he was
chief draftsman. From 1908 to 1913
he was field engineer on location and
construction. In 1913 and 1914, as act-
ing chief engineer, he had charge of the
consti-uction of the Riverside-Colton-San
Bernardino line, Riverside-Corona line,
and other extension work, which cost in
the aggregate several million dollars.
Several years later he was trans-
ferred to the maintenance of way de-
partment, in charge of general engi-
neering matters.
In 1918 he was commissioned captain
of engineers, U. S. Army, and at-
tended officers' training school at Camp
Humphries, Virginia. When the armis-
tice was signed Captain Bowen was
commanding officer of Company D. 81st
Engineers, at Fort Benjamin Harri-
son. Mustered out, he resumed his con-
nections with the Pacific Electric Rail-
way, from which he now is going up a
notch in the railroad ladder, following
his former chief, H. B. Titcomb.
Mr. Bowen will be located at Tucson,
Ariz.
New President of Kentucky
Utilities Association
L. B. Herrington, the newly elected
president of the Kentucky Association
of Public Utilities, enters that posi-
tion with much experience in the prob-
lems of the utilities. After serving as
president of the Richmond Electric &
Power Company, Richmond. Ky., Mr.
Herrington joined the Kentucky Utili-
ties Company, Louisville, Ky. He has
twice represented Madison County in
the Kentucky Legislature and was
presidential elector from the Eighth
Congressional District in 1916. Mr.
Herrington -s now president of the
Electric Transmission Company of
Virginia, operating extensiv<!ly in the
coal fields of Lee and Wise Counties;
president of the Kentucky Light &
Power Company, which operates five
utilities in western Kentucky, and also
vice-president in charge of operations
of the Kentucky Utilities Company,
which serves thirty-seven cities and
towns in Kentucky and the coal fields
of the southeastern and western part
of the state.
John Stoll, Lexington, is the new first
vice-president and W. H. Harton, gen-
eral manager of Cincinnati, Newport &
Covington Railway, Ne\yport, Ky., was
elected second vice-president.
Elected to Vice-Presidency
P'rank Karr, Chief Counsel of Pacific
Electric Railway, Was Also
Made a Director
Frank Karr, who for the past seven
years has been chief counsel of the
Pacific Electric Railway, Los Angeles,
Cal., was elected a director and second
vice-president of the company at a
meeting of its board of directors on
Frank Kakr
Dec. 13. Mr. Karr has been in the
service of the company for many years,
having been actively identified with
the consolidation of the predecessor
electric lines into the Pacific Electric
Railway in 1911. He also handled the
legal questions growing out of the
period of construction immediately
following the consolidation.
Since his appointment as chief coun-
sel, he has had control of the very
involved and extensive litigation that
necessarily falls to the lot of a public
utility company, and it is generally
known in railroad circles that his un-
usual fairness in handling these matters
has increased the railway's circle of
friends and had a great deal to do with
bis selection for the new office.
Mr. Karr was born and reared at
Hayworth, 111. After completing his
preliminary education in the Illinois
State Normal School, he taught school
in Illinois for four years. He came to
California in 1898 and studied law at
Stanford University for three years.
He was admitted to the bar of Califor-
nia in 1901 and late that year located
at San Pedro, where he was city at-
torney from May, 1902, until May, 1906.
Albany Operators Promoted
Ernest Murphy Becomes Assistant
General Manager and R. A. Nash
Superintendent of Equipment
Albert E. Reynolds, general manager
of the United Traction Company, Al-
bany, N. Y., on Dec. 7 announced the
appointment of Ernest A.. Murphy to
the newly created position of assistant
general manager in charge of the
mechanical, electrical and roadway de-
partments. Mr. Murphy has been su-
perintendent of equipment for the com-
pany since 1917.
Mr. Reynolds also announced the
promotion of Robert A. Nash, superin-
tendent of shops, to succeed Mr. Mur-
phy as superintendent of equipment. In
creating the new position which Mr.
Murphy will fill, Mr. Reynolds pointed
out that the extensive territory of the
traction company necessitates a vast
amount of engineering work of highly
technical character and the appoint-
ment of Mr. Murphy will co-ordinate
the work under one head.
Mr. Murphy is well known in railroad
and engineering circles and has had ex-
tensive experience. He is a graduate
of Manchester Institute, England, from
which he obtained degrees of electrical
and mechanical engineering. He began
his career with the London Metropoli-
tan Railway and figured prominently in
the electrification of the London tram-
ways.
His first position in this country was
with the Chicago Elevated Railroad,
where he specialized in automatic train
control and installed that system on
the "L" trains. This work completed,
Mr. MuiTjhy became a member of the
engineering staflF of the Illinois Trac-
tion System and later assisted in
equipping the Pittsburg, Harmony, But-
ler & New Castle Railway, Pittsburgh,
Pa. Mr. Murphy was appointed super-
intendent of the electrical department
of the Interborough Rapid Transit
Company, New York, in 1913, from
which position he came to Albany. As
head of the equipment department of
the United Traction Company, Mr.
Murphy organized a car building plant
which constructed a number of cars
now in service on various lines. He
also introduced many improvements in
shop methods.
Robert A. Nash, Mr. Murphy's suc-
cessor as superintendent of equipment,
has been with the United Traction
Company since his graduation as a
mechanical engineer from Rutgers col-
lege in 1916. He has held the positions
of chief inspector of equipment and
superintendent of shops. During the
war Mr. Nash served in the navy, grad-
uating from the Naval School of Steam
Engineering with the rank of ensign,
later being assigned to the U. S. S.
Cuyama as engineering officer. Mr.
Nash is nationally known as a football
player. As a member of Rutgers team
he was Walter Camp's selection for
ail-American tackle for two seasons.
W. F. Finley, Jr., vice-president of
the American Water Works & Electric
Company, New York, was elected a
manager of the American Society of
Mechanical Engineers at its annual
meeting held in New York in December.
Mr. Finley was formerly connected
with the Interborough Rapid Transit
Company, New York, entering the
service of the company soon after his
graduation with the degree of mechani-
December 31, 1921
Electric Railway Journal
1166
cal engineer from Cornell University
in 1904. His first work with the In-
terborough was in connection with the
construction of the Fifty-ninth Street
power station. He later assisted in
experimental and research work in con-
nection with schemes for the develop-
ment of that station and the promotion
of its efficiency. In 1909 Mr. Finley
left the Interborough to go into en-
gineering work with the New England
Engineering Company, and subsequently
became associated with his father in
commercial work, returning to the
Interborough company in 1915 to take
charge of the installation of turbines
and of auxiliary mechanical equipment
necessitated by the extensions to the
subway and elevated systems. He was
subsequently appointed superintendent
of motor power of this company, and
in addition to supervising operation of
its power-generating system he had
charge of the engineering and construc-
tion work coming within the scope and
control of the department. In 1920 he
resigned from the Interborough to be-
come vice-president of the American
Water Works & Electric Company.
Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
rolling STOCK PURCHASES BUSINESS ANNOUNCEMENTS
Thomas L. Childs, the sole promoter
of the Canton-Akron Railway, Akron,
Ohio, died recently in Akron. He was
born in Leeds, England, in 1850, but
came to the United States in 1864. The
electric railway which he promoted is
one of those which were later consoli-
dated into the Northern Ohio Light &
Traction Company.
Edward W. Fitzgerald, sixty-five
years old, for many years associated
with the claims department of the
South Covington & Cincinnati Street
Railway, Covington, Ky., died at his
home in Covington, Ky., after a pro-
longed illness. He retired from busi-
ness life last August, just about the
time he was to receive an appointment
in the internal revenue department in
Kentucky.
John Wheeler Duntley, fifty-five years
old, founder of the Chicago Pneumatic
Tool Company, was killed in Chicago
on Dec. 15 by an automobile truck. Mr.
Duntley was one of the first men to
bring pneumatic tools into use, work-
ing with Charles M. Schwab to place
them on the market. He established
the Chicago Pneumatic Tool Company
in 1884 and was president of the com-
pany until 1909.
George Herpick, age sixty-nine, a
former Indianapolis resident and for
thirteen years superintendent of the
old Citizens' Street Railway, died re-
cently at his home in Miami, Fla. Mr.
Herpick was born in Cumberland, Md.,
May 8, 1852, and spent most of his
early life in that city. He moved to
Indianapolis in 1878 to accept the posi-
tion of superintendent of the Citizens'
Street Railway. Later he was ap-
pointed Street Commissioner by Thomas
Taggart, Mayor of Indianapolis, and
he served in that capacity during Mr.
Taggart's administration. Following
that he became engaged in a general
contracting business which he had
founded, and later was connected with
Myers & Herpick, a coal company.
About a year ago he moved to Miami.
Large Copper Merger Planned
Plans for what is thought to be one
of the most important mergers affect-
ing the electrical industry in some
years were announced recently when
large stockholding interests of the
Anaconda Copper Mining Company and
the American Brass Company met in
New York to discuss a merger of the
latter company with the Anaconda com-
pany. This will be accomplished, ac-
cording to John A. Coe, president of
the brass concern, through the offering
to American Brass shareholders of an
opportunity to obtain in the near future
an option to dispose of their holdings
to the Anaconda company at $150 cash
per share and three shares of Ana-
conda. Figuring each share of Ana-
conda worth $50, the transaction will
involve a total payment to American
Brass shareholders of $45,000,000.
This offer, it was stated, will be con-
ditional upon the deposit of at least 51
per cent of the outstanding American
Brass capital stock. The period in
which these shareholders may signify
their assent to the deal will probably
last through January.
Representatives of the stockholders
unanimously approved the merger plan,
subject to working out of the details.
If and when the consolidation is com-
pleted, the American Brass working or-
ganization will continue as at present.
The American Brass Company, it was
stated by John D. Ryan, chairman of
the board of the Anaconda company, is
the largest single consumer of copper
and zinc in the world, while the Ana-
conda is the largest single producer.
American Brass in its peak year
turned out 600,000,000 lb. of the metal,
or 40 per cent of the country's entire
output. Negotiations for the acquisi-
tion of the brass company have been
going on for the past six months, he
said, and a letter will soon be sent out
to Anaconda stockholders, asking them
to approve the transaction.
Would Settle Reparations with
Electrification Material
Reports forwarded by Assistant
Commercial Attache Osborne of Rome
indicate that the Director-General of
the Italian State Railways is suggest-
ing that the government have the
reparations account settled in part by
requiring the Germans to hand over the
material which could be used in electri-
fying the government railways. The
office of the auditor-general is said to
oppose this means of settlement and
to consider it preferable to have the
adjustment of reparations made on a
strictly money basis. Plans, according
to the report, have been completed for
the electrification of the Bologna-Ver-
ona-Brenner, the Pisa-Leghorn and the
Venezia-Giuha lines, as well as for a
shortened route between Rome and
Naples. Studies are being made for the
possible electrification of the Naples-
Reggio, Calabria and Paola-Cosenza
lines. The director of railwavs is nego-
tiating with the ministry of the treasury
to obtain necessary funds to carry out
this extensive program. According to
a report received frum Commercial
Attache H. C. MacLean of Rome, the
Official Gazette of Oct. 1 published law
decree No. 1,298, whereby the State
Railway administration is authorized
to expend the sum of 160,000,000 lire
(about $6,400,000 at present exchange)
for the purchase of 120 electric loco-
motives.
Friction Tape Market Outlook
Brighter
Signs of increasing confidence in the
friction tape market are apparent and
the outlook for next year is very prom-
ising. Business began to pick up well
in September and with some fluctua-
tions has continued to hold good gains
since. Buying is somewhat more free.
Some manufacturing is being done for
factory stocks in order to make prompt
shipments. Orders from abroad are
gaining somewhat, Australia and other
points having made commitments re-
gardless of the exchange situation.
Raw materials are more costly than
earlier in the year, and some stiffening
in prices is not unexpected.
Large Increase in Number
of Idle Cars
Reports just received by the car
service division of the American Rail-
way Association showed that 531,337
freight cars were idle because of busi-
ness conditions on Dec. 15. This was
an increase of 31,689 cars within a
week.
Of the total, 371,221 were surplus
freight cars, cars in good repair which
would be placed in immediate service
if necessary, compared with 339,532 on
Dec. 8, while the remaining 160,116
were idle cars which are in bad order.
Surplus box cars totaled 130,214, an
increase of 8.219 compared with the
total on Dec. 8 while surplus coal cars
numbered 186,508, an increase of 20,-
445 within the same period.
Street Railway Improvements
in Lyon, France
Enlargements and betterments'of the
trolley system of Lyon have been pro-
posed to the Municipal Council by the
Compagnie des Omnibus et Tramways
de Lyon, according to an announcement
in Commerce Reports. The estimated
cost is from 35,000,000 to 40,000,000
francs. It is planned to guarantee the
loan of the necessary capital by the
imposition of a tax of 5 centimes on
each car fare, and it is estimated the
tax will bring returns of from 6,000,000
to 7,000,000 francs annually.
Railway Electrification in
South Africa to Proceed
Cable advice from Trade Commis-
sioner P. J. Stevenson, Johannesburg,
South Africa, according to Commerce
Reports, states that the railway board
has decided to go ahead with the elec-
trification of the Durban-Glencoe line
at a cost of £5,000,000 ($24,332,500)
1166
Electric Railway Journal
Vol. 58, No. 27
Rolling Stock
Community Traction Company. Toledo,
Ohio, now has under way tentative negotia-
tions for the purchase of fifty one-man
safety cars, according to a report made on
Dec. 15 by Commissioner Cann to the board
of control.
Cincinnati & Daxton Traction Company,
Hamilton, Oliio, has In prospect the pur-
chase of twenty new one-man cars follow-
ing the application of George P. Sohngen,
receiver, in the Court of Appeals for the
necessary authorllj' to buy the new rolling
stock.
Georgia Railway & Power Company,
AtlantA. G».. has furnished the following
equipment details of four double-truck in-
terurban motor cars which were ordered
last year but were not delivered until
several months ago :
Number of cars ordered 4
Name of road . . Georgia Railway & Power
Company
Date order was placed Feb. 17, 1920
Date of delivery May, 1821
Builders of car body Cincinnati Car
Company
Type of car Double-truck interurban
motor car
Seating capacit>- 60
Weight :
Car body 21,720 lb.
Trucks '. 18,320 lb.
Equipment 16,000 lb.
Miscellaneous 2,500 lb.
Total 58,740 lb.
Bolster centers, length 27 ft. 0 in.
Length over all 50 ft. 0 In.
Truck wheelbase 6 ft. 6 in.
Width over all 8 ft. 2i In.
Height, rail to trolley base ....11 ft. 4 in
Interior trim Natural cherry
Body Steel
Headlining Nevasplit
Roof Arch
Equipment ;
Air brakes Wcstinghouse Traction
Brake AMM
Armature bearings Sleeve
Axles M. C. B. 6-ln. wheel fit
Car signal system . . . .Westinghouse 8 T
pneumatic
Car Trimming .. .Dayton Mfg. Co. — Bronze,
oxidized
Center and side bearings Symington
Conduit & Junction boxes . . . .Westinghouse
Control Westinghouse HL
Couplers Van Dorn
Curtain fixtures ....Curtain .Supply Co.,
No. 89
Curtain material Fabrikoid
Destination signs Keystone
Door operating mechanism None
Fare boxes None
Fenders or wheel guards Pilot,
Cincinnati Car Co.
Gears and pinions Westinghouse
Hand brakes Dayton door handle
Heater equipment Con.solidated Car
Co., Thermostat
Head lights Ohio Brass Arc
Journal bearings M. C. B.
Journal boxes J. G. Brill
Liehtning arresters \Vestinghou.se
Motors, type and number . . . .Westinghouse
548-C-B-8, 100-hp., 4 per car
Motors, outside or inside hung Inside
Paint, varnish and enamel Oil and
varnish
Registers Ohmer
Sanders Ohio Brass Co.
Sash fixtures O. M. Edwards. Locas
Seats Hale & Killiurn, 400 AWD
Seating material Rattan
Slack Adjusters Anderson
Springs J. G. Brill
Step treads Mason safety treads
Trolley catchers or retrievers .... Knutson
Retriever
Trolley bases Ohio Brass
Trolley wheels Sleeve wheels
Trucks Brill 27 M. C. B.
Ventilation Utility
Wheels type or size 33 in steel tire
Gcoritia Railway & Power Compan.r. .At-
lanta, Ga., has given out the following data
on eight double-truck city prepayment cars
which were received during 1921 :
Numliier of cars ordered R
Name of road Georgia Railway &
Power Co.
Date order was placed Feb , 1920
Date of delivery During 1921
Builder of car body Cincinnati Oar Co.
Type of car. .Double-truck, double-end city
„ prepayment
Seatmg capacity 48
Weight :
Car body 16.000 lb.
Trucks 1 3.000 lb.
Equipment 11,000 Ih.
Total 40.000 lb.
Bolster centers, length 20 ft. 6 In.
Length over all 44 ft. 6 In.
Truck wheelbase 4 ft. 10 in
Width over all 8 ft. 1 in
Height, rail to trolley b-a.se... 11 ft. 6i in.
Body, wood, semi-steel, or all steel. . . .Steel
Interior trim .N'atural cherry
Headlining Nevasplit
Roof, arch or monitor Arch
Equipment:
Air brakes. . . .WestlnghoiLSu Traction Brake
Company
Armature bearings (If ball or roller) .Sleeve
Axles J. G. Brill
Car signal system Farraday
Car trimmings Dayton Mfg. Co., Bronze
Center and side bearings Symington
Conduits and junction boxts Flexiduct
Control K-35 and K-6 with line switch
Couplers Van Dorn 21
Curtain fixtures i urtain Supply Co.
Curtain material O'Bannon
Designation signs Keystone-Hunter
Door Operating mechanism Cincinnati
Car Co.
Fare boxes None
Fenders or wheelguards. . .H. B. life guards
Gears and pinions Westinghouse
Hand brakes Door handle
Heater equipment Consolidated L-5
Thermostat
Headlights. . . .Electric Service Suppl.v Com-
pany, SR-95 Golden Glow
Journal hearings Sleeve
Journal boxes J. G. Brill
Lightning arresters Westinghouse MP
Motor.s, type and number. .. .Westinghouse
514-C, 40-hp.
4 per car
Motors. out.«ide or inside hung Outside
hung
Paint, varni.sh or enamel. Flat color and Ry.
finish varnish
Registers Ohmer
Sanders Ohio brass
Sash fixtures O. il. Edwards, Bronze
Seats Hale & Kilburn, 400-A-O-W
Seating material. .Wood frame, rattan panel
seat
Slack adjuster Anderson
Springs J. G. Brill
Step treads Mason
Trolley catchers or retrievers Keystone
Trolley ba.se Ohio brass
Trolley wheels or shoes Wheels
Trucks Brill 76 F.E.&I.
Ventilators Railway Utility Company
Wheels (type and size).. . Cast iron, 33 in.
Track and Roadway
Hydro-Elect ric Commi^Nion, Ont., Canada,
v.ill remove tracks on AV'ellington Avenue.
Windsor to the center of the street and will
repair the tracks on East Sandwich Street.
Pacifle Klectric Railway, Los Angrdeft,
Cal., has been granted a permit to construct
and operate certain railroad spur tracks
across Mission Road and Elliott Street in
Los .-Vngeles.
Cincinnati & Dayton Traction Company,
Hamilton, Ohio, is seeking authority
through its receiver, George P. Sohngen. to
spend J9,300 for repairs to track and
equipment.
New OrleanN Railway & Light Compan.v,
New Orleans, La., will relay the Carondelet
tracks from Canal Street to Howard
.\venue. The work will start immediately
after the holiday season and will cost ap-
proximately $78,000.
Intliana Service Corporation Fort Wayne,
Ind.. has started extensive repairs on* its
Pontiac Street line in Fort Wayne. Only
temporary repairs will be made this winter
as the line will probably be moved in the
.'Spring.
Los .4nfreleg (Cal.) Railway is installing
a new intersection at Twelfth and Maple
Streets. The Melrose track from Helio-
trope to the end of the line is being rebuilt
with new ties and balla.st. and similar work
is being done on Ascot Avenue between
Vernon Avenue and Forty-eighth Street.
Municipal Railway of ^an Francinco, Cal.,
is to proceed with the construction of the
Taraval and Masonic Avenue extensions of
its system. The engineering department
has drawn up specifications and bids are
to be called for very shortly on ties, rails
and other track material.
Indianapolis & Cincinnati Traction Com-
lian.i'. Indianapolis. Ind., will build an ex-
tension from Rushville. Ind., as soon as
business conditions warrant. The Rapid
Transit Commission has for some time had
assurance from C. L. Henry, president of
the company, that a connection would be
built into Cincinnati as soon as the rapid
transit loop was completed. The Henry
plan is to utilize the old Cincinnati &
Westwood Railway in making the connec-
tion with the loop near Brighton, a suburb
of Cincinnati.
Power Houses, Shops
and Buildings
Miami Beach Klectric Railway, Miami,
Fla., will build courtesy stations." 20 ft.
wide and 10 ft. deep, provided with seats,
where there will be comfort and shelter for
patrons.
Westinghouse Electric & Manufacturing
Company, East Pittsburgh, Pa„ has an-
nounced that it has received a contract
from the city of Philadelphia, Pa„ amount-
ing to approximately $100,000 for the fur-
nishing and installing of rotary converters
and transformers for two substations on
the line of the Frankfort Elevated. This
equipment will be built at the East Pitts-
burgh works.
Professional Notes
Leo Hudson and John P. Myron havo
formed a partnership for the practice of
engineering under the firm name of Hudson
& Mvron, Engineers, with offices at ><iiS-
810 Wabash Building. Pittsburgh, Pa. Mr.
Hudson has been in private practice for the
last fifteen years, principally on waterworks,
sewerage, power plants, valuations and
rates. Mr. Myron, until recently,- was, for
a period of over seventeen years, connected
with the Pittsburgli Filter & Engineering
Company as secretary and engineer.
.41l>ert W. Smith, formerly dean of Sibley
College, Cornell University, is now con-
nected as consulting engineer with the firm
of Henry R. Kent & Company, engineers and
constructors, of New York and Boston. Dean
Smith's work will be particularly in con.sult-
ing on thermodynamics and mechanical en-
gineer of chemical plants. He was tor twelve
years professor of mechanical engineering
in Leland Stanford. Jr., University in Cali-
fornia, leaving there in 1904 when he was
called to Cornell as dean of Sibley College.
During the interval between the resignation
of President Schurman and the recent in-
auguration of President Farraud. about a
year and a half. Dean Smith was acting
president of Cornell.
Trade Notes
<'ombustion Engineering Corporation, New
York, has opened a new branch office at
S1I6 First National Bank Building. Pitts-
burgh, Pa. This office will be in charge of
W. C. Stripe, formerly manager of the
Philadelphia office of the company.
Wilson Welder & Metals Company has
moved its general offices and Bush Ter-
minal factory to 132 King Street. New York.
Improved special equipment has been in-
stalled in the new location to enable the
company to handle its arc-welding metals
more efficiently. Also a room has been
equipped for demonstration purposes.
Okonlte Company, Pa.ssaic, N. J., manu-
facturers of insulated wires and cables,
tape and loom, has opened a branch office
at 1513 Candler Building. Atlanta, Ga. The
branch is to be in charge of John Ij.
Phillips, while E. A. Thornwell will be
Southeastern sales representative. The ter-
ritory served by this office includes North
and South Carolina, Georgia, Tennessee,
-\labama, Florida and the city of New Or-
leans.
iiiiimurmiiin mil I [null iiiiiiiiFiiiimMiTiiiiiiiiimmTTTn
New Advertising Literature
Pawling & Harnlsch'feger Company, Mil-
waukee. Wis., has just issued Bulletin No.
4F. describing its new horizontal boring,
drilling and milling machine, which was
recently described in detail in this pub-
lication.
Westinghouse Electric & Manufacturing
Compan.v, East Pittsburgh, Pa., i.s now dis-
tributing Catalogue 12-A, the suljject of
which is "Safety Switcli.M and Panel
Boards." This catalogue is illustrated with
views of installations of .safety switi'--
in the shop, in the office ami in the )■
Some of the subjects that are di.scussf i
the railway type safet^ panel boards, ui'
safety-car lighting panels, the auto-lock
control panels, the dead-front and dead-
rear safety switchboards, the Uve-front
knife switches and many other devices.
December 31, 1921
Electric Railway Journal
19
PEACOCK URGES
Try the Life-Boats!
Consider the Sailor^s Ways
Maritime rulings very wisely require frequent drills on
shipboard. At specified intervals, though the sea may be
calm and the sky all clear, the call is given to man the life-
boats. Then every jack-tar learns to hop to his station,
tackles are tested and gear is over-hauled. Why? To be "
sure that "Jack" will know his job, and to ensure that
blocks won't jam when a real emergency comes.
Would Your Motorman ''Abandon Ship
9>'
How about your own case on dry land? Does Motorman
"Jack" know what to do if his air-brake fails? Will he
shift to his hand-brake with the quick precision of a
well-trained blue-jacket? Or will he "abandon ship" by
jumping panic-stricken over-side?
And if he does try to use his hand-brake
There's the rub!
-will it work?
The Peacock Staffless
Why not make a standard practice of one hand-brake
stop on every trip, at some specified point? Then you
will be sure that your men are trained and familiar with
the equipment. And you will soon find out whether the
hand-brake equipment will work satisfactorily or not.
Your motormen will tell you in plain unvarnished words
of one syllable, what they think of it.
If hand brakes are unsatisfactory, let's figure on Peacock
equipment. The first cost is not great, and the results
in safety and economy of maintenance will pay generous
returns on the investment.
National Brake Company, Inc.
890 Ellicott Sq. Buffalo, N. Y.
20
Electric Railway Jouenal
December 31, 1921
^ ^/fvgiiveer^
lis BROADWAY, NEW YORK
Detailed Examinations by Experts
BEPOBTS rOB mfANOINa OOYBBIRG
Valostlca txmarwt
Cost* Bi—i rm Bataa
UTILITIES INDUSTRIALS SHIPPING
STONE & WEBSTER
tneoTOormtml
EXAMINATIONS REPORTS VALUATIONS
ON
INDUSTRIAL AND PUBLIC SERVICE PROPERTIES
NEW YORK
BOSTON
CHICAGO
SANDERSON & PORTER
ENGINEERS
REPORTS, DESIGNS, CONSTRUCTION, MANAGEMENT
HYDRO-ELECTRIC DEVELOPMENTS
RAILWAY, LIGHT and POWER PROPERTIES
CHICAGO NEW YORK SAN FRANCISCO
The Arnold Company
ENGI N EERS— CONSTRUCTORS
ELECTRICAL— CIVIL— MECHANICAL
105 South La Sail* StrMt
CHICAGO
ALBERT S. RICHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER. MASSACHUSETTS
WALTER JACKSON
Consultant
FARES, BUSES, MOTOR TRUCKS
More revenue from more riders
143 Crary Ave., Mt. Vernon, N. Y.
C. E. SMITH & CO.
Conmdting Engineer*
2065-75 Railway Exchange Bide., SL Louis, Mo.
Chicaso Kansas City
InTestifations, Appraisals, Expert Testimony, Bridge
and Structural Work, Electrification, Grade Crossing
Elimination, Foundations, Power Plants
HEMPHILL & WELLS
CONSULTING ENGINEERS
Gardner P. Wells John F. Layng Albert W. Hemphill
APPRAISALS
INVESTIGATIONS COVERING
Reor£anizatioD Maoa|ement Operation Gonstnicdon
43 Cedar Street, New York City
THE J. G. WHITE
ENGINEERING CORPORATION
Engineers — Constructors
lodustrial Plants, Buildings, Steun Power Plants, Wstar
Powers. Gas Plants, Steam and Electric Railroads.
Transmission Systems
43 Exchange Place, New York
John a. Beeler
OPERATING. TRAFFIC AND RATE INVESTIGATIONS
SCHEDULES— CONSTRUCTION— VALUATIONS
OPERATION— MANAGEMENT
52 VANDERBILT AVE., NEW YORK
ENGELHARDT W. HOLST
Contalting Engineer
Appraisals, Reports, Rates, Serrice Investigation,
Studies on Financial and Physical Rehabilitation
Reorganization, Operation, Management
683 Atlantic Ave., Boston, Mass.
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Traffic and Reorganization
Investigations
Fort Wayne, Indiana
E.W. CLARK & CO. MANAGEMENT CORPORATION
Engineers
Unit Power Plants insure low power costs
Huntington Bank Bldg., Columbus, Ohio
Parsons, Klapp, BrinckerhofE & Douglas
WX. BABCLAT PAB80NS H. H. BBINCKBRH9FF
KTJOBNE KLAPP W. J. DOUGLAS
Engineers — Constructors — Managers
Hydro-electric Railway Light and Industrial Plants
Appraisals and Reports
CLETELAMD NKW TOKK
743 Hanna BIdx. 84 Pine St.
DAY&ZIMMERMANN.Inc
)g?)J EMOINEE.R§
"Dssi^n. Construction
"RfpoHs, valuations, 'Mana£emeni
NEW YORK PHILADELPHIA Chicago
JAMES E. ALLISON & GO.
Cionsulting Engineers
Specializing in Utility Rate Cases and
Reports to Bankers and Investors
1017 Olive St., St. Louis, Mo.
)
December 31, 1921
Electric Railway Journal
21
■
° 1
AMERICAN BRIDGE COMPANY
HUDSON TERMINAL, 30 CHURCH STREET, NEW YORK
Manufacturers of Steel Structures of all classes, particularly
BRIDGES AND BUILDINGS
Sales Offices:
NEW YORK, N. Y 30 Church Street St. Louis. Mo... Liberty Central Trust Bldg.
Philadelphia, Pa Widener Building Denver, Colo First National Bank Bldg.
Boston. Mass 120 Franklin Street Salt Lake City. Utah. . Walker Bank Building
Baltimore, Md Continental Building Duluth, Minn Woloin Building
PITTSBURGH, PA Frick Building Minneapolis. Minn. . . 7th Ave. & 2d St., S. E.
Buffalo, N. Y Marine National Bank d -r n ,d , i-
Cincinnati, Ohio. . . . Union Trust Building ., „ „/?">^'f «"*' ^'=P^"'^"'°''"«- , „ ,
Atlanta, Ga Candler Building ^- ^- ^^''^ Products Co., Pacific Coast Dept.
Cleveland. Ohio Guardian Building San Francisco, Cal Rialto Building
Detroit, Mich Beecher Ave. & M. C. R. R. Portland, Ore Selling Building
CHICAGO, III. . .208 South La Salle Street Seattle, Wash. . . 4th Ave. So., Cor. Conn. St.
Export Representative: United States Steel Products Co., 30 Church St., N. Y.
1
□
■
New York
Byllesby
Engineering & Management
Corporation
208 S. La Salle Street, Chicago
Tacoma
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SANGSTER & MATTHEWS
Consulting Accountants
Taluation and Kat« Specialist*
Depreciation Consolidations Rate Schedules
Reports to Bankers
25 Broadway, NEW YORK
134 South LaSalle Street, CHICAGO
ENGEL & HEVENOR
Incorporated
TRACK
Engineers— ConstructorS'^Mamtenance
A ppraisals — Valuation — Rehabilitation
Steam and Electric Railroads
Estimates
220 BROADWAY, NEW YORK
KELLY, COOKE & COMPANY
Engineers
149 BROADWAY
NEW YORK
424 CHESTNUT STREET
PHILADELPHIA
Brake Shoes |
I A.E.R.A. Standards |
I Diamond "S" Steel Back is the Best Type i
Standard |
I
Patterns |
for f
SAFETY
CAR
I n-67 for Narrow Treads
I D-87 for Wide Treads
American Brake Shoe and Foundry Co. |
30 Church Street, New York "^ |
332 So. Michigan Ave., Chicacro Chattanooga, Tenn. i
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22
V
Electric Railway Journal
December 31, 1921
"STANDARD"
steel Tirra
Steel Tired Wheels
Solid Rolled Steel Wheels
O. H. Steel and Malleable Iron CasUngs
Solid Forced Gear Blanks
Steel Forginirs Iron Forgingii
Forged and Rolled Steel
Pipe Flanges
Ring Dies
Rings
Roll Shells Steel Springs
In Chicago
and Outside!
On the long, fast elevated passenger trains, and
the heavy electric switching locomotives of the
Northwestern Elevated Railroad of Chicago,
they use reliable, long-wearing "Standard" Rolled
Steel Wheels. And then too, on that high-speed
interurban line, — the Chicago & Milwaukee
Electric Railway — now famous for superlative
service, speed and safety they also use them.
8RANO
"The 'Standard' Brand on
your material is an assurance
of eventual economy."
BRAND
Standard Steel Works Company
500 North Broad St., Philadelphia, Pa.
CHICAGO
ST. LODIS
HAVANA. CUBA
ST. PAUL
RICHMOND
SAN FRANCISCO
NEW YORK
HOUSTON
PORTLAND. ORE.
MEXICO, CITY
BOSTON. MASS.
PITTSBURGH. PA.
?
December 31, 1921
Electbic Railway Joubnai.
23
iiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiinniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiuiig
Suffaith
In the altar of every Persian temple is set a brick-shaped
stone, jet black in color.
Although scientists declare these stones to be aerolites,
tradition has it that they came direct from heaven,
suffaith, or whiter than milk in color, and that they were
turned black by the sins of those who touched them;
further, that on the Day of Judgment these stones would
speak and would bear witness in favor of, or against, the
folks who kissed them.
S It will be a wonderful day for the Irish. They'll say it with
g bricks.
S Manv motor brushes, were thev given a chance to speak,
I would exclaim in loud voices— "WE ARE MISFITS!"
1 Translated into English, that is what they say when they
S begin chattering and sparking like a lot of high-strung in-
§ dividualists loaded with unsuitable jobs.
£ Insure against misfit brushes by having a Morganite engineer
a prescribe them. No more brush trouble after that.
Main OfRce and Factory:
519 West 38th Street, New York
'!^msji
S DISTRICT ENGINEERS AND AGENTS
5 Electric Power Equipment Corp..
= 13th and Wood Sts., Phlla-
= delpliia.
s Electrical Engineering & Mfg.
= Co.. 909 Penn A?e.. ^m^
= burgh.
E B. W. I.iilie Corporation.
g 176 Federal Street, Boslun.
S w. B. Hendey Co., Hoge Bldg..
S Seattle.
Herzog Electric & Engineering =
Co.. 150 Steuart .St., San 5
Francisco. s
ss
Sp-rial Service Sales Company, g
5 02 Delta Bldg., Los Ante- b
les, California. g
Railway & Power Engineering =
Corporation. Ltd., 131 Ea.st- =
cm .\ve., Toronto, Ontario, s
Ciinada. =
aiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiciiiiiiiiiii^
Bates One-piece Poles Are Artistic
Perhaps Art is a secondary consideration when you
plan your pole line construction, but it cannot be dis-
regarded— especially when these poles are to be installed
in excliasi\e residential districts or on your business
blocks.
The combination of great utility and art with the low-
est first cost makes-ttj^e Bates Poles desirable for all types
of pole line construction.
Our New ia-.il TBEATISEf AND HANDBOOK sent upon request.
nll»«„„ l^„-„J„Jnl»„«« I— ..-/2 ■'"» south I,a Salle Str
[J||ates||xpanoeAj|teel |||ru88(Qt Chicago. Illinois
24
Electric Railway Journal
December 31, 1921
^i^
Griffin Wheel
Company
McCormick Building
Chicago, 111.
GRIFFIN F. C. S. WHEELS
For Street and Interurban Railways
All of our plants have adequate facilities for fitting wheds to axles
Chicago
Detroit
Denver
FOUNDRIES:
Boston
Kansas City
Council Bluffs
St. Paul
Los An&etes
Tacoma
iliiiniinilllllilllllillliiiMiiMiiiiiHiniiiiliiliMiiiliiiiuMltilniiiiiiniiiiiiiiiiiiMiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiniiiiuiiiuiiiiuii iiiititiiiiiiiiiiiiiiir ii<riiitiiiiiiiniiiiiiiiiiiifiiitiiiiniiiniiniiiiiilnriiiiiniiiiiniimiinilliiiiiiiiirtiHilliilliiilllllil)ltrilllllllim_
I "St. Louis TracklesstroUicar"
Driven by two standard safety car motors
Built and developed in
accordance with car
building practice for
street railway proper-
ties.
ST. LOUIS CAR COMPANY, St. Louis, Mo.
'The Birthplace of the Safety Car'
>
IwiHiiiimiiiiiiiiiiiiiiiniiraiiiiiiiiiiiiiiiiiiiiiiiiMiilwiiiiiiiiiiiiiiuiuiiiiiii
nun rill iiiiiaui ii n Hiinnmmiiiin niiiiMni iiiMmniiiiiiiiiiMiiiiifliiiiniiuinu tmniHiir
December SI, 1921 Electric Railway Jouenal
^iiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiamiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiii|
25
I It may safely be said
I that Business Paper Advertising is
I the foundation upon which almost
I all successful General Advertising
I has been built. Important as the lat-
j ter is to manufacturers on many
I lines, it is essential only to a compar-
1 ative few, whereas Business Paper
I Advertising is essential to large suc-
I cess in almost every line.
THE Power of Business Paper
Advertising is almost unbeliev-
1 able. Large businesses, whole indus-
I tries in fact, have been built up with-
I out a line of advertising anywhere but
I in Business Papers. Almost every
I manufacturer of outstanding impor-
I tance today grew from small begin-
1 nings. A great majority of these
I first learned of the business building
I power of publicity through advertis-
I ing in the papers of their respective
I trades and industries. To this day
I they continue to maintain this class
I of advertising under any and all
I business conditions.
SELECTIVE in the character of |
its circulation, the Business Paper |
I enables the advertiser to choose read- |
I ers of any given class or occupation; |
I makes it possible for him to talk to |
I his "market" in its own language and |
I upon the points in which it is inter- |
I ested. I
A PERSONAL experience with |
Business Paper Advertising cbv- |
I ering a period of over twelve years |
I has proven to me that the progressive |
I men in any industry, profession or |
I trade, from the biggest and the most |
I commanding figures down, read I
I Business Papers. w. L. RiCKARD |
I President Richard & Co. |
I in Advertising & Selling |
^iiiiimiiiimiiiiiiiiiniiiiiiiiiiiiiiiiiiimiiiifiiiniimiiiiiiiiiiiiniiiiiiiiiiiiiiiiuiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiniiiiiH
Anoth
er
"Up to the minute" test on
"Tool Steel"
VS.
Special Quenched
>
The "Tool Steel" pinion wore
out after 239,136 miles.
Special quenched pinions wore
out in 50,000 to 60,000 miles.
The History of the Test:
In Dec, 1917, test was started to
demonstrate if "Tool Steel" could meet the
guarantee of 50% greater life. (Guarantee
has since been increased to 75% greater).
Car No. 14 was equipped for test with
"Tool Steel" gear and pinion on one motor
and quenched gear and pinion on another.
Micrometer measurements were taken and
in the first 29,778 miles, the relative wear
on the pinions was .020 in. to .078 in. The
quenched pinion was removed and scrapped
between 50,000 and 60,000 miles. (Exact
record was lost. This mileage checks with
the fact that it was half worn in 29,778
miles, also with average mileage they were
obtaining for similar pinions on other cars).
The "Tool Steel" pinion was worn out in
239,136 miles.
4tol
and we guaranteed 75% greater life!
The Tool Steel Gear CSb Pinion
Company
Cincinnati, Ohio
\
26
I
EiiECTBic Railway Journal
lllinilllllllHIIIHHtl
American
Rail Bonds
CROWN
UNITED STATES
TWIN TERMINAL
SOLDERED
TRIPLEX V
Arc Weld and Flame Weld
Send f»r new
Rail Bond book
r
December 31, 1921
iiBnnmitiiiiiiii^
miiimiiiiunuimiiiiiiimiiiiiiiuiiii 1 1 Miiiminititiiiiiiinn iii 1 1 1 riimiiiiimtmmniuitiiitmniiiminmBiinin
ELRECO TUBULAR POLES
tas 'wise coc«
THC CHAMFCRCO JOINT
I COMBINE
I Lowest Cost Lightest Weight
I Least Maintenance Greatest Adaptability
I Cataloc completo with en^ineerlnc data gent on request.
I ELECTRIC RAILWAY EQUIPMENT CO.
I CINCINNATI, OHIO
I New York caty. 30 Cihurch Street
liiiiiiiniMimiMiiniiMiiiiiiiiMiniiinnniiiuiinMiniiiiiiiiiiiniiiniiiiiiimiiiiiiiuiiiiiiininiiiniiuiiiitimiiiiinmniiiiiintiiiiiiituS
•^H KiiiitiiiiMUiiiiiiiiiiiliMiniiiiiijiiiiiimiiiiiiiiiiiinii iiiiiiiitiiiiiiiiiiriiiiiiiinmiiiiiiniriiiiiiiiiiiniiiiiiimiiiiiiiiiiiitiiitt
American Steel & Wire
Company
CHICAGO
NEW YORK
ft
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iiiiiiiiiiiiiimiiiiiii If iiiiiiiiiriiiiiiiiiiiiriiiiiiiriiiiiiiiiii iiiiiiiiiiriiiiiii iiilirirriniiiiriiiiiiiiiiiiiiim
"Niiiniiiininirimiiinniiiniiiimmnimnnniiiinntminnnmiiniinniniiiiimiinimiinnnimiiiriiniiiiiiniiiiriinriiiiiiiniiiiiriuc
Chapman
I Automatic Signals
I Charles N. Wood Co., Boston
niMiniiiiuiniiiiiiniiiuitiiinMniiiuMiiiiiiiinMiiiiimiiniiiuiiiMiniiiinMiiiiiuiiuMimmiiiiiiuMiiiiiiiiiniirnirnriiiiiiMrrliHiiiiNf;
aiiiiinniiminniiHiiuiiuiiiiiitiiiniiniiiiiiniimimimiiiiiuiiiMifiinninriiiiiiiiiiiiiiiiiuiiiiiiiiniiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiic,
I AETNA INSULATION LINE MATERIAL !
I Third Ball Iiuriilatora, Troller Baaes. Harpe and Wheels. Btobm and i
E Malleable Irao Trog*. Growiiirs, Section Insulator*. Section Swltchaa. I
AOMrt & J. M. Andenon Mfg. Co. ^ |
289-93 A Street. BoBton, Maw. _Z^.^, I
y/ Established 1877 ^iS^ I
' Branches — Mew York. 135 B'way. -^■fffl*^ S
I Philadelphia. 429 Beal Kstate Trust Elder. Chicago. 106 So. Dearborn St. |
I London. B. C. 4 38-30 Upper Thames St. |
^iiiimitiiiuiiiHiiiiiitiiiiiiiiiiiiiiiimmiiiiiiiiiliiiiiitiiiiiiiilllfiitiwiilfiliHiiliillHlluiiiiiiiiitiiniiiiimiuinnlHJnriiiiiiillliuiilli^
giiiuutiiuiiiiiiriiiiiiiriiiiriiiiiiiiiiiiiuriiiniiiiiiuniiiiiKiiiiMiiiiiiiiiiuiiiiitiiuiiiiiiiiiiiuriiiitriiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiniiiiiiutu
i ^■irtir^S^ U. S. Electric Contact Signals a
" '^^V '°' I
^n(C^^fin^\ S'^c'C'tock blocb-sicnal protection I
- ■^^^^^^■" '^^ Double-track spacing and clearance sifnals |
Protection at intersections with wyes 3
Proceed signals in street reconstruction work §
United States Electric Signal Co^ I
West Newton, Mass. I
lniiii]iiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiitiimiiiniiiiriiiimiiiitiiiiuriiiiriiiiiiiiriuiiiiiiiiiiiii iiiiniiiiiiiiiiiiiiiiiiimiiiiiiiiiinuiii
^iiiiiimiiiiuiiuiiiiiuiiiiiiiiiiiniiiHiuiiii iiini iuihiiiiiiiiiiihiiiiiiiiiiiiiii iiiiiiiiiiiuiiiiiiiminiiiiiiimiiimiiiig ;,„„ „|,„||„||,„|„|,„||||, „„, ii„ii,i,i,i„ii,„„iinimiiifflmmiiiiiiimniii«iiin iiiir iiiiiiiiiiiiimiiiii
I FLOOD CITY |IO)PPERCLAIia$rEELG)MW^NY
I ^ ^b^ '^^^ -^i^- m^ -^^^ ^ ^ I I OFFICE AND works: ggSgi WESTERN SALES REPRESENTATIVES:
I Rail Bonds and Trolley Line Specialties |
I Flood City Mfg. Co., Johnstown, Pa. I
s s
riniiiUiiiniiiiiiiiiiiiiiiiiitiiiiiiuiiniiiiiiniiiniiiiiiijiitiiiiiiiiiiiiiiiiitiiiiiiiniuiiiniiuiiitiiiinniiiiiiiiiiHiiiiiiiiiiniiimimiiiuiiiui;
sintntiiiiiiiniiiiiiiiiiJiiiiiiuiiiiiiiiiiuiiiiiiitiiiiiiuiiiiiiuiiiiiLiMMiiiiiiiiiiiiiiiiiiiniiniiuuiiiiJiiijiiiiiiimiiiiiiiiiiiiiiniiiiiiiiuiiiig
I Transmission Line and Special Crossing |
Structures, Catenary Bridges |
WRITE FOR OUR NEW DESCRIPTIVE CATALOG |
ARCHBOLD-BRADY CO. |
I Engineers and Contractors SYRACUSE. N, Y. |
^iiiiiniiiimimiiiiimiiiiiin iiiiiiiiuiiiniiiiuiiiiiiimiiiiiit iiiiiiiiii iiiiiniiiiiiiiiiiiiiiiriiiiiiiiiiiiiiuiuiiiiiiiiiiiiiiiiiiiS
|iliiiitiimmiliiiiiHuiimiiHiitiinMiiii)riiiiiimimiiuiniimiiiriiniiiriiiiiiirinriiuiiiiiiMiiiniiiiiiiniiiiiiiiia«iiiiiiiiiimiiuiiiiiiii
I AUTOMATIC SIGNALS
1 Highway Crossing Bella -''
I Headway Recorders
I NACHOD SIGNAL COMPANY. INC.
I LOUISVILLE, KY.
imivmiliimitiiiimuiiiitiiiiiiiuiiii
RANKIN. PA. BRADDOCKRa^^^STEELSALESCORPORATION.CHICAGO.IIi:
I NEW YORK SALES OFFICE: 30 CHURCH STREET. NEW YORK CITY
I COPPERWELD Wire— made hj the Molten Welding Pnteit
i Ban — Waatheriweof— Strand — ^Twisted Pali — Nails
FIjiuiintiiiiiinwiiiiiiiiriiiiiiiiiiiniiiiiiiitiiriiiHiitiiiiitiiinriHiiiiiiiiiiiiiiiiiiiiiiiintriiiiiiiiiMiiitiiiriiiitiiiiiiiiitiiiiiiiiniiiiiiiiiiii^
£iiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiMiniiniiniiitiiiitiiiitiiiifiiiniiiiiiiiiiiiHiiiiiiiiiiiiuiiiiiiiniiiirriiiniiiimiiiiniiiniiiiimit-
RDEBLIND
ElMtrical I
Wire* I
and I
Cables I
^iiiiiiiiiniiuoirinniiiiiiiiiniiiiiiiniiiiiuiiinniia
I JOHN A. ROEBLING'S SONS CO., Trenton. N. J. |
^MiiiMMiiiniiiiiitiiiiiiiiiHiiiiiiiiriiiiiiriiniiiiiiiiniiiiii)iiiiiiiiitiiijiiiiinniMiiiiiiiiiiuirrtiiiiiiiriiiiiiriirrrinriiiiiiiiiiriiriniiitiiMii5
^MiiMiuiimiiuiiniiiuiiiiiiiiuMiiunuiiiiiiiiuiiniiiiiMiiMitiiiiiiiiiiniiniiiiuiiiiiiiuiiiiiiiiuiniiniiMiiiiniiiiiiiiiiiiiiiiiiirMiiriiiiu!:
.ompare
Tk.
.emr^
The faint light of a candlo and the Btrong rays
of a searchlight. They represent the compara-
tive efficiency of other ways of finding what
yoii want and advertising for it In the
S Eniploymeni
niiiiiiimmmnifiiifftiitiumiiiuimimii
SEARCHLIGHT SECTION
Equlpmeot
Business Opportunities i
iniminnimiiiiiiiii
'iiiinniiimiiiiiiiiiiii
iiitMimiiiiMiiiiiiiiiiiii
December 31, 1921
^(ittriilMllMililtlliniilltiiiiMlliriMUirilirtiilMiiiii'. ■■•.•\\u\uv,iy
fPKWtTRAeRWORKI
tKe urell-knou»n WHARTON Superior- Desidfj
flv/^Construction^^
^Steel Castings Forcings GasCyuinders
CONVERTER AND DROP. HAMMER SEAMLLSS
ELECTRIC AND PRESS STEEL
WM.WHARTONjR.S.Ca,lnc..Easfon|
YSul>5;ili»ry of Taylof-Wkarton Iron & St«l Co.. HigK Bru)(«:. N. j3
ORIGINATORS OF
CAN6ANI3E STEEL IN TRACKWORI
^uuiiiiiiniiMtiiiiMMiMiiuiiiuniiiiiiiittiiiiiiiiniiijiiiiiniJiMiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiitiiiniiiniiiiiiiiMiiiiiiiii'<uiii)iiiiiiin H
ainimiimimiiiniMiiriimiiiunmiiiiitiiiniiiuiHUiiiiiiiiuiiiMiiihiiiniimiiiiiiiiiiiniiiiiiiiiiMiiiiiitiiiiiiiiiiiiiiniiiiMiiiiiiiiumii^ |
k AMELECTRIC PRODUCTS | |
BARE COPPER WIRE AND CABLE I |
Electric Railway Journal
,,,,,,„„ Ill)'' tfriiniuMiitiiiuiiiiiiimiiniiiimiiiiiriniuiiiiniiiniiiiiiitHiimuiiiiMi'iiiiiiiiiiiiiiHiiiiHiiiiimiHiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiii
^ 27
'3heCrtxmitj3reakera)iMj3rainr
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
Bee. U. S. Pat. Offlcc
Galvanized Iron and Steel
Wire and Strand
Incandescent Lamp Cord
PAPER INSULATED
UNDERGROUND CABLE
MAGNET WIRE
I AMERICAN ELECTRICAL WORKS I
I PHILLIPSDALE, R. I. |
i Boston. 176 Federal; Chicago. 112 W. Adams; Cincinnati. Traction Bldg.; i
= New York. 233 B'way; San Francisco. 612 Howard; Seattle, 100 Ist Ave. So. =
•iiiiiiiiiiiiiiiiiiiiiiiiiniiimiiiiniimniiiiiiiiiiiiiiiniriiiiiiiliiiiiiiiiriiiimiiiiiiiiuiii iiiiiiiiriiiiMiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiE
■nil iiiiiiiuiin.iii.iiiiiiiiiiiiiniiiraiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliiniimiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiuiiit;
BARBOUR-STOCKWELL CO. |
205 Broadway, Cambridg«port, Mats. |
Established 185S I
Makes Feeder
Control Automatic
I^ETS GETS ^(%C?^IJAJirs>r'rEI>
THE ^TOTWIC REaratiG
CIRCUIT BREAKER COtlPAHY
COLUMBUS, OHIO
I DISTRICT SAiia OFFICES;
I PittsbuTsb. 223 Oliver B'df .
I Philadelphia. 1613 Chestnut St.
I Chirleston, W. Va., 110 Hale St.
I BirminKham, 610-612 Brown-Usrz Bids.
I .■<t. T/otiis. 401 National Bank of Commerce Bids.
^iiuiiiiiiminuiiiiiiiiiiimimiiiiiimiiiiiiimiiiiiiiiiiiiiiiitiimiiiMiHiiiiiiiiiiiiiiiiiiiimiiiitiiiiiiiiiiiiHiimiiiiiiiiiiHiiiiiiiiiiiiiiiiiii
aiiiiliniiinillllllllllliMiriiniliiiiiiiiiiiiniiiiiiliiiiiiilrMiiiniiiiirMiilllitlltiniiiilltMirMilliliiniMiiiitinitiiiuiiilluiiuiiiilliiiiiiUlug
Manufacturers of
Special Work for Street Railways
Frogs, Crossings, Switches and Mates
Turnouts and Cross Connections
Kerwin Portable Crossovers
BalkwiU Articulated Cast Manganese Crossings
MOBE-JQNES
'TIGER-BRONZE"
AXLE
/AND ARMATURE
BEARINGS
•^^^^
ESTIMATES PROMPTLY FURNISHED
4(iuii(iiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiriiiiiiiiiiiiriiiiiiiiiriiiiiiiiittiiitiiiiiiiiiiiiiiiriiiiiiiiiiiiiitiiiiir:
rniiimiiHiiiitimiiiiiiibmmiiiihiiiiiMiiiiiiMiiiiiniiiiiimmiiiiiiiiuiiuniuiiiimiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiitiiiiiniiiiiiiiiic: ii'
Automatic Safety and Automatic Return Switch Stands for Pass- i i
ins Siding^s. Tee Rail Special Work for Interurban Lines and i 1
Private Rishts of Way. Manimnesa Constmotlon a Specialty. | |
H I LiLiB (JR.M, 1V£W YOR.K~ 1 I
Plants at HitIbum,N.Y and Nia^araFulla.N.Y. NewYorkOHicc.^O Church Street 5 S
JSoi aMai/s we cheapesi, hui eVer
lo\\'est in unimaie cost
MORE-JQNES BEASS &METAL CO.
SI. Louis, Missouri.
niiiiiiiiiiiiiiiiiiiiniinimiiniiniiiiiiiiiiiiiiiuiiiiiraimiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiilr
aiiijuiiuiimiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiniiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiim
Peirce Forged Steel Pins
with Drawn Separable Thimbles
Your best insurance against insulator breakage
Hubbard & Company
PITTSBURGH, PA.
^niiiiimmiiiiMiiiiiiiiiiiiiniiiniiiniiimiiiiiiiiiiuiiiiiiiiiiiiiiuiiniiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiS ''.iiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiJ
iiiiiumiiiiiiiiiimiiinitiiiiiHfiiiiiiiiiniiiiiiiiiiuiiiiiriiiiiiiiiiiiiiniiiiiiiiiimiiiiiiiiiiiiiitiiiiiiiiiiiiniiiiiiiiiiuiiiiiimiiiiiiimiiiiii'^ snimiiiiiiiiiHimmn miiiinmiiiiintiimnmiitiiiinmiiininiiiinniininiinintniiiiniiHiiiii iiiiiiiiitimiiiiiiiiiiiiiiiiiiH*:^
BAKELITE-DILECTG
The fields of usefulness for Bakellte-Dllecto are many and varied beeauaa of
its superior merit over materials hereCorore available In sheets, tubes or rods.
The exceptional qualities of Bakellte-Dilecto are satlsfyliiK electric railways
all over the country. Iiivastigate.
Th« Continental Fibre Co., Newark, Delaware
Branch Office*:
CHICAGO. 332 S. Michigan Ave. NT:w YORK. 233 Broadway
Pittsburgh Office. 301 Fifth Ave. San Francisco Office, 525 MarkH St.
Los Angeles Office, 411 S. Main St.
CANADIAN OFFICB. 86 Wellington St., W., Toronto, Ont.
lUatlHIIIIIUIIIUlllJlUllllllUIIWlli
4lg s
RWB DYNAMOTORS I
I i FOR I
I I CARBON ARC RAIL JOINT WELDING i
I I CARBON ARC RAIL BONDING I
I I CARBON and METALLIC ARC GENERAL WELDING I
I I Rail Welding and Bonding Co., Cleveland, O. I
iiimiuiwiiiMniimHiiiiiiimiiiiwiiiiwiiijiiiiiiiiiiHuiiiiiiiiiuumiiiiHiiriiiiiiiiiiii ^uiiiiiiiiiimiiiiiiiiiiininiiiitiiiiiiiiiiiniiMiiiiHiiiniiiiiiinuiniiiiiiiiiiiitiiiiiiiiiiiiiiiiiniiiiiiUMiiitiuiiitiiuiiiiiiiiiiiniliiiiiiiiin
28
Electric Railway Journal
December 31, 1921
"LE CARBONE"
CARBON BRUSHES
airuiiiiimiiiiiiiiimihliliiliiiiiiiiiniiiinimimiiniiiiiiiiiiiiniiiiiiiHiiiiiiiiiiimiiiiHniiiiriiiiiiiiiiMinrriiiiiiiiMiiiiiiiiiiiiiiiiiiiiii^ SiiMiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiuuiiiuuiimuiifiuiiniiiniuiiiiiuiiii "iiiii»umiiiiuiriiiiiiiiHmiimuiuiuiiiiuiiiiiiiiiiijiiii>i
11 High-Grade Track I
1 1 Work
I I SWITCHES— MATES— FROGS— CROSSINGS I
I I Complete layouts I
I I improved anti-kick big-heel switches I
= I HARD CENTER AND. MANGANESE I
I I CONSTRUCnON I
I I New York Switch & Crossing Co. I
I I Hoboken, N. J. |
= -TfUiiiriuiriiiiiniiimiiiiiuiimiiiiiiuuiiimiii
mimililliiniiniimiiiiiiiiiitiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitililliiiiiiiiiiiiuiic
They are uniform in quality
They tall^for themselves
W. J. Jeandron
227 Fulton Street
New York City
I £"'""> riiniiiiiiiiiiiiiiiii ri iiiitiiiiiiim i iijiiiiiuiiiiiimiiiiiiiiiiinmiiiiiiiiiriiiiiimiiiiuiiiiiJiiiiuiiiiiiii:
RICO I
CONOMICAL I
FFICIENT
RAIL BONDS
THE ELECTRIC RAILWAY IMPROVEMENT CO. |
CLEVELAND. OHIO |
iiililimiimnHiiililllliliiniiiiiiitiiininiiniiiiiiiiriMiiiiiiiiiiiiiti iniiiuiuiiiMiiiiiiMuiiiiniiiniiiriiiiiiuMuMnMiniiiHiiuiiiiiiiiiiiiiiHiiiiiiMtiiriiMuiiiiiiiniiiiiiiiniiuiiimiininiMitniiiiiniiiiiiiiinimniiMMtiiiiiiiiimiiiiiiimiiiiHiiiiniiiiiiii^
I THE BABCOCK & WILCOX COMPANY
I 85 Liberty Street. New York I
Pittsbur«:h Office:
636 Wabash BuUding
Canadian Distributors:
Lyman Tube A Supply Co^ Ltd.
Montreal and Toronto
Builders since 1868 of
Water Tube Boilers
of continuing reliability
BRANCH OFFICES
Boston, 49 Federal Street
Philadelphia. North American Building
Pittsburgh, Farmers Deposit Bank Building
Cleveland. Guardian Building
Chicago. Marquette Building
Cincinnati, Traction Building
.\tlanta, Candler Building
TrcsoN, Ariz.. 21 So. Stone Avenue
Fort Worth. Tex.. Flatiron Building
HONOLULC. H. T.. Castle & Cooke Building
WORKS
Bayonne, N.J.
Barberton. Ohio
Makers of Steam Superheaters
since 1898 and of Chain Grate
Stokers since 1893
BRANCH OFFICES
Detroit, Ford Building
New Orleans, 521-5 Baronne Street
Houston, Texas. Southern Pacific Building
Denver, 435 Se\enteenth Street
Salt I,ake City, 705-6 Keams Building
San Francisco, Sheldon Building
l^s Angeles, 404-6 Central Building
Seattle, I.. C. Smith Building
Havana, Cuba, Calle de Aguiar 104
San Juan, Porto Rico, Roj-al Bank Building
iiniiniiitiimiitiiiHiiniiiiiiiitiininiiiiiHiiniiiiiiuiiitiiitiiiiiuiiiiuiiitiiiiiiiuiiii
iimiiHiiiiiiiiiiiiuiiiminiiiiiimmimimimiiiiiiiiiiiMiiiiitiiiiiiuiuimiiiiuiiiuiiiiiiifiiiiiumiiiiiiiiiiiiiiiiiiiriiiiiiitiimiiriiiunaiiiiiiiiR
SiiiiiiiiimimiiiiiiiiiiiiiiiiimimimiimiiiiiiiiiiiHiiiiiiniiiiiiitiiiiiiiiniiniiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiminiiiiiHiiiiiiiiiiiK uiiiiiiiiiiiiinuiiiuiitiiiiiiiiiiiiiiiiiiiuuiuiiiuiiiiiiiimiuuimmiiiiiitiiiuimiiiiiuiiiiimumiiiuuniiuiiiuiiiiiiiiiiiiiiiiiiuiiiHiiti^
SPECIFY
For Driving Your Auxiliaries
TERRY STEAM TURBINE CO.
I. T. E.
Circuit Breakers
for heavy street railway work arc
the best obtainable. Write for N*w
Hartford, Conn. | = "^'^Z^DCilS^ Complete Catalogue.
!imirmmiiiiiiminiiiHiiniiniiliiiHiiiiiiiiniiMiniiiiiiitiiitMiiiiiiiiiriiiiiiniiniiniiiiriniiiiiiiitiiiiiiiiiHiiiiiiiimHiiiiiitiiiiinittiui; viiiiiiriiiiiiuuMMiiiiiiiniiniiiiiiiiiiitiiiiiniiiiniiiiiiiiurtiiiniiiiiiiMniiiiiMiniiniiimiiiiiiiiiimiiiiuiiiiiiiiiiiiiiiiiiifimiiiiiiiiiiiS
J lluillltliiniiHiiiiiitiiiHiiiniiiiiinilliiiHliHiiHniniuiuiuiuinilinilllllluiMllliiiliillillllllinMinilliniiiiiMiiiiuMllltMHMlllllHlllntiniiitiiiuliitlllllllllliiiniiiiiiiiliiiiniiiMi
FOSTER SUPERHEATERS
A necessity for turbine protection, engine cylinder economy and utilization of superheat for all its benefits
POWER SPECIALTY COMPANY, 111 BROADWAY, NEW YORK
Boaton Philadelphia Pittaburf h Kansas City Dallas Chicag-o San Prandaco Loodon, Bav-
niinimimuiRitiiwiiiinMniiiniutiiHniiiiiriMiiiiuiinMiiMnMmiiiiiiirrMiiiiiitiniiinNMiMHtiiiiininniiinuiiiniMniMuiiiinMiiMniiiiniiinMn^
December 31, 1921
/
Electric Railway Journal
29
sriHiiiiiiHiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiii
iiiiiiiiiNiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiriiiiiiiiiiiiittiiiiiiiiiiii>£ M<>""tii>>iii>">""ii"uiinMinMniiiiiiuiinMiiiuiiiirriiiiiiiMiiiuiii)iiiniimiiniiimiiiiiiniiiniiiiiiiimiiiifrtiiiiiiiiiiuiiniiuiiHMiu
I
NILES-BEMENT-POND CO.
Ill BROADWAY, NEW YORK
MACHINE TOOLS
FOR ELECTRIC
RAILWAYS
Axle Latlie*
I
Wlieel Pretsei
:
i- -
Car Wheel Lathe*
1
Boring Mill*
= . 1 ' 1 ' !
Lathes
Hammer*
F
Cranes
General Machine Tools
%
TRADEMARK I
'jIlllllilitiiiiitilliiliiiiiiiiMiiiiiiiiiiiiiirirrriniiiiiiiiiiiiiiiiiiMuiiiiiiiiniiitiiiiriiiiiiiiMisiiiiiiiiiiiiiiiiitiiiiiiiiitiiiiiMiiiPiiMiiiutiiiiiMr
aiUHiluliiiiimiinriHmiilwilliliiiiimitlliiniuMillliiitMiuiiiuiiiitiiiiiiiiiiiiHii.iiiiitiiiiuiiiiiiiiiniiiiiiimiiiiiiMiiiuiiiiniltMllllu
Tnt B-IO
International
Registers
Made in various types and sizes
to meet the requirements of
service on street and city system.
Complete line of registers,
counters and car fittings.
Exclusive selling agents for
HEEREN ENAMEL BADGES.
The International Register Co.
15 South Throop Street, Chicago, Illinois |
lillltliuililtnrnriiiliiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiitiriiiniiiiiiiiiiiiiuiiiiiiiiriiiiiiiiifiiiiiiiiniiiii>iiittiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiimil/lS
lllliiiiniiiillliiliiiiiiiiiiiiiiiiiiiiiiiiiiiiitliiliiliiiiiiniiiiiilluilliiiiiitiiiiiiiitiiiiriiuiiiiuilillillliiiniiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiitL
Car Seating, Broom and Snow Sweeper |
Rattan, Mouldings, etc. |
AMERICAN RATTAN & REED MFa CO. I
Brooklyn, N. Y. |
AMERICAN means QUALITY |
RATTAN SUPPLIES OF EVERY DESCRIPTION |
iiiiiiiiiiiiiiiniiiniiiniiHiiiiitiMiiiiiiiriiiiirHitiiiitMiiriiiiiniiirriniiiiirMiitiiiiiiiiiiiiitiiniiiiiiiiriiiniiiiiiiniinriiiipiiiiMiiitiiiiiiii
Sillllllllliillllllltlililtiniriiiiiti)iirillHiiiiiMiilMii>iiilillllniiiiiiiiiitiiiiiiiiiriiiiiintMiiiiiiiiiiiiiliiiiirliiillliliiiniiiitiiiiiiiiiiiiillii
I ELECTRIC HEATER EQUIPMENTS
GOLD aR HEATING &
LIGHTING CO. .
NEW YORK CITY
Address All
Cooimanlcatloiis
to
BUSH
TERMINAL
(220 36tb St.)
Brooklyn, N. Y.
Literatttr* mn
Reqnmsl
THERMOSTAT CONTROL EQUIPMENTS
Slllilllllllliiimiiiliillir iiriiiiuiilllllliilliimilillllllllllliiiilllllllllllllillliiiliiriiiiiiiiiriijiriiiiriilrrriillllltlllllllllilliuillllillli
^■iiiililliiiiiiiiiiiiiiiiiiiiiiitiiiiriliiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiniiiiiiiiiiiiitiiiiniiiitiiiitiiiiiiiiiriiiriiiiiriiiiiiiiiiMiiiiiiitiiiiiiiii:
^<3P^Vltk^lD^ir
Homflex Insiil*.
tioo Paper has no
craln. Folds with-
out erscklas.
NATIONAL FIBRE & INSULATION CO.
Box 319, Torklyn, Delaware.
iiiiiiiiiiiniitiiiiiiiiii nrriMniiiiirtiiiit ttiir iiiiniiiiiiiiiiiiiiiitriiiiiniiiitiitiiiiiiiriiiiiiiiiitiiiiiifitiiiiriiiitttuiiuiutiiii^
""' '"""iiuim iiiiiiiiiiiiiiiiiiiiiiiiirrriiiiiiniiiiiiiniiiiniiiiiiiiiiiiniiiiiiiiiiiiiii miiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiia
WE-FU-GD AND 5CAIFE
j^mi
PURIF-ICA-riOr^^aVKTEM
DF-rENINU at nUritATION I
PrON Bail.ER rKKO ANla
ALL. INOUBTNIA.L: UEES
WM.B.5CAIFE & SONS CO.PITTSBURGH.PA.
iiiuiiuoimiiMiuuiiHiiiiiiiniuituiiuuiiuiiuiiuuiiiiiiiiiiiiuuiuuiiimuiiiimiiiimiiiiiini^^
Picks and Prices
I This unretouched photograph shows Beldentape and two |
I other brands of electrical tape magnified to two diameters. I
I Beldentape has 40 threads, called picks, to each inch of length |
i and 80 threads, warps, to each inch of width. The others are i
I 30 X 72 and 26 X 60. |
I The quality of electrical tape depends upon the weave. Be- |
I fore passing judgment on values count the picks. |
I BELDEN MANUFACTURING COMPANY j
i Electrical Wire, Cable and Cordage. a
E - S
= Main Office and Factory: Eastern Warehouse: |
I Chicago, III. Metuchen, N. J. I
SliiitiiiiiiiitiiiiiiiiiiJitiiiiiMitiiitiiiiiiiiitiiiiiriiiiiiiiiiirtiirritiiiiiiiiuiiiiriiniiiriiliiiiiiiiiiiiiiiiitiiiitiiiiiiiiimtiiriiiiiiiiiiiiiuiiiHiii
^iiiHiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiililiiiiiiiiiiiiiiiiitiiiiiitiiiiniiiiiiitiiiiiiiiiiiiiiiiriiirMiitiiiiiiiiiiiiiiiiiiiiiiuiliiiiiiiiiiiiitilnMiiiiiiiiiii:
I A Single Segment or a Complete Commutator i
I is turned out with equal care in oiir shops. The orders we i
i flu differ only in magnitude; small orders command our utmost f
i care and skill just as do large orders. CAMERON quality |
= applies to every coil or segment that we can make, as well as to =
I every commutator we build. That's why so many electric rail- =
I way men reTy absolutely on our name. i
I Cameron Electrical Mfg. Co., Ansonia, Connecticut f
Hiiiiiiiiiriiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii[iiiriiiiiiiiiiiiiiitiiiiMuiiiriiiiiiiiiii<!:iiiiiniiiiiiiiMiiiiiiiMc
giiiiiiitiiiriiiiiiiiiiintiiiriitiiitiiiiiiiiiiiiiiiiriiiiiiiiiiiriiiMiiiiiiiiiiiiiiiiiiiiiitiiiiMiiiiiiiiiiiiiiiuiiiiHiiiHiuiiitiiiiHiuiiiiiHniiiiiiiii>^
I "Railroad Special"
I Wrench
I T Sixet, 6 to 21 inches
I Screw Wrench Book?
I J. H. WILLIAMS & CO.
I "The Wrench People"
I BBOOKI-TN BUFPAIX)
= 143 Richards St. 143 Vulcan St.
nHlHliHiiinHHiiitfnHiHiiiiiiiitiitiiiriiiniitiiiinitiiiiiiiniiiiiiniiiiiiniliitiiiiiriitMliiliiHliiiniiinrutiliililHiiiiiiHllHmmiimmiN
Hiiiiiiiruiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiti^
I BUCKEYE JACKS I
I high-grade R. R. Track and Car Jacks.
I The Buckeye Jack Mfg. Go.
I Alliance, Ohio
nuiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiniiiniiiiiiiiiiiiiiiiiuMiiiiiiiiiiiiiiiiiiiiiiiininiiiiiiniiniiiiiiiinaiiiiriiiiiiiiiiiiiiiiiiiiininiimiiiiiiiiiiii
ailllUlllllllUIIIUIIIUIIUIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIJIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIUIIIllllllllJIIIUIIUIUHIIIIII
FORD TRIBLOC
I A Chain Hoist that excelt in every feature. It has
I Planetary Gears, Steel Parts, 3i to 1 factor of Safety,
i It's the only Block that carries a five-year guarantee.
I FORD CHAIN BLOCK CO.
I Second and Diamond Sts., Philadalphla
!!iiiiiiiiiiiiiiiiraiiiiiiiiiiiiiiiiimiiiiiiiiiimiiiiiiimiiimiiiiiiiiumiiiiiiiiiiiiiimimimiiiiiimiiiiiimiimiiiiiiramiimiiiiiiiiiiiiiiii
cmcAGO
1143 W. 120 St.
so
(
r
Electric Railway Journal
December 31, 1921
I'"" """" """""""■"«"»• I '"•"■I" rairaHiiiiii.miiiiifiiin iiiimn >iniiiniimrHiii| |i.iiii,iniiiii rmiiiiiiriiiiiiiiimiiiiiiiiii riMiiiiiiuir niiiii. iiiiniimimiinmiiiiiiiwiiiiiiiiuiimiiii iiiiiiu
I J O H N S O N ^^^^®"*^ I I Waterproofed Trolley Cord
Changer
Adjustable
The only chanrer on the markst
which can be adjusted by the con-
ductor to throw out a xaryinw nam-
ber ot coins, necessary to meet
chanres in rates of fares.
Flexible
Each barrel a separate unit, imt-
mittinff the conductor to Inter-
change the barrels, to suit his per-
sonaf requirements and to facilitate
the addition of extra barrels.
JOHNSON FARE BOX COMPANY
RaTenswoodt Chicago, 111. I
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fnniiiiiimiiiiiiiiiitimmiiiimi
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Reduce Commutator Wear I
and Losses Due to 'Tie-Ups" |
To be absolutely safeguarded afainst ezcesiire conmu- I
tator wear — assured of real mileage day in and day out — i
and to obtain lower operating costs, use |
National Carbon Brushes
the brushes that were made to suit the commutator and f
the service. |
You ncmm tha jab— we'll name the bmah |
National Carbon Company, Inc. |
Cl«TeUnd, Ohio |
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Is the finest cord that science and skill can produce. I
Its wearing qualities are unsurpassed. |
FOR POSITIVE SATISFACTION ORDER I
SILVER LAKE |
If you are not familiar with the quality you will be i
surprised at its ENDURANCE and ECONOMY I
SoU by Net Wtightt end Pull Ltnathe |
SILVER LAKE COMPANY \
Mamdaeturert of btlt, ttgntd and other eania. |
Newtonville, Massachusetts |
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ttfT. Mm a I
- B. A. Hereman, Jr., President
= Chirlei C. Cattle. Flnt Vlce-Prctldent W. C. Lincoln
5 Harold A. Heseman, Vlce-Pres. ind Engineering
= Treat. Fred C. J. Dell. Seeretarr
National Railway Appliance Co.
50 East 42ncl St., New York City
Heeeman-Castle Conmration National Bailwar Appliance Oo.
343 So. Dearborn St., Chicajro, 111. Munsey Bldg., Washington, D. 0.
National R«Ulway Appliaiice Co.
Little BIdr., Boston, Mass.
RAILWAY SUPPLIES
Tool Steel Gears and Pinions
Anderson Slack AdjaBtera
Genesco Paint Oils
Donham Hopper Door Device
Feasible Drop Brake Staffs
Flaxlinnm Insnlation
An cIo- American Varnishes,
Paints, Bnamels, Sarfacers.
Shop Cleaner
Johnson Fare Boxes
Perr7 Side Bearines
Drew Line Material and Railway
Specialties
Hartmon Centering Center Plates
Economy Power Savlnc Meters
H & W Electric Heaters
Garland Ventilators
Pitt Sanders
Xational Safety Car Eqalpmeot
Co.*s One-Man Safe^ Cars
Central fiqnlpment CompaiiT'B
Hand Holds
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Cleveland Fare Boxes I I PROVIDENCE H-B
have no bolts, nuts or
screws, that can be re-
moved from the outside.
Let us tell you of other
good features.
Let us explain.
The Cleveland Fare Box Co.
Cleveland, Ohio
Canadian Cleveland Fare Box Co.,
Preston, Ontario
N-L
Ltd.
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I *=^MSON SPOT WATERPROOFED TROLLEY CORD I
iiKtM Msrk l&«c L- ft. fmL. ua.
I Maae of sxtra quality stock flrmly braided and smoothly
B Carefully inspected and guaranteed free from flaws. =
g Samples mad information (ladlj seat. =
I SAMSON CORDAGE WORKS, BOSTON, MASS. |
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I FENDERS LIFE GUARDS f
i The Coaaolidated Car Fender Co,, Proridenee, R. I. I
I Wendell & MacDuffie Co., 61 Broadway, New York §
1 Genaral Sales Asenta |
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Indicating Signals
Mechanical Sanders
Ventilators, Smokestacks
Pneiunatic Sanders |
Selector Switehei, Lantern*, etc. i
I THE NICHOLS-LINTERN CO. I
i 8404 Lorain Ave., Cleveland, Ohio =
s =
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KASS SAFETY TREADS
I Lowest initial and upkeep costs. Cannot break or dis-
I integrate. Positively anti-slipping. Used by more than
I 100 steam and electric railway systems.
I Manufactured and Sold bv
I Morton Manufacturing Company
I CHICAGO. ILL.
i Let u> send to you our Sultetin Ifo. 8
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I HORNE MANUFACTURING CO. j
§ Mercer and Colgate Streets, Jersey City, N. J. i
s s
I Hand Brakes — Air Purifiers for. Compressors — |
I Lighting Fixtures — Electric Vibrating Bells — =
I Thermostats — Switches, Receptacles and Plugs I
I — Junction Boxes, Portables and Reflectors. I
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Heating and Ventilating
I Let ut demonitrate to you how we can heat and i
I ventilate your can at the lowest possible eo«t |
I The Cooper Heater Company
I Carlisle, Pa. |
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December 31, 1921
Electric Railway Journal
SEARCHLIGHT SECTION \m
\
i
y
31
ELECTRIC RAILWAY JOURNAL
Think ' SEARCHLIOir First
POSITIONS VACANT^Business Opportuni-
ties and other undisplayed ads. 8 cents
a word, minimum $3.00 an insertion.
POSITIONS WANTED — Evening work
wanted, tutoring' and other undisplayed
ads of individual3 looking: for employ-
ment. 4 cents a word, minimum 75 cents,
payable in ad^ance.
ADVERTISING RATES
111
ADD 5 WORDS for box number in undis-
played ads iJ replies are to any of our
offices. There is no extra charge for
forwarding replies.
DISCOUNT OP 10% 11 one payment is
made in advance for 4 consecutive inser-
tions of undisplayed ad.
ADS IN DISPLAY I'Vl-E— Space is sold by
the inch (30 in. to u page), the price
depending upon total space used within
a year, some space to be used each issue, ^
RATE PER INCH lor ads in display space:
1 to 3 In., 14.50 an In. 15 to 2» In., (3.90 an in.
4 to 7 in.. S4.30 an In. 30 to 49 in., |3.ao an in.
8 to 14 in., $4.10 an In. 50 to S9 In . IS.r* an in.
POSITIONS VACANT
ROADMASTER wanted to take charge of
city and interurban railway tracks In
middle western city. Must have had ex-
perience in brick paving and special
work. P-373 Elec. Ry, Journal, Old
Colon.v Bldg., Chicago, 111.
TECHNICAL graduate of experience
wanted, to take charge of Engineering
Department of Electric, Gas and Street
Railway. Send photograph, state age,
education, qualifications and salary de-
sired. P-375 Elec. Ry. Journal, Old
Colony Building, Chicago, 111.
IIIIMII U
I Unusual opening for Super- i
I intendent of Transportation I
I with New England Street |
I Railway Company, in com- |
I munity of 100,000 popula- |
I tion I
I Technical man wanted who can qualify for |
I the above position. Preference will be I
I giyen to applicant who is not over 35 years |
i and married. Good living- conditions, mod- |
i em equipment, union labor and Conipany |
I is in excellent financial condition. Man 1
I wanted who can handle problems outside |
I his departmet and who can eventually work =
I up into position of Assistant General Mana- i
I g-er. I
I Opportunity for advancement unlimited for =
s man of ability who can take his place in i
1 the community and go ahead with a pro- |
I gresBive company. |
I Give full details of past experience, refer- |
I ences, salary, and state when availal?le. |
I Reply to: |
I P-368. Electric Railway Jotirnal I
= lOth Ave. at 36th St.. New York City |
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** Searchlight'' |
IS I
Opportunity
Advertising |
— to help you get I
what you want. I
— to help you sell |
what »you no |
longer need. |
Take Advantage Of It
For Every Business Want
"Think SEARCHLIGHT First" 1
0167 i
In Replying to "Blind" Ads
be carelul to put on envelope the key
number in the ad and also local addrese
ol office to which reply is sent.
10th Ave. at 36th St.. New York.
935 Real Bstate Trust Bldg., Phila.
533 Leader-News Elder., Cleveland.
1570 Old Colony BIdg.. Ctucaco.
531 Rialto Bldg., San Frandsco.
Important
Original letters ol recommendation or
other papers of value should not be en-
closed to unknown correspondents — send
«"•'*"• 0195
POSITIONS WANTED
INDUSTRIAL engineering, maintenance or
construction. Ten years superivision on
construction and maintenance of build-
ings, power plants and equipment. Seven
years betterment work, on production,
organization, appraisals, costs. Age 35.
PW-374 Elec. Ry. Journal.
SUPERINTENDENT of transportation,
with a proven record of seventeen years
on large city and Interurban properties,
desires a change. Capable and progres-
sive with high grade references as to
character and ability. Capable of taking
over details of trasportation of any
property and getting results. PW-860,
Elec. Ry. Journal, Old Colony Bldg., Chi-
cago, 111.
SUPERINTENDENT of Transportation
with a proven record of 17 years on
large city Suburban and Interurban
properties desires a change and will con-
sider any good size city and suburban
property that requires a practical super-
intendent of wide experience. Capable
of handling all details of transportation
and getting results from employes. Per-
sonal reasons for desiring a change.
High grade references. PW-372, Elec.
Ry. Journal, Old Colony Bldg., Chicago,
SALESMEN AVAILABLE
HIGH grade electric specialty salesman,
either street railway or general supplies.
Traveling out of Chicago preferred. At
liberty Jan. 1. AS-371, Elec. Ry. Journal,
Old Colony Bldg., Chicago, 111.
For 20 Year»
we have beer.
Buying and Selling
Second-Hand Cars
Trucks and Motors
At Your Service
ELECTRIC EQUIPMENT CO.
Commoawealtta Bids., Phllsdelpbla, Pa.
A Good Purchase
•I
6 — Sets Sprague Multiple Unit Con- |
trol, together with larg* number |
of repair parts that are new and |
which can be purchased at a low |
price and eflFect a large saving. |
2 — Second-Hand K 14 Controllers [
with large number of repair parts. 1
Let us have you inquiries. \
A. W. MUNSTER |
Purchaslnir Agent Boston & Maine B.B. §
Room 142 North Station. Boston, Mass. i
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^HIItlMirinHimiMIIKMUIIItlMI tllHI
USED CARS
For Every Service
Railway Motors
Standariizt Year Eqxiipmentt
at Minimum Cost
TRANSIT EQUIPMENT CO.
601 I"fth Avenue, New York
DIIIKOIIIIIIIIItli
ROTARY CONVERTERS
1 — 2100 KW. WMtinKhouie 6 ptasse, 60 ercle, A.C., 600 rolt D.C. with ipMd limit and and pla7
device, iceed 450 R.P.M. and 3-900 KTA. 13300/0600-368 Talt traniformeri and panala complete.
1 — 1000 KW. Westlngbouse 6 phase, 60 CTcIe A.C. 600 rolt D.C. ipaad 900 BPU. eampleta with
1000 KW. 3 phase, 60.000 volt transformer with S and 10 per cent taps, also A.C. and D.C.
switchboard panels.
1 — 300 KW. SUnler 3 phase. 2t cycle. 360 ToIU A.C, 600 volt D.C. speed 500 BPM. complete
with suitable transformers, also panels.
DIRECT CONNECTED ENGINE UNIT
1 — 850 KW. Gen. Elec. 575 rolt compound wound 100 RPM. generitor direct connected to 3S wa4
64 X 48 Greene Wheelocfc cross compound heavy duty 4 Tilve ensine complete with Surfftce Con-
densing equipment and panel, price f.o.b. cars 19.500
Archer & Baldwin, Inc., 114 Liberty St., New York City
Telephone: 4337-4338 Rector
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\
32
Electeic Railway Journal
December 31, 1921
WHAT AND WHERE TO BUY
Equipment. Apparatus and Supplies Used by the Electric Railway Industry with
.Names of Manufacturers and Distributors Advertising in this Issue
Advertiains, Street Oar
Collier, Inc., Barron O.
Air Puriflert
Home MfE. Co,
Anchors. Gay
Electric Senrtco Sup. Co.
Ohio Bras3 Co.
Westinshouse B. * M. Co,
Armatnre Shop TooU
Elec. Service Snppliea Co.
Axles
Bemis Car Truck Co.
Cambria Steel Co.
Midvale Steel & Ordnance Co.
St. LiOnis Car Co.
Axles. Car Wheel
Bemli Car Truck Co.
Brill Co., The J. G.
Standard Steel Works Co.
Weetinehonse E. ft H. Co.
Axle Stralghteners
Columbia M. W. & M. I. Co.
Babbitt Metal
More-Jones Br. "» Metal Co.
Bahblttlne Devices
Columbia M. W. & M. I. Co.
Badges and Bnttons
Electric Service Sup. Co.
Intemat'l Register Co.. Tlie
Batteries. Dry
National Carbon Co.
Bearings and Bearing Metals
Bemis Car Truck Co.
Columbia M. W. & M.I. Co.
General Electric Co.
More-Jones Br. & Metal Co.
St. Louis Car Co.
Westinghouse B. & M. Oo.
Bearings, Center and BoUer
Side
Stnckl Co.. A.
Bells and Gongs
BriU Co.. The J. Q. _
Columbia M. W. * M. I. Oo.
Electric Service Sup. Co.
St. Louis Car Co.
Benden, Rail
Niles-Bement-Pond Co.
Railway Track-work Co.
Beading Apparatus
Railway Track-work Co.
Boilers _
Babcock A Wilcox Co.
Boilers, Tubes
Cambria Steel Oo.
Midvale Steel & Ordnance Co,
National Tube Co.
Bond Testers
American Steel * Wire Oo.
Rail Welding * Bonding 0>.
Bonding Apparatus
American Steel A Wire Oo,
Electric Ry. Improv. Co.
Electric Service Sup. Co.
Ohio Brass Co.
Rail Welding A BondlBf O*.
Bonds, Rail
American Steel A Wire Oo.
Copper Clad Steel Co.
Electric Ry. Improv. Co.
Electric Service Sup. Co.
General Electric Co.
Ohio Brass Co.
Railway Track-work Co.
Ball Welding A Bondluc 0>.
Westlnghouse E. A M. Co.
Book Pubilsheis
McGraw-Hill Book Oo.
Boring Tools. Car Wheel
Niles-Bement-Pond Co.
Brackets and Cross Arms
(Sea also Poles, TIsa,
Posts, etc.)
American Bridge Co.
Bates Exp. Steel A Tr. Oo.
mectrlc Ry. Equip. Co.
Blectric Service Sup. Oo.
Hubbard A Co.
Ohio Brass Oo.
Brake Adjuster*
Hamilton A Htmsell, Inc.
National Ry. Appliance Oo.
Westlnghouse Tr. Br. Co.
Brake Shoes ^
Amer. Br. Shoe A Fdrr. Oo.
Barlwur-StockweU Co.
Bemis Car Truck Co.
Brin Co.. The J. G.
Columbia M. W. A K. I. Oo.
St. Louis Car Co.
Brakes. Brake Systems and
Brake Parts
AlUs-Chalmers Mfg. Cto.
Bemis Car Truck Co.
BrlU Oo, The J. G.
Columbia M. W. A W. I. Co.
General Electric Co.
Horne Mfg. Co.
Johns-Manvllle, Inc.
National Brake Co.
St. Louis Car Co.
Westlnghouse Tr. Br. Oo,
Bridges and Buildings
American Bridge Co.
Brooms. Track, Steel or Ba^
tan ■«
Amer. Rattan A Reed Mfg.
Co.
Brashes. Carbon
General Electric Co. ^
Jeandron. W. J.
Le Carbone Co. >
Mor^anite Brush Co., Ind,
National Carbon Co,
U. S. Graphite Co.
Westlnghouse E. A M. Co.
Brush Holders
Anderson Mfg. Co., A. A
Columbia M. W. A M. I. Cth
Brushes, Graphite
National Carbon Co.
Bunkers, Coal
American Bridge Co.
Buses, Motor
Brill Co.. The J. O.
Bashings
Nat'l Fibre A Insulation Co.
Bushings, Case Hardened and
ftianganese
Bemis Car Truck Co.
Brill Co.. The J. G.
Cables (See Wires and
Cables)
Carbon Brushes (See Brushes.
Carbon)
Oar Lighting Fixtures
Elec. Service Supplies
Car Panel Safety Switches
Westlnghouse E. A M. Oo.
Cars, Dump
Differential Car Co.
Can, Passenger, Freicht,
Express, etc.
American Car (3o.
Brill Co.. Tho J. O.
Cambria Steel Co.
Euhlman Car Co., O. 0
Midvale Steel A Ordnance Co.
National Ry. Appliance Co.
St. Louis Car Co.
Wason Mfg. Cto.
Cars, Second Hand
Snectric Equipment Co.
Transit Equipment Co.
Oars, Self-Propelled
General Electric Co.
Castings. Brass, ComposttloD
or Copper
Anderson Mfg. Co„ A. A
J. M.
Columbia M. W. A H. I. Co.
Eureka Co.
More-Jones Br. A Metal Oo.
Castings, Gray Iron and
Steel
American Bridge Co.
American Steel Foundries
Bemis Car Truck <3o.
Columbia M. W. AM.I.Oo.
Standard Steel Works Co.
St. Louis Car Co.
OasUngs. Malleable and
Brass
Amer. Brake Shoe A Fdry.
Co.
Bemis Car Truck (3o.
Ck>lumbia M. W. AM. I. Oo.
St. Louis Car Oo.
Catchers and Betrievcra.
Trolley
Electric Service Sup. Oo.
Ohio Brass Co.
Wood Co.. Chas. H.
Oatenary ConstmeUon
Archbold-Brady <3o.
Circuit Breakers
Automatic Redosing Clrctiit
Breaker Co.
Cutter Co.
(General Electric Co.
Westlnghouse B. h it Co.
Clamps and Conneetora for
Wires and Cable*
Anderson Mfg. C!o.. A. A
J. M.
Electric By. Equip. Oo.
Electric Service Sup. Oo.
General Electric Oo.
Hubbard A <3o.
Ohio Brass Co.
Westlnghouse E. A M. Oo.
Cleaners and Scraper s —
Track (See also Snow-
Plows. Sweepers and
Brooms)
Brill Co.. The J. O.
Ohio Brass Co.
Clusters and Sockets
General Electric Co.
Coal and Ash Handling (See
Conveying and Hoisting
Machinery)
Coil Banding and Winding
Machines
Columbia M. W. A M. I. Co.
Electric Service Sup. Co.
Coils. Armature and Field
Cleveland Armature Worka
Columbia M. W.AM. I. Co.
General Electric Co
Westinghotise E. A M. Oo.
Colls. Choke and Kicking
General Electric Co.
Westlnghouse E. A M. Co.
Coin-Counting Machines
Electric Service Sup. Co.
Intemat'l Register Oj.. The
Johnson Fare Box Co.
Commntator Slotters
Electric Service Sup. (3o.
General Electric Co.
Westlnghouse E. A M. Co.
Commutator Truing Devices
General Electric Co.
Commutators or Parts
Cameron Elec'l. Mfg. Oo.
Columbia M. W. A M. I. Co.
(jreneral Electric Co.
Westlnghouse B. A M. Co.
(Tompreesors. Air
AUis-Chalmers Mfg. Co.
General Electric Co.
Westlnghouse Tr. Br. <3o.
Concrete Reinforcing Bars
Cambria Steel Co.
Midvale Steel A Ordnance Oo.
Condensers
Allis-ChAlmers Mfg. O).
(general Electric Co.
Westlnghouse E. A M. Oo.
Connectors, Solderless
Prankel Connector C^.
Westlnghouse E. A M. Co.
Connectors, Trailer Car
Electric Service Sup. Oo.
Controllers or Parts
AUis-Chalmers Mfg. Co.
Columbia M. W. A M. I. Co.
(Jenersl Electric Co.
Westlnghouse E. A M. Co.
Controller Regulators
Electric Service Sup. Oo.
Controlling Systems
(3ene>al Electric Oo.
Westinghouse B. A M. <3o.
Converters, Rotary
Allis-Chalmcrs Mfg. Co.
General Electric Co.
Westinghouse E. A M. Co.
Conveying and Hoisting Ma-
chinery
American Bridge Co.
Columbia M. W. AM.LCo.
Copper Wire
Anaconda Copper Min, Oo.
Copper Clad Steel Cto.
Cord Adjusters
Nat'l Fibre A Insulation (X>.
Cord. Bell. Trolley. Beglstcr.
etc.
Brill Co.. The J. G.
Electric Service Sup. Oo.
Intemat'l Register 0>., The
Roebling's Sods 0>.. J. A.
Samson Cordage Work*
Silver Lake Co.
Cord Connectors and Ooap-
lera
Electric Service Sup. Oo.
Samson Cordage Wox^
Wood Co.. Chas. N.
Couplers, Car
Amer. Steel Foundries
Brill Co.. The J. Q.
Ohio Brass Co.
Westlnghouse Tr. Br. Oo.
Oranes
Allis-Chslmers Mfg. Oo.
Niles-Bememt-Pond Co.
Croa* Arms (Bee Brackets)
Oossing Foandatlons
International Steel Tile Co.
crossing Signals (See Sig-
nals, Ooaslng)
Crossings, Frog and Switdl
Wharton, Jr.. A Co., Wm.
Crossings. Ttack (Sea Track.
Special 'Work)
Crashers Rock
AlUs-Chatmers Mfg. (^.
Curtains and Curtain Fix-
tures
Brill Co.. The J. O.
Electric Service Sup. Oo.
Morton Mfg. Co.
St. Louis Car Co.
Dealers' Machinery
Archer A Baldwin
Electric Equipment Oo.
Derailing Device* (See aUs
Track Work)
Wharton, Jr., A Co.. Wm.
Destination Signs
Columbia M. W. A M. I. Co.
Electric Service Sup. Co.
Detective Service
Wish Service. P. Edward
Dogs. Lathe
Williams A Co.. J. H.
Door Operating Devices
Con. Car Heating Co.
Nat'l Pneumatic Co. Inc.
Doors and Door Fixtures
BriU Co.. Tlie J, O.
General Electric Co.
Doors, Folding Vestibule
Nat'l Pnevmiatic Co., Inc.
Draft Rigging (See Couplers)
DriUa. Track
American Steel A Wire Co.
Electric Service Sup. Co.
Niles-Bement-Pond Co.
Ohio Brass Co.
Dryers, Sand
£&ectric Service Sup. Oo.
Electrical Wires and Cables
Amer. Electrical Works
American Steel A Wire Co.
Roebling's Sons Co.. J. A.
Engineers. Consulting. Con-
tracting and Operating
Allison A Co., J. R.
Archbold-Brady O).
Arnold Co.. The
Beeler. John
ByUesby & Co.. H. M.
Clark A Co.. Mgr„ Corp..
E. W.
Day A Zimmermaim
Engel A Hevenor, Inc.
Feustel, Rolrert M.
Ford. Bacon A Davis
Gould. L. B.
Hemphill A Wells
Hoist, Englehardt W.
Jackson. Walter
Kelley. Cooke & Co.
Parsons. Klapp, Brinker-
hoff A Douglas
Richey, Albert S.
Sanderson A Porter
Sangrster & Matthews
Smith A Co.. C. E.
Stone A Webster
White Engineering Corp..
The J. G.
Ehigines. Oaa, OU or Steam
Allis-Chalmera Mfg. (^.
Westinghouse B. A M. Co.
Fare Boxes
Cleveland Fare Box (To.
Economy Elec. Devices Co.
Johnson Fare Box Co.
National Ry. Appliance Co.
Fence
Cambria Steel <^.
Midvale Steel A Ordnance Co.
Fence*. Wsven WIr* and
Fence Posts
American Steel A Wire Co.
Fenders and Wheel Onards
BriU Co.. The J. O.
Cleveland Fare Box Oo.
Con. Car Fender Oo.
Electric Service Sup. Oo.
Fibre and Fibre Tubing
Continental Fibre Co.
Johns-Manville. Inc.
Nat'l Fibre A Insulation Oo.
Westinghouse B. A M. Oo.
Field Coils (See Coils)
Filters, Water
Scaife A Sona Co.. Wm. B.
Fire Extinguishers
Johns-Manville. Inc.
Floodlights
Electric Service Sup. Oo.
Flooring Composition
Amer. Mason Safety Tread
Co.
Johna-ManviUe. Inc.
Floor PUte* _
Amer. Abrasive Metal* 0».
Forging*
Cambria Steel Co.
Columbia M. W.AM.I. 0*.
Midvale Steel A Ordnance <3o.
Standard Steel Works (^.
WUUams A Co., J. H.
Frog
ig*. TrasK
(See Track Work)
Fannel Castings
Wharton, Jr., A Co.. Wm
Fuses and Fuse Boxes
Columbia M. W. A M. 1. Co.
General Electric Co.
Johns-Manville, Inc,
Wratingbouse E. A M, Co.
WiUiams A Co_ J. H.
Fuses, ReflUable
Columbia M. W. A M. I. Co.
General Electric Co.
(Jages, OU and Water
Ohio Brass Co.
Gaskets
Johns-Manville. Inc.
Power Specialty (3o.
Westinghouse Tr. Br. Co.
Gas-Electric C^rs
(Seneral Electric Oo.
Gasolene Torches
Economy Elec. Device* Co.
Gas Prodacers
Westinghouse B. A M. Co.
Gates. Car
BriU Co.. The J. O.
Gear Blanks
Cambria Steel Co.
MidvaleSteel A Ordnance Co.
Standard Steel Work* <^.
Gear Casee
Columbia M. W. A H. I. Co.
Electric Service Sup. Co.
Westinghouse E. A M. (k>.
Gears and Pinions
Bemis Car Truck Co.
Columbia M. W. A M. L Co.
Electric Service Sup. Oo.
General Electric Co.
National Ry. AppUance (}o.
Nuttall Co . R. O.
Tool Steel Gear A Pinion
Co.
Generating Sets. Oas-EI*etris
General Electric Oo. ^
Generators
AlUsCtaalmers Mfg. Q>.
General Electric Oo.
Westlnghouse B. A M. Co.
(Jongs (See Bell* and Oong*)
Graphite
Morganite Brush Co.. Inc,
Grease* (See Lubrieanta)
Grinder* and OrindUg Snp-
pile*
Metal A Thermit Corp.
Railway Track-work Co.
Grinding Blocks and Wheels
Railway Track-work Co.
Guards. Cattle
American Bridge Co.
Guards. Trolley
Electric Service Sup. Oo.
Ohio Brass (^.
Harps. TroUey
Anderson Mfg. Co.. A. A
J. M.
Electric Servloe Sup. Oo.
MoreJones Br. A Metal Co.
Nuttall Co.. R. D.
SUr Brass Works
HeadUghU
Electric Service Sup. 0*.
General EUectric Oo.
Ohio Brass Co.
St. Louis Car Co.
HeaterfL Oar (Bleetria)
Con. Car Heating Co.
Economy Elec. Devio** Co.
(Sold Car Heating A Light-
ing Co.
National Ry. Appllanoe Oo.
Smith Heater Oo.. Petw
Heater*. Car. Hot Air aad
Water
Cooper Heater (To.
Smith Heater (te.. Peter
Heaters. Oor (Stove)
Electric Service Sm. Oo.
Smith Heater Co.. Peter
Hoists and Lifts
Colombia M. W. A M. I. O*.
Ford-Chain Block (3o.
Niles-Bement-Pond Oo.
Hose, Bridge*
OhlA Bra*s Co.
Hydranlle Machinery
AlUs-Ohalmers Mfg. Oe.
Niles-Bement-Pond Oa,
InstrumenU. Measnrlng,
Testing and Becording
Nconomy Blec. Deviea* O*.
Ksetrlc Service Snppll** Oo.
Oeoara) Electric Co.
Wextlnrhouse B. A K. Co.
iMalatIng aoth. Pap«r ani
*H>e . _
Oaneral Electric Oo,
A
December 31, 1921
Electric Railway Journal
33
|iiiim.iim..mX>m,nMn< <.» m..m.nn...mamii i.mn„iim i mm. immmnran.^ |ummm» i i mnmuim nu.nmnun mmmim.iM. m« m u im. |
I I The Kalamazoo Trolley Wheel* |
i i have always been made of en- |
I 1 tirely new metal, which accounts
1 I for their long life WITHOUT
I I INJURY TO THE WIRE. Do
I = not be misled by statements of
I I large mileage, because a wheel
I I that will run too long will dam-
I I age the wire. If our catalogue
1 i does not show the style you
1 I need, write us— the LARGEST
I i EXCLUSIVE TROLLEY
i I WHEEL MAKERS IN THE
I i WORLD.
G
ETTING ATTENTION
Tooting a horn is one way, |
Advertising, another. If |
you have a business want |
make it known to the |
other readers of this paper. |
Reach the whole industry |
through an ad in the |
Searchlight Section |
For Every Business Want I
"Think Searchlight First" i
0154 I
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THE STAR BRASS WORKS
I KALAMAZOO. MICH., U. S. A.
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i STEEL AND
I STEEL PRODUCTS
I Midvale Steel and Ordnance Company
I Cambria Steel Company
s
i General Sales Office:
I WIDENER BUILDING, PHILADELPHIA, PA.
I DISTRICT SALES OFFICES:
i Atlanta. Boston, Chicaero. Cincinnatt. Cleveland, Detroit. i
= New York, Philadelphia, Pittsburgh. San Francisco. =
i Salt Lake City, Seattle, St. Louis, Washlngrton, D.-C. |
1 Consolidated Steel Corporation. 25 Broadway. New York, i
i is the sole exporter of our commercial products. |
— s
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SPECIALISTS
I Adjustment for slack is made on the appli- | i
i cation of the brake, not on the release. | |
I Send for full detailt. | |
I Hamilton & Hansell, Inc., 13 Park Row, New York, N. Y. | |
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m
the
Design and Manufacture
of
I Electrical Machinery, Steam Turbines, Steam Engines, i
I Condensers, Gas and Oil Engines, Air Compressors, i
I Air Brakes. I
^iiiiiiHitfiiiiiiitiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiitittiiiiMiiiiiiiiiiiiiiiiiiniiiiiiiiiimmimiinmiimiimmmimMiiitimimimiiimiH
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ft
Car Heating and Ventilation
is one of the winter problems that you mum
settle without delay. We can show you how
to take care of both, with one equipment.
Now is the time to get your cars readv lor
next winter. Write for details.
Standard — Insulated — and
Compromise Rail Joints
The Rail Joint Company
j 61 Broadway, New York City
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niimiiimiiiiiiiiiii iiiiiiii iiiiiiiiiiiiiriiiiiiiii iriiiriiiiiiiiiiiii iiiiiiii iiiiiimi i iimi iimimuuir
_ __j(n3iii|= The Peter Smith Heater Company |
I ^HfJniainiX'^ 1725 mi. ElUott Ave., Detroit, Mich. |
^imiimmimiimimimmmiiimiiiiiiriiiiiimmiiimiiimumiimiimiiimtmii iiiiiiiuiimi imiiimiiminiiiiii miiiE i,iiuiiiiiiiiiiiiimiiiiiiiii iriiiiiiniiiiiiiiriiiiiiiiiiiiiuiiiiiiiiiiiiuiii i iiiiiiiiiirmiiiitiiii iiiiiriiuiiiiimmiiriiiimmS
EiiiiiiuiiiiiiiiiiiiiiiiiniiiiimHiiiiiiiiiiiiiiiriinriMiitMniiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiitiiiniiiuiiiiiimiriiimiimiitimimmmiimiiiii'.^
"Boyerized" Products Reduce Maintenance
Bemis Trucks Manganese Brake Heads
Case Hardened Brake Pins Manganese Transom Plates
Case Hardened Bushinsrs 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 hardener pins in stock. Samples
furnished. Write for full data.
Bemis Car Truck Co., Springfield, Mass.
THE P. EDWARD WISH SERVICE
60 Church St. DETECTIVES 131 State St.
NEW YORK Street Railway Inspection BOSTON
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iiiiiiiiiiiiiiiiiiiiiiiiiiKiiiniiiniin
When writing the advertiser for information or
prices, a mention of the Electric Railway
Journal would be appreciated.
34
\
Electric Railway Journal
Johns-ManvUle. Inc.
Hat'l Fibre ft Inralation Ce.
Westinghouee E. & M. Co.
InmUtlon (8e« also Paiuta)
Anderson Mir. Co.. A. tk J. M.
Bleotrip Ry. Ekiuip. Co.
*l«<;trio Serriee Sup. Co.
Oaaeral Electric Co.
Johns-Manvllle. Inc.
WeatinRhouse B. & M. Co.
Insnlators
(See also Line Material)
Anderson ilfg. Co.. A. ft J. K
Blectric Ry. Equip. Co.
Electric Service Sup. Co.
Flood City Mfg. Co.
General Electric Co
Ohio Brass Co.
Westinghouse B. & M. Co.
Insulator Ping
Electric Service Sup. Co.
Hubbard & Co.
Insurance, Fire
Marsh ft McLemudi
Jacks (See also Cranes,
Hoists and Lifts)
Buckeye Jack Itlg. Co.
Columbia M. W. ft M. I. Co.
Blec. Service SappUea Co.
Joints, Ball
Rail Joint Co.
Journal Boxes
Bemis Car Truck Co.
Brill Co.. The J. G.
Lamp Guards and Flxtorea
Anderson Mfc. Co.. A. &
J. M.
Electric Service Snp. Co.
General Electric Co,
Westing-hoube E. & M. Co.
Lamps. Arc and Incandescent
(See also HeadlJEbts)
Anderson Mf». Co.. A. ft J. Jf .
General Electric Co.
Westinrhouse E. ft M. Co.
Lamps. Signal and Marker
Nicnols-Lintem Co.
Ohio Brass Ck>.
Lanterns, Claasiflcatton
NicholS'Lintem Co.
Lathe Attachments
Williams ft Co.. J. H.
Lathes. Car' Wheel
Niles-Bement-Pond Co.
Lightning Protection
Anderson Mfg. Co., A. ft J. H.
Electric Service Sup. Co.
General Electric Co.
Ohio Brass Ck).
Westinghouse E. ft H. Co.
Line Material (See also
Brackets, Insulators,
Wires, etc.)
Anderson Mfg. Co.. A. ft J. K.
ArchboldBrady Co.
Columbia M. W. ft M. L Co.
Electric By. Equip. Co.
Electric Service Sup. Co.
General Electric Co.
Hubbard & Co.
Johiia-Manville. Inc.
More-Jones Br. ft Metal Co.
Ohio Brass Co.
Westinghouse B. ft M. Co.
Locking Spring Boxes
Wharton. Jr.. ft Co., Wm.
Locomotives. Electric
General Electric Co
Westinghouse E. ft M. Co.
Lubricating Engineers
GalenaSignal Oil Co.
Universal Lubricating Co.
Lubricants, Oil and Ormse
Galena-Signal Oil Co.
Universal Lubricating Co.
Machine Tools
Columbia M. W. ft M. I. Co
NilesBement-Pond Co.
Machine Work
Columbia M. W. ft M. I. Co.
JLignet Wire
Beldcn Mfg. Co.
Manganese Steel Castings
Wharton. Jr.. ft Co.. Wm.
Manganese Steel Special
Track Work
Wharton. Jr., & Co.. Wm.
Meters (See Instruments)
Meters, Car, Watt-Honr
Economy Elec. Devices Co.
Jlolded Insulations and Parts
Belden Mfg. Co.
Nails
Cambria Steel Co.
Midvale Steel ft Ordnance po.
Nuts and Bolts
Allis-Chalmers Mfg. Ck)
Barbour-Stockwell Co.
Bemis Car Truck Co.
Columbia M. W. ft M. L Co
Hnbbard ft Co.
Oils (See Lubricants)
Omnibuses
(See Buses, Motor)
racking
Elec. Service Supplies G*
Johns-Manville. Inc,
Westinghouse E, ft M. Co.
Paints and Tarnishes for
Woodwork
National Ry. Appliance Co.
Pa\ing Material
Amer. Br. Shoe ft Fdry. Oo.
Pickups, Trolley Wire
Electric Service Sup. C5o
Ohio Brass Co.
Pinion Puhers
Columbia M. W. ft M. I. Co
Electric Service Sup. Oo
(Seneral Electric Co
Wood Co.. Chas. N,
Pinions (See Gears)
Pins, Case Hardened, Wood
and Iron
Bemis Car Truck (3o.
Electric Service Sup. Co
Ohio Brass Co
Westinghouse Tr. Br. Co
Pipe
National Tube Co.
Pipe Fittings
Power Specialty Co.
Standard Steel Works Co
Westinghouie Tr. Br. Co.
Planers (See Machine Tools)
Pliers. Insulated
Electric Service Sup. Co.
Pole Reinforcing
Hubbard & Co.
Money Changers
Galef. J. L.
Motor Buses
(See Buses, Motor)
Motormen's Seats
Brill Co., The J. 6.
Electric Service Sup. Co.
Wood Co.. Chas. N,
Motors, Electric
Allis-<Jhalmer8 Mfg, Co
Westinghouse E. & M. Co.
Motors and Generators, Sets
(Jeneral Electric Co,
Poles. Metal Street
Bates Exp. Steel Truss Co.
Electric Ry, Equip. Co.
Hubbard & Co,
Poles, Trolley
Anderson Mfg, (3o.. A. ft
J. M.
Columbia M. W. ft M. I Co
Electric Service Sup. Co
National Tube Oo.
Nuttail Co., R, D,
Poles, Tubular Steel
EHectric Ry. Equip, Co.
Elec. Service Supplies Co.
National Tube Co.
Poles and Ties Treated
Duncan Lumber Co
Pules. Ties, Posts, Piling and
Lumber
Southern Cypress Mfgs. Assn.
Power Saving Devices
Economy Elec. Devices Co.
National Ry. Appliance Co
Pressure Regulators
<3eneral Electric Co
Ohio Brass Co
Westinghouse E. ft M. Co.
Pumps
Allis-Caialmers Mfg, Co
Sehutte ft Koerting Co,
Punches. Ticket
Bonney-Vehslage Tool Co.
Intemat'l Reg. Co.. The
Wood Co., Chas. N.
Purifiers, Feed Water
Scaife ft Sons Co . Wm. B,
RaU Grinders (See Grinders)
Rails, Steel
Cambria Steel Co.
Midvale Steel & Ordnance Co,
Railway .Materials
Johns-Manville, Inc,
Railway Safety Switches
Westinghouse E, ft M. Co.
Rail Welding
Rail Welding ft Bonding Oo
Sy Track-work Co.
Rattan
Amer. Rat. ft Reed Mfg. Co
Brill Co.. The J. G.
Electric Service Sup. Co.
St. Louis Car Co.
Receptacles and Plugs
Home Mlg. Co,
Registers and Fittings
Brill Co,. The J. G.
Electric Service Sup. (3o
Intemat'l Reg. Co.. The
Rooke Automatic Reg. Co.
Reinforcement, Concrete
American Steel ft wffe Co.
Repair Shop Appliances (See
also Coil Banding and
Winding :»lachinps
Columbia M. W. & M. I. Co
Electric Service Sup. Co
I General Electric Co
Westinghouse E. ft M. Co.
Beplacers, Car
Columbia M. W. ft M. I. Co.
Electric Service Sup. Oo.
Resistance, Grid
Columbia M. W. ft M.I. Co.
Resistance, Wire and Tube
General Electric Co.
Westinghouse E, & M, Co.
Retrievers, Trollcv (See
Catchers and Retrievers,
Trolley)
Rheostats
General Electric Co
Westinghouse E, & M. Co.
Roofing. .Asbestos
Johns-Manville, Inc.
Rubber Covered Wires and
Cables
Belden Mfg, Co,
Sanders, Track
Bnll Co.. The J. G.
Columbia M. W. ft M. I. Co.
Electric Service Sup. Co.
Nichols-Linlem Co.
Ohio Brass Co,
St. Louis Car Co.
Sash Fixtures, Car
Brill Co.. The J, G,
Scrapers Track (See Clean-
ers and Scrapers, Track)
Seating Materials
Brill Co,, The J, G,
Seats, Oar (See also Rattan)
Amer. Rattan ft Reed Mfg.
Co.
Brill Co.. The J G.
St. Louis Car Co,
Second-Hand Equipment
Archer ft Baldwin
Electric Eqiiipment Co,
Shades, Vestibule
Brill Co., The J, G.
Shovels
Allis-Chalmers Mfg. Co.
Brill Co.. The J. G.
Hubbard & Co.
Side Bearings (See Bearings,
Center and Side)
Signals, Oar Starting
Con. Car Heating Co.
Electric Service Sup. Co.
Nat'l Pneumatic Co., Inc.
Signals, Indicating
Nichols-Lintem Co.
Signal Systems, Block
Electric Service Sup. Co.
Nachod Signal Co.. Inc.
U. S. Electric Signal Co.
Wood Co.. Chas. N.
Signal Systems, Highway
Crossing
Nachod Signal Co.. Inc.
0, S. Electric Signal Co.
Slack Adjusters
(See Brake Adjusters)
Sleet Wheels and Cutters
Anderson Mfg. Co.. A. ft
J. M.
Columbia M. W, ft M, I. Co.
Electric Ry. Equip, C!o.
Elec. Service Supplies Co.
Moi-ejones Br, ft Metal Co
Nuttail Co.. B. D.
Smokestacks, Car
Nichols-Llntem Co.
Snow-Plows, Sweepers and
Brooms
Amer. Rat. ft Reed Mfg Co.
Brill Co.. The J. G.
Columbia M. W. ft M. I Co
Con. Car Pender Co.
Sockets and Receptacles
Johns-Manville, Inc.
Solderless Connectors
Frankel Connector Oo.
Spikes
Amer. Steel ft Wire Oo.
Splicing Compounds
Westinghouse E. ft M. Oo.
Splicing Sleeves (See Clamps
and Connectors)
Springs, Oar and Truck
Amer. Steel Poiondries
Amer, Steel ft Wire (3o
Bemis Car Truck Co.
Brill Co., The J G.
Standard Steel Works Co.
Sprinklers, Track and Boad
Brill Co.. The J G.
3t. Louis Car Co.
Steel Castings
Wharton, Jr.. ft Co., Wm.
Steels and Steel Products
Cambria Steel Co.
Midvale Steel ft Ord. Co.
Morton Mfg. Co.
Steps, Car
Amer. Abrasive Metals Co
Amer. Mason Sal. Tread Co,
Morton Mfg-, Co
Storage Battfrles
(See Batteries, Storage)
Strand
Copper Clad Steel Co
Boebllng's Sons Co., J. A.
Structural Steel
Cambria Steel Co.
Midvale Steel ft Ordnance Co.
Superheaters
Babcoek ft WUoox Co.
Power Specialty Co.
Sweepers, Snow (See Snow
Plows, Sweepers and
Brooms)
Switchboxes
Johns-Manville. Inc,
Switch Stands
Kamapo Iron Works
Switches. Selector
Nichols-Lintem Co,
Switches, Track
(See Track Special Work)
Switches and Switchboards
Allis-Chalmers Mfg, Co,
Anderson Mfg, Co,, A. ft
J. M.
Electric Service Sup. Co
General Electric Co.
Johns-Manville, Inc.
Westinghouse E. ft M, Co.
Tapes and Cloths (See In-
sulating Cloth, Paper and
Tape)
Telephones and Parts
Electric Service Sup Co.
Testing, Commercial aud
Electrical
Elec'l Testing Laboratories
Testing Instruments (See In-
struments, BIrctrical Meas-
uring, Testing, etc.)
Thermostats
Con. Car Heating Co.
(Jold Car Heatmg ft Light-
ing Co.
Railway Utility Co.
Smith Heater Co.. Peter
Ticket Choppers and Destroy-
ers
Electric Service Sup. Co,
Tie Plates
Cambria Steel Co.
Midvale Steel ft Ordnance Co.
Ties and Tie Bods. Steel
American Bridge Co.
Barbour-Stockwell Co.
International Steel Tie Co.
Ties. Wood Cross (See Poles.
Ties, etc.)
Tongue Switehes
Wharton. Jr.. ft Co.. Wm.
Tool Holders
Williams ft Co.. J. H.
Tool Steel
Cambria Steel Co.
Midvale Steel ft Ordnance Co,
December 31, 1921
Trolley .Alaterials, Overhead
Flood City Mlg. Co.
Ohio Brass Co.
Trolley and Trolley Systsms
Ford Chain Block Co.
Trolley Wheels (See Wheels.
Trolley Wheel Bushings)
Flood City Mfg. Co.
Trolley Wheel and Harps
Flood City Mfg Co.
Trolley Wire
Amer. Electrical Work
Amer. Steel ft Wire Co.
Anaconda Copper Mining Co.
Copper Clad Steel Co.
Roebling's Sons Co., John
Trucks, Car
Bemis Car Truck (^
Brill Co.. The J. O.
St. Louis Car Co.
Tubing, steel
National Tube Co.
Turbines. Steam
Allis-Chalmers Mfg. Co.
General Electric Co.
Terry Steam Turbine Co.
Westinghouse E. ft M, (^.
Turbine. Water
Allis-Chalmers Mfg. C3o.
Turnstiles
Elec. Service Supplies Co
Ohio Bra-ss Co.
Sehutte ft Eoerting Co.
Upholstery Material
Amer. Rattan ft Beed Mfg.
Co.
Valves
Westinghouse Tr. Br. Co.
Vacunm Impregnation
AlUs-C%aImers Mfg. Oo.
Ventilators, Car
Brill Co., The J. 0.
National Ry. Appliance Co.
Nichols-Lintem Co
Railway Utility Co.
St. Louis Car Co.
Vises, Pipe
Williams ft Co.. J. H.
^w».)^S 'a <^ also Coils) stokers. Mechanical
S.^T,^h^'^ 6"^g'"rJ^?''M^ Babcoek ft Wilcox Co
Columbia M. W. ft M. I. Co. Westinghouse E. ft M Co.
Tools, Thread Cutting
Williams ft Co.. J, H.
Tools, Track and Mlscellane-
ons
Amer, Steel ft Wire Co,
Columbia M. W. ft M.I Co
Electric Service Sup. Co
Hubbard ft Co.
Railway Track-work Co.
Towers and Transmission
Structures
American Bridge Co,
Bates Exp, Steel Truss Co.
Westinghouse E. ft M, Co.
Track Expansion Joints
Wharton. Jr,, ft (3o„ Wm,
Track, Special Work
Barbour-Stockwell Co,
N. Y. Switch ft Oossing Co
Ramapo Iron Works
Wharton. Jr., ft Co., Wm
Inc.
Transfer Tables
American Bridge Co.
Transformers
Allis-Chalmers Mfg. Co
(Seneral Electric Co.
Westinghouse E. ft M, (^,
Treads, Safety, Stair Car Step
Amer. Abrasive Metals (3o.
Amer. Mason Saf . Tread Co.
Morton Mfg. Co,
Trolley Bases
Anderson Mfg, Co.. A. ft
Electric Service Sup. Co
General Electric Co
Nuttail Co., R. D
Ohio Brass Co.
Trolley Bases, Retrieving
Anderson Mfg. Co.. A. ft J. M.
Electric Service Sup. Co
General Electric Co.
Nuttal Co.. R. D.
Ohio Brass Co.
Trolley Buses '"
Brill Co.. The J, G.
(Seneral Electric Co
Westinghouse B. ft M. Co
Water Softenbig ft Farifyins
Systems
Scaife ft Sons Co.. Wm. B.
Welders, Portable Eleetrlf
Electric Ry. Improv. Co.
Ohio Brass Co.
Railway Track-work Co.
Bail Welding ft Bondlnc C*.
Welding Processes and Ap-
paratus
Electric Ry. ImproT. Co.
(Seneral Electric Co.
Metal ft Thermit Corp.
Ohio Brass Co.
Railway Track-work Co.
Bail Welding ft Bondlnc C*.
Westinghouse E. ft M. (3o,
Welders, Rail Joint
Ohio Brass Co,
Railway Track-work Co.
Ball Welding ft Bondinv Oo,
Wheel Guards (See Fenders
and Wheel Guards)
Wheel Presses (See Machine
Tools)
Wheels, Car, Oast Iron
Bemis Car Truck Co.
Griffin Wheel Co.
Wheels, Car, Steel and Steel
Tire
American Steel Foundries
Bemis Car Truck Co.
Standard Steel Works
Wheels, Rolled Steel
Cambria Steel Co,
Midvale Steel ft Ordnance Co,
Wheels. Trolley
Anderson Mfg. Co.. A. A J. II.
Columbia M. W. ft M. I. Co.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
General Electric Co.
More-Jones B. ft M. Co.
Nuttail Co.. R D.
Star Brass Works
Whistles. Air
(Seneral Electric Co.
Ohio Brass Co.
Westinghouse Tr. Br, Co.
Wire Rope
Amer, Steel ft Wire Co.
Copper Clad Steel Co.
Roebling's Sons Cki.. John A.
Wires and Cables
Amer. Elec'l Works
Amer. Steel ft Wire Co.
Anacond.^ Copper Mining Co.
Belden Mf?, Co,
Cambria Steel Co.
Copper Clad Steel Oo.
General Electric (Jo.
Midvale Steel ft Ordnance Co.
Roebhng's Sons Co.. John A.
Westinghouse E. ft M. (3o.
Woodworking Machines
Allis-Chalmers Mlg. Co.
Wrenches
Williams ft Ck>.. J. H.
December 31, 1921
Electric Railway Journal
35
Your Eyes and Our Ears
~~ Look Over Your Lines
and see what is needed to put them in first
class condition again. Then read the fol-
lowing reasons why you should standardize
overhead construction with —
COLUMBIA
Trolley — Splicing — Feeder
EARS
^
Your primary interest in the overhead line is the uninterrupted operation of cars and
secondarily — attaining the lowest possible maintenance costs. You can accomplish
both these objects simultaneously by using a line of line materials which has been
developed by experienced producers of railway materials and supplies, and a line
which, because of its high standing in the railway industry is produced in such
quantity as to reduce costs and selling prices to a most economical base.
Get our quotations on all car, shop or line materials
CARTINGS— FORGINGS— MACHINE WORK
The Columbia Machine Works and Malleable Iron Company
Atlantic Ave. and Chestnut St., Brooklyn, N. Y.
A. A. Green* Sales Mgr.,
Brooklyn, N. Y.
E. Keller,
Brooklyn, N. Y.
F. C. Hedley,
Brooklyn, N. Y.
J. L. Whittaker,
141 Milk St., Boston, Mass.
£. Allison Thornwell,
1S13 Candler Bldg., Atlanta, Ga.
W. McK. White,
343 South Dearborn Street,
Chicago, 111.
F. F. Bodler,
903 Monadnock Bldg.,
San Francisco, Cal.
36
Electric Railway Journal
December 31, 1921
ALPHABETICAL INDEX TO ADVERTISEMENTS
A
Pmm
Allis-Chalmers Mfr. Co ■■ 33
Allison * Co.. J. B 20
American AbraalTa Ifetala Co. . . 36
Amer. Brake Shoe ft Fdrr. Co. . 21
American Bridg'e Co 21
American Car Co 37
American Electrical Work*. ... 27
Amer. Mason Safety Tread Co. . 36
American Rattan & Seed Hf(.
Co 29
American Steel & Wire Co 26
American Steel Foundries 36
Anaconda Copper Mining Co. . . 26
Anderson Mfg. Co., A. & J. M. . . 26
Archbold-Brady Co 26
Archer & Baldwin, tno 31
Arnold Co., The 20
Automatic Bedosinr Circuit
Breaker Co 27
B
Babcock * Wilcox Co 28
Barbovir-StockweU Co 27
Bates Expanded Steel Tnua Co. 23
Beeler. John A 20
Bolden Mfg. Co 29
Bemis Car Truck Co 33
Bonney-Vehslare Tool Co 36
Brill Co.. J. G 37
Buckeye Jack Ufc. Co 29
Byllesby Eng. & Mlg. Corp.... 21
0
Cambria Steel Co 33
Cameron Electrical tltg. Co . . 29
Clark & Co. Mgr. Corp., B. W. . 20
Cleveland Fare Box Co 30
Collier. Inc.. Barron Ba«k Cover
Columbia M. W. & H. I. Co. ... 33
Consolidated Car Fender Co 30
Consolidated Car Heating Co... 33
Continental Fibre Co., The 27
Cooper Heater Co 30
Copper Clad Steel Co 26
Cutter Co 28
D
Day A Zimmennann, Inc 20
DiSerential Steel Car Co.. Tha. . 36
■
Electric EdUlpment Co 31
Electric Ry. Improvement Co. . 28
Electric Railway Equipment Co. 26
Electric Service Supplies Co. . . . 9
Engel & Hevenor, Inc 21
V
Feustel. Eobt. H 20
Flood City Mfg. Co 26
Ford. Bacon & Davis 20
Ford Chain Blo«k Co 29
"For Sale" Ads.. 81
O
Galena-Signal Oil Co 17
General Electric Co 18
Gold Car Heatlnc & Ltc. Co 29
Griffin Wheel Co 24
B
Hamilton & Hansell, Inc 33
"Help Wanted" Ads 31
Hemphill & Wells 20
HoUt. Englehardt W 20
Home Mlg. Co 30
Hubbard * Co 27
1
International Register Co., The. 29
International Steel Tie Co 7
J
Jackson, Walter 20
Jeandron, W. J 28
Johns-Manville Inc 16
Johnson Fare Box Co 30
Pan
Kelly. Cooke ft Co 21
Etihhnaa Car Co ••.. 37
I.
Le Carbone Co 28
H
Marsh & McLennan 8
Metal tm Thermit Corp 6
Midvale Steel & Ordnance Co. . . 33
More-Jones Braaa & Metal Go. . . 27
Morganite Brush Co.. Inc 23
Morton Mfg. Co 30
M
Kachod Signal Co.. Ine 26
NaUonal Brake Co 19
National Carbon Co 30
National Fibre & Ins. Co 29
National Pneumatic Co., Inc.... 11
National Railway Appliance Co. 30
National Tube Co 13
New York Switch & Crossing Co. 28
Nichols-Lintem Co 30
Nilee-Bement-Pond Co 29
Nuttall Co.. B. D 15
O
Ohio Brass Co s
P
Parsons, Klapp, BrinckerhoS *
Douglas 20
Positions Wanted and Vacant.. 31
Power S^dalty Co 28
B
Rail Joint Co 33
Railway Track-work Co 10
Pac*
BaUway Utility Co 38
Bail Welding & Bonding Co 27
Bamapo Iron Works 27
Bicbey. Albert S 20
Boebling's Sons Co., John A . . . 26
Booke Automatic Begister Co . . 36
S
9t. Louis Car Co 24
Samson Coniage Works 30
Sanderson & Porter 20
Sangster & Matthews 21
Scaile & Sons Co, Wm. B 29
Searchlight Section g '
Silver Lake Co . .■ <»"
Smith * Co, C. B 20
Smith Heater Co, Peter 33
Southern Cyrress Mfrs. Asso... 12
Standard Steel Works Co 22
Star Brass Works 33
Stone & Webster 20
Stucki Co, A 36
T
Terry Steam Ttirbine Co 28
Tool Steel Gear & Pinion Co 25
Transit Equipment Co 31
C
C. 8. Blectric Signal Co 26
Universal Lubricating Co 14
W
"Want" Ads 31
Wason Mfg. Co 37
Westinghouse Elec. & Mfg. Co^. 2
Westinghouse Traction Brake e^ . 4
Wharton. Jr.. & Co, Wm 27
White Engineering Corp.,
The J. G 20
Williams & Co, J. H 29
Wish Service, The P. Bdw. .... 33
Wood Co, Chas. N 26
1^ ^MiiiiiiiiiiiiMniiiiiiiiiiiiiiiniiiMiiiiiuiiiuiiiiiiiitiiliiiiiiiiiiiiiiiiiiiiiiiiiuiimiiiiiiiiiiiMiniiiiiiniiii iiiiniiiiiiiiitiiiiiMlillimi^
MASON
Any width, with or without nosing
SAFETY TREAD
I for car and station steps
I Standard for £5 yeara
= Stanwood Steps and Ksrboltth Flooring
E American Mason Safety Tread Co.. Lowell.
= Branch offices in N'ew Ym^ and Philftdelpbla.
= Joseph T. Byerson & Son. Chicago, Western Dl&trlbuten
5inMUinintniiMiii)iifMriiitiiMirMtfiiiiMiiniiMirinrrnitniiiiirMiiiMriNiiniirininirMitrriitiriittiirrnniiiiMniinriiniiinnniirriiii>ir ^tiiMiiiMiuniiMiiiiiiiiiimiiiiiiriiniiiniiirMniMiMiiriiiHiiiniiiiiiniiniiiuiihiiiiiiiiinuiniinriiiirininniiiiiuiiiiiiiiiiiiiuimiiiii^
iinmmniiuiiHmiMmimmmuiimiimiriijmnMmiMmnmmiirHiriniMnMiiMnMnimiimmiriniiiiiMHMniiinMMiiiuiiniinmui^ uniiiiiiriiimiiiiiiinMiiiiiniimiiiiiiiiriinniiniiiiiiriiirmiiiiiiiiitiiiniiitiiiMiimimitiMiiiriimiiMiiiti iiiiimiiiiiiiiiiMimmiii:
STUCKI
SIDE
BEARINGS
A. STUCKI CO.
Oliver Bidg.
Pittsburgh, Pa.
THE DIFFERENTIAL
STEEL CAR CO.
H. Fort Flowers, Pres. anii Gen. Mgr.
FINDLAY, OHIO
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i! niiuiiiiiiiiiiniiiuiiiiiiHiiiiiiiiiiiiiiii iiimiiiiiiii iiii mil uiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiK| .., ,ii„iuiiiMiiiijiiiiiimiiiiiiiiii iiiiiiMiiiiiiiiiiimii iiiiiiiiiiiniii mniiiiiiin i liiriiiiiiiiiiiiiiiiiiiMiii.
I pAIUWAmfTiU'r\(f;OMPAN\{ I
1 Sole Manu/acturera |
I "HONETCOMB" AND "ROUND JET" VENTILATORS =
i Jor Monitor and Arch Roof Cars, and all classes of buildings: =
i also ELECTRIC TUERMOJIETER CONTROL |
i of Car Temperatures. 5
I 141-lSl WEST 2SD ST. Wn«« for 1328 Broadway |
i Cbleago, 111. Catalogue New York. N. Y. =
ri"llllllinililiiiiill iiliinilllliiiil miilliillliiiiiiii iimiiiiiiiiiiiiii iiiiiiiimiiiiiiiiiiiiiiiiiiiiSMiiiiiiiii mi i:
jiiiii miiimimi i mimimii immiimmi iiimmimimiiiii i uimiiiMiilluuiuinimiim i| _^
Company fv,_j Direct |
Automatic |
Registration |
By the |
Passengers |
Rooke Automatic |
Register Co. |
Providence, R. 1. =
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inilllliiiiiMiiiiiL
FERALUN'Tt-at"
Car Steps
Floor Plates
Station Stairs
Door Saddles, etc.
1 AMERICAN ABRASIVE METALS CO.
60 Church St., New York City
Iff frsR ■■< aiMrf
eaai togatker B
iimniiiiiiMiimiimiiiiiimtri
Economical
in the
Long Run
Send tor Catalog
BONNEY-\ EHSLAGE
TOOL CO.
Newark. N. J.
~uiiiiiiHiiiimitmimimiii iimiiii iiiiii m niiiimiliUiiiiimUHii mimtliiliniiiiiimiimiimmlulwfflHiHiiK'
December 31, 1921
Electbic Railway Journal
Brill Rail -less Cars
For Service Extension
Every city's development de-
pends largely on its transporta-
tion system, and the electric
railways have done more than
any other industry in making
possible the development of the
largest cities and towns.
Electric railways, which find it
difficult to meet existing de-
mands for transportation in out-
lying districts, principally on
account of the high cost of track
installation, can install Brill
"Rail-less" Cars to good advan-
tage. By their adoption the ex-
pensive rail cost is avoided, and
the economical cost of operation
of these vehicles permit electric
railways to provide necessary
service, with a vehicle with
which they are mostly familiar.
Write for copy of Brill Bulletin No. 254.
The J. G. Brill Company
Ame(?>can Car Co.
ST. I.OUIS r^o.
Pmii-a.de: UP M I A.. Pa .
C.C. KuHLMAN Car Co. —
CUEVEL.AINID. OHrO.
Was ON Mant'c Ca
S PR I NO n Cl-O. MASS.
Va
\V1
GREAT as is its present
prestige, the full force
of car card advertising
would have remained unde-
veloped lackinga nationwide
organization to realize its
possibilities.
It is significant, then, that
— the growth of the
Collier Organization has
been an integral part in the
growth of car card publicity.
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