'A-iVi^
.'•:>;-^
-/?•
ST".
;i?
DISCARD
From the collection of the
J f d
^ z ^ „,
0 Prejinger ^i
^ v^ iJibrary
San Francisco, California
2007
Digitized by the Internet Archive
in 2007 with funding from
IVIicrosoft Corporation
http://www.archive.org/details/electricrailwayj60mcgrrich
IcGraw-Hill Co., Inc.
November 4, 1922
Twenty Cents Per Copy
mmmm WMimm
On the
Chicago, North Shore
& Milwaukee R, R.
^^^^^^ Houston, ib^s.
A Convincing
Answer to a Natural
Question
jHttes have been very much improved
since that time. No actual measure-
ments of wire are taken, but the
condition found on inspection shows
conclusively that there ii \eu wear
on the trolley wire due to th« ui« of
sliding contacts than there iii due to
wheels.
The sliding contactors put a high
gloss or polish on the wire very
similar to the polish on a good
commutator. No lubrication is used.
With th^Jiple in the operatin|
Of course the firstj question that enters your
mind is the amount of trolley wire wear!
That question is answered by no less au-
thority than the Electrical Engineer of the
Chicago, North Shore and Milwaukee R.R.
Co. The above paragraph is clipped from
an article written by him.
More than six years' experience with Miller
Trolley shoes on this noted railroad system
shows conclusively that Miller Trolley Shoes
cause less wire wear than wheels.
A trial under proper conditions will con-
vince you !
Miller Trolley Shoe Co.
Boston-21, Mass.
MILLER TROLLEY SH0E5
Electric Railway journal
November 4, 1922
Post-Convention Topics
"Joe," said the Vice President, "I have been reading your
report on what you saw at the recent A.E.R.A. Convention
Exhibit. That Low-Floor HL Control Equipment the West-
inghouse people had in their exhibit seems to have taken
your fancy."
"Boss," said Joe, "that equipment certainly fills the bill for
low-floor cars. It can be mounted directly against the car
sills as there are no parts that require inspection from above,
inspection being made entirely from the sides, which is
mighty handy, then, too, all the switch parts are inter-
changeable with our line switches. The eight switches are
contained in one box, four on each side, mounted back to
back. It's the most compact arrangement you ever saw."
"That's very interesting, Joe," said the Vice President. "We
must keep this low-floor, HL control in mind when we order
that new lot^of double-truck, low-floor cars we were talking
about."
Westinghouse Electric & Manufacturing Company
East Pittsburgh, Pa.
Westinghouse
Vol. 60, No. 19
New York, November 4, 1922
Pages 733-768
Henry W. Blake, Editor
CONTENTS
Editorials 733
Excavating Track in Chunks with a Derrick 735
Br R. C, Cram.
Methods adopted in removing old traclc and type of construction
used for new track in connection with reconstruction of surface
tracks in Fulton Street, Brooklyn, N, Y. Solid concrete construc-
tion with steel ties and granite block pavement was replaced with
wood tie construction and sheet asphalt pavement.
Electrification of Austrian Roads Planned 738
By Dr. RuDOLru Mossma.v.
A Four-Page Resume of the Four-Day Chicago
A.E.R.A. Convention 741
A tabloid review of the important thought advanced during the
recent annual meeting, designed so that the busy executive may
gain a comprehensive idea of all that took place by thirty minutes
reading.
Paris-Orleans Railway Electrification Is Progressing ... 745
Large number of locomotives which have been ordered for initial
installation will be largely of French make, but America will
make control equipment.
Track in Paved Streets 747
At a meeting at the Engineers' Club in Philadelphia this subject
was discussed from the standpoint of the design of streets for
street railway traffic.
Important Papers Presented at Brussels 750
Leading tiansportation men covered a wide range of topics at the
eighteenth international congress held Oct. 2 to 7 imder the
auspices of the Union Internationale de Tramways de Chemins de
Fer d'lnt^ret I.«cal et de Transports Publics Automobiles.
European Electric Railway Financial Conditions 754
By M. a. Mariage.
A consideration of the increases in expenses of tramways, inter-
urban railways and motor buses as compared with pre-war con-
ditions.
American Association News 756
Recent Happenings in Great Britain 757
News of the Electric Railways 758
Financial and Corporate 761
Traffic and Transportation 764
Personal Mention 766
Manufactures and the Markets 767
McGraw-Hill Co., Inc., Tenth Ave. at 36th St., New York
Cable Address : "■Machinist, N. Y."
J»MES H. McGBiW, President Publishers of
Enffineerinff Netcs-Record
y^^SSa
19-23
Arthur 1. Baldwin. Vice-President
Malcolm Mcir, Vice-President
Edward I). Canklin, Vice-President
Jaueb H. McGraw,jb., Sec. and Treas
Washington :
Colorado Building
Chicago:
Old Colony Building
Pbiladelphia;
Real Estate Trust Buildhis
Clsveland:
Leader-News Bulldlne
8t. Locig ;
Star Bulldlne
San Francisco-
Blalto Building
IjONDon:
8 Bourerle Street, London E. C. 4
Member Audit Bureau of Circulations
Member Associated Business Papers, Inc
The annual subscription rate Is S4 in the United States, Canada, Mexico, Alaslta.
Hawaii, the Philippines. Porto BIco. Canal Zone, Cuba. Honduras, Nicaragua, Domin-
ican Republic, Salvador, Peru, Colombia, Bolivia, Ecuador. Argentina, Spain and
Shanghai, China. Extra foreign postage In other countries $3 (total |7. or 29
thllllngs). 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 la ordered the new and the old address
must be given, notice to be received at least ten days before the change takes place.
Copyright. 1922, by McGraw-Hill Company, Inc,
Published weekly. Entered as second-class matter, June 23, 1908, at the Post Office,
at New York, undei the Act of March 3, 1879. Printed In V. S. A.
American Machinist
Power
Chemical and
Metallurgical Entjineering
Coal Age
Engineering and Mining Journai-Press
Ing'-niirin Intermicional
Due TrtmMportaiion
Electric Hailwaj/ Jonrnal
Electrical World
Electrical Merchandising
Jovjnal of Electricity and
WcKtcrn Industry
iPuWished in San Francisco)
Indiietrial Engineer
IPublishtd in Chicago)
American Machinist — Eurovean
Edition
iPuUished in London)
The"A.B.C." of Circulation
Building
THE first principle in the circulation build-
ing of a modern industrial paper is selective
circulation. Copies are sent pnly to those who
can use them profitably and who, therefore, in
general, possess present or potential purchasing
ability. This is the reason that "paid circula-
tion" means everything to the advertising man-
ager of today. If a man pays for his paper it
is pretty good evidence that he wants it and will
read it. Conversely, a free copy receives scanty
attention. The editorial policy is directed by
the slogan "The Reader First," and this policy
produces a good advertising medium also.
The second principle in permanent circulation
building is frankness. The "cards are all on the
table" with respect to the distribution of copies.
Through membership in the Audit Bureau of
Circulations, the Electric RjiUway Journal and
other periodicals of its class account for every
copy. There need be no doubt as to the kinds
of readers to whom it caters. Membership in
the "A.B.C." is a guarantee of circulation qual-
ity, for no paper could be a member if it had
anything to hide regarding quality and quantity
of circulation.
It is a coincidence that the natural abbrevia-
tion of the name: "Audit Bureau of Circula-
tions," "A.B.C." contains the first three letters
of the alphabet. These also have come to sym-
bolize the fundamentals, or elements, of any
subject. Thus it makes a justifiable pun, if any
puns are ever justifiable, to say that membership
in the "A.B.C." is a guarantee of conformity
with the "A.B.C." of circulation building.
These remarks are prompted by the occurrence
of the annual convention of the "A.B.C." in
Chicago last week. There the publishers, adver-
tisers and advertising agents who compose this
co-operative organization discussed plans for
raising still higher the standard of circulation
quality. The Electric Railway Journal takes
pride in its membership in this organization, to
whose principles it heartily subscribes.
Circulation of this Issue, 5,750
Advertising Index— Alphabetical, 54; Classijied, 50, 52; Searchlight Section, 49
Electric Railway Journal
November 4, 1922
DAILWAY main-
tenance men
everywhere are
learning the virtues
of WABCO.
hB-COw
WABCO is the new Brake Cylinder Packing Cup which in
two years has upset every precedent for packing cup effi-
ciency and economy.
WABCO simply doesn't wear out under ordinary conditions.
It stands up with a firm, resilient body, remains always airtight,
is not injured by oil or water, nor afifected by any cylinder
temperature found in actual operation.
We developed WABCO to give the railway industry a better
packing cup material and a better packing cup design than it
had ever known before.
We wanted a packing that would eliminate brake cylinder leak-
age— and something that would give indefinite wear.
WABCO does both!
Westinghouse Traction Brake Company
General Ofifices and Works: Wilmerding, Pa.
Boston. Mass.
rhicaso, III.
Columbus, O.
Denver. Colo.
Houston, Tex.
OFFICES:
1,08 Ani^eles
Mexico City
St. Louis. Mo.
St. rani. Minn.
New York
rittsburKli
Washington
Seattle
San Franeiseo
WESTiNGHOIISETRACriONBRAKES
November 4, 1922
Electric Railway Journal
O-B Type A-4. Section Insulator — Patented
New O-B Section Insulator
Introduces Ne\^^ Trolley
Wire Clamp
To all the virtues of O-B Type A-3 Section Insulator,
add a better clamping device and you have the new
O-B Type A-4 Section Insulator.
The new clamp, which is illustrated here, works on a
cam action. As the trolley tension increases, the hold-
ing power of the clamp increases. It is really a rocker
notched to grip the wire and held down by two bolts.
Like O-B Type A-3, described on page 355 of Catalog
No. 18, this insulator is equipped with cam tips. You
know what cam tips mean — quick installation and a
smooth approach for the trolley wheel.
Trolley tension is carried by two wood strains (inch
and a quarter diameter) in the same horizontal plane
as the wire. This prevents buckling. Pull ofif eyes
are also in the same plane as the wire so that there is
no tipping tendency when guy wires are attached.
Runner pieces are readily renewable. Feeder lugs are
provided on each end casting. A-4 can be suspended
directly from the cross span wire or the yoke unscrewed
and the insulator attached to a standard trolley hanger.
Everybody who used it liked O-B Type A-3. Perhaps
you'll like A-4 with its new anchorage better.
Kocker clamping piece which tightens
its hold on the wire when trolley ten-
sion increases.
This the najr O-B Cam Tips are inxtalled
Clinch the lips and the job is done.
The
Ohio
Mansfield
Brass c^
Ohio,U.S.A.
New York Philadelphia Pittsburgh Charleston. W.Va. Chicago Los Angeles San Francisco Paris, France »
Predueta: Trolley Material, Rail Bonds. Electric Railway Car Equipment. High Tension Porcelain Insulators. Third Rail Inauiatora
> ElectricEailwayJournal November 4, 1922
^ Jnsurance plus
OTHER THINGS BEING EQUAL— Marsh and
McLennan would not be carrying the insurance for a
great number of the largest public utilities in America.
The public is no more interested in where you buy
your insurance than they are interested in where you
buy your rails or cars or other equipment.
Marsh & McLennan solicit your insurance solely
because they can render you a service that will decrease
your insurance costs.
On one large Eastern Corporation, for example, we
were able to reduce the insurance rate from $17.50 per
thousand to $4.30 per thousand. Why not buy your
insurance where you can buy the most for your money?
We will be glad to outline this service to business
executives who are interested in reducing insurance
costs.
MARSH & MCLENNAN
M5 W. Jackson Blvd. Chicago, 111.
Minneapolis
Denver
San Francisco
Winnipeg
New York
Duluth
Seatle
Montreal
Detroit
Columbus
Cleveland
London
November 4, 1922
Electric Railway Journal
Electric Kailway Journal
November 4, 1922
mm^^^M^^m^m^mmm^mMMMm^-mi^^M^i^^^^^
i
SEMAPHORE
L I
PROCEED
i
as
5^
i
I
$
i
I
f
i
STOP
CAUTION
PROCEED
fORDOUDLETKAa
Merurban RalMays
Union automatic
^ block signals ^
afford a simple system of
indications easily under-
stood by trainmen.
The continuous A. C.
track circuit makes possible
the use of "polarized" or
** wireless" control and in-
sures the display of thepro-
per indication at all times.
PhOCEEO
■<?
v,
'A
fi
i
3:
h
STOP
CAUTION
PROCEED
I
On the W. B. & A. Railroad
UNION EQUIPMENT WILL SOLVE YOUR INTERURBAN
TRAFFIC PROBLEMS
Let us study your operating conditions and cooperate with you in considering
what automatic block signaling will do for your line.
1^ ^nton ^tDtttlb ^ ^tgnal Co. i^
[jl SWISSVALE, PA. [jl
^^^M^-:J^^^^J?^^,^^^^a3J!^i!^^
November 4, 1922
Electric Railway journal
Part of Keystone Service to Electric Railway Operators is these up-to-the-minute data sheets
on car equipment and supplies. Look over these sheets and write for complete sets of what- ||^. .,
ever data sheets interest you.
■^Jt^ ELECTRIC SERVICE SUPPLIES CO.
Manufacturer of Railway Material and Electrical Supplies
Bninoli Offices: Boston. Soranton. PlUahureh rr„...,„i,.
fanailian l)istributor»: Lyman Tube & Supply Co., Ltd., Montreal,. Toronto
PHILADELPHIA. 17th and Cambria Sts.
NEW YORK, SO Church St.
CHICAGO: Monadnock Block
10
Electric Railway Journal
November 4, 1922
Our
Inspection Guarantees
Quality and Grade
INTERNATIONAL inspectors are compe-
tent, high-grade men, thoroughly famiHar
with the characteristics of the various kinds
of woods.
These men are constantly in direct contact
with the small producers of this territory,
instructing them and explaining in detail the
importance and the necessity of adhering to
the arithmetical dimensions of the A.R.E.A.
Tie Specifications.
International Ties, therefore, are produced,
inspected and graded in strict accordance
with specifications, securing for the railroads ;
exactly what they specify and are paying for. '
This businesslike co-operation, together with
the regularity of cash payments throughout
the entire year, promotes good will between
these producers and our organization and is
the reason for our ability to secure a large
production of sound uniform ties.
// is ties produced under these conditions
that we are offering to the railroads.
International Creosoting and Construction Co.
General Office — Galveston, Texas
Plants: Texarkana, Texas Beaumont, Texas
Galveston, Texas
November 4, 1922
Electric Railway Journal
11
ii.i .lii»iri-.*ii.i,mii., .h.,^
MHMllMiri*
One-Man, Two-Man
All Around the Town
Good for any kind of service, city or suburban, light or heavy, are
these one-man, two-man cars of the Milwaukee Electric Railway &
Light Company.
The company has put in all sorts of stunts — there's the idea of employ-
ing auxiliary fare collectors who have a special crank to open the
rear right-hand door, so passengers can be handled at double speed
where congestion exists.
The active all-day doors — those at the front — are. air-operated, of
course.
With National Pneumatic door engines, of course. The company
has hundreds of 'em in train service, too, and knows they're good.
Get Ready for Busy Days
By Installing What You Need of the
National Pneumatic "Rushour" Line
Door and Step Operating Mechanisms Door and Step Control
Safety Interlocking Door Control Motorman's Signal Lights
Multiple Unit Door Control
Manufactured in Canada by
Dominion Wheel & Foundries, Ltd.
Toronto, -Ont.
National Pneumatic Company, Inc.
50 Church St., New York McCormick Bldg., Chicago
Works: Rahway, N. J.
12
Electric Railway Journal
November 4, 1922
Performance Economy and Price Economy
Combined in Bates Expanded Steel Poles
Supposing that Bates Poles had no first cost
advantage over other types of construction, they
would still be a good investment from the stand-
point of superior service rendered.
In this installation at Ft. Smith, Arkansas-
Bates poles are used for electric railway overhead
and for street lighting brackets also. This
combination use avoids the use of double pole
lines, as is sometimes used, and besides the
economy, presents a much more pleasing
appearance.
Notice the pole on the right-hand curb. The
Bates concrete pole butt is set into the sidewalk,
giving a flush setting that is easy to place and
fits in with standard sidewalk and curb con-
struction. Nothing can cause deterioration of
the pole butt or the steel pole in its setting.
Aali our engineering
The first pole on the left is built up of two
Bates one-piece poles side by side to give stiffness
to carry the load without guy wires. Combina-
tions of this kind are easily arranged with
standard poles.
These Bates Poles are good for a life of fifty
years at a conservative estimate. They are of
ample strength for even heavy loads in addition
to the street railway overhead. Maintenance is
cheap, and always effective, for every inch of
pole surface can be reached with a paint brush.
Their great strength, long life, easy mainte-
nance, and their adaptability would warrant a
greater first cost than for other types of poles.
Yet Bates Poles today cost less than any com-
parable type of pole.
staff for data and prices.
[[jlates l^ande^lteel llruss ^
208 SOUTH LA SALLE STREET, CHICAGO. U. S. A.
E^
District Offices in All Principal Cities
r^ ONEPIECET\
EXPANDED
Ly STEEL
mis
November 4, 1922
Electric Railway Journal
13
SILENT HELICAL GEARS
Mike, what makes you so smiley today?
Sure I don't know, unless it is the way this old 205 is running since
she was overhauled. Do you notice how sweet she purrs along. They
tell me its the Helical Gears she has, and its them that has taken the jerks
out of her. You mind how she used to shiver and shake.
And the new trolley they have given her sticks to the wire like a leach,
while you can feel the juice that comes through it lift her along like a bird.
The boys are all jealous, and think I am the boss's favorite because I
have this car, but 1 think it won't be long until all the cars are fixed up the
same way with Nuttall Helical Gears and Union Standard Trolleys.
RDNUmiL COMPANY
pnrSBURGH^ PENNSYLVANIA
EVERY GEAR REGISTERED
All Westinghouse 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.
14
Electric Railway Journal
November 4, 1922
i.TL't-lAt't ir.r*:z^t<
Civic Pride
Some communities are just bursting with it — others are
almost entirely lacking in it.
Look over one of these up-to-the-minute cities where the
Chamber of Commerce, the Rotary Club, the city govern-
ment and public utilities all get together to "boost and
build."
Such places are the seventy odd communities where Elreco
Combination Railway and Lighting Poles have been in-
stalled to replace double the number of ugly and crooked
wooden poles. "Dreary-looking Main Streets" have been
turned into "White Ways", of attractive appearance.
Economy of Elreco Poles
They save money for all concerned — first by reducing the
number of poles to be cared for, second, because their own
maintenance cost is less. They are light in weight yet so
ruggedly constructed that the longest life is assured.
Write for illustrated catalogue
Electric Railway Equipment Go.
Cincinnati, Ohio
New York City, ao fhurch Street
'fpll^9
^^'''VpH^^^^^^^^^^H
i ^'is'^H^M^^^jiail
'*• n [ ^ '•'"*'^ SMI
\ ^^^^^^^H
November 4, 1922
Electric Railway Journal
15
U.
Electric Signals
Operating cars on single track, without an efficient
signal system, will cost you, sooner or later, a good
round sum in damages when the inevitable accident
occurs. Perhaps you have had one already. Look
out for the next!
A very small amount invested now to purchase and
install United States Electric Signals will be not
only the means of preventing such a disastrous
occurrence, but it will enable you also to speed up
your line, to operate more cars on quicker schedules
without double-tracking and without additional
turnouts.
Get our estimate on a complete installation,
need signals!
You
and
Automatic Track Switches
Type 16
Quick acting electric track switches have become a real necessity in the operation
of snappy, up-to-date service, especially where safety cars are used.
Our new Type 16 switch, recently placed on the market after exhaustive tests
of many months' service on several Massachusetts roads, is of simplest construc-
tion, yet so rugged and so well-protected that maintenance troubles and expense
are practically eliminated. The trolley contactor mounts on standard ears — a
factor which will appeal to experienced line-men.
Electric switches — good ones — save time of cars on the road. Speed up.
SEND FOR FULL DESCRIPTION AND PRICES
For Faster and Safer Service
United States Electric Signal Company
West Newton, Massachusetts
Repreientatives:
Western: Frank F. Bodler, Monadnock Bld^., San Francisco
Foreign: Forest City Electric Services Supply Co., Salford, England
16
Electric Rail WAY Journal
November 4, 1922
ii\
m i
■ i ^-
f^S / -
^•t-sv,
ADDING TO THE
CITY'S ASSETS
PERMANENT improvements are among
the most valuable assets of any city.
Tubular steel poles installed for traction or
lighting purposes are a practical advertisement
of the progressiveness of the community.
Strong, durable, straight poles, stretching away,
block after block, indicate good management,
business solidity, order, and an appreciation of
the esthetic as well as the commoner worka-
day values.
Are you getting future value as well as pres-
ent service from the equipment you purchase?
Send for a copy of "National" Bulletin No. 14 —
"NATIONAL" TUBULAR STEEL POLES
NATIONAL TUBE COMPANY, PITTSBURGH, PA.
General Sale* OfTiccs : Friclc Boilding
A. mH4 Frwtact* nn. «m ri
'UpoKTmcpREsEXTATivrai u.a.m
NtvTarkCIU
•WKltONiaJ
■ y'^^
■»,"*■
November 4, 1922
Electric Railway Journal
17
GOING STRONG
ALUMINUM FIELD COILS
Longer Life
Same Field Strength
Quicker Conduction of Heat
The quicker distribution of heat in
Aluminum field coils is due to an almost
solid metallic path to the exterior via
large square wires.
With coils of like resistance the heat
generated is identical and aluminum
coils are wound to closely duplicate
copper coils.
They have the same number of turns
and repeated tests show that Lind
Aluminum coils develop and maintain
full field strength.
The Aluminum oxide insulation is ah
integral part of the conductor — which,
Less Weight
Less Terminal Trouble
Less Affected By Moisture
means, that these coils are less affected
by heat and mositure, and since there
is no cotton insulation to char or bake
out shorted fields are ^radically elimi-
nated.
The high specific heat of Aluminum
compared with copper is another valu-
able characteristic, especially in coils
that are loaded intermittently, as in
Railway Service.
Consider these long-life features in ad-
dition to that of saving half the weight
of all the field coils of every car in
many cases a weight reduction of more
than 1000 lb.
Let us qucte you prices and answer detailed questions
Economy Electric Devices Company
General Sales Agents
Sangamo Economy Railway Meter Lind Aluminum Field Coils
L. E. Gould, President
1592 Old Colony Building, Chicago
18
Electric Railway Journal
November 4, 1922
Snow Fighting Equipment
Selected Snow Sweeper
Rattan on Hand,
Rtady for
Immtdiate Shipment.
Standard Single Truck, Steel Underframe
Long Broom Sweeper
Approximately ninety-five per cent of all
the electric snow sweeping equipment,
which is used in the United States and
Canada, is of McGuire-Cummings make.
The car illustrated here is one example.
The brooms are so arranged that they will
clean both rails ahead of the car; the side
plows will clear 4 ft. 0 in. outside of rails.
It requires two 25-hp. motors to propel
the car, and one 25 to 40-hp. motor geared to
drive brooms at 300 to 350 r.p.m.
Blueprints and specifications will be
submitted on request.
End view of Standard Single Truck
Sweeper.
McGUIRECUMMINGS MANUFACTURING CO.
GENERAL OFFICES
111 WEST MONROE STREET
CHICAGO, ILL.
City and Interurban Cars and Trucks, Safety Cars, Combination and Woric Cars,
Snow Sweepers, Electric Locomotives.
November 4, 1922
Electric Railway Journal
19
"A. real s
Not your shoulders — but ours!
WHEN Galena Service takes
hold of your lubrication, it
assumes the responsibility of de-
livering satisfactory results.
Galena Service Engineers are not
theorists, but trained specialists
familiar with every detail of your
mechanical equipment and its lubri-
cation requirements.
From the selection of raw materials,
through the stages of special process
in manufacture and to the final ap-
plication and correct use of the
lubricants, Galena Service works
for your interest in the advancement
of efficient and economical opera-
tion.
Through the practical experience
and personal cooperation of this
competent organization the railways
under Galena lubrication are saving
thousands of dollars annually by the
elimination of the expensive trou-
bles of faulty lubrication.
'When Galena Service goes in-
Lubrication troubles go out!"
Galena-Signal Oil Gbmpanyi
New York Franklin, Pa. ^ Chicago
* and offices in principal cities ^
20
Electric Railway journal
November 4, 1922
The Same Motor for One-man Cars or Trains
366 Motors Just Ordered
Standardization means simplification.
The GE-275 motors recently ordered for the Chicago
Surface Lines are interchangeable on either the 6&
double-end, wide-platform, two-man cars to handle
trailers or on the 45 new light-weight, one-man cars.
In brief, the same motor will be used as four-motor
equipments on the big cars with trailers and as two-
motor equipments on the smaller cars.
Thus, the Chicago Surface Lines strive to give the
most service with least upkeep. And the adaptable
GE-275 motor pointed the way.
General^Electric
General Office
Schenectady. NY
Company
Sales Offices in
all large cities
25-16:
November 4, 1922
Electric Railway Journal
21
Third-rail Road Adds More Equipment
Standardized on "G-E'^
One of the great third-rail systems of America, the Chicago,
Aurora 8b Elgin Railroad, has just completed 20 years of
service. Reorganized now as a purely heavy-traction system,
this road is on its way to still greater usefulness as shown by its
recent order for 20 steel passenger cars, including a diner.
For years, G-E motors have been standard on the Chicago,
Aurora 85 Elgin, first used in fours on the motor cars and then
in pairs on motorized trailers. For its new rolling stock, G-E
motive equipment was selected because of the reliable per-
formance that has been given by the older G-E equipment in
this severe service.
So that, equipment for the 20 new cars includes GE-254
motors and type M control, duplicating that now in operation.
General^Ele ctric
General Office
Schenectadj^.NY
any
Sales Offices in
all large cities'
25-164
22.
Electric Railway Journal
November 4, 1922
In the interest of economy and better service
Renew with G-E Parts —
Because:
■ — The cost of making repairs is so largely labor that
economy dictates the use of only the best materials.
— G-E Renewal Parts are made of the same materials,
with the same tools, on the same machines, and often
by the same men who made your original parts. They
are exact duplicates.
— The use of duplicate parts reduces the number required
to be kept in stock. G-E Renewal Parts Catalogs enable
you to select just what you need.
— Naturally, as maker of your G-E equipment, we are
most interested in its continued satisfactory performance.
G-E Renewal Parts keep up the original quality.
Gen
General Office
Sdienectadji N.y[
Electric
company
Sales Offices in
all large cities
HABOU> V. BOZEI.L
Consultinc Editor
HBNBY H. NORRIS
Knxioeering Editor
C.W. SQUIEB
Associate Editor
CARL W.STOCKS
Associate Editor
DONALD F.HINE
Associate Western Editor
R. E. PLIMPTON
Editorial Kepresentative
Consolidation of Street Railway Journal and Electric Railway Review
HENRY W. BLAKE, Editor
HABBT I>. BBOWN
Managing Kdltor
N. A. BOWEBS
Pacific Coait Editor
H. S. KNOWLTON
New England Editor
a. 1. maomubray
Newa Editor
PAUL WOOTON
Waihlngton Bepresentatire
ALEXANDER McCALiLUM
Brltisil News Representative
Volume 60
New York, Saturday, November 4, 1922
Nii/mber 19
Factors Necessary to Determine
a Just and Reasonable Wage
UNDER the transportation act, the Railroad Labor
Board, in determining what is a just and reasonable
wage, is directed to take into consideration the following
seven factors :
1. The scale of wages paid for similar kinds of work in
other industries.
2. The relation between wages and the cost of living.
3. The hazards of employment.
4. The training and skill required.
5. The degree of responsibility.
6. The character and regularity of the employment, and
7. Inequalities of increases in wages or treatment, the
result of previous wage orders or adjustments.
Of these, the last five relate primarily to the condi-
tions of railway employment, while the first two repre-
sent between them quite different bases for determining
wages in any industry. When results derived from
them do not coincide, greater weight must be given
either to one plan or the other. How and to what
extent to do this was the problem which faced the Labor
Board in its decision on the question of the wages of
the maintenance of way men this week. Both factors
were considered by the board, which wisely declares it
lays greater stress on the first basis or that of the
scale of wages paid for similar kinds of work in other
industries. Its decision also points out that an increase
of 2 cents in the wages of the trackmen is thereby
warranted, whereas under the cost of living plan there
would be no increase because there had been no increase
in the cost of living.
After all, the law of supply and demand is the one
which practically will have to be controlling in any
rising wage market, whether a company or labor board
wishes to consider it or not. If men can secure higher
wages elsewhere than in the case under arbitration, they
will not stay on their old jobs simply because figures
can be produced to show that they are receiving a
"living wage." The law of supply and demand is also
very much simpler to apply. Evidence varies as to the
most fundamental facts of the cost of living method,
namely, the average number of dependents and the aver-
age number of workers in a family, and a still greater
problem is to decide the standard of living and the cost
of it. One housekeeper can live well and save on a
sum which would not be sufficient for bare living to
another.
It is indeed well that the United States Labor Board
had the conviction and courage to explode the appealing
theory that the "cost of living" should be considered as
a main factor in establishing wages before the hold
of this theory upon industry should become any more
firm. The weakness of this method is demonstrated by
the efforts of labor so to increase the standard of living
that wages should continue to climb despite the down-
ward trend of prices of necessities. If the living-wage
plan were sound it would have carried wages down just
as it carried them up, and labor's experts would not
have had to devise new standards of living to counter-
act natural laws. The standard of living should im-
prove, to be sure, but not so rapidly as to wreck the
industry in the process.
Incidentally, the increase in wages of the trackmen
granted in Chicago and the increase in the steel wages
made last summer call attention again to the growing
scarcity in the labor market, particularly in the class
called "common labor." In the past the greater part*
of the supply in the country of this class of labor has
come from immigrants, particularly in recent years
from Italy and other southern European nations. This
supply has been largely cut off, owing to the present
immigration law, and with the present increased busi-
ness activity the lack of men to do unskilled work will
seriously hamper industrial expansion hoped for in the
early future. This does not mean that there need be
a return to the old immigration limitations, which were
largely educational. Some change, however, should be
made to admit those who are able, by their entrance, to
increase the national wealth as well as the opportunities
for those in this country to serve in more skilled
positions.
The Rotary Converter
Must Look to Its Laurels
DURING thirty years, more or less, in the con-
version of low-frequency alternating current to
low-voltage direct current, the rotary converter has
come gradually almost to monopolize the electric rail-
way power field. It is a wonderful machine in its
operation and has reached a high degree of perfection
within its range of possibilities. Even at a frequency
as high as sixty cycles and a d.c. voltage of more than
1,000 it performs well. The motor-generator, however,
is still required to supplement it in high-voltage railway
work, notably in railroad electrification, but the motor-
generator has gradually retired from what has come to
be recognized as the legitimate field of the "rotary."
While the rotary converter has been pursuing the
even tenor of its way inventors have been endeavoring
to produce a "static" converter with a view to eliminat-
ing the commutator and the bearings. The mercury-
vapor converter has seemed the most promising
possibility. This device has come into use for arc-
lighting circuits and has been used for railway purposes
also. The 5,000-volt experimental railway distribution
installed on the Michigan Railway by the Westinghouse
company in 1915 utilized this type of converter, it being
well adapted to high-voltage work. The same company
had used it on an experimental locomotive operated on
the New Canaan branch of the New Haven Railroad
during the preceding year.
Abroad the vapor converter is making real progress.
Within the past few years it has been adopted by a
number of tramways on the Continent and quite recently
734
Electric Railway Journal
Vol. 60, No. 19
in Great Britain. Its present status was described in
an extensive paper read at the Brussels meeting of the
Union Internationale de Tramways early last month.
The extent of its use will come as a surprise to many,
and this use is in reality more extensive than the num-
ber and kilowatt capacity of installations will indicate
to Americans because the power requirements of for-
eign tramways are relatively less than those of this
country. The rotary converter has a real rival in the
mercury device, which has noiselessness and simplicity,
besides its non-rotative quality, to recommend it.
There has also appeared recently on the horizon a
new possible rival of the "rotary" in the form of the
high-power vacuum tube. The immediate field for this
is in radio transmission, but there appears to be no
limit to its ability to transform power from alternating
to direct-current form. Its progress will be watched
with interest, to put the case mildly.
All of this does not mean that present substation ap-
paratus is going to be "scrapped" in the near future.
There is a certain engineering appeal in a reliable piece
of apparatus like the rotary converter. Its place in the
electric railway field is being made more secure by the
application of automatic control. In its favor also is
a certain prejudice against what might be termed non-
dynamic devices for power transformation. The mercury-
vapor converter was invented many years ago and is still
used to a comparatively small extent. The vacuum tube
is in the future as far as large power is concerned, but
its application to railway work, if it is applicable at all,
is likely to be much more rapid than that of the mercury
arc rectifier has been.
Pittsburgh Security Holders
Successfully Placated
ONLY a week ago three questions intervened and
threatened to delay the reorganization of the Pitts-
burgh Railways. Two of these had to do with financing
and the third with the matter of the acceptance of the
franchise conditions by the municipalities through
which the road runs. All of them have now apparently
been removed. A local financial institution has agreed
to underwrite a new issue of securities to the amount
of $5,000,000, and the holders of underlying liens have
relented, as it were, and no longer insist that in the
reorganization the priority of their liens remain un-
disturbed and that the Philadelphia Company act as
guarantor of them. As a result the reorganization will
proceed with one bond covering all the properties as
a first lien and general refunding mortgage into which
all the present mortgage securities will be merged on an
equal basis as regards security, even if not ratably.
To Pittsburgh all this is big news. It is also big
news elsewhere than in Pittsburgh. It shows a growing
appreciation on the part of security holders of the
fallacy of too stout insistence upon mortgage rights
where such insistence may mean disintegration of a
system and destruction of earning power that inheres
in the operation of the system as a whole. The same
spirit now shovra in the Pittsburgh case was manifested
in somewhat different form when the Manhattan Ele-
vated Railway stockholders agreed to accept a scaling
down of their lease guarantees as part of the program
to save the Interborough. The same spirit has also
been shown in the New Orleans reorganization. It is a
manifestation that would appear to augur well for the
impending reorganizations in St. Louis and Brooklyn.
Only Through Co-operation Can the
Track Paving Question Be Settled
THAT municipal and electric railway engineers can
discuss a mooted question without coming to blows
was amply proved by the conference on street railway
track paving held in Philadelphia recently under the
auspices of the Engineers' Club of that city. There
were three sessions of this conference, each filled with
animated discussions of this one topic. There was thus
ample opportunity to cover all disputable points in de-
tail, and the men who attended the conference and who
sent in written contributions to the discussions were in
a position to bring out the vital topics because they were
talking about their every-day experiences. While of
course each side presented the argument from its own
point of view, each was obliged to see the case from
the other side. There was real evidence of a disposition
to fairness, which is to be expected from engineers and
is necessary to a solution of an engineering problem.
The Philadelphia conference emphasizes the fact that
the design of electric railway track structure and the
design of street paving have gone along side by side
and very rapidly in recent years. There has been some
co-ordination between them, but not enough. This is
evidenced by the disagreement as to details which still
persists. Obviously, as electric railways have in most
cases been required to maintain the paving in the track
area, their engineers have tried so to design the track
structure as to minimize the maintenance cost and at the
same time allow for a maximum salvage at such time
as complete reconstruction becomes necessary. Munici-
palities have naturally concerned themselves principally
with the paving outside of the track areas. Thus in the
same street contiguous strips of paving are kept up by
different interests, and peace can only prevail when
there is close co-operation between them. While it is
true that a track is an entity in itself it must also be
recognized that in the street it is essentially a part of
the paving. The whole must therefore be considered as
an engineering unit whether it is viewed from the side
of the highway engineer or the way engineer.
Forward-looking municipalities recognize the essen-
tiality of street railway service and, therefore, the
necessity for tracks in the streets. To the extent to
which the city governments represent the thinking ele-
ment of the population they are inclined to be square
in connection with these tracks. The utilities, on their
side, admit that tracks complicate the paving prob-
lem, but insist that, when the traffic which they handle
is considered, they do not cause more street expense
than is warranted by the taxes they pay. They are
gradually convincing city governments that their enor-
mous paving tax on top of the general tax is inequitable.
However, entirely aside from the question of tax bur-
dens, which will in due course be properly adjusted,
there remains the problem of proper adjustment of
track and paving design to yield the minimum over-all
maintenance expense. This exists whether the munici-
pality and the railway pave their respective strips as
at present or whether the city paves the entire street
area. The engineers are the men who best understand
the situation. If they will get together and determine
the proper paving for any given case, their ideas will
have much weight with their respective superiors. The
Philadelphia conference is a move in the right direction.
Another is the action of the American Society for
Municipal Improvements in opening its membership to
utility engineers.
November 4, 1922
Electric Railway Journal
735
Excavating Track in Chunks with a Derrick
Methods Adopted in Removing Old Track and Type of Construction Used for New Track in Connection
with Reconstruction of Surface Tracks in Fulton Street, Brooklyn, N. Y. — Solid Concrete
Construction with Steel Ties and Granite Block Pavement Was Replaced with
Wood Tie Construction and Sheet Asphalt Pavement
By R. C. Cram
Engineer of Surface Roadway, Brooklyn Rapid Transit System
THE surface tracks of the Brooklyn City Railroad
Company in Fulton Street, between Court Square
and Flatbush Avenue, Brooklyn, N. Y., probably
carry about as heavy car traffic as will be found in any
one part of the countrj', as the traffic schedules call for
the passage of 2,400 cars per day over each track.
Meanwhile, vehicular and pedestrian traffic is particu-
larly heavy. A description of some of the problems
which were met in connection with the reconstruction of
these tracks under such heavy operating conditions
should be of some interest.
The old tracks were laid in 1908 some time after the
construction in this territory of the rapid transit sub-
way under Fulton Street. The tracks were laid in
backfill about 18 in. in depth between the top of the roof
of the subway and the sub-grade for the ties. The
tracks were built of what is known as solid concrete
construction using Carnegie steel ties, Type M, 7 ft. 6
in. long, spaced 3 ft. on centers with B. S. Co. 7-in.
grooved girder rail, Section 112-284, the rail having been
designed and rolled especially for the company. This
form of construction is shown in one of the illustrations.
The joints were originally of the special riveted type
which had some use in Brooklyn for a short period. This
consisted of i-in. x 4i-in. x 29i-in. bars riveted directly
to the rail webs and held in place by sixteen rivets, eight
in each rail end. These bars, as will be noted in one of
the illustrations, did not provide for any bearing on the
base or under side of the head of the rail, and the joints
were so installed that a steel tie came immediately under
the center of the joints.
When the rail was removed, there was still perhaps
two years wear left in the head, but the groove had
been so badly cut by the wheel flanges that it was break-
ing down. Meanwhile for the past five years there
had been excessive expense due to replacements of the
riveted joints, which had failed to stand up under heavy
traffic conditions imposed. These conditions were
primarily responsible for the track removal. The
grouted granite block pavement had withstood the
traffic in remarkably good shape and probably would
have continued to do so for a long time to come. It
was found that the renewal of the track was desirable in
order to eliminate the excessive maintenance expense
which the records showed. There were about 4,400 ft.
of single track involved in the reconstruction work.
Heavy Daytime Traffic Complicated
Reconstruction Work
The vehicular and car traffic conditions were such that
all of the work had to be done during the night, because
during the day the rush-hour traffic is much prolonged
and daytime rerouting of cars could not readily be ac-
complished with any degree of satisfaction to the riding
public, The highway and police regulations also made
inadvisable any attempt to do daytime work of this
nature in this street, which is the main thoroughfare in
the principal downtown shopping district, and these
tracks form the "neck of the bottle" through which all
cars must pass in order to reach New York via Brooklyn
Bridge. All of the operations consequently were carried
on between the hours of 8 p.m. and 5 a.m., with an hour
off for the men for lunch at midnight. It was required
that new track be laid ready for traffic in the morning in
place of the old track which was removed, so that regu-
lar service could be maintained without any interrup-
tion during daylight hours. During the above hours,
ear traffic fortunately could be diverted from both
/Tie rod
.Tit rod
•Cohcrttt
■Ballast
_/•,_ . ^ Blocks H"above
Jcrownatctrittr. top of rail, fc"
'"S Inl^t. 'Sand ^ • '♦J
-?-5
ravina . . i e ^ r^ • ~4 crown jus
Tie rod 'Steel tie 7' long
Section of Track Removed from Fulton Street, Brooklyn
tracks without serious inconvenience to the public.
Before the work was started, the public was notified of
the diversion by car cards and by posters placed upon
the elevated railroad columns along the street.
The principal difficulties in the work which natu-
rally controlled its progress were the excavation of
the grouted granite pavement and the removal of the
old solid concrete track construction. Air-operated
cutting tools and drills were used for cutting the sheet
asphalt outside of the rails and for spotting holes in the
concrete preliminary to the removal of the track struc-
ture proper. The air drills were used to break the con-
crete into sizes convenient for handling, which required
a row of holes on the 2-ft. line outside the outside rails,
together with a row of holes on the center of the devil
strip. After these holes had been made, the drills were
concentrated upon the concrete base in order to break
it up. After the first night or two this procedure was
found to be very slow, and steps were taken toward
speeding the work.
At first, in the course of the removal of the concrete,
jack holes were made and ordinary 15-ton track jacks
were used partially to lift the tracks in order to permit
manual separation of ties from the concrete. The rails
had previously been cut by the acetylene cutting torches.
It was soon found that the work accomplished with
736
Electric Railway Journal
Vol. 60, No. 19
Reconstructing a Piece of Heavily Traveled
Track in Brooklyn, N. Y.
No. 1. Air drill cutting cross trench in concrete between steel
ties, acetylene torch cutting rails.
No. 2. Cross trenches finished ; rails cut immediately above
trenches.
No. 3. Crane loosening a complete section of track from ad-
jacent section, preparatory to loading.
No. 4. Loading a section of complete track, with solid concrete
foundation, upon the crane car.
No. 5. Sub-grade is nearly ready to receive new ties when old
track is removed.
No. 6. One track laid ready for concrete. One track concreted
ready for asphalt pavement.
No. 7. Sheet asphalt laid in one track, in direct contact with
association standard 7-in. girder grooved rails. Puzzle, find the
cast-weld Joint.
■
*^1¥C-
0'i
m S', -• -
"^W^-W.^:
-^•7S!t-,ia*4^
' ■ ■■ji^'"*
.' "1":;.*'
:^>. -^
•iS^*-^
ii»iiMiiri>
"^■^Virfff ^^ ■f'l*' .
^ Li
■ ...1
PX^^ ,
November 4, 1922
Electric Railway Journal
737
the use of ordinary track jacks was quite limited ; there-
fore to secure increased production a number of 25-ton
geared jacks were substituted. Two of these jacks with
two men each, or a total of four men, accomplished as
much work in a shorter space of time than did four
ordinary track jacks with sixteen men. Even with this
improvement in the method of breaking up and removing
the concrete there was still some congestion and delay
to actual laying of new track. This was caused by the
time requii-ed manually to remove the concrete and
either to load it upon work cars or place it temporarily
upon the roadway for later loading; this in turn delayed
the preparation of the roadbed for the new track.
The accompanying viev/s clearly show ho,v the excava-
tion work was finally conducted, so that with a force of
about half the men originally engaged upon removal
of old trackwork proper, it was found possible to remove
and lay three times as much track nightly as was done
during the first few nights before the final removal
method was in working order. This method ultimately
resolved itself into the following procedure:
Procedure as Determined by E perience
The air drills spotted holes on the 2-ft. line about 18
in. apart, and also made holes, as previously mentioned,
on the center line of the devil strip at a similar spacing.
Cross trenches in the concrete were then cut with the
air drills, spaced about 9 ft. apart in order to include
three steel ties. A jack hole was also made in the con-
crete in the devil strip at a steel tie about midway
between the cross trenches. The rails were cut with the
torches immediately above the cross trenches in the
concrete. One geared jack was then placed in the jack
hole, and the action of this jack was sufficient to loosen
the entire mass over the sub-grade and to break the
bond of the concrete between holes. The entire section
of the first track removed was raised up by the jack
sufficiently to permit the attachment of chains thereto,
and a Brownhoist derrick then lifted the entire section
from the street to the platform of the derrick car.
After a certain number of these sections had accumu-
lated on the derrick car, they were transported to a
near-by flat car, upon which they were reloaded for
removal.
When these work cars were completely loaded they
were taken to one of the large dumps in an outlying sec-
tion of the city and the entire mass was then pushed
overboard by the regular pusher cars which are
operated on this dump for the purpose of disposing of
refuse of this kind. It will be seen that there was no
attempt to salvage the rails or steel ties, as the cost for
this would balance, if it did not outweigh, the value of
the salvaged material.
When a section of the old track had been removed in
the manner described there was very little grading
work necessary to prepare the sub-grade to receive the
new track, although it was found desirable to furnish
some if in. crushed stone partly as a tamping material
and partly as a means for filling up occasional excessive
depths of the trench to reach the required sub-grade for
the ties.
Upon the sub-grade thus prepared the standard 7-in.
track construction, which is in current use in Brooklyn,
was installed. This consists, as will be seen in the
illustration, of association standard 7-in. 122-lb. grooved
girder rails laid upon 6-in. x 8-in. x 8-ft. heart, rough-sawn
yellow pine ties spaced 2 ft. on centers and spiked
thereto with four standard hook-head spikes in each tie ;
standard i-in. x 2-in. x 60i-in. double-end tie rods were
installed on 8-ft. centers. The rails were joined by
means of standard cast-weld joints laid opposite.
The Asphalt Paving Was Laid in Direct
Contact with the Rails
Following the installation of the track the concrete
was installed at the proper level for sheet asphalt pave-
ment and extended from the base of the tie to a level
substantially three inches below the tops of the rail
heads. After the concrete had set a sufficient length of
time the sheet asphalt wearing surface for the pave-
ment was installed by the company's asphalt paving con-
tractor and it will be noted, in one of the illustrations,
that the asphalt was laid in direct contact with the rails,
both inside and outside thereof.
In connection with the placing of concrete, consider-
able time and labor was saved in mixing by having the
sand and gravel mixed at one of the yards and brought
to the job in work cars. It was then only necessary to
provide a chute, by means of which the material was
transferred from the car to the hopper of the concrete
mixer, the latter located on one track while the car with
the concreting materials was on the other track. As
;l/m/f of encovation
I'-QKnoMA^Y'' -
I, ■
^heef aaphalf
\-4'-4 ^ ^
1^
^'cnmn
0. of rail
ihamret^^dfioce^lC--^:'^-—
:-:.Z ■^••J,.--.-' i;^;J^i^uqn concrete Ruriace^Tk^ ■ f^
Motp:- Rentprc paye- Z" fo 'h" of ^4' crushed
Standard tie rod
?.pocQd d' cmhrs
"CL.dajhkJ*^-
track '
mwf and rounck- ^^one balhsf for damping
tion in 2' ouhide
'•^trip (7,$ specified
Section of New Track Installed on Fulton Street
previously noted both tracks were available during the
night for construction operations, and this feature
greatly assisted in the performance of the work.
In connection with the removal of the grouted granite
block pavement, good use was made of the Clark pave-
ment plow for breaking up the pavement prior to its
removal from the street, and advantage was taken of
the plow toward the latter end of the job for removing
the pavement in the space between the two tracks by
means of a special sort of single-tree rigging which
permitted the plow to be pulled properly by two cars,
one on each track, and without causing damage to the
draft rigging. Light for the night work was provided
for by special five-light incandescent lamp clusters, sus-
pended overhead from the elevated railroad structure
which runs through Fulton Street.
Total Maintenance Cost on This Track
Equaled the First Cost
It has been stated that the old track was installed in
1908. Some interest may attach to the record of the
maintenance cost up to the time of removal. During
the first six months of 1922, the sum of $697 had been
spent upon joint repairs, with the incidental paving cost
included. A total of $51,217 has been spent in mainte-
nance during the fourteen years the tracks were in
service, and of this sum $41,593 was spent upon the
joints and paving therefor. As the estimated cost of
the new tracks was $51,050, it will be seen that mainte-
nance has consumed an amount practically equal to the
cost of renewal.
The average annual maintenance cost per foot per
year has been substantially 89.6 cents. Meanwhile the
740
Electric Railway Journal
Vol. 60, No. 1
Revamping an Interurban Line
Connecticut Company Operates Lines Between Torrington
and Winsted, Detaclied from Main System — Recent
Improvements in Power Facilities and Rolling-
Stock Have Brought About Substantial
Savings — One-Man Double-Truck
Cars a Feature
IN JUNE, 1907, the New York, New Haven & Hart-
ford Railroad purchased the Torrington & Winchester
Street Railway, a line consisting of about 11.3 miles of
road between Winsted and Torrington, Conn., and 1.14
miles between the main line and Highland Lake. This
property is now owned by the Connecticut Company,
but is operated independently of the rest of the system,
TABLE I— SERVICE CONDITIONS COMPARED
Actual
1921
Distance round trip, Torrington to Winsted, miles 22 . 60
Running time — terminal to terminal I hour
Headway I hour
Speed, m.p.h II 30
Weight of single-truck car (summer), lb 17.000
Weight of double-truck car (winter), Ih 37,000
Seats per hour one way, summer 30
Seats per hour one-way, winter 40
Kilowatt-hours per car-mile 1.42
Car-hours annually 20,96 1
Car-miles annually 21 6,900
Inereased speed, per cent
Decreased running time, per cent
Antici-
pated
1922
22.60
45 minutes
I hour
15
26,000
48
4S
2 0
20,961
216,900
33»
25
having no physical connection therewith. This property
had been operating at a deficit, and the possibility of
abandonment was considered. The improvements de-
scribed below were made with a view to permitting ser-
vice to be continued.
With the property was included a power plant, built
in 1897, with equipment satisfactory for that time.
However, the Connecticut Company management real-
ized that power could be secured more cheaply from a
modern plant, and arranged to purchase power from
the Winsted Gas Company, from which it is secured over
a high-tension line at 22,000 volts, three-phase.
The substation apparatus installed consists of two
200-kw. Westinghouse motor-generator sets, with three
TABLE II— OPERATING EXPENSES COMPARED
,\ntici-
Actual pated
1921 1922
Total maintenance of way and structures $10,030 $10,030
Total maintenance of equipment 5,862 6,507
Total Power, based in both cases on new substation being
in operation and power purchased at 3 cents per kw.-br 9,240 1 3,01 4
Total conducting transportation, exclusive of wages of
Knotormen and conductors 2,427 2,427
Annual platform expenses 23,341 13,625
Total traffic (credit) 166 167
Total general and miscellaneous 5,216 5,216
Total operating expenses $55,950 $50,652
Decreased operating expenses 5,298
Interest and depreciation on new cars (1 5% of $30,000) 4,500
Annual saving $798
125-kva. transformers. Much of the apparatus is of
the outdoor type.
The new equipment cost about $20,000, and energy is
purchased for 2i cents per kw.-hr. The company
estimates that, using the fiscal year ending Dec. 31,
1921, as a basis, the cost of energy for the current year
will be about $10,000. Adding interest at 7 per cent
and depreciation at 4 per cent on the new equipment,
the total cost of energy for the year will be $12,000.
In 1921 the cost for power was $19,800. As the total
operating expenses for a year are estimated at $66,000,
the change mentioned will save the company 11.8 per
cent of the operating expenses.
While the rehabilitation of the power supply in this
case is important, the change in rolling stock is also ;
feature. The company purchased three double-trucl
one-man safety cars, of which the details were given ii
the Feb. 18, 1922, issue of this paper, page 576. Thesi
cars are heavier than the old single-truck open car
which were used, but are lighter than the old double
truck cars.
The accompanying tables give details of the actua
figures for operation in 1921, and the anticipated re
.suits for 192'2.
Table I is based on the assumption that the car-mile;
and car-hours for 1922 will be the same as those foi
1921. On the basis of actual operating expenses foi
1921, a saving of about $800 results in addition to th(
improved service.
Detailed figures for operating expense are given ir
Table II, from which it will be seen that, putting th<
power end of the proposition on an equable basis, tht
increased cost for equipment maintenance and power is
expected to be more than off.set by the decrease in plat-
form expense.
Equipment maintenance is estimated at 3 cents pci
car-mile for 1922, which while more than that for 1921,
is much lower than that for 1920. In making compari
sons, therefore, it would seem more reasonable to esti-
mate a saving rather than a loss in equipment mainte-
nance, which would be shown by averaging the figures
for 1920 and 1921, giving 3.27 cents per car-mile. With
this change, the equipment item of expense with normal
expenditures would be about $6,860, or an increase over
the actual of about $1,000. Allowing for this increase
in the 1921 expense, the saving by the use of the new
rolling-stock would be $1,798 instead of the estimate over
the actual expense of 1921 of $798. This should indicate
a return on the investment of 6 per cent, without allow-
ing for any increased patronage which would result from
better service.
Commission Has Big Job Done Free
HAVING work done for you without having to pay
for it is one of the accomplishments of the New
York Transit Commission, which had a $20,000 steno-
graphic job done last year without paying one cent for it.
Chairman McAneny and Secretary Walker have been
receiving congratulations over this unusual feat. This
is how it happened. A year ago the secretary of the
commission advertised for bids for making three
mimeograph copies and twenty printed copies of all
important hearings. The contract provided that the
contractor could sell to outsiders copies of the proceed-
ings at 10 cents a hundred words, the contractor to give
to the commission a rebate of 7 cents out of the 10
cents.
The rebate on the year's work paid the entire
cost of the work and left a balance besides. In short
the General Shorthand Reporting Company, which did
the job, actually paid for the privilege of doing the work
for the commission. Jay McNamara, the manager of
this company, found a sufficiently large number of private
customers who wanted copies of the commission's find-
ings. His customers became numerous enough so that he
made money for the city and probably a little for him-
self. He explained to the commission that nothing was
owed him inasmuch as the rebate account exceeded
everything charged against the commission. Secretary
Walker, in commenting on the work, praised Mr.
McNamara for his expert service.
November 4, 1922
Electric Railway Journal
741
A Four-Page Resume of the Four-Day Chicago
A.E.R.A. Convention
A Tabloid Review of the Important Thought Advanced During the
Recent Annual Meeting, Designed so that the Busy Executive May Gain
by Thirty Minutes Reading a Comprehensive Idea of All that Took Place
IF THERE was any one topic
that stood out as a major
interest in the deliberations
of the American Association, it
was that of public relations.
There was a symposium of
short addresses on it; it was
largely the theme of several
addresses, and the principal
topic, naturally, in the meeting
of the publicity men who took
first steps toward the forma-
tion of their group into a
public utility division of the
Associated Advertising Clubs
of the World. The great im-
portance of cultivating the good
will of the public was empha-
sized all through the conven-
tion.
It was brought out that har-
monious conditions must be
established between the man
who puts up his money, the •
man who gives his time and
effort to running the road, and
the man who rides and pays money for these services.
This reciprocal relationship can never exist until public
relations are on a broad and proper basis. Further-
more, the operation of public utilities can never be so
successful as it should be until the situation now com-
monly existing is changed, whereby a man on the out-
side looking in on a company's business has the final
say in running it. Instead he must be on the inside and
assume the full responsibility that goes with the job.
If the man outside thinks he can run the road better than
you can, and will pay you back what you put into the
proposition, let him run it.
This was not an advocacy of municipal ownership,
but the conclusion of M. C. Brush, formerly a leader in
the industry, but now out of it and therefore feeling
free to express his views candidly on the need for the
public in pursuing regulatory control to be financially
interested in the outcome of it.
Keeping local organizations informed of the true
circumstances with respect to the electric railway was
cited as an effective approach to better public relations.
They constitute a means of collective bargaining with
the people just the same as the union does with
employees. The value of newspaper advertising was
emphasized. As to the perplexing question of how much
money it is good business to spend on advertising, the
thought was put forth that the average street railway
can, with advantage to the company and the community
served, spend 1 per cent of its gross earnings on paid
advertising.
Gaining the confidence and co-operation of employees
and then to reach the public through them was much
SO MUCH takes place in the short space
of four days among the several affiliated
associations at the annual convention of
the American Electric Railway Associa-
tion that it is impossible for one sttending
the meetings faithfully to comprehend the
full scope of the proceedings because of the
several simultaneous sessions. Further-
more, it requires considerable time to
acquire an idea of all that took place from
a study of even the much-condensed
account published in the Electric Railway
Journal, for this report of the recent
Chicago convention filled 103 pages. The
verbatim report published by the Associa-
tion later will run into many hundreds of
pages. Hence the purpose of what follows
is to give in the space of four pages an
extremely brief but comprehensive resume
of the important thought advanced and
business done at the convention in the
American, Transportation and Traffic,
Engineering and Accountants' Associa-
tions. A summary of the proceedings of
the Claims Association was published in
the issue of Oct. 21, page 663, as prepared
by Retiring President Cecil G. Rice.
— Editors.
emphasized as an essential and
also effective means of win-
ning good will. The value of
the window signs, the poster
in the carhouse, the pay enve-
lope stuff er, and other company
mediums, were extolled as effec-
tive methods for educating em-
ployees and public. Company
publications were also shown
to be very useful in cementing
and holding together the com-
pany, customers and employees.
Publication of commendations
for employees in the company
publication stimulates em-
ployees to a desire to please
patrons. A word from a pleased
customer is the most valuable
form of advertising a company
can get.
Another approach to the
people is through the daily story
of the street cars carried in the
news columns of the press. It
is vitally important that the
press publish the facts concerning the electric railways,
and to this end facts must be supplied. Neglect to make
provisions for seeing newspaper reporters when they
call was considered inexcusable. If the executive is too
busy to meet the reporters regularly himself, he should
assign to some responsible member of his organization
the duty of doing so. Editorial expressions are based
on statements that first appear in the news columns.
The editor reads his own paper and his competitors'.
His opinions are formed in the same manner as those
of the casual reader from the information printed. If
this information is false, incomplete, confused or biased,
then the opinions that later will find their way into the
editorial columns will be fallacious, inadequate, harmful
in their effects.
State public utility information committees were
shown to be very successful in their work of dissemi-
nating traction information through matter supplied to
the newspapers. And finally, public speaking was shown
to be a most effective means of reaching the news pages
of the newspapers. The rotary clubs, merchants' asso-
ciations, etc., are glad to have representatives of electric
railways come and talk about a subject that interests
everybody in the community. As a result they come to
think of the street railway as a personality, and besides
thus creating a sympathetic understanding, the news-
papers will print a speech where they would ignore the
same thoughts sent to them as contributed matter. And
to get the most value of a talk of this kind, from the
advertising standpoint, it should be written out in
advance and given to the newspapers to be released
when the address is made.
740
Electric Railway Journal
Vol. 60, No. 19
Revamping an Interurban Line
Connecticut Company Operates Lines Between Torrington
and Winsted, Detached from Main System — Recent
Improvements in Power Facilities and Rolling-
Stock Have Brought About Substantial
Savings — One-Man Double-Trucli
Cars a Feature
IN JUNE, 1907, the New York, New Haven & Hart-
ford Railroad purchased the Torrington ^ Winchester
Street Railway, a line consisting of about 11.3 miles of
road between Winsted and Torrington, Conn., and 1.14
miles between the main line and Highland Lake. This
property is now owned by the Connecticut Company,
but is operated independently of the rest of the system,
TABLE I— SERVICE CONDITIONS COMPARED
Antici-
Actua! pated
1921 1922
Distance round trip, Torrington to Winsted, miles 22.60 22.60
Running time — terminal to terminal I hour 45 minutes
Headway 1 hour I hour
Speed, m.p.h II . 30 15
Weight of single-truck car (summer), lb 17,000
Weight of double-truck car (winter), lb 37,000 26,000
Seats per hour one way. summer 50 48
Seats per hour one-way. winter 40 48
Kilowatt-hours per car-mile 1.42 2.0
Car-hours annually 20,96 1 20,96 1
Car-miles annually 216.900 216,900
Inereaaed speed, per cent 33)i
Doereased running time, per cent 25
having no physical connection therewith. This property
had been operating at a deficit, and the possibility of
abandonment was considered. The improvements de-
scribed below were made with a view to permitting ser-
vice to be continued.
With the property was included a power plant, built
in 1897, with equipment satisfactory for that time.
However, the Connecticut Company management real-
ized that power could be secured more cheaply from a
modern plant, and arranged to purchase power from
the Winsted Gas Company, from which it is secured over
a high-tension line at 22,000 volts, three-phase.
The substation apparatus installed consists of two
200-kw. Westinghouse motor-generator sets, with three
TABLE II— OPERATING EXPENSES COMPARED
Antici-
Actual pated
1921 1922
Total maintenance of way and structures $10,030 tlO,030
Total maintenance of equipment _......_.. 5,862 6,507
Total Power, based in both cases on new substation being
in operation and power purchased at 3 cents per kw.-hr 9,240 13,014
Total conducting transportation, exclusive of wages of
tnotormen and conductors ^'1^' t'tW
Annual platform expenses 23,341 "•*',
Total traffic (cre<lit) I»J 1 W
Total general and miscellaneous 5,216 5,216
Total operating expenses J55,950 ^'9'Saa
Decreased operating expenses eaX
Interest and depreciation on new cars ( 1 5% of $30,000) 4,500
Annual saving $798
125-kva. transformers. Much of the apparatus is of
the outdoor type.
The new equipment cost about $20,000, and energy is
purchased for 2i cents per kw.-hr. The company
estimates that, using the fiscal year ending Dec. 31,
1921, as a basis, the cost of energy for the current year
will be about $10,000. Adding interest at 7 per cent
and depreciation at 4 per cent on the new equipment,
the total cost of energy for the year will be $12,000.
In 1921 the cost for power was $19,800. As the total
. operating expenses for a year are estimated at $66,000,
the change mentioned will save the company 11.8 per
cent of the operating expenses.
While the rehabilitation of the power supply in this
case is important, the change in rolling stock is also a
feature. The company purchased three double-truck
one-man safety cars, of which the details were given in
the Feb. 18, 1922, issue of this paper, page 576. These
cars are heavier than the old single-truck open cars
which were used, but are lighter than the old double-
truck cars.
The accompanying tables give details of the actual
figures for operation in 1921, and the anticipated re-
sults for 1922.
Table I is based on the assumption that the car-miles
and cai--hours for 1922 will be the same as those for
1921. On the basis of actual operating expenses for
1921, a saving of about $800 results in addition to the
improved service.
Detailed figures for operating expense are given in
Table II, from which it will be seen that, putting the
power end of the proposition on an equable basis, the
increased cost for equipment maintenance and power is
expected to be more than offset by the decrease in plat-
form expense.
Equipment maintenance is estimated at 3 cents per
car-mile for 1922, which while more than that for 1921,
is much lower than that for 1920. In making compari-
sons, therefore, it would seem more reasonable to esti-
mate a saving rather than a loss in equipment mainte-
nance, which would be shown by averaging the figures
for 1920 and 1921, giving 3.27 cents per car-mile. With
this change, the equipment item of expense with normal
expenditures would be about $6,860, or an increase over
the actual of about $1,000. Allowing for this increase
in the 1921 expense, the saving by the use of the new
rolling-stock would be $1,798 instead of the estimate over
the actual expense of 1921 of $798. This should indicate
a return on the investment of 6 per cent, without allow-
ing for any increased patronage which would result from
better service.
Commission Has Big Job Done Free
HAVING work done for you without having to pay
for it is one of the accomplishments of the New
York Transit Commission, which had a $20,000 steno-
graphic job done last year without paying one cent for it.
Chairman McAneny and Secretary Walker have been
receiving congratulations over this unusual feat. This
is how it happened. A year ago the secretary of the
commission advertised for bids for making three
mimeograph copies and twenty printed copies of all
important hearings. The contract provided that the
contractor could sell to outsiders copies of the proceed-
ings at 10 cents a hundred words, the contractor to give
to the commission a rebate of 7 cents out of the 10
cents.
The rebate on the year's work paid the entire
cost of the work and left a balance besides. In short
the General Shorthand Reporting Company, which did
the job, actually paid for the privilege of doing the work
for the commission. Jay McNamara, the manager of
this company, found a sufficiently large number of private
customers who wanted copies of the commission's find-
ings. His customers became numerous enough so that he
made money for the city and probably a little for him-
self. He explained to the commission that nothing was
owed him inasmuch as the rebate account exceeded
everything charged against the commission. Secretary
Walker, in commenting on the work, praised Mr.
McNamara for his expert service.
November 4, 1922
Electeic Railway Joubnal
741
A Four-Page Resume of the Four-Day Chicago
A.E.R.A. Convention
A Tabloid Review of the Important Thought Advanced During the
Recent Annual Meeting, Designed so that the Busy Executive May Gain
by Thirty Minutes Reading a Comprehensive Idea of All that Took Place
IF THERE was any one topic
that stood out as a major
interest in the deliberations
of the American Association, it
was that of public relations.
There was a symposium of
short addresses on it; it was
largely the theme of several
addresses, and the principal
topic, naturally, in the meeting
of the publicity men who took
first steps toward the forma-
tion of their group into a
public utility division of the
Associated Advertising Clubs
of the World. The great im-
portance of cultivating the good
will of the public was empha-
sized all through the conven-
tion.
It was brought out that har-
monious conditions must be
established between the man
who puts up his money, the •
man who gives his time and
effort to running the road, and
the man who rides and pays money for these services.
This reciprocal relationship can never exist until public
relations are on a broad and proper basis. Further-
more, the operation of public utilities can never be so
successful as it should be until the situation now com-
monly existing is changed, whereby a man on the out-
side looking in on a company's business has the final
say in running it. Instead he must be on the inside and
assume the full responsibility that goes with the job.
If the man outside thinks he can run the road better than
you can, and will pay you back what you put into the
proposition, let him run it.
This was not an advocacy of municipal ownership,
tut the conclusion of M. C. Brush, formerly a leader in
the industry, but now out of it and therefore feeling
free to express his views candidly on the need for the
public in pursuing regulatory control to be financially
interested in the outcome of it.
Keeping local organizations informed of the true
circumstances with respect to the electric railway was
cited as an effective approach to better public relations.
They constitute a means of collective bargaining with
the people just the same as the union does with
employees. The value of newspaper advertising was
emphasized. As to the perplexing question of how much
money it is good business to spend on advertising, the
thought was put forth that the average street railway
can, with advantage to the company and the community
served, spend 1 per cent of its gross earnings on paid
advertising.
Gaining the confidence and co-operation of employees
and then to reach the public through them was much
so MUCH takes place in the short space
of four days among the several affiliated
associations at the annual convention of
the American Electric Railway Associa-
tion that it is impossible for one sttending
the meetings faithfully to comprehend the
full scope of the proceedings because of the
several simultaneous sessions. Further-
more, it requires considerable time to
acquire an idea of all that took place from
a study of even the much-condensed
account published in the Electric Railway
Journal, for this report of the recent
Chicago convention filled 103 pages. The
verbatim report published by the Associa-
tion later will run into many hundreds of
pages. Hence the purpose of what follows
is to give in the space of four pages an
extremely brief but comprehensive resume
of the important thought advanced and
business done at the convention in the
American, Transportation £ind Traffic,
Engineering and Accountants' Associa-
tions. A summary of the proceedings of
the Claims Association was published in
the issue of Oct. 21, page 663, as prepared
by Retiring President Cecil G. Rice.
— Editors.
emphasized as an essential and
also effective means of win-
ning good will. The value of
the window signs, the poster
in the carhouse, the pay enve-
lope stuffer, and other company
mediums, were extolled as effec-
tive methods for educating em-
ployees and public. Company
publications were also shown
to be very useful in cementing
and holding together the com-
pany, customers and employees.
Publication of commendations
for employees in the company
publication stimulates em-
ployees to a desire to please
patrons. A word from a pleased
customer is the most valuable
form of advertising a company
can get.
Another approach to the
people is through the daily story
of the street cars carried in the
news columns of the press. It
is vitally important that the
press publish the facts concerning the electric railways,
and to this end facts must be supplied. Neglect to make
provisions for seeing newspaper reporters when they
call was considered inexcusable. If the executive is too
busy to meet the reporters regularly himself, he should
assign to some responsible member of his organization
the duty of doing so. Editorial expressions are based
on statements that first appear in the news columns.
The editor reads his own paper and his competitors'.
His opinions are formed in the same manner as those
of the casual reader from the information printed. If
this information is false, incomplete, confused or biased,
then the opinions that later will find their way into the
editorial columns will be fallacious, inadequate, harmful
in their effects.
State public utility information committees were
shown to be very successful in their work of dissemi-
nating traction information through matter supplied to
the newspapers. And finally, public speaking was shown
to be a most effective means of reaching the news pages
of the newspapers. The rotary clubs, merchants' asso-
ciations, etc., are glad to have representatives of electric
railways come and talk about a subject that interests
everybody in the community. As a result they come to
think of the street railway as a personality, and besides
thus creating a sympathetic understanding, the news-
papers will print a speech where they would ignore the
same thoughts sent to them as contributed matter. And
to get the most value of a talk of this kind, from the
advertising standpoint, it should be written out in
advance and given to the newspapers to be released
when the address is made.
742
Elegtblc Railway Journal:
Vol. 60, No. 19
In regard to the general business situation, H. A.
Wheeler, a Chicago banker and formerly president of
the United States Chamber of Commerce, said that
"there is more money for investment available now than
ever before in the United States. There is nothing
unfavorable in the business situation. The electric rail-
way business has bridged a period of great distress and
has come into easier conditions of operation. But there
is no assurance of freedom from political interference."
Carl D. Jackson, chairman Wisconsin Railroad Com-
mission, brought out in his address how paving burdens,
excessive taxes, unregulated competition, and other
obstacles to the giving of good service are to the detri-
ment of the rider. He also laid stress on the importance
of co-operation between regulatory and taxing bodies.
Hon. Walter W. Warwick, former Comptroller United
States Treasury, advanced the thought that perhaps the
best opportunity to secure the large amount of new
money required by the electric railways each year is to
go to the plain citizen, the man of small means, who
went into the investment business in large numbers
during the war and now is ready to invest money got
out of government securities, or additional savings, in
something else. This man is the man for the electric
railways or any other vital industry that needs new
money and friends. But this plain citizen wants some-
thing more than a promise to pay if all goes well. He
wants first of all to know all about your business, just
as he did about the Liberty bonds when he invested in
them. The railway having won his investment, he will
stand with you and fight with you as long as he is con-
vinced that your methods are honest. If you want to sell
this plain citizen, it is best to be prepared to talk his
language. The average financial statement goes over
his head, and some one who talks plainly will get his
support and his money.
The Convention Thinking on the Bus
In the course of his address, Mr. Warwick made refer-
ence to the bus problem and expressed confidence that
the electric railway is in no danger of displacement. He
said that electric railways have been, and they will
remain, our chief means of local transportation. He
did not expect to see street cars supplanted by buses.
The latter are efficient for light traffic, but they cannot
serve mass transportation. The experience in England
has proved this, he believed. Buses give way to tram-
ways wherever trafl!ic increases to a point to warrant it.
He said he doubted if any large American city could
handle its traffic with buses exclusively; certainly not at
a reasonable fare.
Mr. Brush addressed the convention pointedly on this
subject and reminded the members that they are trans-
portation men, not merely electric railway men. "You,
gentlemen, are experts in managing transportation," he
said. "You ought not to sit by and let any beggar buy a
truck and put some seats in it and go into this business
as a novice, merely because you say the people have got
to ride in j'our cars. . The transportation manager
should not hold any such idea, because it cannot be
done. Therefore, I want to say that I want to see the
men whom I have known so well for so many years
become 'transportation men' and undertake successfully
to furnish that character of transportation which the
people want and for which they will pay enough to insure
a fair return on the amount of money invested in the
business. It is immaterial whether this transportation
be by airplane, electric bus, perpetual motion machine
or anything else. ... I do not care whether people ride
in buses or wheelbarrows, but why permit these parties
to come in and undertake to furnish something which
you have been trained to do throughout your lives and
to embark in competition with your business, in which
you are expert?"
The committee on trackless transportation took the
position that all of the transportation requirements of
any community should be furnished by one agency
and that that agency should be the electric railway
company. The public has already been convinced to a
large extent that this business is a natural monopoly,
and hence it is the duty of electric railway men, as
public servants charged with the responsibility for
conducting the highway transportation, to study and
consider the availability of every feasible unit or
method for furnishhing this service. The committee
also stated that while it recognized that the electric
car running on rails is the most reliable and economi-
cal method of urban, suburban and interurban travel,
especially for mass transportation, there is, however, a
field in transportation in which the railless vehicle can
furnish service satisfactory alike in operation and
economy. This applies where the traffic is so light that
the higher cost per passenger while operating the bus
is offset by the relatively high fixed charges per passen-
ger which result from the electric railway's investment
in tracks. The possibility of utilizing the motor bus or
trackless trolley should therefore be kept in mind by
electric railway operators, the committee admonished,
either where they are confronted by the necessity of
extending transportation service into sections where
traffic will be light, or in the economically similar situa-
tion of being required to rebuild tracks on a line where
the traffic is too light to warrant the new track invest-
ment. In the latter case, the economic procedure might
be to abandon the track and install bus service.
In considering the effect of bus service upon the
financial situation of the electric railways, the com-
mittee concluded that if the services of both means of
transportation are co-ordinated, the net return of each
will be reflected in the net return of the electric rail-
way. Part of the new capital required annually in the
operation of a street railway may well be used in the
development of trackless service in the field above men-
tioned. Present investment in the electric railway is
thereby conserved, the growing demand for service met,
and the return to the investor stabilized. In addition
to the function of supplementing street railway service
at the same rate of fare, there exists in some of the
larger cities a demand for a transportation service at
a higher rate of fare which shall insure a seat for every
passenger.
A Pacific Coast railway man had found from his
experience that in addition to whatever benefits may'
be derived from an electric railway company putting
money into the stage business itself, the greatest benefit
is that which comes from co-operation with the inde-
pendent stage men. In Seattle the railway company
has adopted the policy of owning the trunk line facili-
ties, both interurban and stage, and of offering facili-
ties to independent operators at the various terminals,
such as ticket facilities, joint advertising of schedules,
etc. As a result there has been a great use of these
depots by independent operators who bring in large
numbers of passengers to the interurban lines. This
has produced an improvement of 40 per cent in the
net earnings of the interurban in the past six months.
November 4, 1922
Electric Railway journal
743
The example thus set by the interurban has meant more
money for both railway and stages and has generally
improved the whole transportation situation of the com-
munity.
The motor vehicle regulatory law developed by a
committee for proposal as a uniform law throughout
the country suggested the levy of taxes for the use of
the highways on a ton-mile basis, the rate to be lowrer
for pneumatic tired vehicles. It would also require
liability insurance and a bond conditioned on the pay-
ment of all fees, taxes and charges due the state.
Safety of vehicles, twenty-one-year-old drivers, a speed
limit of 25 m.p.h. for passenger buses and 20 m.p.h.
for freight trucks would also be required. One
prominent executive in discussing this proposed uni-
form law pointed out that any regulation which may
seem to impose heavy burdens upon the motor carriers
may some day come back to plague those railways who
go into the business themselves.
The committee on valuation reported that the most
recent decisions uphold "fair value of the property at
the time of inquiry" as the proper basis for rate mak-
ing. As a result of the committee study, the associa-
tion took the position that the yardstick method of
valuation be employed wherever applicable, that en-
deavor be made to complete arrangements with the
National Association of Railway and Public Utilities
Commissioners for a search for broad fundamental
principles of valuation, and that a study be made of
price trends and a method worked out by which they may
be used in determining fair value of the property.
In the matter of federal taxation the association
decided on the policy that any sales tax passed by Con-
gress should follow the example of the French and
Canadian acts and exempt regulated industries, and
that it should provide sufficient revenue to enable the
elimination of the existing surtax and excess profits
tax on individual and corporate incomes; that on the
question of the normal income tax the public utilities
should urge that this should not exceed the present
rate; that any tax on undistributed earnings of cor-
porations should be so worded as not to apply to earn-
ings which are reinvested or held for reinvestment in
the property within twelve months after the year in
which they accrued, or which, together with the earn-
ings distributed, do not exceed say 10 per cent return
on the value of the property; that in the event the
sales tax is not passed, an attempt should be made to
have reduced the very high registers of the surtax on
personal incomes on the ground that the present regis-
ters are so confiscatory that they are defeating the
purpose for which they were created.
The work of the committee on education urged the
desirability of co-operation with institutions of learn-
ing in arranging summer work on electric railway
properties for students as part of co-operative courses;
that the supervisory forces on an electric railway be
given instruction in the fundamental economic prob-
lems of the industry in general and of the property
employing them in particular; and that Americaniza-
tion work be taken up among employees who do not
speak English ; and finally that there should be provi-
sion for instruction in courtesy to the public.
Activities of the Accountants' Association
The Accountants' Association laid particular stress
upon the wisdom and advantage of using the budget
system in making expenditures. The need for fore-
casting revenues and expenditures for the period ahead
was considered essential to businesslike and economi-
cal operation of a railway system. One of the greatest
activities the Accountants' Association can follow was
considered to be to work out a proper system of ac-
counts for depreciation. The Accountants' Association,
in conjunction with the public relations committee Oj.
the parent association, is working with the Interstate
Commerce Commission in the endeavor to establish
proper rules for depreciation.
The Accountants' Association heard a very able paper
which developed the fundamentals of scientific account-
ing. It also held a joint meeting with the Engineering
Association and discussed methods of instituting better
co-operation between engineering and accounting de-
partments.
Transportation and Traffic Association
The program of the T. & T. Association was an
epitome of the work of the transportation manager.
The committee reports and papers discussed the three
fundamentals of transportation; first, supplying the
means of transportation service, i.e., the best type of
car and the best type of platform employee; second,
providing that the car shall run through the streets
safely but rapidly; and third, inducing the public to
patronize the service thus presented.
Recognizing that the natural tendency of any pro-
ducer is to view the problem of the best way of selling
his service rather too much from his own standpoint,
the association wisely followed the plan of last year
in asking some one from outside the association to
talk on this phase of the work. Last year the
association secured the viewpoint of an expert
salesman, W. L. Goodwin, general manager Society for
Electrical Development, who argued in favor of the
establishment of a sales organization on each property.
This year Edward Hungerford also made some valu-
able suggestions. His points related primarily to
publicity and public relations, and may be summarized
by the advice to make the goods for sale attractive,
even to the point of meeting the prejudices of the pur-
chaser if they are not too unreasonable. In other
words, if the purchaser thinks more about the shape
and color of the package in which the goods are sup-
plied, as, for example, if he wants tickets sold in
advance, it is good policy to accommodate him, even if
no actual reduction in fare is made. Other valuable
suggestions were made in the report of the committee
on merchandising transportation, and then the meet-
ing ended with the round table on the weekly pass. The
most striking feature of this discussion was the satis-
factory results noticed on each property using the pass.
The report and discussion on traffic regulations em-
phasized the revolution effected in street movement and
occupancy by the general use of automobiles. This
change comes in part from the large number of vehicles
moving on the streets, but in still greater degree from
the street congestion produced by parking of vehicles.
This latter point was particularly emphasized by Lieut.
John Martin of the Chicago Police Department, who
unreservedly declared that the present Chicago ordi-
nance which prohibits parking in the Loop district be-
tween 7 and 10 a.m. and 4 and 7 p.m. is not sufficient.
Prohibition of all parking in this district, in his opinion,
will greatly simplify the traffic problem. He admitted
that this is difficult to bring about because merchants
seem to have the idea that their business would be
interfered with, but actually an unobstructed front
before a store is far better from a business point of
744
Elkctric Railway Journal
Vol. 60, No. 19
view for the proprietor, and vehicles should simply be
permitted to load or unload passengers or merchandise.
An ordinance permitting parking for even a limited
time within the business district is inadequate.
The safety discussion consisted largely of testimony
to the necessity of safety measures in modern railroad,
ing. The extended campaign conducted by the chairman
of the safety committee, including an elaborate exhibit,
and the addresses on safety before the other associations
impressed this idea firmly on the delegates.
Car design was considered and it elicited much inter-
est. The discussion showed that the turnstile car is
one of the live developments in one-man car design at
present, though all managers are not united in its
favor, and that the Chicago automatic exit door is a
very likely development in future one-man cars.
The discussion on personnel and training of trans-
portation employees centered around the report of the
committee on that subject which is opening up a new
vista on this phase of the subject. It developed the fact
that the Market Street Railway had been applying spe-
cial tests to motormen for a year or more, which devel-
oped some very interesting practical data as to the worth
of some of the suggested schemes of determining good
and poor men. A paper by a Baltimore doctor demon-
strated the scientific possibilities of studies along these
lines. The convention concluded with an "interurban
hour," which was considerably longer than an hour
a?hd proved as useful to interurban men as any previous
session of the association. Perhaps the most interesting
part was the description of the bus situation in Cali-
fornia, where the largest electric railways are installing
motor bus lines.
The Engineering Association's Work
At the Chicago meeting, possibly even more than
usual, the Engineering Association convention was the
fruition of a strenuous year of committee work. Reports
of committees containing nearly 500 pages had been
distributed generally to the membership in time for
inspection, if not for assimilation in advance of the
meeting. The educational value, along engineering
lines, of the reports and discussions was great. The
decision of the association to put the Engineering
Manual into really convenient form for use was note-
worthy. At reasonably frequent intervals the members
will now have up-to-date Manuals without the almost
impossible task of keeping their loose leaf copies revised.
The specifications contained in the Manual were much
enriched this year, particularly by the work of the com-
mittee on way matters. The committee's specifications
for standard frogs and car-clearance easements, loca-
tions of tongue switches at crossovers and turnouts, and
sundry track materials received unanimous approval.
The Chicago meeting would have been worth while if
only as the occasion for inaugurating the much-heralded
rail-joint tests. The American Association showed its
confidence in its engineering auxiliary by voting to put
$10,000 into engineering research. This sets a prece-
dent, and if the engineers can demonstrate that money
invested in this way will bring a satisfactory return to
the investors, they will have paved the way for other
much-needed research in the future.
Closely related to this work on rail joints was the
discussion at the joint session of the American Welding
Society and the Engineering Association. The industry
is going to benefit by this co-operation, an example
being the rail-joint tests referred to above, which will
be made under the auspices of the American Bureau of
Welding, a subsidiary of the Welding Society with
representation from the Engineering Association and
other interested bodies.
The engineers showed their common sense in deciding
to get together on the subject of rail and wheel tread
contour. As rails and wheels are continually engaged
in modifying each other's contour, it would seem that
the coming joint study of the subject will bring results.
Heretofore the equipment and way committees have
been asked to co-operate, but no adequate machinery
was provided to harmonize conflicting requirements.
The new joint committee will this year undoubtedly
have many interesting conferences and ought by next
fall to get somewhere. In view of the appointment of
this committee the association decided not to revise the
wheel contour standards this year.
The committee on power distribution reported on an
interesting bit of work, the magnitude of which is likely
to be overlooked. This committee, in order to bring out
the essentials of distribution with the aid of automatic
substations, set for itself a hypothetical installation which
was made as nearly practical as such a problem can be.
Then a number of different solutions for the problem
were found, and the results were tabulated in such a
way as to permit ready comparison. As the committee
members had access to all available data on their sub-
ject, their solutions ought to prove highly suggestive.
Railway companies would pay a consulting engineering
firm a large fee for a piece of work like this. Here it
is had for nothing. They would probably appreciate
it a great deal better if they paid for it.
Real progress in the direction of car design stand,
ardization was indicated in the report of the committee
on unification in car design. The committee made con-
crete recommendations as to certain details. The report
was approved and continuation of the work was voted.
The work on standardization of shop layouts, done by
the committee on buildings and structures, also was
notable. The inclusion in the Manual of suggested lay-
outs will, it is believed, increase the present tendency
to more effective arrangement of shop equipment.
The engineers showed by the work of their com-
mittees on engineering-accounting, and purchases and
stores and by the time devoted to these subjects at the
meeting that they are vitally concerned with costs. This
will serve to offset the belief sometimes held that engi-
neers are likely to overlook the economic phase of their
activities.
There was some disappointment in connection with
the report of the committee on heavy electric traction,
not entirely unexpected, in the statement that the plan
of the association for a co-operative committee had not
met with general approval from other associations. An
"American committee on electrification" seemed so
obviously desirable a thing that postponement of its
realization is unfortunate. Such a committee will, of
course, be formed in time, and the sooner it is formed
the less duplication of work will there be in compiling
information on current practice in this field.
After careful study of the suggestions made by the
retiring president, W. G. Gove, last year, the committee
on reorganization reported that many of Mr. Gove's
ideas have been since carried out or are in process of
being carried out, but that the constitution and by-laws
of the association provide substantially for its needs.
This will prove gratifying to those who were active in
formulating this document many years ago.
November 4, 1922
Electric Railway Journal
74.T
Paris-Orleans Railway Electrification Is Progressing
The Large Number of Locomotives Which Have Been
Ordered for Initial Installation Will Be Largely of French
Make, but America Will Furnish the Control Equipment
AFTER careful investigation into the possibilities
l\ of electrification, the railroads of France have
1 \. decided to electrify more than 5,000 miles of their
tracks. The following lines have all made definite plans
for electrification: The Paris, Lyons & Mediterranean,
running to Marseilles, Nice, Monte Carlo and into Italy,
as well as into the Alps, where heavy grades are en-
countered; the Midi, operating in the southern part of
France, and the Paris-Orleans.
The Paris-Orleans Railway is taking the initial step
in electrifying approximately 143 route-miles, including
its main line extending from Paris to Vierzon. The
trains of the Paris-Orleans leave Paris from Quai
d'Orsay station, traveling first through one of the most
densely populated sections of Paris. They then head
practically southwest for Orleans, a distance of about
75 miles. En route to Orleans, the road passes through
Bretigny, from which point a short branch line to Dour-
dan will be electrified.
Orleans, a city of more than 70,000 inhabitants and
located on the River Loire, is the terminal for a large
number of lines. This city, which is one of the oldest
in France, is famous for its celebration each year of
the anniversary of its deliverance from the English by
Jeanne d'Arc in 1429.
From Orleans the line runs by Nouan and Sabris in
passing to Vierzon. Vierzon, which is approximately
123 miles from Paris, is the terminus of the steam-
engine division which the railroad is now electrifying.
For operation over this zone and a future extension
south of Vierzon 200 locomotives will be purchased.
The orders for the first 120 locomotives have already
been placed with a group of French manufacturers,
namely, Compagnie Electro Mecanique, Societe Schnei-
der, Forges et Ateliers de Construction Electriques de
TABLE I— LOCOMOTIVE DIMENSIONS
Length between buffers. 4 1 ft. 5 in.
Length of cab 36 ft. 3 in.
Width of cab 9 ft. 10 in.
Total wheelbase 28 ft. 1 1 in.
Rigid wheelba-w 8 ft. 10 in.
Distance between truck center pin* 10 ft. 0 in.
Diameter of new wheels 47i in.
Thickness of steel tires 3 in.
Jeumont and Compagnie Thomson-Houston, each of
which will build a portion of the locomotives or equip-
ment.
Each locomotive will rate approximately 1,400 hp.
for one hour and approximately 1,200 hp. continuously,
both ratings being at 1,350 volts direct current. A
single box cab will be -mounted on two 0-4-0 swivel
trucks, the total weight of locomotive complete being
approximately 66 tons (132,000 lb.). The mechanical
parts, however, will be of sufficient strength to permit
of ballasting to 79.35 tons, without any modification
other than a change in springs.
The dimensions of each locomotive are given in
Table I.
The specified tractive efforts for these locomotives are
given in Table H, these being with a gear ratio of 21
to 62 and wheels of 471-in. diameter. Each axle will be
driven by a series-type, 1,500-volt, four-pole motor
rated at 300 hp. continuously at 1,350 volts and 350 hp.
for one hour at 1,350 volts.
Details of the Control
The complete control equipment will be built by the
Westinghouse Electric & Manufacturing Company at
its plant at East Pittsburgh, Pa., which furnishes the
following information regarding the details:
The locomotives are designed for double-end control,.
r
^— jmgn
fm
F:
i
"^1 >s
i
•
■ «
.\T Left, One of the U.nit Switches Which Help Make Up the;
Complete Control Switch Grohp. At Right. Master
Controller with Cover Removed, Arranged
for Left-Hand Drive
multiple-unit operation and are governed through a low-
voltage battery train line. Westinghouse type-HBF
electro-pneumatic control, now standard on many of the
large roads in America, will be used. The main circuit
diagram of this is shown in the accompanying diagram.
The motors will be connected first in series, then in
series-parallel and finally in parallel. Twelve series
notches, nine series-parallel notches and nine parallel
points will be provided. The last two notches of each
combination are field control notches, the field strength
being reduced by means of inductive shunts as shown.
Variations in tractive effort from notch to notch must
TABLE II— SPECIFIED CONTINUOUS TRACTIVE EFFORTS
AND SPEEDS
Tractive Effort Speed
in Pounds M.p.h.
15,600 6.4
12.200 8.6
15,600 13.7
12,200 17.9
15,600 28,4
12,200 36.8
Series connections Full field
Series connections Min, field
Series-oarallel connections Full field
Serie.s-parallel connections Min. field
Parallel connections Full field
Parallel connections Min. field
be kept very low on account of the limited strength of
the car couplings. The circuits are arranged so that
regenerative control and dynamic braking may be pro-
vided later with a minimum change, by adding the
necessary equipment in space left for that purpose.
None of the locomotives will be provided with regenera-
746
Electric Railway Journal
Vol. 60, No. 19
tive control at present, but extensions to the south of
Vierzon will be over profiles which will warrant the use
of this feature.
Power is to be received either through third rail
shoes or from an overhead wire. It was the purpose
at first to use a third rail along the entire length of line
except at stations, crossings, yards and similar points,
<C> Panta^ixiph
Resistor
Renisfors
°^ •^Thuxi rail
— f 1 ' ^ho2
= Unit swikhci Grvund
® Cam awi'khei
Main Circuit Diagram. Electro-Pneumatic Control for
Paris-Orleans Locomotive
but the idea has been modified so that the use of the
overhead conductor will be considerably extended.
The pantograph trolleys will be of the air-raised,
gravity-lowered type. A main knife switch will be pro-
vided for isolating the locomotive circuits from the trol-
leys and another will disconnect the circuits from the
third rail shoes.
Both Unit Switches and Cam Switch Groups
Will Be Used
The main circuit connections will be made by means
of unit switches and cam-switch groups, each being
operated by compressed air at 70 lb. pressure. Use is
made of cam switch groups only where it is found de-
sirable to provide a mechanical interlocking of switches
and where the cam shaft can be arranged for two posi-
tions only. Where cam groups must have three or more
operating positions, the difficulty of stopping the cam
shaft on an intermediate position would introduce a
complication in the control and reduce its factor of re-
liability. Unit switches are also preferable for arc-
breaking service.
Overload protection is provided by the use of an over-
load relay for each individual motor circuit and also one
for the main feed. A ribbon type fuse is placed in thf-
circuit of each trolley and one fuse is placed on each
side of the locomotive connected between the third rail
shoes on that side and the main knife switch. Provi-
sion will be made for installing a high-speed line switch
at a later date, should this be found necessary in order
further to protect the motors against flashing.
One master controller will be placed in each end of
the locomotive, to the left of the locomotive center line,
with the brake valve to the left of the controller. The
controller handle extends to the left of the controller
for operation with the right hand. This arrangement
is to conform to the standard French system of running
on the left hand tracks.
Each locomotive will be provided with two blowers
for motor ventilation and two compressors. The blow-
ers will be arranged so that the failure of either will
not cut off ventilating air from the motors. Expulsion
type fuses will be used to protect these circuits. The
control battery will be charged in series with the blower
and compressor motors by the use of a battery-charging
resistor and relay.
Rigid Tests Must Be Met by Equipment
Before Acceptance
Very complete and thorough tests will be made of
the various items of equipment both before installation
in the locomotive and after the locomotive is complete.
Preliminary acceptance of each of the first ten locomo-
tives will be given only after it has operated satisfac-
torily for a distance of 15,500 mile's. The balance of
the locomotives will be given preliminary acceptance
after operating satisfactorily for a distance of 1,863
miles. Each breakdown of more than four hours will
extend the preliminary acceptance run by 621 miles
for every two days or less that the locomotive is out of
service due to defects. The preliminary acceptance for
the first ten locomotives, however, will be given within
three months after their delivery if the necessary mile-
ages have not been covered by that time. Subsequent
locomotives will be given preliminary acceptance at the
end of one month if the necessary distance has not
been covered within that time.
Final acceptance of each locomotive will bo given
one year from the date of preliminary acceptance pro-
viding the locomotive has operated a distance of 31,000
miles. If the distance operated has been reduced on
account of defective construction or design this final
acceptance will be extended three months if the loco-
motive has operated more than 21,700 miles and six
months if less than this distance. All dates, however,
are based on vei-y reasonable allowances and afford the
manufacturers every opportunity to fulfill their part of
the contract with the minimum of hardship.
It is expected that the first of these locomotives will
be in operation by Oct. 1, 1923. and that the order will
be completed by Jan. 1, 1925. This averages approxi-
mately four locomotives delivered per month between
these dates.
This electrification will be watched with considerable
Cam Switches for Paris-Orleans Locomotive Co.vtrol
interest, for while this division extends over a fairly
level country and no such tonnages are encountered as
are handled in America, the fact that a complete steam
division is to be electrified insures a direct comparison
between the operation by steam and electric and many
interesting facts are expected to be obtained from this
electrification.
November 4, 1922
Electric Railway Journal
747
Track in Paved Streets
At a Meeting at the Engineers' Club in Philadelphia This Subject
Was Discussed from the Standpoint of the Design
of Streets for Street Railway Traffic
ON OCT. 9, 1922, there was held
in Philadelphia, under the aus-
pices of the Engineers' Club of
that city, a conference on the desigfn and
construction of streets for street rail-
way traffic. Engineers from a number
of cities besides Philadelphia, including
a number of prominent electric railway
men, were in attendance. A full report
of this meeting will appear in due
course in Engineers & Engineering, the
publication of the club.
In opening the meeting John Meigs,
the chairman, extended the hospitality
of the club to the visitors present, and
then read a letter from John A. Griffin,
city engineer of Los Angeles, Calif. In
this letter Mr. Griffin explained that in
Los Angeles it is the practice to install
double track on streets 11-ft. centers
and put single track in the center of
the streets. Headers next to the rail
have been omitted in paving laid during
the last three years. Asphalt concrete
is now used in place of cement concrete.
In general the railway company main-
tains the pavement from 2 ft. outside
the outside rail on one track to 2 ft.
outside the outside rail on the other
track.
The next speaker was R. C. Cram,
engineer of surface roadway, Brooklyn
Rapid Transit System, who spoke on
track locations.
Track Locations
Mr. Cram said that the location of the
various utilities in the public streets is
becoming more and more a serious prob-
lem for the' municipal engineer. In the
large cities the street railway is the
only one which occupies the surface of
the streets, the others being under-
ground. The location of manhole heads
in the streets complicates the railway's
special trackwork. At one point in
Brooklyn there are eleven such heads at
one intersection. There is a need for
closer co-operation between municipal
and utility engineers in regard to loca-
tion, and many cities are finding it
desirable to set up special bureaus
charged with the design and location of
subsurface structures.
More consideration might well be
given to the possibility of constructing
normal sized sanitary and storm sewers
in two lines, one at each side of the
street. The construction of all such
sub-surface utilities prior to the con-
struction of street railway tracks of
permanent character is greatly to be
desired. Otherwise, there is apt to be
unnecessary digging up of the streets.
The sidewalk spaces, also, might be
more generally u.sed for locating cer-
tain utilities. There is some objection
to this from the legal standpoint, but
oh new streets these objections should
not obtain.
The central location of railway tracks
in streets is considered by all competent
authorities to be best for cities. On
wide thoroughfares parked spaces are
desirable for the cars. On them better
car schedules can be maintained and
operation of cars is quiet. Railways
can more conveniently maintain parks
than paving, and the tendency to neg-
lect the track is less when it is in such
locations than where pavements must
be opened for track repairs. Side loca-
tion of tracks, although found in some
cases, is not desirable from any stand-
point.
Where there are two lines of track in
the center of the street, a drainage
problem is presented since the crown or
cross-section used for streets without
tracks should not be employed. The
plan sometimes followed of dropping
the outside rail to conform to the crown
is not desirable. It increases paving
troubles and produces side thrust, with
consequent wear on track, wheels and
journals.
A frequent source of trouble with
tracks in central locations comes from
the disturbance of the sub-grade due to
settlement over cross-trenches made for
service connections, etc. The railway
has little control over such trenches,
and undue expense to the railway on
account of these trenches can be avoided
only through the co-operation of
municipal and utility engineers.
The influence of street widths upon
the location of all utilities is marked.
A minimum of 42 ft. is desirable. On
the other hand, when roadways reach
widths of 60 ft. there is temptation to
owners of trucks to back them up to
curbs and "hog" the available roadway.
Whatever the width of the street, the
track need not form an obstruction. It
is only when street car traffic is very
heavy on narrow streets that the rail-
way use of the street can be said to
restrict its use in any way. Even then
the parked automobile is more of a
nuisance than the street car.
The next address was on track speci-
fications by H. H. George, engineer of
maintenance of way Public Service
Railway, Newark, N. J. Mr. George's
remarks are abstracted below:
Track Specifications
Street railway engineers are con-
fronted with many factors in the deter-
mination of the type of track construc-
tion most suitable for the conditions on
their property. One factor is maximum
weight of equipment and volume of
traffic to be carried and another is the
condition of the soil on which the track
must be placed, and its ability to sup-
port the loads. Soil which under
natural conditions would be unsuitable
for supporting a track structure may
sometimes be made entirely satisfac-
tory by rolling into the soil cinders,
slag or crushed stone or, in the latter
case, it may be that the run of the
crusher will accomplish the best results
rather than the use of a uniform sized
ballast. Then again, conditions may be
such that drainage of some kind or
another should be resorted to. The
existence of storm water sewers in the
streets has a very large effect on the
conditions of the sub-surface soil in
many cases.
The last important factor is that of
economy, and it is in meeting this re-
quirement that the engineer is called
upon to exercise his greatest ingenuity,
and is largely responsible for the many
different details of track construction
in use by electric railway companies in
this country today. One engineer will
advocate stone ballast. According to
his ideas 6 in. of such ballast should
be placed under each tie. Another
engineer, while agreeing that stone
ballast is the proper material to
use, will say that 4 in. under the tie is
sufficient. Still another engineer will
say that just as satisfactory results are
obtained by the use of gravel, crushed
slag, or perhaps cinders for this pur-
pose. Probably all three are obtaining
satisfactory results, and it is here that
local conditions play a very important
part. In one locality crushed stone may
be scarce, it may have to be hauled a
long distance, while gravel is obtainable
locally at a low cost. In the other case
it may be that good cinders are obtain-
able whereas neither stone nor gravel
is to be had at a reasonable cost. Or
it may be that the natural soil condi-
tion is such as to make it unnecessary
to use any other than the natural soil
for ballast.
In the matter of ties, some engineers
specify white oak ties because they can
still obtain them locally or within a
reasonable distance of their property.
But it would be out of the question to
require every property to use white oak
for this purpose, for it could not be
obtained in sufficient quantities at any
price. There are plenty of other woods
which answer the purpose for electric
railway track conditions equally as well
at considerably less cost. Many other-
wise inferior classes of woods are made
entirely suitable for railway ties by the
use of a proper preservative treatment.
Tie plates may or may not be neces-
sary or desirable. This depends entirely
on the weight to be carried by each tie,
and the compressive strength of the
wood at right angles to the fiber. If
the rail base and the tie at the rail
bearing point are wide enough to pro-
vide a bearing area sufficient to keep
the unit compressive strength within
the proper working limits and prevent
excessive cutting during the life of the
tie, then tie plates are not necessary
and they only increase the cost.
748
Electric Railway Journal
Vol. 60, No. 19
As to the question of rails and joints,
we are again confronted with a large
assortment from which to choose. And
the worst of all is the fact that the rail
manufacturers are apparently willing
to continue to make new sections as
fast as a railway company with suffi-
cient influence makes a request for one,
sometimes making that company pay
for the cost of the new rolls, and some-
times absorbing this cost in its general
manufacturing overhead. In many
cases the differences between rails are
so slight as to be hardly noticeable.
Here again weight of equipment, vol-
ume of traffic, design of wheel treads
and flanges, as well as details of the
rest of the track structure must enter
into the discussion.
Some street railway engineers advo-
cate a rigid track structure, that is
either steel ties encased in concrete or
some form of concrete beam support,
while others advocate an elastic or
resilient supporting structure for their
rails. I have some very decided views
on this subject but will not express
them for it would open up a field for
extended discussion which has no place
at a conference of this kind.
The point to which I have been
endeavoring to lead throughout this
discussion is the impracticability of
preparing a definite specification for
street railway track construction which
is best for all conditions. Neither is it
desirable to set up two or three types
as standard and say to the railway
industry "use this type here, or that
type there." Such a specification or
standard design would work an unnec-
essary financial hardship on the largest
percentage of street railway companies
and would probably not give the best
results to a great many others who
were financially able to build in accord-
ance with it. And not only must econ-
omy in first cost be considered, but
economy in subsequent maintenance as
well. And last, there is still the fact
to face that track wears out and must
be replaced and it should be so designed
as to permit the maximum salvage at
the time of reconstruction. This is
equally desirable in the case of pave-
ment. Thus concrete pavement in the
track space can be put down at a very
reasonable figure, and when it is laid,
it looks fine, but rails have a peculiar
habit of breaking every once in a while,
and the joints go bad and the concrete
has to be taken up, and it is almost
impossible to make a satisfactory re-
pair job on concrete work. If a com-
pany is trying to rebuild, the salvage
value of concrete is practically nothing.
As pavement is an item that is apt to
be frequently disturbed, the cheapest in
first cost is often the most expensive in
the long run.
Standard specifications for the mis-
cellaneous materials entering into a
track can and should be prepared, but
to say that any given combination will
result in the best track for all condi-
tions would be about as ridiculous as to
say that there is one best automobile or
one best of anything else that is manu-
factured by assembling a number of
different units together. A track de-
sign that might prove entirely satis-
factory with one type of pavement
would probably be far from suitable
with several others. The experience of
others is a good guide as to what may
be expected from any particular type
of construction, but this experience
should be determined from careful per-
sonal observation and not from camou-
flaged reports. Efforts along this line
should be directed toward laying
down the principles which should pref-
erably be followed for various given
conditions in order that the best results
may be expected.
Mr. George was followed by W. W.
Wysor, chief engineer United Railways
& Electric Company of Baltimore, who
spoke on the design of street railway
tracks. An abstract follows:
Design of Street Railway Tracks
In designing street railway tracks,
there are so many factors to be con-
sidered that it is impossible to provide
specifications that would govern in all
conditions. Any specifications that are
prepared, therefore, and which are
meant to apply to the entire track
structure, should be only very general
in character. Once the particular type
of construction is decided upon, more
detailed specifications may be prepared ;
but, even then, local conditions must be
considered, if we are to attain the best
results from a structural as well as
financial point of view. Some of the
conditions that must be taken into
account in the decision as to the type
of track to build are:
Type, weight, etc., of equipment that
will operate over the track.
The kind and volume of vehicular
traffic, other than street cars.
Nature of underlying soil.
Other structures in the street.
Climatic conditions.
Width of streets and character of
paving used.
Character of community served.
Lastly, but by no means least, the
financial condition of the concern re-
sponsible for the railway.
Manifestly, the light, cheap construc-
tion, often found in small towns, would
not be suitable for a busy metropolitan
district, nor would the heavy, expensive
track employed in the congested parts
of big cities be justified in the country
village.
From a strictly railway point of view,
the ideal type of track would be a tee-
rail on private right-of-way, but that
is obviously impossible. In down-town
areas, the necessity of having the entire
street available for vehicular traffic of
all kinds makes it necessary to pave
over the track area and hence to adopt
some type of track structure suitable
for such paving. In outlying districts,
however, where width of streets will
permit, it is desirable to maintain the
track on a private way, with a drive-
way on each side. This private way
may be inclosed by a curb, hedge, grass
plot, row of trees, etc., as the width of
the street, character of community and
individual taste may dictate. This type
of construction permits higher speed,
makes for greater safety, less noisy
operation, and is less expensive in first
cost as well as upkeep.
On very wide boulevards, where there
is a large volume of vehicular traffic,
it may be desirable to enlarge upon this
plan and provide three driveways by
separating the tracks, and putting in
a center driveway for high speed
vehicles.
But it is with tracks in paved streets
that we are principally concerned at
this time and, in deciding upon a type
which will meet the particular require-
ments, we should consider not only the
first cost, but the cost of maintenance
and replacement and the ease and fa-
cility with which repairs and replace-
ments may be made. Perhaps the ideal
track would be one built along the
highly scientific lines of the Deacon's
masterpiece, the wonderful "One Horse
Shay," where all parts were equally
good and where a breakdown of one
part before another was impossible;
but it would be very embarrassing to
have the tracks crumble to pieces about
5:30 some busy afternoon.
Let us now consider the influences
which cause track to break down or
wear out:
1. The wear and tear of the cars
themselves.
2. The wear and tear of other street
traffic.
3. The presence of other structures
in the street, which necessitates the fre-
quent tearing up of the paving, thus
impairing the track foundation.
4. Climatic and weather conditions.
5. Presence in the soil of substances
which cause chemical, electrolytic or
other destructive effects.
That portion of the track structure
which directly receives the wear of cars
and vehicles is the rail and, assuming
that we have chosen wisely and well in
selecting the other materials that go
to make up the entire track structure,
the life of the track is determined by
the rail. Therefore, we should select
a rail which will give maximum life,
as well as meet satisfactorily the local
conditions. The rail should be heavy
and stiff enough to withstand the
shock of traffic without undue bending
or vibration. Opinions vary greatly on
the best type of rail, but, probably, all
will agree that what might be required
for one place would be unnecessarily
expensive for some other location; or
that, where a so-called "girder" rail
may be desirable in some streets, in
others a tee-rail will answer every re-
quirement equally as well and, at the
same time, be more economical and
more satisfactory from an operating
point of view.
For main streets, where improved
paving is used, or for heavy traffic,
where there may be unimproved pav-
ing, the writer believes in heavy rail of
whatever type, and that the compara-
tively small added cost of a heavy over
a light rail is more than justified in the
longer life thus given to the track.
That engineers differ on the design
of rail or that local conditions require
different treatment is attested by the
large number of sections that have been
rolled and still others that are being
November 4, 1922
Electric Railway Journal
749
added to the list from time to time. At
least two of the more recent sections
were designed to meet local conditions
entirely.
The next thing of importance is the
selection of the proper method of join-
ing the rails together, for, if the life
of the track as a whole depends on the
rails, the life of the rail in turn de-
pends on the joints. Street railway
engineers realized many years ago that
the common form of bolted joints could
not be depended on to give satisfactory
service in paved streets, and their
attention has been turned toward some
way of welding rails together, so as to,
as far as possible, eliminate the joint.
There are at present at least four
well developed types of welded rail
joints, all of which have met with con-
siderable success. Railway engineers,
however, are not content with the prog-
ress that has been made in the art of
welding rails together and are continu-
ally seeking how they may improve
upon the present methods or discover
new methods. This is a very live sub-
ject before the American Electric Rail-
ways Engineering Association.
Having selected the rail, it should be
laid upon a foundation that will prop-
erly support it throughout its life. Here,
again, local conditions make it impos-
sible to lay down any specific rules to
govern all cases. Attempts have been
made to eliminate the ties and support
the rails directly on concrete beams or
slabs, but none of these has proved suc-
cessful. The usual practice is to sup-
port the rails on cross ties of wood or
steel, laid on ballast of some sort, or,
in some cases, on the natural soil where
it is of such character as to justify this
procedure. The ties should be of such
quality that they will not decay during
the life of the rail and of sufficient size
and density to prevent the rail cutting
into them seriously. They may be
assisted in this last respect by the use
of tie plates. The foundation under the
ties should be of sufficient stability to
support the track, paving, and live
loads without appreciable settlement or
movement of ties, and of such character
that it will not in the presence of water
work into muck and permit a pumping
action to be started. This sub-founda-
tion should be self-drained, with ample
provision for carrying the water to city
sewers or other suitable places of dis-
posal, or else it should be so dense as to
be impervious to water. Beyond this,
it would seem needless to go.
While some attempts have been made
•to build so-called "permanent" founda-
■tions, where it would only be necessary
to renew the rails from time to time, I
■do not believe they have been attended
with much success, for streets are sub-
ject to settlement, due to construction
of numerous underground structures,
•such as sewers, water, steam, gas pipes,
•conduits, etc., and as a general proposi-
tion, when the time comes to renew the
tracks, they must be given a general
resurfacing and realigning.
General Discussion
In the discussion of the papers by
Messrs. Griffin, Cram, George and
Wysor, which was participated in gen-
erally by those present, the importance
of standardization of street widths was
first emphasized. IVIuch of the present
difficulty, one speaker said, is because
streets were not designed for present-
day traffic. The importance of so de-
signing track as to adapt it to the sub-
soil was also emphasized, one speaker
pointing out that the greatest wear in
paving is along the tracks, particularly
at crossings and rail joints. This is
because the subsoil is not sufficiently
stiff to sustain the travel at those
points. The use of more ties and less
ballasting might help. In locations
where subsoil conditions are especially
bad, some special arrangement should
be made, such as the placing of a con-
crete slab underneath at those points.
Another speaker pointed out that in
Philadelphia there are very numerous
right angle crossings, involving great
difficulty with paving. The trouble with
the crossing is not so much with the
joints as it is the impact due to the
flange bearing of the wheels coming into
action on the floor of the grooves. Put-
ting a concrete slab underneath or in-
casing the intersection in concrete does
not help.
Another speaker referred to the con-
crete paving of tracks in Birmingham,
where some track was so paved in 1908.
This is in nearly perfect condition to-
day. As to standardization of track he
said that it is physically impossible to
pick out one type that will meet all
conditions. In New Orleans, for ex-
ample, the subsoil is a black, gummy
mass which actually flows. Under
these circumstances some kind of a con-
crete base must be used. The same
speaker declared that the interests of
the street railways, the city and the
public are identical. Hence, the city
and track engineers ought to work
together, and not at cross-purposes as
formerly. The greatest asset that the
street railway can have is a satisfied
public, hence its interest is in having
good paving in the track area. This
means good foundations and good
joints, with tracks built for durability
and not for cheapness.
A speaker from Akron, Ohio, told
about the laying out of Firestone Park,
where the utilities were located so as to
minimize street cutting. Even where a
city resolves not to permit cutting of
new paving for an extended period,
leaks will develop or service connections
will have to be changed, so that the
utilities should be placed right at the
start. In Akron a minimum width on
double track streets of 56 ft. has been
adopted, and for single track streets
42 ft. This is to permit the passing of
automobiles parked at the curbs. This
speaker was favorably impressed by
some light track construction noticed
in Columbus, Ohio, where the track is
laid with steel ties on a concrete mat.
There is no adhesion between the mat
and the concrete in which the ties are
imbedded.
Regarding the placing of utilities un-
der the sidewalk, the speaker said that
this had been done in Philadelphia to a
great extent recently. He understood
it to be the rule now that every one
putting in a new sidewalk must reserve
a certain amount of space for under-
ground structures. As to the effect of
rigid foundations on track stability, he
cited an illustration from Philadelphia,
where the track had to be laid on the
concrete roof of the subway. This con-
struction has been very substantial and
has withstood the hammering at cross-
ings. He thought that track engineers
by this time ought to know what mass
of concrete is sufficient to put upon a
soil to resist the blows when cars cross
frogs.
Following the general discussion,
E. J. Mcllraith, superintendent of
buildings and structure, Philadelphia
Rapid Transit Company, said that while
some of the P. R. T. track standards
are criticised as not being adequate, it
must be recognized that factors are
involved over which the railway has no
control. For example, the natural soil
in Philadelphia is in general rather
sandy. Experience seems to show that
in that soil, at least, a better track can
be kept up without a massive concrete
substructure than with one. Last year
several miles of track were renewed on
streets where heavy concrete substruc-
tures had been used. Here the track
structure was from 1 to 5 in. below
grade, and was difficult to renew. Even
with concrete substructure, the concrete
will settle because the street is con-
stantly being ditched. All dirt hauled
away in ditching leaves voids that must
be filled by the settlement of the track.
In Philadelphia the load per unit of
soil area has a safe value. This is
the criterion whether a street railway
is being built or piers for a bridge. The
load per square foot must be kept down
and the moisture kept away.
When streets are reconstructed there
should be no difficulty in providing the
necessary distribution of the load. This
can be done by use of the proper quality
and quantity of ballast, with the proper
rail, or a special rail with close spacing
of ties can be used, or again, the soil
can be filled first with a lighter ma-
terial, such as cinders or coarse gravel
and then a concrete mat can be built
around the ties. In some cases the
coarse gravel can be used alone.
At crossing intersections the founda-
tion should not be too rigid. The yield-
ing type of support is not desired, but
a resilient foundation is best.
Water will drain toward crossings,
and it will filter through the paving.
Thus, water must be accepted as inevi-
table and a foundation provided that
will not fail if it begins to yield. The
trouble in Philadelphia is not due to the
foundation alone, but to the fact that
the water takes away the cross-rail
support itself.
What is true with foundations is also
true with paving. In this connection it
should be remembered that the hammer
blows which come on the foundations of
a street railway crossing from heavy
rubber tired vehicles going over them
at high speed are more severe than
those which come from the street rail-
way car bumping over the intersections,
although the noise is not so great. Most
750
Electric Railway Journal
Vol. 60, No. 19
of the troubles at crossings can be laid
at the door of the very heavy truck. At
this point the speaker pointed out that
some paving put in on Chestnut Street,
Philadelphia, last year, is failing at the
crossings, but not at the foundation
shoulders. This seems to indicate that,
as the hammer blows of vehicles are on
the shoulders as well as the intersec-
tions, the former should show failure
as well as the latter.
Prof. S. H. Stephenson of Rutgers
College pointed out that it ought to be
possible to make tests of rail joints in
the laboratory because a long time is
required for tests in service in the
street. Several college laboratories are
working along other lines of track
testing. Referring to the hammer blow
or impact on track, he said that this
blow from heavy trucks amounts to
from four to as high as seven times the
static load, depending upon the charac-
ter of the street. Laboratories ought
to be able to help in determining con-
ditions to reduce this impact.
As to the hammer blow, another
speaker said that the blow on a con-
crete base at a joint where the rails are
out of surface about h in. produced by
the four wheels of a city car moving at
20 m.p.h. is about 200 ft.-lb. This is
for a 37,000-lb. car with a normal load
of passengers.
The other sessions of this conference
will be reported in later issues.
Important Papers Presented at Brussels Convention
Wide Range of Topics Covered at the Eighteenth International Con-
gress Under the Auspices of the Union Internationale de Tramways, de
Chemins de Fer d'Interet Local et de Transports Publics Automobiles
TEN papers were scheduled for
presentation at the meeting of the
Union Internationale de Tram-
ways, held at Brussels, during the first
week of October. A list of these was
printed in the issue of the Electric
Railway Journal for Sept. 2, page 329.
An abstract of the paper by C. J.
Spencer, general manager London
Group of Tramways, was given in the
issue for Oct. 14, page 641. Abstracts
of others of the papers follow. A
report of the discussion will be given
in a later issue.
Electrification of Short Railways
A. Pirard, manager Societe Ano-
nyms d'Enterprise generale de Tra-
vaux de Liege, read a paper on the
system of electric power to use on
short-line electric railways. He said
that the system could be determined
roughly by means of the formula
Ktp
aC +
in which D repre-
sents the annual cost for energy, C
the capital invested in generating and
distributing equipment and motors; o,
rate of interest and amortization on C;
K, energy consumption in watt-hours
per ton-kilometer measured at the loco-
motive or car, n the line efficiency, n'
the transformer and substations effi-
ciency, p the cost per kilowatt-hour at
the point of purchase, and t the num-
ber of ton-kilometers per year. This
formula does not take into considera-
tion the expenses of transportation em-
ployees or of substation or line main-
tenance, rolling stock, etc., which are
largely the same for all systems of
electrification though slightly less for
direct current.
Of these factors, t and p are con-
stant, and K is from 5 per cent to 10
per cent less for direct current. The
terms C, n and n' are affected by the
following considerations, whatever the
system used:
1. When the length of line is such
that only one substation would be re-
quired, the term C is very nearly the
same for direct current or single phase,
since the higher cost for copper with
direct current is balanced by the higher
cost for insulation with single phase.
The term n is also about the same for
both systems. The term n' depends on
the manner of transforming the energy.
If motor-generators are used it is about
the same, but it becomes more favor-
able for direct current where rotaries
or mercury arc electrifiers are used.
The advantage of direct current also is
greater as the size of the terms t and p
become more important. The necessity
of obtaining a high value for «' will be
often, in the same system, one of the
elements of a choice of voltage, since
to obtain the same value for n' the
zone served by one substation would
have to be larger as the trains are
heavier and their spacings greater.
2. Where the system has several
substations there are two cases to con-
sider, namely, (a) where the term tp
is very important and (b) where the
term aC is predominant.
Where no special equipment is neces-
sary to overcome the effects of induc-
tion in neighboring telephone or tele-
graph lines, the term C is considerably
less for the single-phase system, and
it is the second term tp on which the
choice of the system will depend. If
tp is very large, since the value of K
is less with direct current and the
divisor nn' approximates unity, the
term — 7, in the case of direct current,
nn '
is able to counterbalance the increase
in the term aC and give advantage to
direct current. If tp is not large, the
advantage of the high efficiency is not
sufficient to compensate for the increase
in first cost and the advantages with
direct current.
To resume, for those countries where
the general system of distribution of
energy is three-phase, at a frequency
of more than 25 cycles, high-tension
direct-current is preferable when (1)
the system is not of great extent or
(2) in a system of considerable extent
when (a) the price per kilowatt-hour
h high or the traffic is heavy, and
(3) when the public authorities are
very strict in regard to induction on
neighboring telephone lines. On the
other hand, the single-phase system is
preferable in systems of great extent
where the cost per kilowatt-hour is low
and traffic scanty, and where electri-
fication nevertheless is desirable be-
cause of the high cost of coal and its
large consumption on heavy grades.
Motor Omnibus Services in London
A paper with the title "Organization
of Motor Omnibus Services in a Great
City" was read by H. E. Blain, assist-
ant managing director London Under-
ground Railways and London General
Omnibus Company Group.
Washing a London Bus bt Mbans of a
Spraying Machine
The omnibus company, he said, pro-
vides street passenger carrying facilities
within a 30-mile radius in every direc-
tion, taking Charing Cross, London, as
a center. It is at present operating 149
routes, with a route mileage of 1.992,
employing 3,090 vehicles and more than
21,000 employees. The longest route
is nearly 29 miles. During 1921
more than 668,000.000 passengers were
carried and 98,745,000 bus-miles run.
The operating receipts were nearly
$42,000,000 (at par of exchange).
November 4, 1922
Electric Railway Journal
751
These bus facilities are furnished
from thirty-two garages, and there is
also a central employment and training
school. The Londoner likes the double-
deck vehicles, due to his preference for
obtaining the maximum of fresh air
while traveling. There is no covering
over the top deck of any London omni-
bus. The latest type of bus carries
twenty-four passengers inside and
twenty-eight outside. There are 312
of these now in operation and the num-
ber will shortly be increased to 900.
The garages were originally made
self-contained as regards cleaning, re-
pairing and overhauling of vehicles.
Now all large repair work is done at
a central point. The garages have the
following distinctive features: Each is
divided into two sections, engineering
and operating. The former, set aside
to deal with the dock overhauling, is
equipped with such machines as a
small lathe, sensitive drill, screw press,
etc., and a staff which deals with the
vehicles kept in from three to six hours
each day. There is a garage foreman
who is responsible for the dock over-
hauls and for turning out the omni-
buses daily in a fit and safe condition.
On the operating side, output assistants
deal with the allocation of drivers' and
conductors' duties, and depot cashiers
deal with the daily receipts! In many
of the garages, institute and mess
rooms have been provided with billiard
and rest facilities.
Each garage has a staff of men
specially engaged in the adjustment
and tuning up of engines. They de-
vote their attention to the six omni-
buses whose fuel consumption is shown
on the daily chart to be the worst.
The central overhaul works cover 31
acres and are divided into two parts:
Body building, repair and paint shops
covering about half the total space; the
chassis overhaul section, stores and
auxiliary departments, such as mill-
wright toolroom, electrical and experi-
mental sections. From the moment an
omnibus to be overhauled enters the
gate it goes through a series of con-
secutive operations which progressively
deal with the removal and overhaul of
the body, the dissembly and reassem-
bly of the chassis units and the re-
mounting of the body ready for reli-
censing. The re-erection of the chassis
proceeds on a moving platform 220 ft.
long by 8 ft. wide which moves at floor
level at a speed of 14 in. per minute.
The works include an experimental
and research department, and a labora-
tory for the analysis of all classes of
fuels and oils, and for the testing of
samples of any material.
Great care is taken in selecting and
training the right type of personnel for
the company. Drivers take a training
covering an average period of twenty-
eight days and conductors one of about
fourteen days.
Great care is also taken in selecting
and working routes. Long routes have
been found advantageous, and it is the
custom to operate service from a resi-
dential suburb on the outside of London
right through the center portion and
out to a termiaal point in a suburb on
the other side. Loading diagrams are
used to show graphically the character-
istics of the traffic, and careful check
is kept on the relative efficiencies of
sviccessive schedules by the use of a
'"tchedule comparison card."
The London omnibus fare system is
based on mileage and the average
charge per mile in 1921 was just below
1 penny (2 cents).
Mr. Blain's paper was illustrated by
means of charts in colors showing the
details of the ways in which the varj-
pLis cperating prob'oms are tolved.
Present Status of the Rail Car
The accomplishments in the line of
self-propelled rail cars for short rail-
fuels, such as heavy oil or possibly gas
produced on the car. Steps have been
taken in this direction. In countries
which do not produce gasoline, it is im-
portant to utilize fuels which are
widely available.
Mr. Decroes explained that a ques-
tionnaire had been sent to 200 railways
in the attempt to secure the informa-
tion on this subject, but with meager
results. He, however, gave a general
resume of the practice in different
countries. For example, in England
the gasoline-bus and, more recently, the
trolley bus have been, widely used.
There are few short railways like those
on the continent and rail cars are not
used. In Belgium experiments are
being made with the Pieper rail car.
Latest Type of London Bus. of Which Ni.ve Hundred Will Soon Be in Use
ways were covered in a paper by
J. Decroes, Brussels. He touched lightly
on the subject of steam and storage
battery cars. The former has no advan-
tage over the steam locomotive, he said,
while the latter has a limited field.
On the other hand, Mr. Decroes
pointed out, the gasoline vehicle has
demonstrated its reliability on roads
and has a place in rail transportation.
It permits the furnishing on short rail-
ways of service which cannot be profit-
ably supplied by steam locomotives. Its
use results in lower operating costs
through elimination of firemen and in
some cases of conductors — that is, where
the driver can collect the fares. Fuel
cost is reduced, and that for water is
eliminated. There are also the follow-
ing: reduced wear on tracks, elimina-
tion of smoke and flexibility of speed
control.
Two types of transmission for rail
cars are available, electric and mechani-
cal. The former has the advantage of
the absence of the speed-changing gear,
but offsetting this are greater weight,
higher cost and lower transmission effi-
ciency. However, when the power to be
transmitted is large, the electric trans-
mission seems to be preferable. The
250-hp. Diesel-electric cars used on
Swedish railways furnish an example.*
The extension of the use of this type of
car depends on the availability of cheap
Several manufacturers in that country
are developing cars.
In Canada and the United States the
heavy cars have not given the desired
results. Recently several railroads
have put into commission light cars
seating twenty to thirty persons. The
cars seating twenty, used in the vicinity
of Montreal, have made more than 12
miles to the gallon and operated at a
cost of about 12 cents per mile. The
operation is said to have been satis-
factory.
In France the rail car which has at-
tracted most attention is the small one
used on the meter-gage Deux-Sevres
line.t The weight of this vehicle empty
is but 5,000 lb., and it will carry from
eighteen to twenty passengers comfort-
ably, or thirty as a maximum. It is
driven by an 18-hp. engine and the
operating cost is about 21 cents per
mile. The State Railways is also
experimenting with rail cars with en-
couraging results. A car weighing 7
tons was recently tried out on the line
between Les Mureaux and Versailles.
The Mosines-Berliet Company, which
has had much experience with gasoline
tractors, etc., has tested out a rail car
between East Lyons and Aoste-St.
Genise (45 miles) where speeds of 28
•See Issue of this paper for Aug. 5, 1922,
page 193.
tSee issue of this paper for March 25,
1922, page 513.
752
Electric Railway Journal
Vol. 60, No. 19
m.p.h. on the outgoing and 21 i m.p.h.
on the return trip were made, with an
average mileage of 8 per gallon. A
30-ton load was hauled on the return
trip. The Dion-Bouton Company has
also constructed a light car which was
tried out between Toury and Pithiviers
in the Loiret Department. This has an
electric drive and weighs, equipped,
about 12,000 lb. The gasoline con-
sumption was such as to give a mileage
of 11 per gallon.
The above are selected from the ex-
amples given by Mr. Decroes, several
more being given in the original paper.
Based on these examples and the gen-
eral study of the subject, he concludes
about as follows:
If on a short railway, traffic on
certain trains is light, or if new trains
must be added to supply a light service
demand, the use of rail cars may well
be considered.
The number of such vehicles in use at
present is too small and the period of
their use too short to warrant close
estimates of results to be expected in a
given case. However, the results
obtained prove that the operation of
rail cars for light traffic costs less than
steam locomotive operation.
While awaiting the result of longer
experience with these vehicles to per-
mit the best mechanical arrangement of
their parts, the gasoline bus can be
used as a guide in the design of
rail cars.
Finally, it is possible that the studies
under way looking toward the utiliza-
tion of heavy oil, anthracite, etc., on
rail cars may ultimately result in a
new form of economical transportation.
The MiaM;uRY-VAPOR Converter
FOR Tramways
M. A. Odermatt, engineer with
Brown, Boveri & Company, Baden,
Switzerland, presented an elaborate
paper covering both the theory and
practical application of the mercury-
vapor converter on tramway systems.
The invention of this device he consid-
ered one of the most important in the
domain of modern electric technique. It
is adapted to electric railway power
supply on account of its economy and
simplicity as compared with motor-
generators and rotary converters. The
mercury-vapor converter is, said Mr.
•Odermatt, the ideal converter, convert-
ing alternating current to direct cur-
rent quietly and without the intermedi-
ary of revolving parts, its characteris-
tics being such as to compare advan-
tageously with those of the static trans-
former for alternating current. He
then took up the fundamental theory of
the device, following this with descrip-
tions of the equipment made by his
company.
This apparatus is made of sheet steel,
consisting of two closed cylinders. The
larger of these, which is located at the
bottom of the apparatus, is the working
cylinder, containing the electrodes. The
other, placed above, is the condensing
cylinder. The working cylinder con-
tains at the bottom the cathode, con-
■s'sting of an insulated pool of mercury.
Two sets of anodes are suspended from
CROSS-SECTION OF MERCURT
VAPOR CONVERTER
a — Starting anode.
b — Cooling Jacket,
c — Condensing cylinder.
(/ — Cover of main cylinder.
I — Main cylinder.
/ — -Viain anode.
o — Directing envelope around anode.
h — Arc deflector,
i — Mercury cathode.
k — Starting terminal.
; — Exciting anode.
t!ie top of the working cylinder, one
set being the principal anodes and the
other the exciting anodes. There are
six anodes, each consisting of a cylin-
der of polished steel.
The anode is surrounded by an iron
cylinder which directs the electric arc
toward the cathode. The principal cyl-
inder and the condensing cylinder are
surrounded by a refrigerating envelope.
The joints are pacl^d in mercury and a
pump is used to maintain a vacuum in
the cylinders.
As compared with other forms oi
converter, the mercury vapor type is
superior in that the efficiency is the
same for all loads and the efficie.icy
increases with increase in voltage. The
advantages of this type can be sum-
marized somewhat as follows:
1. High efficiency, regardless of
load.
2. Simplicity in starting and in
supervision.
3. Minimum of wear and tear, due
to absence of rotating parts, and with
a consequent low maintenance cost.
4. Insensibility to momentary over-
loads and short circuits.
5. Lightness, with consequent sim-
plicity in foundations and in apparatus
for handling.
6. Simplicity of accompanying appa-
ratus.
7. Noiselessness of operation.
Brown, Boveri & Company have in-
stalled or have under construction 190
installations of mercury-vapor con-
verters, involving 300 units and about
102,000 kw. The first tramway instal-
lation was made in 1915 in a substation
at Schlieren near Zurich.
The substation of the Lausanne
Tramways at Mezieres is notable on
account of the great overload which it
carries. A single converter provides
service for an 11-mile line from Lau-
sanne to Moudon. The profile of this
line is such as to produce violent fluc-
tuations in current. The equipment was
installed in 1917 and produces a saving
about 30 per cent over motor-gener-
ators.
All of the tramway service in the
city of Berne is furnished from a sub-
MoNEiJou Substation, Co.NTAi.Ni.vii Tiikee Mercukt-Vai'Or Co.nverters.
Capacity 800 Kw., at 3,100 Volts, A.C, 520 Volts, D.C.
Total
November 4, 1922
Electric Railway Journal
753
station at Monbijou, commissioned in
1919. It has operated so well that it
has not yet been necessary to touch any
one of the three cylinders which it con-
tains. During the peak load from noon
to 2 p.m. the mercury equipment is
reinforced with motor-generator groups
operating in parallel.
The most important installation in
Great Britain is that furnished this
year for the tramways in Glasgow. It
comprises three converter cylinders, of
a total capacity of 1,400 kw. at a volt-
age of 520. A 2,200-kw. outfit is being
installed in Rotterdam, and the first
converter in Belgium will be installed
this fall to feed the tramways of Liege.
Mr. Odermatt mentioned a number of
other important installations of mer-
cury vapor converters in tramway and
railway service.
Application of Electric and Othee
Welding on the Track and in the
Shops of Electric Railways
In a paper of considerable length on
this subject, M. E. d'Hoop, of the Brus-
sels Tramways, gave a resume of the
practice of electric railways, with par-
ticular reference to the procedure fol-
lowed in the United States. In this
paper he credited the Electric Railway
Journal with much of the information
on United States practice. He said that
the introduction of electric welding in
Belgium is so recent that there is not
yet much experience to relate. How-
ever, his studies of the subject had
opened up so wide a horizon that he
was pleased to give the Brussels con-
ference the results. After describing
. briefly the practice in Detroit, Milwau-
kee, Baltimore and elsewhere, Mr.
d'Hoop said that in the United States,
in case of welding of new track, the
rails are furnished with but one bolt
hole at each end and the bolts are
removed after welding. This, he thinks,
will become general practice.
The Liege Tramways, Mr. d'Hoop
stated, have developed a novel form of
welded joint which does not require fish
plates. The rails are first carefully
aligned and the ends are forced slightly
apart by means of a wedge driven be-
tween the heads. With a carbon arc,
the bases and lower part of the webs
are cut away to leave a space of about
0.8 in. A steel plate is then placed
under the rail bases, bridging over the
space, and being held temporarily in
position by means of wedges. The space
is then filled in by welding, the metal
being allowed to protrude to form a
swelling. The rail heads are then
welded together and the surface is filled
in as necessary. This joint requires
about 5i lb. of welding metal and about
two hours of time to make. The cost
is about 35 francs. The advantages
claimed for this joint are flexibility
and low cost.
Mr. d'Hoop discussed in some detail
the subject of electrodes, referring to
the three types: bare electrodes, elec-
trodes coated with a flux which also
acts as a guide for the arc, and elec-
trodes consisting of a soft core sur-
rounded with the particular alloying
materials required. The bare electrodes
are cheap and are in general use in the
United States and England. They are
more difficult to use than the others and
produce a less stable arc. The second
type of electrode is used largely in Ger-
many. The flux coating guides the arc
and also facilitates the welding. Elec-
trodes of the third type are at present
expensive.
Mr. d'Hoop closed the first part of
his paper with brief descriptions of the
cast-weld, thermit and gas-weld joints,
and then took up arc welding in the
shops. He mentioned the ease with
which repairs to motor shells, wheels,
etc., can be made, and cited the practice
of the government railways of Sydney
in constructing trucks with the aid of
welding and without rivets. Another
case was a motor shell broken In twelve
pieces, which was repaired in Albany,
N. Y., by welding. He expressed belief
in the future development of rail-tire
welding, quoting the Indianapolis &
Eastern Traction Company and the
Spokane & Inland Empire Railroad as
examples of roads on which this work
had been done successfully. He fore-
saw a radical change in the future in
the work of maintaining wheels, due to
the development of this process, and
referred to the automatic welding ma-
chine of the General Electric Company.
Mr. d'Hoop closed his paper with
these conclusions:
The process of arc welding possesses
considerable advantages over most pre-
ceding processes, above all in the repair
of broken parts and the rehabilitation
of used pieces. It enables work to be
done which would be impossible by
other means. It is an important source
of economy in construction and oper-
ation.
There is a field for arc welding in
the shops as well as in connection with
the track.
It is necessary to use materials ap-
propriate to the work in welding.
Further, success depends on the skill
of the welders. To remedy the difficulty
of recruiting and developing good
welders, it is suggested that profes-
sional schools create special sections for
the instruction of arc welders. Large
companies could have schools in their
own works.
It is desirable that the art of welding
be recognized and the processes stand-
ardized, so that its cost may be included
accurately in estimates.
Automatic Substation Situation
Summarized
An elaborate report on automatic sub-
stations, prepared by L. C. Sekutowicz,
director of technical service of the
Lyons Tramways, was presented in
abstract. The report considered in
particular the General Electric, West-
inghouse and Brown-Boveri systems of
automatic control. The essential oper-
ating features covered were: Starting,
synchronizing, determining correct po-
larity, regulation of voltage and stop-
ping; eventually starting, connecting
and stopping a second machine. The
author pointed out that the rotary con-
verter must be protected on the alter-
nating-current side from short circuits.
failure of power and lack of symmetry
in the three-phase circuit or inversion
of phases and on the direct current side
against short circuits, overloads and re-
verse current.
The most delicate operation involved
is assuring the correct polarity. The
General Electric Company uses for this
purpose an exciter, and for extra reli-
ability controls the operation through
a polarized relay. The Westinghouse
Company uses self-excitation and veri-
fies the polarity by means of a small
polarized motor, of which the armature
is connected to the brushes and, revolv-
ing in one direction or the other, con-
trols the excitation. The Brown-Boveri
Company uses a relay known as a "por
larizer," which interrupts the excitation
if the polarity is virrong so as to permit
the converter to slip a pole.
The report then went into detail re-
garding the ways in which the several
functions of the control apparatus are
performed, which are familiar to read-
ers of the Electric Railway Journal.
The principal systems were described
in detail. The following advantages of
automatic control were listed in the
paper:
1. Elimination of the personal equa-
tion in substation operation.
2. Economy in operation.
3. Savings due to elimination of
light-load and no-load losses.
4. Reduction in' cost of feeders and
facility for increasing transmission
capacity by the addition of new sub-
stations.
5. Improved reliability of operation
due to the several protective devices
included in the plan of automatic
operation. These include high-tension
protection, limitation of overload and
instantaneous suppression of short cir-
cuits.
The paper concluded with an expres-
sion of regret that the prices of auto-
matic control equipment and of mercury
vapor converters are too high to permit
rapid extension under present condi-
tions in Europe. At the same time it
is hoped that conditions will change
rapidly so that utilization of these im-
provements will be possible.
In the preparation of this report the
committee prepared a questionnaire rel-
ative to the automatic substation. The
questions were framed so as to bring
out information regarding automatic
electric railway substations in Europe,
opinions as to the extent to which the
control cou'd be used on different sys-
tems, opinions as to the desirability of
using remote control, savings in oper-
ating costs likely to occur with auto-
matic substations, ideas as to the value
of the general load dispatcher, extent
to which automatic protective devices
have been used in manual substa-
tions, etc.
Wisconsin Utilities Association
THE 1923 convention of the Wis-
consin Utilities Association will be
held in Milwaukee at the Hotel Pfister
on March 22-23. Further details will
be announced later.
754
Electric Railway Journal
Vol. 60, No. 19
European Electric Railway Financial Conditions'
A Consideration of the Increases in Expenses
of Tramways, Interurban Railways and Motor
Buses as Compared with Pre-War Conditions
By M. a. Mariage
Operating Manager of the Soci6t6 de Transports en Commun de la Region Parisienne
* S THE RESULT of an inquiry on
/-\ financial conditions of electric
■i- •*>• railways in Europe in the coun-
tries included in the membership of
the Union, 108 replies were re-
ceived, representing about 30 per
cent of the mimber of those ad-
diessed. The class of enterprises and
the countries included are shown in
Table I. The chief data sought were
increases in the number of passengers
carried per car-kilometer, increases in
operating costs per car-kilometer, and
changes in fares.
In general the length of lines has not
increased since before the war except
in a few special cases, as in Cherbourg,
in France, for example. There has,
however, been a considerable increase
in passengers per car-kilometer (car-
mile). This is shown in Table II, which
also shows (1) that the increase has
been greater in the countries which
were engaged in the war than in those
which remained neutral, and (2) that
different systems in the same country
show quite a range of increase. Thus,
in France the percentage increased
varies from 14 to 86 per cent, while the
average is 28 per cent. The variations
generally can be explained through a
variation in the business activity of the
different cities, while the increase is
caused in the inability of the systems,
because of their financial condition, to
increase their service with the increased
traffic.
Fares were raised but not as rapidly
as the cost of operation nor to the same
table I— replies to inquiry
Belgium
Denmark - . .
England ....
France
Holland
Italy
Norway
Poland
Spain
.Sweden
Switzerland
Tram-
ways
2
2
4
44
2
t
I
2
2
6
Inter-
urbans
2
19
I
4
Bus
Lines
32
•Abstract of paper presented at the con-
vention of the Union Internationale de
Tramways, de Chemins de fer d'Int#ret
local et de Transports publics Automobiles,
Brussels, Oct. 2 to 6.
TABLE 11
Belgium
Denmark
Great Britain
France
HoUand
Poland
Spain
Sweden
Switzerland
Soci6t« des Chemins de fer Eoonomiquea.
Brussels tramways
Copenhagen tramways
London tramways
Glasgow tramways
General average
Perpignan system
Cannes tramways i^
Strasbourg tramwaya
Paris system
Amsterdam tramways
Warsaw tramways
Barcelona tramways
Malino tramways
Basel tramways
d — Decrease.
Per Cent of
Actual -
.
Increase
1913
1920
1921
1920
1921
4
5
5
25
25
3.4
4.3
4.3
26
26
4.
4.48
4.4
20
10
5.5
7.5
7.2
36
30
8.57
10.34
9.92
20
15
3.994
5.093
5.156
27
29
3.24
6.05
6.08
86
86
2.8
3.2
3.2
14
14
3
4
4
33
33
6.25
8.05
7.21
28
15
2 71
4.38
4.67
61
72
5.81
11.32
8.54
95
46
5.8
10. 1
11.8
74
93
3.4
4.6
4.5
35
35
4.71
4.62
4.49
d2
dS
400
— Farps, the higher line .shom fhf max
and the lower line the mm increase
— —Receipts per car hhmeter^r mil0 -
- — Operating expenses per car kihniehr
(car mile)
-^ — = — P>
CU M — »-
<TJ <r ^ ffi
and Denmark (Fig. 1) or with cost of
living or wholesale prices, except in
Denmark (Fig. 3).
Table III gives the percentage in-
crease in receipts per passenger and in
fares. Here also it will be seen that
generally in the belligerent countries
Total of each kind 67
Total number of replies: 108, or about 30 per cent of
the number of inquiries sent out.
extent. This is shown in Fig. 1. As
will be seen, the average increase in
fares has lagged behind the increase in
expenses, and has not yet caught up
with the expenses except in Switzerland
-NUMBER OF P.\.SSENGERS PER CAR-KILOMETER AND PER CENT OF INCREASE
COMPARED WITH 1913
.„40C-
•soo
En3land Belgium
Denmark
France
Holland
Norway
Stveden
Si«itierlon(j
FIO. 1-
-Percentage Increase in Fares Compared with Increase in Receipts and
Expenses per Car-Kilometer (or Car-Mile)
ISIS 1920 1921
?IG. 2 — Per Cent Increase in Coal Cost
the percentage increase in receipts per
passenger carried has not kept pace
with the percentage increases in fares,
while in the neutral countries the per-
centage increase in receipts per pas-
senger has generally been equal to or
greater than the percentage increase
in fares. The only explanation for this
discrepancy in the countries engaged in
the war is that certain fares, work-
T.\BLE m— PER CENT OF INCREASE AS
COMPARED WITH 1913
In Receipts
pT Passenger . In Fares .
1920 1921 1920 1921
Belgium ■ 86 I 02 IOOto'200 I00to200
Denmark 96 I 09 1 00 to 200 1 00 to 200
England 54 61 100 ' 100
France 1.04 1.31 I 50 to 200 1 50 to 200
HoUand 1 . 09 1 . 32 50 70
Italy 97 83 250 250
Norway 1.16 1.49 100 100
Spain 52 58 — •
Sweden 97 1.22 lOOtoloO I00tol50
Switzerland... 85 97 50to 100 SOto.lOO
TABLE IV— PERCENTAGE INCREASE IN
OPERATING EXPENSES PER CAR-
KILOMETER COMPARED WITH 1913
1920 1921
Belgium 275 352
Denmark 215 175
France 339.5 316 4
Holland 106 6 110
November 4, 1922
Electric Railway Journal
755
TABLE V— DAILY WAGES IN VARIOUS COUNTRIES WITH PER CENT INCREASE COMPARED WITH 1913
England
( 1913
Motormen j 1920
f 1921
I 1913
Conductors j 1920
1921
f 1913
Inspectors ^ 1920
i 1921
f 1913
Repairshopmen. . . . \ 1920
[ 1921
England
(Pence)
Per Cent
Wages Increase
69
161
146
49
150
138
75
165
163
63
155
146
130
110
200
ISO
120
120
140
130
Belgium
(Belgian Francs)
Per Cent
Wages
4.36
15.00
18.90
4.12
14.70
18.65
5.30
17.70
21.70
4.35
17.95
20.26
Increase
240
330
250
350
230
310
310
360
Wages
6.33
11.00
10.00
4.17
7.50
7.16
4.53
8.50
8.33
4.58
7.19
7.64
Spain
(Pesetas)
Per Cent
Increase
70
SO
80
70
80
80
30
60
France (outside
Paris District)
(French Francs)
Per Cent
Increase
Wages
4.61
14.86
15.66
4.50
13.64
14.37
5.63
16
16.80
5.16
16.06
16.51
220
260
200
220
iso
190
2i6
220
France (Paris District)
(French Francs)
Per Cent
Wages
6.972
23.993
25.440
7.039
20.709
22.075
7.811
23.710
24.974
5.25to 9.
15. 20 to 22
16.24to23.84
50
Increase
240
260
190
210
200
210
I90to 130
200 to 150
Switzerland
(Sw-iss Francs)
Per Cent
Increase
Wages
7 482
13 71
14 34
7.10
13 26
15 03
9.55
17.30
18.21
6.85
14.77
15.41
80
90
80
no
80
90
110
120
men's fares and commutation tickets,
for example, were not increased in pro-
tion to the single fares.
The operating expenses of the tram-
way systems in Europe have increased
because of the higher wages and cost
of coal and other materials. Table IV
gives these figures for four countries in
percentage increase per car-kilometer
TABLE VI— PERCENTAGE INCREASE IN THE
CCST OF COAL AS COMPARED WITH
THE 1913 PRICE
1920 1921
Belgium 390 369
Denmark 763 151
England 182 139
France 890 450
Holland 690 374
Spain 377 190
TABLE VII— PRICE INDICES
1913 1920 1921
Belgium 1 00 . 368
Denmark 100 140 145
England 100 314 202
France 100 509 345
Holland 100 281 181
Italy 100 624 578
Norway 100 377 269
Spain 100 22! 190
Sweden 100 359 222
Switierland 100 ... 190
for the years mentioned as compared
with 1913. They also show a greater in-
crease in the belligerent than in the
neutral countries. Graphically these
data are shown in Fig. 1.
If the figures on expenses are
analyzed further, some interesting re-
sults appear. Table V shows the in-
creases in the principal classes of labor.
The average daily wage is made up by
dividing the total sum paid annually in
the classification mentioned by the num-
ber of men employed multiplied by the
number of days worked by these men
in that year. These figures show that
in Belgium, France and Switzerland
the wages still seem to be tending up-
ward, particularly so in Belgium, while
in England and Spain they are tending
to droop slightly.
It should be said that the figures are
not quite comparable because in the
greater part of the countries mentioned
in 1913 the average working day was
nine or ten hours, whereas in 1920 and
1921 it was legally eight hours. This
increase in labor cost has a very large
influence on the total increased cost of
operation. For instance in the large
systems in Paris in 1921, the labor
costs amounted to 63 per cent of the
operating receipts. On that system be-
tween 1913 and 1921 wages were in-
creased seven times, namely, on Sept.
15, 1916, June 1, 1917, Oct. 15, 1917,
July 1, 1918, Jan. 1, 1919, March, 1920,
and July 16, 1921. This list does not
include the change to the eight-hour
day, which went into effect on June 2,
1919, nor the date when a vacation
period of twenty-one days a year went
into effect, or in July, 1919.
Fig. 2 and Table VI show the in-
crease in the price of coal in 1920 and
1921 as compared with 1913, though it
does not take into consideration differ-
ences in the quality of the coal bought.
Here the differences between belligerent
and neutral countries are not so
marked. The reason is that neutral
countries are not producers of coal, and
in England there has been a drop in
coal cost comparable with that in wages.
The increased cost of new construc-
tion is shown approximately by Table
VII, which gives comparative whole-
sale prices in the years mentioned. This
does not correspond exactly with the
increases in the fixed charges, because
the latter includes amortization and in-
terest on the capital. Thus, an installa-
tion which cost 1,000,000 francs in 1913
would require at 4J per cent interest
and on the basis of amortization in
thirty years setting aside the sum of
61,390 francs yearly. This same prop-
erty in 1921 would have cost 3,450,000
francs and with interest at 1h per cent
on a thirty-year amortization the an-
nual charge would be 292,115 francs.
Hence the increased capital charge
would not be exactly 3.45 times but
3.45 X 292,115
= 4.76 times.
161,390
Bus Transportation
The bus industry in Europe is still
young. In France in particular, it had
hardly begun, outside of Paris, at the
beginning of the war, and at that time
practically all the buses were requi-
sitioned by the military authorities.
Since the close of the war, outside of
Paris, most of the lines have been op-
erated by small companies from which
it is difficult to get any very definite
technical data. Some figures, however,
are obtainable. Table VIII is based for
TABLE
VIII— passengers
BUSES
In Paris
Per Bus-kilometer
6. 38 in 1913
7.51 in 1920
6.98 in 1921
CARRIED IN
In London
Per Bus-mile
6.6in 1913
9 in 1920
8.9in 1921
TABLE IX— PERCENTAGE INCREASE IN BUS-
OPERATING COSTS AS COMPARED WITH 1913
IN THE PARIS DISTRICT AND IN ENGLAND
Operating Expenses France England
1920 1921 1920 1921
Transportation 220 205 151 143
Maintenance 330 250 184 198
General and miscellaneous 300 260 46 114
Average 290 240 149 154
Paris on the reports for 1913 to 1920 of
the General Omnibus Company and in
1921 on the figures of the Societe des
Transport en Commun de la Region
Parisienne. These figures show an in-
crease in loading after the war, as com-
pared to pre-war figures, with a
tendency to droop in 1921.
Fares have increased, but differently
in various localities. In Paris they are
from 20 to 150 per cent higher than be-
fore the war. The gross receipts in
Paris are from 60 to 160 per cent
higher, and in London in 1921 were
double those in 1913. Table IX shows
the increase in percentage of operating
expenses in Paris and in England.
Labor costs in bus service have in-
creased about as on the tramways. It
England Belgium
Demark
Holland
Italy
Morway
Sweden Snttzerlcin4
Fig 3 — Pbbcentage Increase in Fares as Compared to Increase i.n Cost of Living
AND Wholesale Prices
756
Electric Railway Journal
Vol. 60, No. 19
has been impossible to get general fig-
ures on the increase in fuel cost, but in
Paris in 1920 fuel cost eight times and
in 1921 5.3 times as much as it did
in 1913.
It would be interesting to get some
figures on trackless trolley operation,
but none of the companies replied to
the questionnaire.
National Personnel Association
THE first annual convention of this
association, which has taken over
the activities of the National Associa-
tion of Corporation Training and the
Industrial Relations Association of
America, will take place in Pittsburgh
on Nov. 8. Among the speakers will be
Prof. Michael Pupin of Columbia Uni-
versity, Magnus W. Alexander of the
National Industrial Conference Board,
George F. Quimby, industrial service
secretary of the Associate Industries of
Massachusetts; H. M. Jefferson of the
personnel development department.
Federal Reserve Bank of New York;
Rowland Rogers of Columbia Univer-
sity; Dr. E. K. Strong, Jr., Carnegie
Institute of Technology; C. S. Ching,
United States Rubber Company; Dean
R. L. Sackett of Pennsylvania State
College, Dr. E. S. MacSweeney, New
York Telephone Company, and E. K.
Hall of the American Telephone &
Telegraph Company.
American Association News
T. & T. Executive Committee
THE executive committee of the
Transportation & Traffic Associa-
tion met at association headquarters,
New York, Friday, Oct. 27, to discuss
plans for this year's work. It was de-
cided that at the convention next year
the program of the T. & T. Association
will be so arranged as to give the mem-
bers one free day during the week in
which to give particular attention to
the exhibits, or to visit other associa-
tion meetings. The suggestion was
made to the American Association ex-
ecutive committee that it might work
out to advantage if all the associations
would follow a similar plan, staggering
the free days of the various associations.
It was thought that this might be prac-
tical with all the associations except
Engineering, which requires the full
four days to complete its work.
A motion was adopted that all com-
mittee reports shall be completed and
a copy sent to each member of the
executive committee at least two weeks
in advance of the meeting at which the
executive committee will pass upon the
reports. It was also decided that all
approved reports should be printed and
sent out to the membership in advance
of the convention. This will necessitate
greater promptness in getting the com-
mittee work under way and completed,
and July 1 was set as the final due date.
A recommendation to the executive
committee of the American Association
was naade that the railway association
co-operate with the National Safety
Council and that the T. & T., Claims
and Advertising Associations should
each appoint one member to carry out
this co-operation.
Consideration of the report of the
subjects committee occupied the further
attent^'on of the committee. The sug-
gested study of the use of radio by the
T. & T. Association was referred to the
Engineering Association, but it was
planned that a representative of the
former association be selected to co-
operate with the engineering committee
to help determine what use of radio is
desirable. This representative, or some
one using radio, will then be invited to
present a paper before the T. & T.
Association as to the work done and the
prospect of the use of radio.
To a committee on bus operation the
executive committee assigned the task
of compiling data from the experience
of electric railway companies which are
using buses covering details of opera-
tion and cost of this service, including
trolley buses. This will not be a study
of where the bus may be used, but a
compilation of facts from the definite
experience of member companies, per-
haps including the information as to
why these companies had put in bus
service, in each instance.
For the work of the committee on
one-man car operation the executive
committee decided not to pursue the
study further with respect to urban
operation but directed the committee to
confine its activities to the study of the
subject as applied to suburban and
interurban operation, with particular
reference to operating practices, rules,
dispatching methods, etc.
The name of last year's safety com-
mittee was changed to the committee on
accident prevention, and the committee
directed to continue the work along the
line of further safety slogans, news-
paper articles to help in the work of
safety engineers, and follow up the
previous work. The committee will also
be requested to make an analysis of
accidents with reference to causes, rel-
ative number in different localities on
a given property, and to outline the
manner and advisable extent of co-oper-
ation with civic bodies in safety work.
It was decided to discontinue the
work of the committee on personnel
and training of transportation em-
ployees, and in place of the committee
report to have a paper on the "mainte-
nance of men."
It was decided to recommend to the
American executive committee that the
subject of relations with employees be
assigned this year for further study,
including pension systems, group insur-
ance and other plans of co-operation,
such as legal and medical aid, sick and
accident insurance, etc. This subject
has not been studied by the association
since the comprehensive report of 1916,
which was never released.
To the committee on merchandising
transportation was assigned a continua-
tion of the study of developing the
riding habit, but adding thereto meth-
ods of making salesmen of the em-
ployees. This will comprise a co-ordina-
tion of the employee work in connection
with merchandising with the report of
the committee last year. The commit-
tee will also study means of developing
the freight and express business.
The committee on traffic regulation
will be assigned the task of keeping in
touch with all movements to stand-
ardize traffic and to see that the rail-
way association has representation at
such meetings.
Those present at the meeting were:
President G. T. Seely, J. V. Sullivan,
Edward Dana, W. H. Boyce, T. C.
Cherry and J. K. Punderford.
New Bulletins Available
THE following special reports have
been prepared by the American
Electric Railway Association and are
available to member companies in good
standing upon request:
Public Utility Laws — A summary of
the laws creating the state public util-
ity commissions, giving an analytical
digest of the main provisions covering
their jurisdiction and powers over
transportation companies. This is the
sixth installment of this compilation,
which was begun in June.
Safety Work — A summary of a ques-
tionnaire prepared by the committee
on safety work showing companies en-
gaging in organized safety work, the
methods employed and some of the
results obtained.
Motor-Bus Decisions — Abstracts of
the principal decisions of commissions
and courts on questions arising in con-
nection with the operation of buses with
particular reference to granting certifi-
cates of convenience and necessity.
Weekly Pass — Gives list of companies
now operating with a weekly pass, the
type of pass and conditions of its use,
and a summary of results obtained
since compilation of May 1.
One-Man Car Decisions — Abstracts
of leading court and commission de-
cisions on various aspects of one-man
car operation, including adequacy of
service, safety, economics of operation,
rates, etc.
Location of Mid-Year Meeting
PRESIDENT EMMONS requests
that all companies reply at once,
if they have not already done so, to
the circular letter of Oct. 18 request-
ing an expression of opinion from
member companies on the desirability
of holding the Mid- Year Meeting in
San Francisco, and whether they will
be able to be represented or not by
delegates. So far approximately 25 per
cent of the membership have replied.
November 4, 1922
Electric Railway journal
757
Recent (Happenings in Great Britain
Railway Electrification Important Decision — Reduction in
Tramway Men's Wages — ^Activity on
"the Underground"
(From Our British News Representative)
A MOST important decision was ren-
dered by the Electricity Commis-
sioners in the end of September when
they refused to consent to the erection
by the South Eastern & Chatham Rail-
way of a generating station for work-
ing the company's suburban lines about
to be electrified. The railway will ac-
cordingly have to take its electric power
from a supply company. The elec-
tricity (supply) act of 1919 constituted
the commissioners and gave them wide
power for developing and consolidating
electric supply in Great Britain. The
policy is among other things: to pre-
vent the multiplication of small power
stations, to close down minor ones now
existing and to concentrate in great
stations supply for all purposes, thus
securing economy.
Section 11 of the act of 1919 pro-
vides that it shall not be lawful for
anyone to establish a new or extend
an existing generating station without
the consent of the commissioners. The
proviso, however, is added that in the
case of a railway consent shall not
be refused unless it is proved that a
joint electricity authority or authorized
undertakers, are or will be in a posi-
tion to give the railway a supply ade-
quate in quantity and regularity to
meet its present and prospective de-
mands at a cost not greater than would
have been incurred by the railway in
supplying itself. The commissioners
find that there are three supply com-
panies willing and able to fulfill these
conditions. The railway failed to come
to an agreement with any of these com-
panies, but the commissioners find that
satisfactory guarantees were forthcom-
ing, that taking a supply from an out-
side source will save the railway a
capital expenditure of more than £1,-
000,000 on a power station and that the
railway will make an annual saving
by purchasing the power.
The commissioners also state that the
pooling of the railway company's sup-
ply with that of other classes of con-
sumers will be an important contribu-
tion toward the centralization of gen-
eration in Greater London, with all the
economies and benefits accruing. Thus
it may be inferred that in any future
schemes of railway electrification in
Britain the railways will not be per-
mitted to provide their own power sta-
tions unless a satisfactory and economi-
cal supply cannot be obtained from
existing undertakers. The South East-
ern & Chatham Railway case is the first
of the sort under the act of 1919, and
it is considered to be highly significant.
On Sept. 28, after a fortnight of
negotiations, an agreement was reached
on the subject of wages by the National
Joint Council for the tramway indus-
try, and the men's delegates resolved to
submit the agreement to a ballot of
their constituents with a recommenda-
tion to accept it. On more than one
occasion the negotiations almost broke
down and the help of the Ministry of
Labor was invoked. When things were
at their worst fear arose that the Joint
Council might be dissolved. That, of
course, would have put an end to na-
tional bargaining. The settlement
which was arrived at is a compromise,
neither side having got all that it
wanted.
The original proposal of the tram-
way owners, both municipalities and
companies, was that in view of the
heavy falling off in traffic receipts
owing to the slump in trade, the sliding
scale of wages adopted last year should
be abolished and that wages should be
reduced by 12s. a week by three monthly
installments of 4s. each. The men
wished the sliding scale to remain as it
was and that there should be no wage
reductions except under its provisions.
That scale took as its basis a cost of
living 135 per cent above the cost in
August, 1914. For every fall of five
points below that in the official index
figure of the cost of living, wages were
reduced by Is. a week. By the last
quarterly adjustment the total reduc-
tions in wages amounted to 10s., the
index figure having fallen 50 points to
85. The index figure at the end of
September was down to 79, justifying
a reduction of another Is. a week under
the old scale.
By the new agreement a sliding scale
is retained, but it provides for a wage
reduction of Is. per week for every
four points fall in the index figure.
The new sliding scale is also applied all
the way back to the basic index figure
of 135. The present index figrure being
79, it has fallen by 56 points. A wage
reduction of Is. a week for each four
points accordingly means 14s. As only
10s. had come off under the old scale,
the result is an immediate reduction
of 4s. per week. The next adjustment
is not to take place until February,
1923, and thereafter the adjustments
will be quarterly.
On Oct. 10 it was announced that the
employees by ballot had accepted the
agreement by 22,436 to 10,541 votes.
Of the men eligible to vote 55 per cent
voted.
At the recent conference of the
Municipal Tramways Association in
Newcastle-on-Tyne, three resolutions
were passed for taking action. By the
first it was decided to appoint a com-
mittee to confer with experts of the
Post Office on the subject of the liability
of tramway authorities for electrolytic
damage done to telegraph or telephone
cables by stray currents from tram-
ways. At present the tramway authori-
ties are liable even if they observe all
the Board of Trade regulations on the
subject and even if the Post Office
authorities have been negligent. The
association naturally wants it altered.
Another resolution provides for confer-
ring with municipalities with a view to
proper apportionment of the cost of
highway construction and maintenance
between the rails and tracks.
At present all the cost as regards
the tramway area of the road falls on
the tramways, and the cost is always
becoming heavier owing to the increase
of heavy automobile traffic. The intro-
duction of a private member's bill in
Parliament to alter the law on the sub-
ject was forecasted. The third resolu-
tion referred to the executive council
with a view to action the subject -of
getting powers to regulate general
street traffic at tramway stopping
places. Sir John Simpson, Portsmouth,
was elected president of the association
for the ensuing year.
The London Electric Railway on Oct.
2 placed a contract with the Founda-
tion Company, London, for the con-
struction of the northern part of the
extension of its line to Edgware. Work
Is already in progress on the part be-
tween Golder's Green and Hendon, a
length of IJ miles, and the new con-
tract relates to a length of about 3
miles from Hendon to Edgware. The
price is £258,000, including the electrical
equipment, and the work is to be com-
pleted in fourteen months. The whole
extension is a continuation northward
in the open country and on the surface
of the Charing Cross and Hempstead
underg^-ound tube railway, which comes
to the surface at Golder's Green. This
is part of the development of the Lon-
don Underground Railway System, the
new capital for which has been guaran-
teed both as to principal and interest
by the government under the trade
facilities act, the object being to get
the work put in hand at once in order
to provide work for the unemployed.
"The Metropolitan District Railway is
taking steps to improve the internal
appearance of its all-steel cars. These
vehicles are quite satisfactory as re-
gards safety, comfort, and facilities for
quick loading and unloading, but it has
been felt that the all-steel construction
produced a corresponding "all-steel at-
mosphere." An artist has been com-
missioned to plan pleasing and har-
monious color schemes. Some cars are
in gray relieved with yellow and are
fitted with brown and gold moquette
cushions. Others are in blue relieved
with white and have brown plush cush-
ions in the first-class compartments,
and brown and gold moquette in the
third-class. Still others are in green
relieved 'with two shades of gray, the
cushions being brown and green plush.
The upright rods from floor to ceiling
have been dispensed with in favor of
straps. This is a reversion to the old
arrangement.
News of the Eledric Railways
FINANCIAL AND CORPORATE :: TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
Regulation an Issue
Supervisory Control of Public Utilities
Looms Big in New York Gov-
ernorship Campaign
The campaign for Governor of New
York drew to a close in the northern
section of the state on Saturday night
with Gov. Nathan L. Miller speak-
ing to a rally in Albany. The para-
mount issues of the campaign are
water power and the regulation of pub-
lic seirvice corporations, with the light
wine and beer platform of the Demo-
cratic party as an extra "Added At-
traction."
Governor Miller in his speech in Al-
bany emphasized the fact that a start
has been made, after years of talk,
toward a definite program of develop-
ment of water power through the
agency of private capital, but with
operations restricted by law and by the
Public Service Commission, and that the
workings of the Public Service Com-
mission of the State and the New York
Transit Commission have been put more
nearly upon a judicial basis. He
stressed the inaptitude of the Demo-
cratic proposal for regulation by the
municipalities affected, instead of by a
centralized state body, of the public
service corporations operating within a
particular city, and called especial at-
tention to the fact that the Legisla-
ture, under "Al" Smith as Governor,
responded to his wishes in the matter
of transit regulation in the city of New
York.
Farmers Apathetic
Outside of the industrial centers gen-
eral political apathy prevails all over
the state of New York, and the vote
on election day promises to be per-
functory rather than enthusiastic.
Astute political observers predict a
falling off of the up-state vote in gen-
eral outside of the cities so that the
election has all the "earmarks" of being
a comparatively close one.
The most enthusiastic supporter of
Smith, however, does not claim that he
will have the Legislature with him.
This is bound to be Republican in any
event, and under such circumstances,
the chances are very remote of any
change being made in the public service
commissions law or the conservation
law in relation to water-power develop-
ment.
An unusual degree of permanence and
stability was given the New York State
Public Service Commission by chapter
134 of the laws of 1921 which provides
that the terms of the commissioners
shall be ten years each, one to be ap-
pointed each two years, and that a com-
missioner may only be removed by a
two-thirds vote of the Legislature, and
theji onl-" for cause, which virtually
means no public service commissioner
can be removed for political or emo-
tional reasons and that he must commit
a sufficiently flagrant act of misconduct
to justify 143 out of 201 elected mem-
bers of the New York State Legislature
in removing him from office. As for
changing the complexion of the law to
achieve political ends that is nearly
always very difficult.
So it will be seen that the election of
"Al" Smith as Governor would not nec-
essarily mean the upsetting of the
policy of the Public Service Commission
as to the regulation of public utility
corporations, and the most the Governor
could hope to accomplish would be the
naming of one Democratic member of
the commission in February. Neither
would the election of "Al" Smith be a
calamity, as it is never the policy of a
new administration completely to undo
progressive work started by a previous
one, while in many quarters the elec-
tion of a Governor of one political faith
with a Legislature of another is ac-
cepted as a good balancing wheel for
business progress.
$60,000 Viaduct Operation
The troubles of the South New
Orleans Light & Traction Company,
operating a railway opposite New
Orleans, are again engaging attention.
The company pleaded financial inability
to repair the Newton Street viaduct, in
Algiers, when ordered to do so by City
Engineer Klorer. At the conclusion of
the hearing before the Commission
Council of New Orleans the matter was
referred to Public Service Commissioner
Francis Williams and he has been
exerting himself to ascertain whether
some solution of the matter could not
be arrived at.
He maintained at the hearing, before
which he appeared on behalf of the
state, that a viaduct in Algiers at the
point where it is now located, was im-
perative, and he was of opinion that
the Southern Pacific Railroad, which
was interested in the maintenance of
the viaduct, should bear its proportion
of the expense of repair and mainte-
nance. Counsel for the railroad ob-
jected to this suggestion. However,
negotiations were opened between both
of these interests and a tentative agree-
ment has been reached, which points to
an amicable settlement of the difficulty
soon.
The street railway will be asked to
bear one-fifth of the expense of repairs,
estimated by City Engineer Klorer at
$75,000, the Southern Pacific Railroad
assuming the remaining four-fifths.
The work is to be done by the forces of
the Southern Pacific Railroad, anfl the
cost will be reduced thereby to approxi-
mately $60,000.
Feeder Lines Suggested
President Mitten of Philadelphia Rapid
Transit Outlines Plans for Feeders
for Frankford Elevated
Thomas E. Mitten, president of the
Philadelphia (Pa.) Rapid Transit Com-
pany, appeared before the transporta-
tion committee of City Council on Oct.
25 and laid before it plans for the con-
struction of three new lines designed to
furnish crosstown service in the north-
ern end of the city and serve as feeders
for both the Frankford elevated and the
Broad Street subway when that link in
the high-speed system is constructed.
The main features of the Mitten plan
are:
The abolition of the tortuoua Route 7»
which now winds its way from Ridge and
Mldvale Avenues to Frankford by way of
Olney and Wyoming Avenues.
The construction of a line beginning at
the Pelham carhouse in Germantown. along
Chew Street. Olney Avenue. Rising Sun
Avenue, Adams Avenue. Margaret Street
over to Richmond. That line would tie in
Germantown with the Frankford elevated.
The construction of another line that
would begin at Twentieth and Wingohocking
Streets, run eastward along Wingohocking
Street to Wyoming Avenue to Unity Street
and then to Frankford Avenue, where it
would, tap the Frankford high-speed line at ~
Church Street station.
The building of a third route that would
originate at Twenty-ninth Street and Hunt-
ing Park Avenue, traverse Hunting Park
Avenue. Erie Avenue and Torresdale Avenue
to the Frankford elevated. That line would
connect with the Frankford elevated at the
Torresdale station.
While no definite announcement was
made to that effect, it was learned that
Mr. Mitten proposes to have the lines
act primarily as feeders for the Frank-
ford elevated, and with that end in
view, free transfers would be issued be-
tween the new routes and the elevated.
Will Consult Communities
Mr. Mitten announced that as further
extensions are contemplated, the com-
pany would consult the residents of the
neighborhoods aflfected before planning
new routes.
Mr. Mitten came to City Hall osten-
sibly in response to a resolution intro-
duced by Councilman McKinley re-
questing the company to run a line over
Torresdale Avenue to Frankford. Mr.
Mitten surprised the Councilmen by
voluntarily offering to build the two
additional lines.
An official statement said:
To make possible early development of
these proposed lines, co-operation on the
part of the city in the matter of street open-
ing and necessary bridging is essential, and
to that end the City Council was invited to
go over these routes with President Mitten
and his engineers on Oct. 30, bv which time
it is expected the P. R T. will have a
double-deck bus at hand to be used for this
purpose.
Mr. Mitten explained that none of the
extensions would be self-supporting at
the start, but would rather add to the
cost of operation of the entire road.
He added that service to the people was
now the dominant note.
November 4, 1922
Electric Railway jouknal
759
Political Favoritism a Factor in
Securing Bus Permits
In a review of the New York Transit
Commission's inquiry into the munici-
pality supervised bus system, Clarence
J. Shearn, special counsel of the com-
mission, declared on Oct. 29 that the
whole Hylan-Whalen bus system
"smelled to heaven."
Judge Shearn said that the testi-
mony taken by the commission showed
that bus permits were given out
through political favoritism, that the
insurance firm of which the brother of
the Mayor's son-in-law and secretary is
a member profited by the sale of bus
insurance and that John A. McCarthy,
former business associate of Charles F.
Murphy, the Tammany leader, had ob-
tained bus permits in the names of
dummies.
The points which Judge Shearn said
had been established at the hearings
before the Transit Commission during
the week ended Oct. 28 he summed up
as follows:
1 That the Hylan-Whalen system ot
■revocable permits" for bus operators is
vicious and demoralizing. „„„„lor
■' That the genume need ana popular
demand for a flexible crosstown bus service
has been capitalized by politicians for pri-
vate profit and the system has been made
part and parcel of a political machine.
3 That one method of greasing the patn
to favor is to pay a public official who owns
a garage four times the usual rate for bus
storage, while another is to buy a bus of a
district leader on his promise to help get
a permit to operate.
4. That the bus system has been used
not to serve the public, but to provide a
soft berth for needy individuals who have
^ 5" That to hide political favoritism, or
worse a large number of buses on the best
paying line in the city are permitted to be
run in the name ot dummies.
6 Tliat John A. McCarthy, the dis-
coverer of Hylan, has a fleet of buses on
the most profitable lines, each one in the
name of a dummy.
7 That an ex -detective and brewery col-
lector turns up on the "cream of all the
lines." with three buses, costing $18,000.
one being concededly hidden in dummy
ownership, and manages these in conjunc-
tion with McCarthy's fleet, aided by Billy
Murphv. a nephew of the Tammany boss.
8. That the insurance firm of Sinnott &
Canty, the senior member of which is the
brother of the Mayor's son-in-law and pri-
vate secretary, has divided commissions
flfty-fifty with a young Insurance canvas-
ser on forty-eight casualty insurance pol-
icies solicited from the bus owners since
July 1. 1922. ^, „ ^,
9. That while in the short time availablt
it has only been possible to scratch the
surface thus far. the whole Hylan-Whalen
bus system "smells to heaven."
financial difficulties. Mr. Langdon and
his associates concluded arrangements
a month ago for taking over the line.
Mr. Langdon said that officials of the
Cincinnati & New Richmond Railway
were negotiating with L. G. Van Ness,
electrical engineer with offices in the
Union Trust Building, to operate the
line in connection with the Cincinnati,
Georgetown & Portsmouth Railway, of
which he is general manager. If this
plan is carried out, according to Mr.
Langdon, the Cincinnati & New Rich-
mond Railway will operate its cars on
the tracks of the Cincinnati, George-
town & Portsmouth Railway from Cin-
cinnati to California, Ohio, and then on
its own tracks to New Richmond. Mr.
Langdon also said that one-man cars
would be operated. A few more details
will have' to be worked out before the
line will again be put in operation.
Praises Rehabilitation
Accomplishments
Arrangements Made for
Taking Over Line
The Cincinnati & New Richmond
Railway, which will operate the eastern
division of the Interurban Railway &
Terminal Company from the East End
to New Richmond, Ohio, has been in-
corporated with a capital of $10,000.
The incorporators are: William E.
Harton, general manager of the South
Covington & Cincinnati Street Railway ;
Lawrence Langdon, counsel for the
Union Gas & Electric Company; Walter
Beaty, engineer; Howard High and
Frank Woods, local bankers. The com-
pany will be organized with Mr. Har-
ton as president; Mr. Langdon, vice-
president, and Mr. Beaty, secretary and
treasurer. The division was discon-
tinued several months ago because of
In announcing a payment of $200,000
on the $500,000 installment due the De-
troit United Railway on Dec. 1 to apply
on the purchase of the city lines, the
Mayor of Detroit stated that the de-
partment of street railways had done
more work in rehabilitation of its lines
during five months of municipal owner-
ship than had been done in any pre-
vious three-year period. Attention was
called by the Mayor to the advisability
of continuing the precedent estab-
lished by the department in making
such allotments on a separate bank ac-
count, and to the wisdom of cash de-
posits with which to meet fixed charges
arising from operation.
Oct. 1 was referred to as marking the
completion of four and one-half months
of operation of the municipal lines in
Detroit. During this period the depart-
ment had to revamp the old company's
organization and then attack the prob-
lem of deferred maintenance, facing at
the same time the problem of carrying
the heaviest load of the railway year—
the summer months.
It was pointed out that the depart-
ment has not had the advantage of the
usual administration statistics which
were the property of the old company.
With a full year's experience behind
the department, decreased cost for suc-
ceeding years under the same relative
conditions are expected. It has been
necessary for the department to run
from day to day and month to month,
feeling its way along throughout the
construction season now near a close.
The Department of Street Railways,
the Mayor stated, has exerted every
possible effort to bring the property
under its control up to the best possible
operating conditions. The policy has
been, first of all, to provide for quar-
terly payments of interest and the semi-
annual payments of principal to the
former owners, and thereafter to put
every available dollar into the rehabil-
itation of property, reserving only a
proportion monthly which might act as
a protection reserve during the months
when traffic naturally decreases.
What Public Ownership Costs
The "Financial Post" Lists Costa Since
Toronto Took Over the Trans-
portation Problem
It is just over a year since the
Toronto Transportation Commission
took over the street railways system,
says the Financial Post, published at
Toronto. In that period rapid progress
has been made in the rehabilitation of
the property. By night and day work
has been carried on without regard to
cost in labor or equipment and the re-
sults have satisfied a public demanding
better service. Hundreds of new luxuri-
ous red cars have likewise appeased the
public demand for a change. But what
lA all this costing? The Financial Post
goes on to explain:
The appropriations last year and this
by the city hall have amounted alto-
gether to $23,500,000.
Fares have been advanced to four
tickets for 25 cents compared with six
and eight tickets — nearly double. This
has cost the citizens about $4,000,000
additional.
Every man woman and child in the
city has been charged with an expendi-
ture of $45 each, and every passenger
carried has paid about double fare — and
the financial outpour continues.
In addition the city is losing $1,000,-
000 a year in its percentage of fares
and is able to collect only a fraction of
taxes that were formerly paid by the
Toronto Railway.
Nothing has yet been paid by the city
to the Toronto Railway on the purchase
price of the system.
Nor has there been any statement
made to indicate if there is a surplus
of income over operating cost.
Money, Money Everywhere
While the Toronto Transportation
Commission has been making a most
spectacular showing the fact remains
that modern engineers say that prac-
tically nothing in the construction line
i.^ impossible if there is enough money
available— and the T.T.C. has been
troubled with no shortage of funds.
Every investor knows that the test
of a private undertaking is not during
the progress of the construction when
all charges are met out of capital, but
after the work is completed when all
charges and expenses must be met out
of revenue and when revenue is based
upon the basis of a fair price for the
produce or service. Of course the
T.T.C. is fortunate in operating under
an act which permits the charging of a
fare to meet all expenses, but even under
public ownership the people will in the
long run be inclined to ask value for
their money and that is when the test
will come, when the novelty of the new
cars and smooth rails has worn off and
the people want service for what they
spend. For the present, because they
have starved under a narrow and short-
sighted franchise administered in a
manner which gave them just cause for
complaint, they are willing to pay any-
thing for better service.
760
Electric Railway Journal
!
Vol. 60, No. 19
Adopts Trolley Bus
United Railways & Electric Company
Changes Motor Bus Service to
Trolley Bus
The United Railways & Electric Com-
pany, Baltimore, Md., has substituted
trolley buses for the motor bus service
open since July 1 from Gwynn Oak
Junction to Randelstown via Richland
over Liberty Heights Avenue. The
change was made on Nov. 1 to fulfill
the agreement made by the company
with the residents, who desired a form
of transportation giving outward evi-
dence of some permanency. They agreed
to underwrite the expected deficit of
$32,000 in the first five years of
operation.
Three Brill rail-less cars form the
fleet, two of which are needed to operate
the 30 minute headway during the
morning and evening rush hours. But
one vehicle is needed for the hourly
service during the normal hours of the
day and after the evening rush hours,
as the running time for the 6.3 mile
line is only twenty-five minutes. This
schedule allows a layover of five minutes
at each end of the route.
Regular Service Provided
The first bus pulls out of Richland
at 5:45 a.m. for Oak Junction leaving
there at 6 a.m. for Randallstovm. The
next bus leaves at 7 a.m. and a bus
leaves every thirty minutes thereafter
until 9:30 a.m., when hourly service is
given until 4:30 p.m. From 4:30 to
7 p.m. buses run every thirty minutes
after which hourly service is given until
twelve midnight.
The one way through fare is 14 cents
divided into two 7-cent zones, the divid-
ing line being at Richland. Fares are
collected in the pay enter, pay leave
plan, using a Johnson fare box with
no overhead check register, that is,
passengers boarding irrespective of the
direction of travel in the first zone pay
the first zone fare of 7 cents on enter-
ing, and if they ride into the second
zone must again pay another zone fare
on leaving. Passengers that board in
the second zone pay only as they leave
the bus. No transfers are exchanged
with the Woodlawn Avenue cars at
Gwynn Oak Junction, with which the
buses make connection to reach the
center of Baltimore.
At Richland, which is midway of the
route, a 25 ft. x 60 ft. garage has been
built.
Small in Charge
The rolling stock as stated consists
of three standard Brill rail-less cars
with Westinghouse standard automatic
foot control, two independent trolley
poles fitted with 0 B swivel trolley
wheels.
The highway over which the buses
operate is for the most part plain mac-
adam the surface of which has been
treated with tar and gravel. Generally
it is only 18 ft. wide, although for some
distance it has a 2 ft. concrete shoulder
on either side.
Local Commission Details
Under Consideration
Internal argument concerning salaries
to be paid and methods of supervising,
employment, delegation of authority,
etc., is resulting in rather slow organ-
ization of the new Utilities Commission
of Louisville, which will be financed
by the local utilities. The Louisville
Railway, in its new franchise, agreed
to pay $10,000 annually toward defray-
ing the expense of a utility bureau.
The Louisville Home Telephone Com-
pany, also agreed to a similar sum to
be paid the city annually.
The Cumberland Telephone & Tele-
graph Company, which has a franchise
expiring, wants to come in on the same
sort of basis, and it reported that the
Louisville Gas & Electric Company, is
investigating the idea, and desires to
come under a utility commission, which
would check up the various companies,
and be in position to show the city what
these companies are doing, which would
make it much easier to regulate rates.
The City Council is objecting to the
proposals embodied whereby an engi-
neer would be appointed to supervise
the railway, at a cost of $5,000 annu-
ally; and a certified accountant for the
telephone company at a similar salary.
The Council contends that the salaries
are too high. The reasoning may be
faulty, but it is pointed out in justifica-
tion of the stand the city has taken
that $5,000 is more than is paid the
City Engineer, and equal to the limit
that any city employee may draw. The
money, however, comes out of funds
from the utilities.
There is some discussion of consol-
idating the various funds and creating
a utilities bureau to look after all
such matters as come up. This pro-
cedure would save in some ways, and
make for a more efficient organization.
iiiiiHiiiniiiiiLimmi
Franchise Granted. — The Crawford
County Commissioners have granted the
Cleveland, Southwestern & Columbus
Railway, Cleveland, Ohio, a franchise
for twenty-five years. The company
threatened to abandon its line in Craw-
ford County if the franchise was not
renewed.
Recommends More Equipment. —
Robert M. Feustel, consulting engineer,
of Fort Wayne, Ind., has submitted a
report to Mayor Plant on the Ottawa
(Ont.) Street Railway. Eighteen
miles of track extensions, forty-seven
new cars, additional snow plows, more
car-house equipment, etc., within the
next five years, are recommended in the
report.
Vote Against Municipal Ownership. —
An election was held on Oct. 20 in
Aberdeen, S. D., on the question of
the city's taking over the Aberdeen
Railroad which discontinued car ser-
vice on Aug. 1 of this year. The
official canvass showed that there were
677 votes cast in favor of municipal
ownership and 2,798 cast against the
proposition.
Preliminary Report Made. — The re-
port prepared by the public utilities
committee of the St. Paul Association
referred to in the Electric Railway
Journal issue of Oct. 7 was a prelimi-
nary report and was merely given to
the St. Paul City Planning Board for
its information. The report has not
been completed. The report deals with
the proposal for an operating consolida-
tion of the electric railways of the
Twin Cities.
Mrs. Sawtelle Dies of Injuries in Auto
Crash. — Mrs. Elmer S- Sawtelle, wife
of the assistant general manager of the
Tool Steel Gear & Pinion Company,
Cincinnati, died as the result of injuries
received in an auto accident near
Wheeling, W. Va., on Oct. 23. She was
returning with her husband and two of
her children from a trip to Washington,
D. C, when the car skidded and over-
turned. The husband and the two chil-
dren, twelve and eight years old re-
spectively, escaped uninjured. A third
child, four years old, had been left at
home. Mrs. Sawtelle was prominent in
social circles at her home in Hartwell,
Ohio, near Cincinnati and had always
been very active in Sunday School and
missionary work.
Missouri Reverts to the Days of
Jesse James. — The many robberies of
conductors and passengers on street
cars, in the past few weeks, have
brought out the oflFer of a reward of
$500 by the receivers of the Kansas
City (Mo.) Railways, for arrest and
conviction of such robbers. The re-
ceivers point out that the crimes are
punishable not only under state laws,
but, since the receivers are oflScers of
the Federal Court, are punishable for
contempt of court by the United States
Federal Court for the Western District
of Missouri. Notices of the reward
have been posted conspicuously in many
places. It is said that in practically
every case of hold-up of conductors,
the passengers have also been robbed
and terrorized.
Must Have Report Ready on Nov. 10.
— Special committees representing the
Cincinnati (Ohio) Traction Company
and Ohio Traction Company and
the Cincinnati Street Railway have
been requested to have ready a report
on progress they are making in dis-
cussing a readjustment of their affairs
for Mayor George P. Carrel's traction
committee when it meets on Nov. 10.
The date was fixed when Froome
Morris, vice-mayor, pointed out that
conferences can go on indefinitely if no
time is fixed. Mr. Morris asserted the
question of deferring collection of the
annual franchise tax, in order to keep
fares from increasing, will be up for
discussion on Jan. 1. Mr. Morris fur-
ther stated that the traction situation
should be in definite shape by that
time.
November 4, 1922
Electric Railway Journal
761
Financial and Corporate
New Financing Arranged
Another Step Taken Toward Perfecting
Reorganization of Pittsburgh
Railways
At a meeting on Oct. 30 attended by
Mayor Magee, members of the City
Council and President Thompson final
steps were taken to put into effect the
Pittsburgh Railways reorganization
contract, which has been the subject of
negotiations for more than a year and
a half. Mr. Thompson announced that
he had raised the $5,000,000 necessary
to make effective the contract between
the city of Pittsburgh, the new railway
and the Philadelphia Company.
Change in Form Approved
Mr. Thompson said that the Union
Trust Company, Pittsburgh, of which
H. C. McEldowney is president, will
undertake to provide the necessary
funds under the contract upon condi-
tions, explained to the Mayor and Coun-
cil, all of which were very satisfactory
and approved. A slight change in the
form in which the financing was ex-
pected to be done was approved by
Mayor Magee and Council.
The conclusion of these negotiations
opens the way for a program of
improvements for the Pittsburgh Rail-
ways, the need of which has long been
felt. This money will provide new cars,
carhouse, shop equipment and facilities
for performing better service. Steps
will be taken for the winding up of the
receiverships by foreclosure of the gen-
eral mortgage or by other sales of the
property of the railway so that a new
corporation may be formed. The reor-
ganization will be made possible by the
Philadelphia Company, city of Pitts-
burgh, boroughs and townships and
holders of personal injury claims agree-
ing to accept payment over a period of
ten years.
Mayor William A. Magee gave out
the following statement:
.\fter a full discussion it wa.s agreed that
city officials accept the proposed financing of
President Thompson, namely, that $5,000,-
000 for improvements be raised in the fol-
lowing manner ; $2,400,000 on car trust cer-
tificates : $600,000 on car trust certificates
or otherwise, this total of $3,000,000 to
purchase new cars. The other $2,000,000
to be raised on short term loans and to be
Invested In carhouse and other Improve-
ment.i and betterments.
It was agreed that the law department
prepare a resolution to be presented to
f'ouncU, formally adopting the above plan.
It Is understood the company now will
take the necessary steps to recover posses-
sion of Its property by foreclosure, and by
the discharge of the receivership and begin
the operation of the railways.
Praises Union Trust Official
In speaking of the reorganization
plans, Mr. Thompson said:
The successful financing of the plan to
terminate the receivership of the Pittsburgh
Railways has been largely the result of the
vision of H. C. McEldowney, president of
the Union Trust Company, This great
banking Institution and its executive head
know Pittsburgh, believe In it, are confident
of its future and are enthusiastic in their
efforts to do all in their pow^r to promote
its growth and prosperity. They have been
fully aware that good street railways trans-
portation is vital and essential to the con-
tinuing prosperity of the Pittsburgh district
and they have expressed their confidence
in the future by agreeing to provide the
$5,000,000 necessary to accomplish the re-
organization. "^
The successful negotiations, which prom-
ise a speedy termination of the receivership
and the organization of the street railways
properties, are also the result of the fore-
sight and hearty co-operation of Mayor
Magee and the members of Pittsburgh
Council and too much credit cannot be
given them for their patience throughout
the many tedious conferences neceswary to
effect a complete understanding that was
fair to the people of Pittsburgh and to the
investors holding securities in the railway
properties. They have worked hard to
effect the best possible plan and they have
.shown a knowledge of conditions that indi-
cates intense study of the situation by them.
The flr.st steps toward reorganization of
the Pittsburgh Railways were taken two
years ago. The problem was to get $5,000.-
000 of new money to provide those improve-
ments to equipment and operating facil-
ities considered essential to modern man-
agement. Everyone who knows anything
of street railway .operations here or else-
where in the United States knows that
there has been very little, if any, financing
of late and that has been one of the prob-
lems of the receivers of the Pittsburgh
Railways. It has been quite an accom-
plishment, therefore, to be able to obtain
this financial assistance at home as it indi-
cates confidence in the promised service and
management, in the co-operation of the
Mayor, the City Councilmen and the sur-
rounding munlc'palities and in the future
of the great district served by the railway
lines.
Discontinuance Waits on
Commission's Ruling
Service on the Springfield & Wash-
ington Railway, operating between
Springfield and South Charleston,
Ohio, will be discontinued within a few
months if the State Public Utilities
Commission gives the necessary con-
sent. This was the gist of a statement
by W. W. Keifer, counsel for the com-
pany, who said that the line was daily
losing money for its owners.
"There are too many automobiles
competing with us," said Attorney
Keifer in explaining why the company
could not make money, despite the
economies affected after G. F. Baker
acquired a majority interest in the
road by purchasing the holdings of his
brother, Floyd Baker, several months
ago.
At that time, the new owner an-
nounced his intention of introducing
several policies to reduce expenses,
plans whereby freight and passenger
revenue might be increased, and also
his idea for a system of bus feeders
operating from most of the way sta-
tions along the electric line. The plans
in some cases were carried out. But,
according to Mr. Keifer, the condition
which the company faced was one that
could not be remedied if the company
were to operate from a business stand-
point, and it was therefore decided to
apply for permission to discontinue the
line and junk its equipment. This was
one of the first lines to be built in
Ohio.
Successor Company Functioning
at Spartanburg
The South Carolina Gas & Electric
Company, Spartanburg, S. C, on Oct. 1
took over all the plants, property and
business of the South Carolina Light,
Power & Railways Company. The new
company purchased the property and
business at a foreclosure sale on July
31, which sale was consummated in the
order issued by Judge Watkins of the
United States District Court at Ander-
son on Sept. 30.
The members of the board of the new
company are Isaac Andrews, Dr. E11--
wood F. Bell, Ben Hill Brown, Baylis
T. Earle and Henry M. Earle, Paul W.
Fisher, F. B. Lasher, C. C. Hood, E. W.
Moher, George B. Tripp, Spartanburg ;-
and T. F. Wickman, New York.
The new officers are as follows:
George B. Tripp, president; Isaac
Andrews, vice-president; F. B. Lasher,
vice-president; Paul W. Fisher, secre-
tary and treasurer; A. S. Jolly, assistant
secretary and assistant treasurer.
The new company plans to make ex-
tensive improvements to its various
plants and properties. These will
include increasing the capacity of
the hydro-electric plant at Gaston
Shoals on the Broad River, improve-
ments and additions to the steam
plant and gas plant in Spartan-
burg, the erection of an additional
transmission line from Spartanburg to-
Gaffney, additions to the substation
plans of the company located in Spar-
tanburg and Gaffney, the erection of'
additional electric lines in the city
and the adjacent territory, the addi-
tion of several miles of gas mains in-
various parts of the city which will-
take care of the requests of many
householders who have been anxious
for the gas service but which service
heretofore could not be furnished, and.
various other improvements.
$10,414 Surplus in Toledo
in September
Operations of the Community Trac-.
tion Company, Toledo, Ohio, resulted in
a surplus of $10,414 for the month of"
September. An additional $384 of in-
terest on the cash balance has been-
added to the stabilizing fund, bringing-
it up to $167,322 as of Oct. 1.
Increase in car riding was the most
encouraging aspect of the monthly re-,
port.
Daily average riding was 162,638-
revenue passengers. In comparing this-
with the car mileage operated there-
was shown a density of riding of 7.82^
revenue passengers per car-mile. This
is compared with 7.53 for August and.
7.43 for September a year ago.
Ratio of operating expense to gross
revenue was increased to 69.709 per
cent as compared with 68.840 per cent:
for the previous month, largely due to
the increased expenditures for mainte-.
nance.
With increased riding so far in
October it is predicted that revenue-
passengers will total nearly 5,000,00ft
for the month.
762
Electric Railway Journal
Vol. 60, No. 19
I. R. T. Plea Allowed
Commission Acts Favorably on Appli-
cation for Security Issue in Con-
nection with Reorganization
The New York Transit Commission
on Oct. 27 gave its approval to the
application of the Interborough Rapid
Transit Company for authority to issue
and dispose of the new securities which
will underlie the Interborough-Manhat-
tan reorganization plan. Orders were
granted permitting the company to
issue $10,500,000 in new 6 per cent ten-
year notes, $6,153,060 of which will be
used to purchase new equipment, and
to issue $34,330,000 of 7 per cent ten-
year notes, secured by the pledge of
existing bonds of the face value of
$27,570,000 and $32,032,000.
The commission's approval is the
latest step in the internal reorganiza-
tion of the Interborough Rapid Transit
Company, which had its inception in
conferences with Judge Julius M.
Mayer of the United States Circuit
Court, to avert bankruptcy. The plan
agreed upon provided for a reduction
of the 7 per cent lease of the elevated
lines of the Manhattan Railway to 3, 4
and 5 per cent, the elimination of $114,-
000,000 of securities of the Interborough
Consolidated Corporation and its com-
plete divorce from the Interborough
Rapid Transit Company, and a provi-
sion for the election of the board of
directors of the Interborough Rapid
Transit Company by groups, nine by
the Interborough stockholders, three by
the Interborough bondholders, three by
the Manhattan stockholders and three by
public authority. Under the agreement
the dividend rate on Interborough stock
is to be restricted to a maximum of 7
per cent, with no dividends at all to be
declared for the next five years.
In an opinion in which Chairman
George McAneny and General John F.
O'Ryan, the other members of the com-
mission, concurred Commissioner LeRoy
T. Harkness reviewed the steps which
led up to the agreement for the reor-
ganization. Mr. Harkness said that
outside of earnings, $18,112,500 would
be provided for the company, of which
$7,612,500 would come from the post-
ponement of sinking fund payments on
Interborough bonds accruing during the
three and one-half years from July 1,
1922, and $10,500,000 from the sale of
the new 6 per cent notes. In comment-
ing upon the plan Mr. Harkness said:
In addition, the earnings available for
service and proper corporate purposes will
largely be Increased by the elimination of
the present 7 per cent Manhattan dividend
rental. The extension of the Interborough
7 per cent notes for ten years will relieve
the company of its present embarrassment
of having this heavy matured debt hanging
over its head and give time for the resump-
tion of more normal conditions when com-
plete and adequate refinancing mav be
effected. The Interborough directorate is
to contain responsible representation of all
groups (including the city) having large
financial interests in the properties operated
b.v the company.
It is by a comparison of these results
with the existing conditions of the Inter-
borough Company that the beneficial results
of the plan are apparent. Furthermore,
the only alternative of the plan would seem
to be a receivership, which would be the
source of incalculable damage to security
holders and the public as well. In the
formulation of the plan .and the remarkable
success in securing the assent of thousands
of widely scattered security holders, and
thus avoiding receiverships and probable
disintegration, Judge Mayer and those asso-
ciated with him have performed a service
not only to the security holders, but to the
public as well.
Sale of Millers Falls Branch
Authorized
The Massachusetts Supreme Court
has authorized D. P. Abercrombie,
receiver for the Connecticut Valley
Street Railway, Greenfield, Mass., to
sell the property comprised by the
Millers Falls' division, on which serv-
ice was discontinued recently. The
division had a total mileage of 9
miles, consisting of a 5-mile stretch
from Turners Falls to Lake Pleasant
and branches of 2 miles each extending
to Millers Falls and Montague. The
lines to Lake Pleasant and Millers Falls
were built in 1895 and the one to Mon-
tague several years later. It is under-
stood that the property will be dis-
posed of soon at public sale to the
highest bidder.
Certificates of Valuation Issued to Two
Pennsylvania Companies
Altoona & Logan Valley Electric Railway Valued at $6,600,000, and Southern
Pennsylvania Traction Company at $6,700,000
UNDER the public service commis-
sion law of Pennsylvania, public
utilities can apply to the commission
for certificates of valuation. Recently
two of the electric railways have re-
ceived these certificates of valuation
from the Public Service Commission;
the Altoona & Logan Valley Electric
Railway Company being valued at
$6,600,000 and the Southern Pennsyl-
vania Traction Company at $6,700,000.
Both of these companies are controlled
by the American Railways Company of
Philadelphia.
In arriving at these figures the com-
mission had before it inventories and
valuations made by A. L. Drum & Com-
pany, consulting engineers, Chicago and
Philadelphia. In the case of the
Altoona property the engineers sub-
mitted valuations made on two bases,
viz., prices current on Dec. 31, 1919, and
average prices for the years 1914-1919,
inclusive. A summary of the cost to
reproduce new the property of the
Altoona company (including the Home
Electric Light & Steam Heating Com-
pany) under the two bases noted is
reproduced herewith. In addition to the
two bases used on the Altoona property
a valuation based on unit prices as of
Jan. 1, 1922, was made for the South-
ern Pennsylvania Traction Company. A
table showing the summary of these
three bases is printed herewith.
For both companies the amount of
depreciation was determined on each of
the bases, representing the amount of
existing depreciation due to wear or
mechanical deterioration ascertained by
field inspection and measurement.
The Altoona property consists of a
53-mile electric railway system in
Altoona with two interurban lines, one
to Lakemont Park and Hollidaysburg,
and the other to Bellwood and Tyrone,
SUMM.\RY OF COST OF REPRODUCING AND DEVELOPING THE PROPERTY OF THE
ALTOONA & LOGAN VALLEY ELECTRIC RAILWAY. INCLUDING THE HOME
ELECTRIC LIGHT & STEAM HEATING COMPANY AS OF DEC. 31, 1919
Phywcal Property;
Land
Track
Bridges
Paving
Electrical distribution system
Rolling stock ^ ......■.*.,...■,......
Power station equipment ,
Shop machinery and shop tools
Buildings
Furniture and fixtures ,
Stores, tools and miscellaneous equipment
Expenditures not apparent in inventory
Engineering and superintendence
Administration, organization and legal expense
Taxesduring construction
Interest during construction
Working capital
Cost of financing
Total
Lakemont Park ^ . .
Total physical property
Developmental Costs:
Expenditures for obsolete equipment and construction. . . .
Cost to unify system
Loss of interest during operation
Total development costs $914,446
Total cost of reproducing and developing the property $7,93 1,988
Home Electric Light & Steam Heating Company $925,887
Grand total $8,857,878
Cost new less depreciation $8,077,427
Certificate of valuation issued by Public Service Commission
of Pennsylvania, .\ug. 7, 1 922
^BasisNo, 1 —
. Basis No.
Average Prices
2 .
Prices Current
YearB 1914-1919,
Per Cent
Dec. 31, 1919
Inclusive
of 1919
$68,585
$54,868
80.00
1,877,266
1,379,476
73.48
217,953
167,154
76.69
640,348
399.950
62.46
388,730
355,938
91.56
1,041,870
735,160
70.56
457,335
340,601
74.48
52,186
42,532
81.50
361,030
263,268
72.92
9.114
8.102
88.89
126,920
118,128
93.76
41,044
41,044
100.00
244,936
181,497
74.10
231,339
231,339
100 00
15,114
15,055
99.60
461,902
303,388
65.68
59,000
59,000
100 00
314.733
234.825
68.72
6,609,405
4,931,325
74.61
408.137
297.236
$5,228,561
72 83
$7,017,542
74.51
$323,218
$323,218
100.00
100,000
100.000
100.00
491.228
365.999
76.54
$789,217
$6,017,777
$714,375
$6,732,152
$6,153,700
$6,600,000
86.31
75.87
77.16
76 CO
76.31
Xovember 4, 1922
Electric Railway Journal
763
COMPARATI\'E SUMMARY OF COST OF REPRODUCING AND DEVELOPING THE PROPERTY
OF THE SOUTHERN PENNSYLVANIA TRACTION COMPANY AS OF DEC. 31. 1919
Basis No. I — Prices Current Deo. 31, 1919
Basis No. 2 — Average Prices Years 1914 to 1919, Inclusive
Basis No. 3 — Prices Current Jan. 1, 1922
--Basis No. 1 ^ . Basis No. 2— — ■ . Basis No. 3 •
Average
Prices
Prices Years Prices Per
Current 1914-1919 Per Cent Current Cent
Dec. 31,1919 Inclusive of 1919 Jan. 1, 1922 of 1919
Physical Pr perty:
Land $94,766 $75,812 80.00 $94,766 100.00
Irack 1,984,829 1,449,612 73.03 1,671,775 84.23
Bridges 83,920 61,541 71.42 71,931 85.71
Paving 758,280 546,536 72.08 747,254 98.55
Electrical distribution system 418,443 382,009 91.29 300,115 71.72
RoUingstock 1,182,914 842,294 71.21 1,219,280 103.07
Power station equipment 454,851 340,851 74.94 379,017 83.33
Substation equipment 58,634 42,032 71.69 60,031 102.38
Shop machiner>- and shop tools 14,014 11,422 81.50 12,410 88.55
Buildings 277,942 208,003 74.84 238,727 85.89
Furniture and fixtures 6,080 5,405 88.90 3,952 65.00
Stores, tools and miscellaneous equipment 94,803 84,469 89.10 102,380 107.99
Expenditures not apparent in inventory 125,613 125,613 100.00 125,613 100.00
Engineering and superintendence 249,324 186,665 74.87 219,176 87.91
Administration, organization and legal expense.. 241,805 241,806 100.00 241,806 100.00
Ta.tes during construction period 9,065 9,159 101.04 8.744 96 46
Interest during construction 484,423 369.058 76.19 439,758 90.78
Working capital . 69,000 69,000 100.00 62,700 90.87
Cost of financing 326,985 249,114 76.19 296,837 90.78
Total cost of phj-sical property to reproduce
new $6,935,691 $5,300,401 76.42 $6,296,272 90.78
Devel pmental Costa:
Expenditures for obsolete equipment and con-
struction $464,535 $464,535 100.00 $464,535 100.00
Cost to unify system 100,000 100,000 100.00 100,000 100.00
Loss of interest during operation 485,499 372.445 76.71 440,739 90.78
Total development costs $1,050,034 $936,980 89.23 $1,005,274 95.73
Total cost of reproducing and developing the
propertyasofDec. 31, 1919 $7,985,725 $6,237,381 78.11 $7,301,546 91.43
Cost new less depreciation $7,068,944 $5,554,859 78.58 $6,481,706 91.69
Value of power contract . $265,033 $265,033 100.00 $265,033 100.00
■ Certificate of valuation issued by Public Service
CommissionofPennsylvania, July 11, 1922 $6,700,000
tary Mellon in his forthcoming annual
report were expected to be few and
to deal largely with such changes in
the existing law as have been found to
be desirable through its application.
It was indicated that no general
revision of the law, such as was made
a year ago, was contemplated. Re-en-
actment of the excess profits tax has
its advocates in both branches of Con-
gress, but this is opposed generally by
the Administration, as is also the prop-
osition to tax undivided surpluses of
corporations.
and it also controls the Home Electric
Light & Steam Heating Company,
which does a general light and power
business in the boroughs of Tyrone and
Bellwood and intermediate settlements
and territory.
The Southern Pennsylvania Traction
Company property consists of 54 miles
of electric railway in the city of Ches-
ter and suburbs, and suburban lines to
Media, Eddystone and Darby and lines
connecting with the electric railways in
the cities of Philadelphia, Pa., and Wil-
mington, Del. This company is a sub-
sidiary of the Wilmington & Philadel-
phia Traction Company.
In addition to the inventory of the
existing physical property, the engi-
neers submitted a report on the de-
velopmental costs of the properties,
which is divided into three heads:
(a) Expenditures for obsolete equip-
ment and construction.
(b) Cost to unify system.
(c) Loss of interest during early
years of operation.
This method of computing develop-
mental costs obviates reporting an esti-
mated percentage of total physical
property by submitting a tangible
statement of capital invested in the
property actually superseded owing to
the development in the art of trans-
portation (and in order to bring the
property to its present state of effi-
iency). The amount included for
superseded property was the depre-
ciated value of the property at the
time of supersession.
It may be interesting to note that in
the case of the Southern Pennsylvania
Traction Company approximately 16 per
cent of the mileage was superseded be-
fore it had been used ten years, and in
the case of Altoona approximately 10
per cent was superseded before it had
been used ten years.
In no case is a general contractors'
profit included in either valuation. In
lieu of contractors' profit and overhead
expenses there is substituted the neces-
sary plant acquired and expenses in-
curred by the company that it may do
the work itself and save the item of
contractors' profit. These items are
storeroom and material yard expenses,
construction tools, contingencies and
omissions, loss and waste, liability in-
surance, special supervision and engi-
neering and superintendence.
Tax Exemption Up Again
Adoption of the pending resolution
proposing a constitutional amendment
putting an end to the issuing of tax-
exempt securities will be urged upon
Congress at its short session, it was
stated on Oct. 23 by high fiscal officers
of the Administration. They declared
the question of tax-free bonds was the
most important, not alone of the
national tax problem, but of some of
the industrial ones as well.
It was indicated that the proposed
legislation would have the full support
of the Administration. President Hard-
ing was expected to renew in his an-
nual message to Congress in Decem-
ber his recommendations for such a
change in the organic law. Secretary
Mellon and other treasury officials
also were prepared to reiterate their
support of the resolution.
Aside from the proposal to end the
issuing of non-taxable securities, rec-
ommendations with respect to taxa-
tion to be made to Congress by Secre-
Financial
News Notes
iiiiiiiimiiiitiiiiiiiiif
Balance Shown. — The stabilizing fund
of the Community Traction Company,
Toledo, Ohio, showed a balance of
$10,414 for the month of September.
Nine MonthB Net $971,166. — For the
nine-month period ended Sept. 30, 1922,
the Market Street Railway, San Fran-
cisco, Calif., reports a railway operat-
ing revenue of $7,093,838 with expenses
amounting to $5,143,215. The net in-
come was $971,166.
Preference Stock Offered. — Stone &
Webster are offering $1,300,000 of the
7 per cent cumulative prior preference
stock of the Puget Sound Power &
Light Company, Seattle, Wash. The
par value is $100, redeemable at $110.
The price is $105 and accrued divi-
dend to yield 6.65 per cent.
Net Income $772,186. — For the three
months ended Sept. 30, 1922, the Brook-
lyn (N. Y.) Rapid Transit Company
reports a total operating revenue of
$9,136,132 against $8,700,386 for the
same period in 1921. The operating
expenses increased from $5,625,956 in
1921 to $5,994,057 for the same three
months of 1922. The net income was
$772,186 for the 1922 period against
$702,362 for the three months ended
Sept. 30, 1921.
Increase in Balance Reported. — ^The
Republic Railway & Light Company
and subsidiaries, Youngstown, Ohio,
have reported gross earnings of
$7,643,551 for the twelve months ended
Sept. 30, 1922, against $7,727,960 for
the same period in 1921. The balance
for depreciation, dividends and surplus
amounted to $563,761 for the twelve
months ended Sept. 30, of this year,
an increase of $291,314 over the bal-
ance for the same period a year ago.
Offering of Gold Bonds Announced. —
H. T. Holtz & Company, Central Trust
Company of Illinois and Hamilton &
Company are offering $2,500,000 of the
Southwestern Gas & Electric Com-
pany's general mortgage 6 per cent
gold bonds, series of November, 1922.
The bonds are dated Nov. 1, 1922, and
are due Nov. 1, 1957. The price of
the bonds is 90 to yield 6.75 per cent.
The Southwestern Gas & Electric Com-
pany operates the electric railway sys-
tem in Texarkana, Ark.
764
Electric Railway journal
Vol. 60, No. 19
Commissioner's Advice
Ignored
Toledo Council Votes Against Use of
One-Man Cars Despite Proof
of Their Value
One-man cars tested for three months
on the Bancroft Belt line and three
days on the East Broadway and Cherry
Street lines have been eliminated from
Toledo by vote of City Council. This
action followed the disapproval of the
cars by the railroads and telegraphs
committee at a previous meeting.
There was practically no complaint
from citizens other than a lobby of
street railway employees and union offi-
cials who had approved them when the
wage agreement was made in March.
Street Railway Commissioner W. E.
Cann was unable to present much of
his argument to the committee because
of the prejudiced views of the members
before the hearing. In fact the mem-
bers paid very little attention to the
actual results of operation.
Investigation Committee Voted Down
Councilman B. J. Dalkowski, who led
the opposition, offered to have a com-
i.iittee appointed to investigate the cars
after Council's action. He was voted
down eighteen to two. He was told that
technically there wouldn't be any cars
to investigate.
Commissioner Cann said the equip-
ment would be immediately turned back
into two-man service.
From the results of the Bancroft
Belt line he had figures to show that
costs of operation were cut 21.9 per
cent while actual service was increased
6 per cent.
Comparing months of May and
August, the cars turned in 34,875 car-
miles in the former month as against
36,635 car-miles for the one-man equip-
ment in the latter month. This increase
of 2,060 car-miles is 6 per cent gain.
Actual wages paid to motormen and
conductors in May amounted to $3,265,
as against $2,378 in August to one-man
operators, showing a saving of $887
for the one month. The additional car
mileage would require $112 for power
and $61 additional maintenance allow-
ance, leaving a net saving of $713, or
21.9 per cent.
Accident Rejcord Good
Comparing periods of June 24 to 30
and Oct. 1 to 7 it is shovim that pas-
senger revenue increased 6.77 per cent
on the Bancroft Line as compared with
2.09 per cent over the entire system.
In the face of these almost unbe-
lievable figures of economy the Council
took its action to forestall the use of
one-man cars on any of the lines.
It was also shown from the accident
report sheet that nearly nineteen out of
twenty accidents on the line were
merely bumping or scraping of auto-
mobiles or other motor vehicles and not
attributable to the one-man cars. Not
more than three door accidents were
experienced in all the operation and
those are not all to be blamed on the
structure of the one-man car, in the
commissioner's opinion.
Following Council's action Commis-
sioner Cann asked the body where he
stood when as technical adviser to the
Council in such matters they wouldn't
take any of his advice. No member
rose to define his position. He said he
might refer schedules and other details
of the work to that body as well as
major questions if they desired to do all
the work.
Rate Reductions Effect Saving
of $20,350,000
A review of rate reductions of the
past year by the Railroad Commission
of California has established the fact
that an annual saving of $20,350,000 in
rates and fares to the public of the
state has been effected. Computed
upon an annual basis the aggregate
saving is made up as follows: electric
rates, $6,000,000; gas rates, $2,900,-
000; railroad rates, $10,450,000; ex-
press rates, $1,000,000. In the words
of H. W. Brundige, president of the
commission, this annual saving has
been brought about notwithstanding
the fact that utility rates have been
maintained at all time at levels dis-
tinctly below "cost of living" figures
compiled by the federal government.
The commission is of the opinion that
this annual saving in rates and fares
marks the swing of public utility
charges toward normal levels.
Violators of Jitney Ordinance
Sentenced
Four drivers of jitneys in Kansas
City, Mo., were sentenced to jail for
contempt of court through violation of
injunctions against operation, and have
served sentences. 'Two served three
days, and two served six days. This is
the first real action of the kind ever
taken locally.
A Kansas City ordinance requires
jitney operators to secure the consent
of a majority of "front footage" on
routes covered, preliminary to opera-
tion. The Circuit Court of Jackson
County upheld this ordinance in April
this year, and issued an order restrain-
ing operation contrary to the ordinance.
Many jitneys ceased running at that
time. Complaints of contempt of court
for violation of the injunction were
filed against several, and after delays,
they were recently brought to trial and
the above sentences meted out. No op-
erator has secured the necessary con-
sents, and few jitneys are being run,
except those in interstate traffic.
Traffic Regulations Changed
street Cars No Longer to Be Permitted
to Fit in with Moving Traffic
in Los Angeles
Operation of street cars at curves in
the downtown section of Los Angeles
has been ordered changed by the
City Council as part of an extensive
readjustment of traflic regulations.
Heretofore cars have started around
curves against the traffic signal. For
instance, a car turning from west to
south would start when the signal
opened north and south bound traffic
and would fit in with the moving line
of vehicles. Under the new plan, cars
making such a turn will start when east
and westbound traffic is open. The old
plan was ordered several years ago by
the police department to avoid squeez-
ing automobiles between street car and
the curb in narrow streets.
The Los Angeles City Council made
a move toward keeping the car tracks
reasonably clear of automobiles, when,
in the same program, it authorized an
ordinance against automobiles or
trucks stopping anywhere than against
the curb unless halted by a blockade or
by traffic signal.
Second line parking has been one of
the first causes of the congestion and
delaying street cars in the downtown
Los Angeles. Merchants have pleaded
that they have not had a chance to
make deliveries, as passenger cars
monopolize all the curb parking space.
Under the new traffic plan, the curb
will be marked into 20-ft. and 30-ft.
spaces, the former to be used by pas-
senger cars for forty-five minutes, and
the latter to be used by commercial
vehicles for fifteen minutes. A passen-
ger car may load and unload in a com-
mercial vehicle zone, but must not
stand more than one minute.
Efforts will be made to compel pedes-
trians to move with the traffic officer
and to curb "jay-walking."
The greater part of this program
was presented by the Greater Los
Angeles Traffic Commission, made up
of men and firms interested in the
proper handling of traffic.
Houston Agrees to Curb Jitneys
An agreement has been reached be-
tween the Houston Electric Company
and City Council in connection with the
problem of jitney competition. At one
time this matter threatened to reach a
climax in higher fares by the electric
company in order to guarantee earn- i
ings allowed by the Federal Court and
meet interest on bonds sold locally. The
city was all prepared to ask the voters |
to decide whether jitneys should be
abolished or retained.
The city has now agreed to cut down
the number of jitneys in operation from I
about 300 to 250 by Jan. 1. These are |
to be on the lines reached by street cars.
The company had discontinued all im-
provements pending some action by the
city, but has now resumed its exten-
sions, paving, and other work, promised !
to be carried out when it raised funds
from local investors.
November 4, 1922
Electric Railway Journal
765
Saginaw's Fate Up
People AVill Decide Whether Franchise
Providing Motor Coach Extensions
Is to Be Adopted
One of the most strenuous campaigns
in the history of Saginaw is drawing
to a close, and on Nov. 7 the people will
know whether electric railway service
is to be resumed with motor coach ex-
tensions. At the general election on
that day the electors will vote on a
franchise that was submitted by the
Council after it had been presented with
signers numbering thousands. While
the measure has had its opponents, it
has not lacked for support, and as the
opposition grew, the support did like-
wise. An educational campaign through
the press and public meetings has been
going on for the last two weeks and
will continue up until Monday, Nov. 6.
The Exchange Club, one of the city's
many luncheon organizations, has
backed the citizens' committee that suc-
ceeded in having the franchise initiated
and has gone to the extent of blocking
the entire city and on election day will
have workers in every voting precinct.
This organization has left nothing un-
done to have the measure adopted.
The opposition centers with the
United Club. This organization months
ago attempted the financing of a
locally-owned motor coach system and
succeeded in getting $5,000 in cash and
$20,000 in subscriptions for a $400,000
company. After it failed nothing was
again heard of the organization until
the franchise was submitted to the
Council, and with the slogan of "On the
job" they started knocking the fran-
chise at meetings throughout the city.
Provision Made for Electric Cars
While it is impossible to make a pre-
diction at this time as to the success of
the franchise, many who have in the
past opposed grants to public utilities
are unwilling at this time to say that
the measure will be defeated.
The franchise provides for street
cars on lines formerly owned by the
Saginaw-Bay City Railway Company, in
bankruptcy since August, 1921, and
motor coach extensions. The period of
the grant is twenty-five years. The
rate of fare is twenty tickets for $1;
10-cent cash fare; four tickets for 25
cents, free transfers. This rate of fare
is to extend over a period of two years,
after which the Public Utilities Com-
mission is to fix it.
The company is to be relieved of
all paving and repaving but is to
keep the pavement between its tracks
and one foot outside in repair and
pay for all necessary cost of extra
foundation required because of its
tracks being in the streets. New
tracks are to be laid in several streets
during 1923.
At least two-thirds of the board of
directors will be Saginaw men, and Otto
Schupp, trustee of the bankrupt rail-
way, has been asked to accept the
presidency of the new company if the
franchise carries. Mr. Schupp, to whom
the franchise is to be granted, has
promised the people that he will not
assign the contract until the new com-
pany deposits $400,000 with which to
make the improvements and rehabilitate
the property and names the Saginaw
officers. The company is not to be con-
nected in any way with any of the local
utilities controlled by the Common-
wealth Power, Railway & Light Com-
pany.
All competition is to be eliminated,
and the same legislation is provided to
stop competition on interurban traffic
that use the company tracks as a means
of egress and ingress from and to the
business district.
The contract also provides that when
the utilities commission fixes the new
rate of fare, the franchise given the
new company is not to be capitalized,
no consideration is to be given if dur-
ing the first two years there has been a
loss because of the rate of fare as estab-
lished, and the stock and bonds of the
Saginaw-Bay City Railway Company,
are not to be included in fixing the
value of the property upon which it
will be permitted to earn a profit.
Elimination of Skip-Stop Tabled. —
For the time at least the effort started
in the Fort Wayne, Ind. City Council
to make the Indiana Service Corpora-
tion cut out its skip stops and stop at
every street intersection has been dis-
continued.
New Service Started. — The North-
ern Texas Traction Company, Fort
Worth, Tex., has begun operation of
cars on the recently constructed South
Adams spur of the Hemphill Street
line. A new residential district with
several thousand persons is served by
this extension.
Refuses Lower Fare Request. — The
Georgia Public Service Commission has
denied a petition by citizens of Rome,
Ga., requestiflg a reduction in fares.
The present fare on the lines of the
Rome Railway & Light Company is
6 cents, while in nearly all other
Georgia cities the fare is 7 cents.
Go to Theater on Half Fare.— The
Northwestern Ohio Railway & Power
Company, Oak Harbor, Ohio, has cut its
lates from Port Clinton to Toledo for
the 5:30 and 6:30 p.m. cars. This is
done to give Port Clinton people a the-
ater car at prices equal to the regular
half-fare rate.
Denies Petition. — The Georgia Pub-
lic Service Commission has denied a
petition by the Atlanta Board of Edu-
cation requesting half fares for school
children. The contention of the Georgia
Railway & Power Company that such
reduction would be discriminatory, has
been upheld by the commission in its
decision. The commission voted four
to one to reject the petition, which was
originally filed several months ago. The
existing fare in Atlanta is 7 cents.
Motor Cars at Chattanooga. — The
motor-driven railroad car has made its
appearance in Chattanooga. It is a
gasoline propelled combination passen-
ger and baggage car, on the Tennessee,
Alabama & Georgia Railroad. The cars
will displace steam propelled trains now
used on certain schedules. It accom-
modates forty passengers.
Demands Lower Charges. — The East
St. Louis City Council on Oct. 24, unan-
imously passed a resolution demanding
a reduction in utility charges and re-
questing the Illinois Commerce Com-
mission to make an investigation. The
resolutions declare there has been a
reduction in the cost of material and
labor, which it is stated are now only
36 per cent above the average in July
1913. The present fare on the lines of
the East St. Louis & Suburban Railway
in East St. Louis is 8 cents.
Defends Skip-Stop Plan.— The Mem-
phis (Tenn.) Street Railway will defend
before the Public Utilities Commission
the use of the skip-stop system. The
company claims a saving of $100,000 a
year is effected on account of this
method of operation, besides a saving
in fuel. The railway in its defense also
says that since the establishment of
this system average car-miles have
been increased. The skip-stop system
was installed as a war-time measure
in the four largest cities of Tennessee,
Knoxville, Nashville, Chattanooga and
Memphis. Nashville and Chattanooga
have since abolished it.
Mail Service Established. — After
seventeen years of ineffectual discussion
with the federal postoffice officials the
first traction mail service between Fort
Wayne and Garrett has been started.
Thirty square feet of mail space has
been alloted the Fort Wayne postoffice
on the Fort Wayne & Northwestern
Railway running between Fort Wayne
and Garrett. It has taken twenty-four
to forty-eight hours for letters mailed
in Fort Wayne to reach Garrett because
of Garrett's location away from rail-
roads running through Fort Wayne
which have a federal mail service and
the change will, of course, cut out all
this delay.
Will Repeal Ordinance. — Legislation
enacted by ordinance at Johnstown,
Pa., requiring that every trolley car
be "manned by a motorman and con-
ductor," will be repealed by the City
Commissioners in order that one-man
cars can be operated in the city by
the Johnstown Traction Company. With
the repeal of the old ordinance, the
City Council is stipulating, under a
new ordinance, a reduction in trolley
fares to school children. The new bill
has already passed first reading, and
provides for a 5-cent fai-e to students.
Mayor Joseph Cauflfiel opposed the re-
pealer and also the new bill, claiming
that the trolley company should be
made to give a 4-cent rate, twenty-
eight tickets for $1 to school children.
The passenger rate in the city is now
7 cents.
766
Electric Railway Journal
Vol. 60, No. 19^
Mr. Worley at Michigan
New York Engineer Selected to Become
Professor of Transportation at
Wolverine University
John S. Worley of Thompson & Wor-
ley, New York, has been selected by the
board of regents of the University of
Michigan to fill the position of pro-
fessor of transportation and railroad
engineering there. The position was
created by the board of regents of the
university at a meeting on Oct. 27. Mr.
Worley will retain his interest in the
firm.
Mr. Worley was bom in Jackson
County, Missouri, on April 19, 1876.
He attended Odessa (Mo.) College and
the University of Missouri, from 1895
to 1897. He received the degree of B.
S. and M. S. from the University of
Kansas in 1904. From 1903 to 1904
he was assistant engineer of construc-
tion of the St. Louis & Northern Ar-
kansas Railway, and for the following
five years was principal assistant en-
gineer of Riggs & Sherman Company,
Toledo, Ohio. During those five years
he was also chief engineer of the
Marion & Bluffton Interurban Railway
of Indiana in charge of constructing 38
miles of that road. He was the senior
member of the firm of John S. Worley,
later Worley & Black, from 1909 to
1913. Mr. Worley also was associated
with M. W. Thompson, New York City,
from 1910 to 1913 in making appraisals
and reports on railway properties and
conducting railway litigation.
Mr. Worley has been a member of
the engineering board of the Interstate
Commerce Commission since 1913, and
from 1920 to 1921 was the commission's
consulting valuation engineer.
He was admitted to the Missouri bar
in 1919, and is now a junior member of
Thompson & Worley, financial experts,
New York City. He is a member of
the American Society of Civil En-
gineers.
A. D. Flinn to Direct Engineering
Foundation
Alfred D. Flinn has been elected
director of the Engineering Founda-
tion, which is fostering organized in-
dustrial research on a nation-wide scale.
Mr. Flinn is the first incumbent of the
new post, created by the Foundation's
governing board, composed of the four
founder societies of civil, mining, me-
chanical and electrical engineers, to
meet the expanding activities of the
Foundation.
Mr. Flinn will retire as chairman of
the Engineering Division of the Na-
tional Research Council, a position
which he has held since October, 1921,
but will continue as secretary of the
United Engineering Society in order
that the Foundation may continue inti-
mate relations with the founder socie-
ties. Mr. Flinn has been secretary of
this society and of the Foundation since
January, 1918, and is widely known by
engineers throughout the country.
C. E. Taylor has been appointed chief
engineer of power stations of the Wil-
mington & Philadelphia Traction Com-
pany, Wilmington, Del. G. T. Bromley
was previously chief engineer of this
department.
J. E. Carey, who has been assistant
purchasing agent of the St. Joseph
Railway, Light, Heat & Power Com-
pany, St. Joseph, Mo., has been ap-
pointed purchasing agent. F. E. Hen-
derson, who formerly held the position,
is now superintendent of railways.
C. H. Andrews, former manager of
the North Carolina Public Service
Company at Greensboro and later gen-
eral superintendent of the Southern
Utilities Company of Florida, has been
attached to the operating department
of the Carolina Power & Light Com-
pany of Raleigh.
R. S. Hecht, chairman of the board
of directors of the New Orleans (La.)
Public Service Corporation, has sailed
for Rio Janeiro as the official represen-
tative of the American Bankers' Asso-
ciation, members of which will meet in
the city during the Brazilian Centen-
nial Exposition. He holds commissions
also from various other American asso-
ciations.
W. P. Guinan, who has been manager
of the business department of the
Montgomery Light & Water Company,
Montgomery, Ala., has been transferred
to the Dominion Gas Company, Hamil-
ton, Ont. Mr. Guinan was formerly as-
sociated with the Danbury & Bethel Gas
& Electric Company, Danbury, Conn.
He has been with the Doherty Company
for the past fifteen years, and in that
time has been stationed with the prop-
erties in Denver, Col., Joplin, Mo., and
Mount Vernon, 111., under the manage-
ment of the Doherty interests.
E. F. Gould, assistant general man-
ager Aurora, Elgin & Chicago Railroad,
resigned at the time the property was
recently sold and reorganized under the
name of the Chicago, Aurora & Elgin
Railroad. Mr. Gould served in this
capacity during the two and one-half
years the line was in receivership. He
had been connected with the property as
electrical engineer and as consulting
electrical engineer for the several prop-
erties controlled by Mandelbaum, Wolf
and Lang, Cleveland, for several years
prior to the receivership. Altogether
his connection in various capacities
with the Aurora, Elgin & Chicago Rail-
road extended through eighteen years.
Mr. Gould graduated from Worcester
in 1899 and was with the General Elec-
tric Company for five years after that.
Sir Henry Thornton Elected Pres-
ident of Canadian Company
Sir Henry Worth Thornton, manager
of the Great Eastern Railway of Eng-
land, who before going to England was
general superintendent of the Long
Island Railroad and president of the
Northwestern Railway, Meadville, Pa.,
has been elected president of the Cana-
dian National Railways. He will assume
active charge within a month. He is
relinquishing his connections with the
English railway.
In 1914 Sir Henry joined the English
company after three years association
with the Long Island Railroad as assist-
ant general superintendent and general
superintendent. Much of his previous
work had been with the Pennsylvania
Railroad as draftsman, topographer,
assistant in the engineers corps of the
Pittsburgh division, supervisor of yards
at Columbus, Ohio, assistant engineer
of the Cincinnati division, engineer of
maintenance of way of the Erie & Ash-
tabula division of the Northwest sys-
tem, superintendent of the Mariette
division of the Northwest system, and
superintendent of the Erie & Ashtabula
division of the Northwest system. He
was also for a time during this period,
from 1894 to 1911, connected with the
Cleveland & Marietta Railway and the
Cleveland, Akron & Columbus Railway.
Sir Henry's work in England has been
conspicuous. He received the rank of
colonel during the European war and
was advanced to brigadier-general in
appreciation of his work as director of
the Channel transports. In 1919 he was
raised to the knighthood for his service
during the war as general manager of
the Great Eastern Railway.
C. D. Baker, who for some time has
been assistant general superintendent
of the Long Island (N. Y.) Railroad, is
now general superintendent. W. E.
Canning has been moved up to the of-
fice of superintendent from the post of
superintendent of freight, and Ralph
Peters, Jr., has been made assistant
superintendent.
R. M. Harding, since 1919 local man-
ager of the Columbus Electric & Power
Company, Columbus, Ga., has been
elected a vice-president. The company
is a consolidation of the Columbus
Power Company, the Columbus Rail-
road and the Gas Light Company of
Columbus, which was effected on June 1.
Norman W. Mumford, Harry H. Hunt
and Henry G. Bradlee, all of Boston,
Mass., were also elected vice-presidents.
Percy L. Radcliffe. formerly super-
intendent of fare collections of the De-
troit (Mich.) United Railway, has been
made assistant general superintendent,
reporting to Harry Bullen, general su-
perintendent. H. F. Rech is acting as
assistant superintendent of power,
J. M. Mude as chief engineer, W. J.
Vaugh as superintendent of distribu-
tion, Hugh Savage as superintendent
of shops and W. M. Spaulding as gen-
eral timekeeper. R. G. Skeman is fill-
ing the post of auditor, formerly held
by Irwin Fullerton.
November 4, 1922
Electric Railway Journal
767
E. H. Sharpe, special representative
of the executive department of the
Pacific Electric Railway, Los Angeles,
Calif., and in charge of the lately-
created bureau of news, has resigned
to be connected with the shippers' com-
mittee against dismemberment of the
Southern Pacific-Central Pacific sys-
tems. Mr. Sharpe will assist in putting
matters pertaining to this issue before
the public. The shippers' committee
against dismemberment, E. C. Thomas,
general agent of the passenger de-
partment, has been transferred to the
executive department to assume the
duties formerly handled by Mr. Sharpe.
Mr. Thomas has heretofore been in
charge of advertising. George H. Blyth,
chief clerk to the passenger traffic
manager, was promoted to the position
vacated by Mr. Thomas, and will hence-
forth be advertising anager of the
company.
John Harry Stedman Dead
John Harry Stedman, Rochester,
N. Y., secretary and a director of the
Ohmer Fare Register Company, Dayton,
Ohio, died in Rochester Oct. 28.
Mr. Stedman was well known in
electric railway circles. For many
years he was a regular attendant at
conventions, where his cheerful manner,
fund of humor and attractive personal-
ity made him extremely popular. He
was prominent in many ways in his own
city.
Mr. Stedmand was active in church
work, was a member of many clubs,
and was sought extensively as an after
dinner speaker. He was also a verse
writer of no mean ability. In his active
days he had numerous business inter-
ests and at the time of his death was
still a director in a number of corpo-
rations. He did much to develop the
modern form of street railway trans-
fer.
In commenting on his death the
Rochester Democrat and Chronicle said
in part:
The woild would be a brighter place to
live in if it contained more men of the
type of J. Harry Stedman. He showed the
po.ssibiIities of enrichment of human inter-
course, and by example taught the le.sson
that life need not be the dull and drab
affair that so many of us make it by travel-
ing in a single rut.
Mr. Stedman had not been in good
health for some time and among the
resolutions adopted at the Chicago con-
vention of the American Electric Rail-
way Association was one sending greet-
ings of the members to him and the
hope that he would live for many years.
This resolution reads as follows:
Whereas for many years J. Harry Sted-
man was a regular attendant at the conven-
tions of this association, always willing to
do his part in malting the convention a
success, always cheerful himself and cheer-
ing others with his wit and humor ; and
Whereas during the last few years he
has been unable, because of poor health,
to attend the meetings of this association,
now, therefore, be it
Resolved, That the members of this as-
sociation send their best wishes to him,
regretting that he is unable long<»r to attend
their meetings, but hoping that he will live
many years and that each will be full of the
great Joy which he deserves because of the
pleasure he has given others.
Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER, SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES BUSINESS ANNOUNCEMENTS
Terminal Contract Let for
$163,000
The contract for building the new
joint terminal station of the Salt Lake
& Utah Railroad and the Bamberger
Electric Railroad, on the site of the
present building, has been let to Jacob-
sen & Hodgson, Salt Lake City, for
$163,000. Construction is to begin im-
mediately. The firm of Young & Han-
sen, Salt Lake City, is in charge of Lhe
architectural work. T. E. Thomas,
Ogden, was awarded the contract for
plumbing and heating work, his figure
being $21,300. The contract for the
electrical work was let to the Salt Lake
Electric Supply Company for $9,494.
The terms of the contract stipulate
that the new building shall be com-
pleted and be ready for occupancy
within 150 working days.
The new structure will be two stories
high. It will have a frontage on South
Temple Street equal to that of the
present building, plus the distance from
the east side of the building to the
corner of West Temple and South
Temple Streets, with a considerable
frontage on West Temple Street.
connect the capital of the island, the
town of Reykjavik, with the important
agricultural districts of Arnes and
Rangarvalli in the east of the country.
According to its size Iceland is, in
available water power, the richest .land
on earth. The line will be of 1 meter
gage and about 100 km. long.
Plan to Build Railway in Iceland
Besides Albania, the island of Ice-
land is the only country in Europe
without any_ railway. It has now been
decided to build an electric railway to
Conference in Geneva
There is to be a meeting of the
rating committee of the International
Electrotechnical Commission in Geneva,
Switzerland, beginning on November
18. The member delegates from the
United States to the meeting are
expected to include representatives
from the American Institute of Electri-
cal Engineers, the Power Club, the Na-
tional Electric Light Association, and
"other societies interested in electrical
standardization. Dr. C. O. Mailloux of
New York is president of the United
States Committee of the Commission
and also of the International body. The
chief work to be taken up at Geneva
will be to secure final agreement on the
basis of rating of all classes of electri-
cal machinery.
In addition to C. O. Mailloux, Clay-
ton H. Sharp, H. M. Hobart, C. E.
Skinner, Schuyler Skaats Wheeler, Gen.
George H. Harries, Frank V. Magal-
haes and Clarence L. Collens have been
made delegates to the meeting.
ELECTRIC RAILWAY MATERIAL PRICES— OCT. 31, 1922
Metals — New York
Copper, electrolytic, cents per lb 13.81
Lead, centa per lb 6.62
Nickel, cents per lb 39. 00
Zinc, cents per lb 7. 45
Tin, Straits, cents per lb 37.00
Aluminum, 98 to 99 per cent, cents per lb. . . . 20. 50
Babbitt metal, warehouse, cents per lb.:
Fair grade 35.00
Commercial 25 . 00
Bituminous Coal
Smokeless mine run, f.o.b. vessel, Hampton
Roads $7,125
Somerset mine run, Boston 3.75
Pittsburgh mine run; Pittsburgh 3 . 25
Franklin, 111., screenings, Chicago 2. 625
Central, 111., screenings. Chicago 1.87
Kansas Screenings, Kansas City 2.50
Track Materials — Pittsburgh
Standard Bessemer steel rails, gross ton $40. 00
Standard o^en hearth rails, gross ton 40. 00
Railroad spikes, drive, Pittsburgh base, cents
perlb 2.80
Tieplates (flat type), cents per lb 2.42
Angle bars, cents per lb ^ ' ^^
Rail bolts and nuts, Pittsburgh base, cents, lb. 4.17
Steel bars, cents per lb 2.10
Ties, white oak, Chicago, 6i b. i 8 in. x 8J ft. 1 . 40
Hardware — Pittsburgh
Wire nails, base per keg ?'^2
Sheet iron, (28 gage), cents per lb 2.90
Sheet iron, galvanised, (28 gage), cents per lb 3.90
Galvanized barbed wire, cents per lb 3.55
Galvanized wire, ordinary, cents per lb 2.60
Waste — New York
Waste, wool, cents per lb 1 5. 00
Waste, cotton, ( 1 00 lb. bale), cents per lb.:
White H.OO
Colored 12.00
Paints, Putty and Glass — New York
Linseed oil, (5 bbl. lots), cents per gal 75 . 00
Whitelead, (lOOlb. keg),centsperlb 11.50
Turpentine, (bbl. lots), per gal $1.64
Car window glass, (single strength), first
three brackets, A quality, discount* 84 . 0%
Car window glass, (single strength), first
three brackets, B quality, discount*. ._. . . 86. 0%
Car window glass, (double strength, all sizes,
A quality), discount* 85 . 0%
Putty, 51b. tins, cents per lb 6. 75
*The8e prices are f.o.b. works, boxing
charges extra.
Wire— New York
Copper wire base, cents per lb 15.625
Rubber-covered wire. No. 14, per 1,000 ft... 6.50
Weatherproof wire base, cents per lb 16.00
Paving Materials
Paving stone, granite, 4x8 x 4, f.o.b.
Chicago, dressed, per sq. yd $3. 35
Common, per sq.yd 3.10
Wood block paving 3 J, 1 6 treatment, N. Y..
per sq.yd 2.34
Paving brick, 3J x 8} x 4. N. Y. per 1,000 in
carload lots 50.00
Crushed stone, 3-in., carload lots, N. Y.,
percu.yd _. . . 1 .75
Cement, Chicago consumers net prices, with-
out bags 2. 20
Gravel, {-in., cu.yd., N. Y 2. 00
Sand, cu.yd., N. Y 1 . 00
Old Metals — New York
Heavy copper, cents per lb 12 . 50
Light copper, cents per lb 11.25
Heavy brass, cents per lb 8. 25
Zinc, old scrap, cents per lb 4. 25
Yellow brass, cents per lb (heavy) 7.50
Lead, heavy, cents perlb 5.50
Steel car axles, Chicago, net ton $19.25
Old car wheels. Chicago, gross ton 16.50
Kails (short) , Chicago, gross ton 21.25
Rails (relaying), Chicago, gross ton 30.00
Machine turnings, Chicago, net ton 11.25
768
Electric Railway Journal
Vol. 60, No. 19
60,000 Hp. Added to
Steam Plants
The Southern Power Company, Char-
lotte, N. C, through Vice-President and
Chief Engineer W. S. Lee, has an-
nounced plans for the immediate con-
struction of additions to steam plants
to be completed by Sept. 1, 1923, with
a generating capacity aggregating 60,-
OOO hp. Contracts for practically all
of the equipment have been let and
construction work will be begun im-
mediately.
The new additions will be at the
Bteam plant at Mount Holly, where
equipment will be installed to generate
40,000 hp., and at the Eno steam plant
at University Station, N. C, the ca-
pacity of which will be increased 20,000
hp. The Southern Power Company
has under construction at present two
hydro-electric plants. Of these. Dear-
bom plant, at Great Falls, S. C, is
expected to be ready for operation by
next March. The Mountain Island sta-
tion, near Mount Holly, N. C, will prob-
ably be ready for operation in August
of next year.
The two steam plants and one hydro-
electric plant in North Carolina, and
the Dearborn plant in South Carolina,
all to be completed within less than a
year, will have an aggregate generating
capacity of 200,000 hp. Even with this
enormous amount of power in sight,
however, the Southern Power Company
has been compelled to withdraw from
the power market.
The company began signing con-
tracts for power in anticipation of new
developments immediately after con-
tracts were let for the Mountain Island
and Dearborn stations. Applications for
more than 35,000 hp. were already on
file, and since work has started the de-
mands for prospective power have been
so active that the company has sold all
the power it dares sell against its new
■developments, so that the power situa-
tion today is approximately what it was
a year ago, that is to say, there is no
power in prospect beyond the amount
which is already under contract.
The Southern Power Company has
at present generating capacity in its
Tiydro-electric and steam plants very
nearly totaling 400,000 hp. The new-
developments, including both steam and
hydro, will give it a maximum
generating capacity of approximately
«00.000 hp.
Approve Extension on
Bueter Road
The County Commissioners of Fort
Wayne, Ind., have approved a franchise
petition of the Indiana Service Cor-
poration to extend street railway tracks
on Bueter Road to the International
Harvester Company property.
The corporation is prepared to begin
work on this important extension at
once. Service to the Harvester com-
pany is to be made possible by running
city cars on the Lewis Street line to the
city limits and then on th^ tracks of
the Fort Wayne, Van Wert & Lima
traction line as far as Bueter Road.
The new line will be .placed along
Bueter Road running south to the Har-
vester plant.
The present arrangement is made to
fulfill an agreement made by the In-
diana Service Corporation with the
Harvester company to provide street
railway service to the p'.ant. The new
plant is rapidly nearing completion and
car service is imperative. Two former
routes proposed by the traction com-
pany for the line were turned down.
The franchise is for two years.
[Ilimiimill'""" JiiiMimiiitimirirTTrfr
ii"i' JiiJmii
Power Houses, Shops
and BuildinfiTS
lllllimilllllllliimmr
imlam
33BI1
Rullincr Stock
Savannah Electric & Power Com-
pany, Savannah, Ga., on Oct. 3 replaced
the single-truck cars on the Battery
Park line with large double-truck cars.
Great Northern & Piccadilly Railway,
London, England, early in October
placed a contract with the Metropolitan-
Vickers Electrical Company for rolling
stock at a price of £159,767.
Lincoln (Neb.) Traction Company has
followed up a trial installation of
twenty Economy meters with an order
of thirty-one more, with which to equip
completely all safety and single-truck
cars. These meters are of the car
inspection dial type.
Quebec (Can.) Railway has planned
to install two gasoline railway motor
cars for service on its line between
Levis and St. George. The new cars,
which will be built by a Canadian
firm, will have accommodations for
about thirty passengers and a compart-
ment for baggage.
riiiiiimTiiimiiiiimiiiiiiiiimmiiiiiiMinimmiiiiTiiiiiii "n ig
Track and Roadwav
Tiffin, Fostoria & Eastern Electric
Railway, Tiffin, Ohio, has practically
completed the Columbus Avenue im-
provement in Fostoria.
Columbus, Delaware & Marion Elec-
tric Company, Columbus, Ohio, on Oct.
16 started work on the new right-of-
way from north of Worthington into
Columbus. It is thought the project
will not be completed before the spring
of 1923.
Los Angeles (Cal.) Railway will
lower the track between Pimiento
Street and Redondo Boulevard to con-
form to the new grade and will re-
construct and pave. The work of bal-
lasting and paving the tracks on Whit-
tier Boulevard is well under way.
Dallas (Tex.) Railway will commence
a .?500,000 line extension on Haskell
and Lindsley Avenue. Delay has been
caused by plans for paving these streets.
Richard Meriweather is general man-
ager and in charge of the work for
the company.
Indiana Service Corporation, Fort
Wayne, Ind., has put in operation the
new extension to the Hoffman Street
line. This extension is serving a large
part of the Bloomingdale section of
the city which has been without car
service. The company has also re-
cently opened up the newly built ex-
tension to the Lakeside line.
Altoona & Logan Valley Electric Rail-
way, Altoona, Pa., is constructing
an addition to the power plant at
Sixth Avenue and Thirty-second Street,
the addition to be of brick and
concrete with steel trusses, size 63
ft. X 70 ft. The basement will have a
height of lOJ ft. and main floor 24 ft.
A new l,500-kw. generator, with 3,500-
hp. engine will be installed, along with
a new surface condenser.
Cumberland County Power & Light
Company, Portland, Me., Avill soon put
into operation its new 10,000-kw.
power station, located on the tidal
flats at the South Portland end of the
Portland-South Portland bridge. The
building itself is 45 ft. high, of brick
and steel construction. It contains
three boilers of 700 hp. each and two
5;000-kw. turbines. The construction
has involved the use of 250 tons of
steel and 500,000 brick.
»IIIT!imillllMinilllll1IIIHII[llftlllMllinilll|]|LIIIHUIlTTIIIIIIIilllimiir Lmilil.iina
Trade Notes
Johns - Pratt Company, Hartford,
Conn., manufacturer of Noark fuses
and protective devices, vulcabeston
packing and insulation, and Johns-
Pratt molded products, announces the
appointment of George W. Mapother as
New York district sales manager for
the electrical division. Mr. Mapother
will make his headquarters at the New
York office of the company, located at
41 East Forty-second Street.
H. P. Hevenor has joined the staff
of Dwight P. Robinson & Company, Inc.,
as consulting engineer. He was until
recently a member of the firm of Engel
& Hevenor, Inc., where he specialized
in track construction, taking part in
numerous large projects in the East,
Middle West and South. Mr. Hevenor
is a member of the A.S.M.E., Brooklyn
Engineers' Club, New England Street
Railway Club, the A.E.R.A., and other
associations. He has been identified in
the past with several concerns prom-
inent in the track construction field.
m FFIIIIIMIIHIIII1I
IIIIFIimHII
New Advertising Literature
Root Spring Scraper Company, Kala-
mazoo, Mich., has published a nineteen-
page booklet describing the root spring
scrapers, lifeguards and accessories.
The J. G. Brill Company, Philadel-
phia, Pa., has issued Catalog No. 266.
It is a twenty-three page illustrated
booklet descriptive of its light-weight
cars for city, surburban and interurban
service.
Link-Belt Company, Chicago, III., an-
nounces the completion of a new general
catalog, No. 400, which embraces its
entire line. It contains 832 pages, is
cloth bound and can be obtained from
any Link-Belt branch office. This
catalog not only includes the complete
Link-Belt line, but also the products
of the H. W. Caldwell & Son Company
plant of that company.
November 4, 1922
Electric Railway Journal
23
Peacock Improved Brake
f
^Hl
^&
HH|^B''-s
^^^^^^^^^^^^^^^^^Ahhi
^^^^^^^^^^^^^^^ s.
"
^^^^^^^^^M^^^^^^^^^^Mj ~|.-.:gga
P^HV^HJirt
^^^^^^^^^^^^^HT- if
Fjj^BtBBPBBBBI
J^^^^^^"^i*^?^
iillHHi^i^te^dJHi
^
L "^^
1 ___i
I
• "'^^^■l^^ff^'a
< .
Ifli
The Old Car Problem
Some people call them obsolete cars, but you know they
still have years of service in them. It's only in certain
parts of their equipment that they are hopelessly out of
date.
Try —
PEACOCK BRAKES
Quicker stops with these modern powerful hand-brakes
will help speed up schedules and will make these cars
safer to operate. Maintenance costs will be reduced.
Send for a set of Peacock Brakes to try out. See what
your transportation men and claim department officials
think of their operation.
The Automatic Stop
A special feature of the Peacock Im-
proved Brake. Prevents excessive un-
winding of chain and saves at least
one full turn of the hand wheel at the
start of braking.
National Brake Company
890 EUicott Square, Buffalo, N. Y.
Canadian Representative
Lyman Tube & Supply Co., Ltd., Montreal, Can.
24
Electric Railway Journal
November 4, 192
;^ E^ivgiive ei^«
fotl, SJacott & "favie
Incorporated
Business Established 1894
115 BROADWAY, New York
phUiAdbliPhia Chicago san fbamoisco
STONE & WEBSTER
Incorporated
KXAMINATIONS REPORTS APPRAISALS
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
OHICAQO NEW YORK SAN FRANCISCO
The Arnold Company
ENGINEERS— CONSTRUCTORS
ELECTRICAL— CIVIL— MECHANICAL
106 South La Sail* Stroot
CHICAGO
ALBERT S. RICHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER, MASSACHUSETTS
JAMES E. ALLISON & GO.
Consulting Engineers
Specializing in Utility Rate Cases and
Reports to Bankers and Investors
1017 Olive St., St. Louis, Mo.
C. E. SMITH & CO.
Coiualting Enginewrm
2066-75 Railway Exchange Bldg., St. Louis, Mo.
Chieaco Kanua City
laToatigation*, Appraisals, Expert Testimony, Bridge
■b4 Structural Work, Electrification, Grade Croseing
Elimination, Foundations, Power Plants
HEMPHILL & WELLS
CONSULTING ENGINEERS
Gardner F. Walls John F. Layng Albert W. Hemphill
APPRAISALS
INVESTIGATIONS COVERING
Reorganization Management Operation Construction
43 Cedar Street, New York City
THE J. a 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
OPERATION— MANAGEMENT
52 VANDERBILT AVE., NEW YORK
A. L. DRUM & COMPANY
Consulting and Constructing Engineers
VALUATION AND FINANCIAL REPORTS
RATE STUDIES FOR PRESENTATION TO PUBLIC SERVICE
COMMISSIONS
CONSTRUCTION AND MANAGEMENT OF
ELECTRIC RAILWAYS
76 West Monroe Street. 215 South Broad Street
Chicago, 111. Philadelphia, Pa.
ENGELHARDT W. HOLST
Constdting Enginmer
Appraisals, Reports, Rates, Serrice Inrestigatien,
Studies on Financial and Physical Rehabilitation
Reorganization, Operation, Management
683 Atlantic Ave., Boston, Mass.
PETER WITT
UTILITY CONSULTANT
456 Leador-News BIdg.. Cleveland, O.
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Traffic and Reorganizati<Hi
Investigations
Fort Wayno, Indiana
WALTER JACKSON
Consultant on Fares, Buses, Motor Trucks
Originator of unlimited ride, transferable weekly
pass. Campaigns handled to make it a success.
143 Crary Ave., Mt. Vernon, N. Y.
Parsons, Klapp, Brinckerhoff & Douglas
W. J. D0COLA8
WM. BAKCLAT PABSOMS
BCGENB KLAPP
Engineers — Constructors — Managers
Hydro-electric Railway Light and Industrial Plants
Appraisals and Reports
CI^TKIJiND NBW TOKK
1670 Banna Bide. 84 Pine 8L
November 4, 1922 Electric Railway Journal
25
. 1
■
■
1
AMERICAN BRIDGE COMPANY
EMPIRE BUILDING, 71 BROADWAY, NEW YORK
Manufacturers of Steel Structures of all classes, particularly
BRIDGES AND BUILDINGS
Sales Offices :
NEW YOR K, N. Y 71 Broadway St. Louis. Mo Liberty Central Trust Bldg.
Philadelphia, Pa Widener Building Denver, Colo First National Ban\ Bldg.
Boston, Mass 120 Franklin Street SaltLakeCity. Utah....WalkerBankBuilding
Baltimore, Md Continental Building Duluth, Minn Wolvin Building
PI J 1 SB URGH, PA Frick Building Minneapolis, Minn 7th Ave. & ldSl.,S.E.
Buffalo. N. Y Marine National Bank c .^ ^ . r,
Cincinnati, Ohio Union Trust Building ,, „ c. , '^^ Coast Representative:
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, ILL 208 SouthLa Salle Street Seattle. Wash 4th Ave. So., Cor. Conn. St.
Export Representative: United States Steel Products Co., 30 Church St., N. Y.
■
D
New York
Byllesby
Engineering & Management
Corporation
208 S. La Salle Street, Chicago
Tacoma
The Corporation Service Bureau
D. H. Boyle, President 1,. A. OhriBtianseii, Vice Preaident
A. B. McLean, General Manager
LABOR ADJUSTERS
Investigations — Inspections — Confessions
GENERAL OFFICES:
Suite 1215, Ulmer Building, Cleveland, Ohio
Dwight P. Robinson & Company
Incorporated
Design and Construction of
Electric Razlwayg, Shops, Power Stations
125 East 46th Street, New York
Chicago Younsrstown Dallas
Los Angeies
Montreal
Rio de Janeiro
KELLY, COOKE & COMPANY
Elngineers
149 BROADWAY
NEW YORK
424 CHESTNUT STREET
PHILADELPHIA
J. N. DODD
1211 Chestnut Street, Philadelphia, Pa.
Planning and Equipment of City Rapid Transit Lines
Special Investigations
DAY&ZIMMERMANN.Inc.
SHOIHEER^
Vjexi^n , Constru ction
T^poris, valuations, "Management
NEW YORK PHILADELPHIA Chicago
THE P. EDWARD WISH SERVICE
so Church St. Str—t RaUwmy IntpteOon 131 Slate St.
NEW YORK DETECTIVES BOSTON
What wrltinc the adrertieer for Infarmatlan er
prices, a mention of the Electric Railway
Journal wonld be appreciated.
SANGSTER & MATTHEWS
Consulting Accountants
ValnaHon and Bate Speelallete
Depredation Consolidstlona Bate Sdiednlee
Beporte to Banlcera
25 Broadway, NEW YORK
134 South LaSalle Street, CHICAGO
26
Electric Railway Journal
November 4, 1
November 4, 1922
Electric Railway Journal
27
^hat happens when a moving
ody hits an immovable body?
It's a toss-up whether the rolling stock
or the track foundation is the first to
go to pieces.
Concrete furnishes the best and most
durable track foundation if you pro-
vide a shock absorber. Without it
concrete pulverizes from the hammer
blows of traffic.
The asphalt cushion of the Resilient
Railway Tie gives an unvarying deflec-
tion to the rail under the weight of the
cars.
The resilient joint tie provides addi-
tional support for the rail ends, which
prevents broken down joints and bat-
tered rail ends.
Furthermore the blend of steel, con-
crete, wood and asphalt used in the
Dayton Resilient Tie makes for a quiet,
easy riding, permanent track.
SAVE from $2000 to $6000 a mile
Resilient ties not only provide a
superior grade of track, but their use
actually entails a saving over the old-
fashioned wood tie construction.
THINK of saving $6000 a mile over
wood ties laid in concrete foundation
or a saving of $2000 a mile over wood
ties laid in ballast.
Is it any wonder that more and more
railway men are turning each year to
the permanent, low cost construction
made possible by Resilient Ties?
WRITE TODAY and have the jacts about lower and
better track construction laid before you— no obligation
^estiiont
THE DAYTON MECHANICAL
TIE CO.
707 Commercial Building, Dayton, Ohio
Canadian Representative:
Lyman Tube and Supply Co., Ltd., Montreal, Quebec
28
Electric Railway Journal
November 4, IS
Another Lifer
in the
Boyerized Family
Here's a turnbuckle that is as much better than the ordin-
ary turnbuckle as Boyerized pins and bushings are in
comparison with the untreated sort.
Instead of a big, coarse-threaded jam nut that needs a
two-fisted wrench for application and yet won't stay put,
you require only a pocket-size wrench that is applied at
« convenient angle.
What's the secret ?
The jam-nut idea is replaced by a split clamp with a
spring power that just won't be loosened once the little
nut you see at one side has been tightened.
The split of this clamp is lined with felt, serving a double
purpose: First, to act as an oil feed; second, to keep the
oil from working out of the oil pocket which keeps the
threads lubricated always.
That isn't all, either. The end of the McArthur turn-
buckle is so arranged that each half is cut at a different
angle, exposing a cross-section of one full tooth. This
tooth acts like a cutting tool in shearing off any ice or
snow from the threads, as the latter feed into the turn-
buckle for adjustment.
For Trucks with Inside-hung Brakes and
Motors
The McArthur Turnubuckle is exceptionally valuable. Here
with the turnbuckle rods coming directly over the rails there
is not enough clearance for a pitman to make a handy turn
with the large wrenches needed on jam nuts. With the
McArthur, a little wrench calls the turn and calls it right.
Keep a McArthur well bushed and it will
LAST AS LONG AS THE TRUCK
Bemis Car Truck Company
Electric Railway Supplies
Springfield, Mass.
REPRESENTATIVES :
Economy Eleetiic Devices Co.. Old Colony Bldg., Chieajo, 111.
F. P. Bodler. 903 Monadnock Bldg . San Franciseo. Cal.
w. F. McKenney. 54 First Slreel Portland. Oresron.
J. H. Demon, 1338 Broadway. Kr.» York City, N. Y.
A. W. Arlln, 773 Pacific Electric Bldg.. Ik)6 .^n^eles Cal
The
McArthur
Turnbuckle
Other Members of the
Boyerized Family
Brake Hangers
Brake Levers
Pedestal Gibs
Brake Fulcrums
Center Bearings
Side Bearings
Spring Post Bushia
Spring Posts
Bolster and Transom Chafing Plates
November 4, 1922
Electric Railway Journal
29
AJAX Electric Arc Welder
Do More
Welding and Grinding
It Adds to Life of Track and Cars
Vibrations and shocks cause rapid disintegration of track
structures, car trucks and bodies. By a little constant at-
tention to the condition of special work, joints and rail
surface, a smooth running track is secured at trifling expense
and vibrations and shocks are thereby eliminated.
ATLAS Rail Grinder
RECIPROCATING Track Grinder
AJAX
Electric Arc Welder
Highest capacity, lightest
weight resistance type arc
welder. At 600 volts its
output is 333 amperes, at 300
volts it gives 200 amperes.
Weighs but 155 lbs.
ATLAS
Rail Grinder
An efficient, light-weight rail
grinder at an attractively
moderate price. Especially
adapted for grinding off sur-
plus metal after welding.
RECIPROCATING
Track Grinder
A class by itself for remov-
ing corrugations and irregu-
larities from rail-head.
Should be used at the first
sign of corrugation.
Railway Track-work Co.
3132-48 E. Thompson St.,
Philadelphia, Pa.
30
Electric Railway Journal
November 4, 1922
How many dollars
did you spend this
year to keep your
cars running
?
There's food for thought in that question!
It's a challenge.
Doesn't it suggest —
1 — How many dollars will you spend
next year —
2 — What are you going to do about
it —
Find the an-
swers in this
booklet, "which
you may have
for the asking.
jid
«V d»llif.
ipend tht.
I
m
-6"
J\
16 pages, easy to read — very readable; as a
matter of fact RE-readable.
We wrote it, we printed it, we're giving it
away — but you won't find the name "TEX-
ACO" till you get half way down the 12th
page.
Nor does it waste your time making
"Claims." It goes to work stating Facts
about operating costs and lubrication, and
lets you draw your own conclusions.
Then, too, there's an important questionnaire
iin the back page. Every Street Railway
"(ticial ought to fill it out for himself. It
will give him a good slant on an important
question — and we believe it will incline him
toward TEXACO.
We've opened up the pot; you can call it
with a two cent stamp — and your road will
be the gainer!
There is a TEXACO Lubricant for every purpose.
f^THE TEXAS COMPANY
I #C / ^^PT- RJ' 17 BATTERY PL\CE *NEW YORK CITY
V^ .:!^ y HOUSTON - CHICAGO - NEW YORK
OFFtCES iN PRINCIPAL CITIES
November 4, 1922
Electric Railway Journal
SI
Edge Moor
Two Edge Moor Water
Tube Boilers of 497
H. P. each in the plant
of the Lincoln Traction
Co., Lincoln, Neb.
eBOILERS
M
^.'^lmtrM^.m^=*,i
^j«r.%Ag,%.*.a.'^^i
TO thousands of plants whose success is dependent
on careful management, the economical produc-
tion of power is a vital problem — even though their
power requirements may not be large. Expenditures
for operation must be kept at the lowest practical level;
every invested dollar must bring a satisfactory return.
Such a plant necessarily insists on boilers that convert
the largest possible percentage of fuel burned into us-
able power, are economical to operate, stand up with-
out need of frequent repairs, and are fairly priced.
We are proud of the fact that hundreds of these, as
well as larger plants, have found that Edge Moor
Water Tube Boilers satisfactorily meet their require-
ments. Standard Edge Moor Boilers are built in
sizes from 1 00 H. P. upwards.
If you are looking for a boiler that goes somewhat be-
yond the usual standard, you will be interested in the
new Edge Moor catalogue. A copy is here for you.
EDGE MOOR IRON COMPANY
Established 1868
EDGE MOOR, DELAWARE
New Tork
Chicago
St. Paul
Boston
Pittsburgh
Charlotte
X
)
Electric Railway Journal
November 4, 1922
When You Make
a Sale
RECORD IT
Any retail business is liable to failure unless care is
used in recording the amount of each sale at the
time the sale is made.
The OHMER FARE REGISTER provides the
retailer of electric railway transportation with a
detailed printed sales record of the business done
each day in each car.
I
h
70
14 4 8
14 4 8
14 4 0
14 3 7
J 4 2 ?
40
12 2 2
12 2 2
12 17
12 15
12 10
TriMtcr
12 8 2
12 8 2
» 28 0
12 7 0
12 6 7
tkket
Phs
II
N
I 4 I 45VI I 9 P^j I 2 6 2«-o
14 14
1394
13 8 0
13 7 1
13 5 3
119?
I I 9 Z
119 0
118 3
I I 7 S
126 2
12 5 0
12 4 3
12 3 6
12 3 1
I 3 5 3g/ I I 7 S^f I 2 3 l-r/
Tr
iY
rr-
kt
Oiviiioas over which
car operated
OHMER FARE REGISTER CO.
Dayton. Ohio
November 4, 1922
Electric Railway Journal
88
Meritas Leather Cloth meets both of
these demands admirably. It is
made on a foundation fabric of high-
grade long-staple cotton, strong and
sturdy. The surface coating is made
by a special process, and is unusually
durable. Chemical and physical
tests have proved its ability to
retain its pliancy, resiliency and
sharpness of embossing after long
periods of extraordinary abuse.
Meritas Leather Cloth will not
absorb moisture, stains, or perspira-
tion. It can be wiped off with a
damp cloth, is sanitary, does not
collect and hold vermin, dust, or
ashes, or retain the odor of stale
tobacco.
When used for window shades,
Meritas does not fade under strong
sunlight, or crack, peel or chip
under long exposure to wind and
rain.
We Will be glad to send samples
for specific requirements.
Till-: Standard Textile Products Co.
siP
Dept. E.RJ.
34
Electric Railway Journal
November 4, 1922
(Standard /brSlecMc7lailiOai6
TRADE fv1AP,K
TR.AOE MAB,K
Ed
^^ '/^ m ^^ ^^ /^ /^ j/lk ^^ # ^^^ >iii )if^vi^ lA m ;m m )ik m j^^ ;a^ mj m m ^a m m m m /;ii ;;^ b. ;a ;i^ ;^iv m a ;jj>. 7^ M m m ;ni
ii.i^ WX. //K /A //lUjIkiJtUJlUJMJj ^>^g Aw/g,^ ^o^^,g^ in the uloy/d^^sMf^ and Jiacli^on < CA <h/,;ca„o KlQOnaL M >^ m ;A /A^^
^^.^"^^."1 ^'^'^'^'"'^' <^^'^^^" -^^ Broadway, N^iOJ/oi'L MonadnockBlcly.,SanFm,icLsco
^'^ WK '/^ /^ //|^ /^v, ;^ % '41 ^^1^ '^1^ >l\\ /^ ^A 'A IJ^ 'J\^ % 'Ii\. >JL 'A 'ik >A m m ,IL })L lA m lA >A JK JA lA lA IK m m IJi. >A /^ >A /A ;^
November 4, 1922
Electric Railway Journal
35
The
Columbia
Foundry
Any Kind of Castings Made
Our large modern foundry — in separate departments for
iron and non-ferrous metals — has a combined capacity of
nearly 20 tons daily. Most of the output is devoted to
electric railway specialties. We have annual contracts with
many companies to supply their castings at a fixed pound
rate. We will gladly submit quotations on any standard or
special castings to your specifications. Our staff of com-
petent metallurgical experts, ensures satisfactory alloys to
meet any analysis test.
Bearings
Are Our
Specialty
By far the largest part of our non-
ferrous work '* '" ihe form of armature
and axle brasses. When a customer
furnishes specifications as to alloys they
are followed exactly. For unspecified
work, fe use our own special mixture
developed from long experience and
widely used by our electric railway
customers with economical results. Our
bearings are furnished to exact fitting,
interchangeable haloes.
The Columbia Machine Works
and Malleable Iron Company-
Atlantic Ave. and Chestnut St., Brookljm, 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.
F. F. Bodler, 903 Monadnock Bldg., San Francisco, Cal.
36
Electric Railway Journal
November 4, 1922
January 7, 1922
Electric Railway Journal
25
British Electric Railway Prospects
IN AN article by the pres-
ent writer which was pub-
lished in the Electric
Railway Journal of Jan. 1,
1921, an outline was given
of what has been done in the
past in the way of convert-
ing steam railways in Eng-
land to electric traction and
there was appended an in-
d i c a t i 0 n of the existing
schemes for further electri-
fication. Since that time no
further work of the kind
bee n put in hand,
lie'ci
London & North Western
Jailway suburban lines has
!MRnMMPHMMHfiPi|
pletion. The condition
high rate of_
From Our London News Representative
The status and outlook for British
electric railways, as outlined by Mr.
McCallum, may be summarized as follows:
Railway electrification is greatly needed
and the roads are ready with plans, but
work is being held up by high interest rates.
Some rapid transit improvements are under
way. Tramways will do little new con-
struction till prices fall. New routes ai e
being operated by buses. Someredurtig
in tramway fares are being made^
ations are being conductejj^
reduce the weeklyj
should be made for the pur-
pose of insuring that the
future electrification of rail-
ways should be carried out
to the best advantage in re-
gard to the interchange of
electric locomotives and roll-
ing stock, and whether any
regulations should be made
to limit the develfl
potential.
-tion and weeJuifc out will be required.
The Electrification Schemes Given in Detail _ t,
mar
The proposals which have been made public, but for companA
only, a few of which (so far as is known) have applica- facilitiel
tions for guarantee been made, may be briefly indicated, govern
The main reasons for the proposals are that they would ments
increase .the capacityofcongested railways, reduce the these
London, Brighton & South Coast RailwayJWIIlUIl already His hi
"""'"^■■■■^["^■■■■fci^^^-wi^ically on the intere^
single-phase higli-teVision system, possesses Parliamen
tary powers to electrifv the rrmnirr^r — ' ' —■ '
il3 'iix^ 6^' >^e-o \^^
> J
to be sought.
Iher schemes which are still awaiting development
and in igg^Q^bMKliU£lUi&UUB&UIlB''6di&L^ '^ promised
are thCLondon & SouuTWestern Railwa»«i4aBai<H^afa
electric tr!
g 45 UiUBi'Ui loute, the
atruction of the Wimbledon and Sutton authorized
iiorized electrification of. thei
elec
3^6 '^oii Vi4 V*^ \ <fi<*
:^ ^ U^ ;UU^ "^ S^**
^
The Tool Steel Gear & Pinion Company
Cincinnati, Ohio
November 4, 1922
Electric Railway journal
87
I
CHILLED IRON WHEELS
for railway and street car
service. Capacity 20,000 per
day. 25,000,000 in service.
ASSOCIATION OF MANUFACTURERS
OF CHILLED CAR WHEELS
1847 McCormick Bldg., Chicago
THE map above shows the location of the
49 foundries in the United States and
Canada, represented by the Association of
Manufacturers of Chilled Car Wheels.
Chicago, 3
Sayre, Pa.
St. Louis, 2
Berwick, Pat.
Buffalo, 4
Albany
Pittsburgh, 2
Toronto
Cleveland, 2
New Glasgow, N. S.
Amherst, N. S.
Madison, HI.
Montreal
Huntington, W. Va
Mich. City, Ind.
Wilmington, Del.
Louisville
Houston, Tex-
Mt. Vernon, 111.
Hannibal, Mo.
Ft. Wayne, Ind.
Reading, Pa.
Birmingham
Baltimore
Atlanta
Richmond, Va.
Savannah
Ft. William, Ont.
Boston
St. Thomas
Detroit
Hamilton
St. Paul
Ramapo, N. Y.
Kansas City, Kan.
Marshall, Tex.
Denver
Los Angeles
Council Bluffs
Tacoma
Rochester,
N. Y.
American Railroad Association
Standards
fiSO lb. wheel for 60,000 Capacity Cars
700 lb. wheel for 80,000 Capacity Cars
750 lb. wheel for 100,000 Capacity Cars
850 lb. wheel for 140,000 Capacity Cars
The Standard Wheel for Seoenty-One Yettrs
fHILLE
n II 3g
3C
38
Electric Railway Journal November 4, 19!
iininiiiiiiiiiiiiHiiiiiMiiMiiiiiiiniiiiiiiiiiiiiiiiiiiMiHni iHiiniiiiniiiiiiiiiiiiiiiHiiiiinniiHiiiiiiiiniiHiiHiiiiiiiiiinii
SPECIFY THIS MARK
Trade Mark Reg. U.S. PAT-OmcE
ON EVERY TIMBER, BOARD AND BUNDLE
of CYPRESS, "The Wood Eternal."
It is your Insurance of true
REPLACEMENT
ECONOMY
IT'S THE CONST/INT "LITTLE REPAIRS" THAT
BUILD- UP EXCESSIVE MAINTENANCE COSTS.
Check up on the cost of the work being
done on your line — not the big replace-
ments and new construction work— but
just the little jobs — replacing a few rot-
ted cross-arms or a few decayed ties, or a
bit of fencing, and you will probably be
surprised to find how much these items
total in the course of a year.
Of course you can never get away from
all of this sort of expense, but you can
eliminate a surprisingly hea^'y propor-
tion of it by using
CYPRESS
"THE rrOOD ETERNAL"
not only on new construction, but on
all replacement work.
All-heart Cypress comes nearest
to being "decay proof" of any lumber
in the market suitable for railway use.
Several of the largest railu ay companies
in the country have found the use of
Cypress a paying investment.
The data that substantiates this fact will
be promptly furnished, if you ask for it.
Southern Cypress
Mfrs/ Assn.
1265 Poydras Building
New Orleans, La.
or
1265 Graham Building
Jacksonville, Fla.
Umkosa
The picture shows the umkosa, or Zulu war-
rior, undergoing treatment for snake-bite.
The evil spirit of the snake is driven off under
the searing action of the flames, but the
umkosa, prince of stoics, never even whimpers.
Come to think of it, a lot of new customers
we get every year belong to the tribe of the
umkosa too . . . after being stung time
and again by the bad habit of buying any kind
of brush to work under peculiar conditions
they do not whimper when the sparks begin
to fly. Not on your life !
They resort to logic . . . and adopt the
Morganite Method of specifying brush com-
position according to the work the motor has
to do.
Sensible!
Main OfKe« an J Factory:
519 West 38tk Street, New York
DISTMCT ENGINEiaiS AND AGENTS
Electria Power Equipment Corn-.
13th and Wood Sts., Phila-
delphia
^Sge>
= Electrical EnKineering & Mfg.
= Co.. 909 Penn. Ave.. Pltts-
= burgh
= J. F. Drummey. 75 Pleasant
E St.. Revere, Massacfausetta
S W. R. Hendey Co., Hoge Bldg..
= Seattle
Herzog t^ectrlc & Engineering |
Co., 150 Stelurt St.. San!
Francisco
Special Service Sales Company, :
502 Delta BIdg., Los Angeles |
Railway & Power Engineering •
Corporation. Ltd.. 131 East-
ern Ave., Toronto. Ontario,
Canada
.iiiiiuiiiiiiiiiiiiiiiiniiiiiiuiiiiiiiniiiiiuiiiiiiiiuiiiiiiiiuiiuiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiuuiniiiiinuiiuiiiiiiiiiiiiiiiiii;
November 4, 1922
Electric Railway Journal
89
Get better service from armatures with
IRVINGTON
Black Varnished Cambric
30% Higher Dielectric Strength
100% Better Heat Resistance
100% More Alkali and Acid Resistance
200 7o Better Aging Qualities
200% More Resistance to Oil.
Than Yellow Varnished Cambric
Send for .samples
Irvington Varnish & Insulator Co., Irvington, N. J.
Mitchell-Rand Mfg. Co.
New York
Clapp A LaMoree
Los Ang. & San Francisco, Cal.
ESTABLISHED 1935
Sales Represenlclioe!'
Consumers Rubber Co.
Cleveland, O.
E. M. Wolcott
Rochester, N. Y.
L. L. Fleig & Co.
Chicago, III.
F. C. Scofield
Toronto, Ont., Canada
iliiuiuiiiMniiMMMiiKinMiHMiuNniiuiiniiiiMiiiiiiiiniiiniMiiuiiiuiiiiiHiiiiiiiMHNiiHiniiiHiiNniuuiniMiiiiiuiiiunuiininuininiinMniiiiniiiHMiinMiittiiiuininiiunuitiiiniiittiiiiiiiiiiiiniiiHiuiiiin
A Harp You Can
Change in the Dark
And keep your cars in service. No loss of
schedule time. No tools but your hands.
Only Ten Seconds Time Required. AH
repairing, adjusting and lubricating done at
the work bench.
Bayonet Anti-
Friction Base
has all wearing
parts bushed.
Self-Lubricating.
Non - Breakable,
Poles Changed
in One Minute.
From Trolley Wheel to
Semi-Rotary Sleet
Cutter in 10 SECONDS
without any tools.
Backing Up
Going Forward
Write for full particulavM and free trial
BAYONET TROLLEY HARP CO., Springfield, Ohio
IMnniiiiiiiiiiiin iminiiiiinuiiiiinim iiiiiiiiiiiiiiimi iniiiminiiiiiimiinii mini iiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiimiimiiiiniiiiH iiiiiiiiiiiiiiiiniiiiiiini
lllllllllllllllllllllllllllllllllllllllllllllllllll'IIIIKIIIII""^
40
Electric Railway Journal
November 4, 192
R.^
^H/
TAYLOR REDUCED HEIGHT TRUCK
WITH
S. A.
TAYLOR STRAIGHT ACTION BRAKE
SMOOTH RIDING
LOW MAINTENANCE COST— Absolute Safety
Center Plate Height 22^4 in. with 26 in. Diam. Wheels
For Modern Low Level Double Truck Cars, the Taylor R. H. Truck, equipped with Taylor S. A. Brake,
with large diameter hard steel pins, will provide the best possible service results from every standpoint.
TAYLOR ELECTRIC TRUCK CO., TROY, N. Y.
SPECIFICATIONS ON REQUEST Established 1892 SEND FOR PORTFOLIO
You Can Bend Rails Quickly and
Economically With a Watson-Stillman
Hydraulic Rail Bender
.^
Hydraulic Portable 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
^
ovember 4, 1922
Electric Railway Journal
41
(€
If Winter Comes ^' —
and finds you unprepared, your
revenues will suffer severely,
every time a sleet storm ties up
your lines.
Anderson Sleet Wheels and Cutters
should be put in stock now. The first it will be too late then to look for sleet
storm may come in January or it may wheels when the wires are thick with
be in November, but when it does come ice.
Write now for quotations on your winter's supply
Albert & J. M. Anderson Mfg. Co.
EstablUhed 1877
ILDB
MABK 289-293 A St., Boston, Mass.
Branches — New York, 135 Broadway. Pbiladelphia, 439 Real
Estate Trust Bid?. Chicago, 105 So. Dearborn St. London.
E. C. 4. 38-39 Upper Thames St.
&£OUTER£D
Eeg. U. S. Pat. Off.
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
Chicaao
Detroit
Dearer
FOUNDRIES:
Boston
Kansas City
Council Bluffs
St. Paul
Los Angeles
Tacoma
42 ElectricRailwayJournal November 4, 1
^iiiiiimiiiiniiiiiiiiiiiiiiiiiiiniiciimininiiiiiniiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii'i -;"""""""""""""""""■"""""""""<>""""'">"> »">iiiiiiiuiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiHmiiiiiiiiii[
U^^^
J^M^
th^
Nachod Spells Safety
Nachod Signals safeguard and aid
your traffic.
Nachod Crossing Signals protect your
highway crossing.
Nachod Headway Recorders safe-
guard your revenue by showing
car operation.
Write for information
Nachod Signal Co., Incorporated
Louisville, K.y.
CORRECT IT
USE LE CARBONE CARBON BRUSHES
:fUfi^t
fU"^*^-
COST MORE PER BRUSH
COST LESS PER CAR MILE
W. J. Jeandron
345 Madison Avenue, New York
Pittsburgh Office: 634 Wabash Bldg.
San Francisco Office: 525 Market Street
Canadian Distributors: Lyman Tube & Supply Co„
Montreal and loronto
IM^
aitiiiiiiiiuMiiiiiiiiiiiHiiiiniiiiirMtiiiiiiiiniiiiiniiniiiiiMiiiiniiniitiitiiitiiiiiiiitiiitijiiiniiiiiiiiiriiiiiiiMiiiniiiiiiiiinriiriiuimiiiir uiimniiliniuilliiniiiiiitiiuiiiiililiiiiiuitiiiiiimmiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiimiiiiiiiiMiiiiiiiiiminimiiiniiitiiuiiiiiiii
iiiiiiiiiniHiiiiiiiiiiriiiiimiiifliiiiiiiiiiiiiiiiiiiiiiiiiniitiiiiiiiiiiiiiiiniiiiiiiiiiiniiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiir s<iiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiJiiiiiiiiiiiiiiiiiiiiJiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiniiiiiiiiiiiiii
lOLLtWIIPUi
Concrete Trol leg Poles
I
°'iiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinuiiiiiiiiriiiiiiuiitiiiiiiiiiiuiiiiiiiiiiiE
F YOU CAN'T USE IT
SM It
I The equipment you do not
I need can usually render good
I service elsewhere. You can
I reach the largest group of buy-
I ers of such equipment at small
I cost through an ad in the
I Searchlight Section
I For Every Business Want
I "Think SEARCHLIGHT First"
I Ol&A
jinlllniiiiiliilfilliilrinillliiiiiitiiiiiiitmiiiiiiinirii.liiiriH iiiiiiiiiiini:;iiuiilifiiiiiiiiiitiirriimiiilitiiiriiiiMiiiiiiiiiiriiiiiiiiii
November 4, 1922
Electric Railway Journal
43
jminiiiuiiiiiintniiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiniiiiiiiiiiiitimiiiiiiiiiiiiiiiiiimiiinimiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiii^ aminiiiiiiiiiinMiimiimiiiuiiiHiimiiitiiiiiiiiiiiniiiimimiiitiiiiiiiiiiiiiiwiMtimiiniiijiiiiiiiiiiaiiimiiiniiiiiimm
I No. 2
i
[
IIIIHu. -
=i
P
1
m
Am
Electric Railway
f~<f^ Automatic
Signal*
for Accessibility
and Reliability
"/ftnehcan
/jTNSVLAnNG
tNC.1918
Philadelphia, New York, Purl*, ■ncland |
Sales Agentm: |
Electric Service Supplies Co. |
Philadelphia. New York Chicago |
SiliiiiiiiillliliinllllllllurlllKiiiiililiiiiiMiiiiiiMilliiniiitiiiiiillliiiiilniiliiiiillliilltiiinilillinlllllliriiiiMiiiliiiillilinilllllirMliMliiln
^llliirilllirililltlllltilllrllillillltlhliliuilllilllliiiilillllliiiliilillillliiiriiiiHiiiiliiilillllllllNllliillliliiliiililliiiillllimilllllliliililHili'
AMELECTRIC PRODUCTS
BARE COPPER WIRE AND CABLE i
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
Bw. n. S. Pat. OOm
SalTanlMd Inm and Steal
Win and Strand
PAPER INSULATED
UNDERGROUND CABLE
IneaodeaceDt Lamp Cord
MAGNET WIRE
1 AMERICAN ELECTRICAL WORKS
I PHILLIPSDALE, R. L I
3 BotUm. ITS Federal: Chlcxo, US W. Adimi; I
5 Ctntlnnitl. Traction Bld«.; New York, 2JS B'way. |
^iiilliililiiiiliiiiiiiiniliiliimillliillllllllllllliuillilliriiliimllililillllillllllltiiiu iiiiuiin iillfllllllllllllliilllllllllllltn
■tiiliiiill)iitiiiitrtiiiriiniiiiiilirii)itriirriiirintitiiiiiiriilriiiiiiiriiitiiiiinriiiiiiiiiiiiriiiiiii[i)tniiii)iiiiiriitiiiniiilliililllllilliiriiiiiiinj
I NASHVILLE TIE COMPANY I
jniiiitiMiiiitiiiiniiiiiiiiiiiiiiiiiiiniiiitiiinMiiiiniriiiiiiiniiiiMinMiiiiiiiiiiniiniiiiiiiiiiiiiiriiiirniiiiiiiiiiiiiiiiiiiniinniiirinriimiii;
uiiiiiiiiitiiiiiiiiiiiiiiiiitriiiiiiMiirtiiriiiiirii iiiiiiiiiiiiiiiidii'i i iiiiiiriiiiifiiiiii iiiitiiiiiiiiiiriiiiiDiiiiiiriiiiiiiilllllillit'^
I (
White Oak, Chestnut, and Treated Ties.
Oak Switch Ties.
I Cross Ties:
I Prompt shipment from our ovm stocks. |
I Headquarters — Nashville, Tenn. |
I A. D. Andrews, Terre Haute, Ind., Representative. |
iHiiiiiiiiiiiiiuiiiniiiiiiiuiiiiiiiiiiiiiiiiiMiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiMiiiiiiiniiiiiiiniiriiiiiiniiiiiiiiiiiiiiiiiiiiiiiB
£iMlHWll(fllliritiiiiiiMUiiintiiiiiiiiMiiiiitiirMliMlllllllilllllliillllliiiiil[ii[iii(ltlilllillliiillliiir)llltllltllt(llilllliiiiillliiiiiiilillllll(lj.
I Transmission Line and Special Crossing |
I Structures, Catenary Bridges
I WRITE FOR OUR NEW DESCRIPTIVE CATALOG I
I ARCHBOLD-BRADY CO. !
I EDciBMn ana Contractors SYRACUSE. N. Y. |
^wuutiiimiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiniiiiiiniiiiiiitiiiMimiiiiiiiiiittMiiiinMiniitiiiiiiiniimiiitiitiiiniiiiiiiiiiitiiiiMiitMUtiiiff
s i
iiiiiilllliiiMiiitiniiiitiiiliitiiiiiilii
lllllhlllllllllltllllllinilllllMJIIIllllllllllllllllltlJIMUICS
ANACONDA TROLLEY WIRE
anaconda copper .
mining company an,
floIZtng Mills Department
CHICAGO. ILL.
dA
THEAMERICAN
BRASS COMPANY
Oenerat Office*
WATERBURY. CONN.
'RIMCO" Insulated Pliers
'*The only SAFE PLIERS for linemen and all high tension work*'
Semi -so ft
rubber
Insulation
bounded to
metal by
Elehemeo
process.
Te:itcd and passed at
10,000 ToHs by ,'nie Elec-
trical Testing Laboratories
v-^ of N. Y. C.
Insolation cannot crack or work loose
Rubber Insulated Metals Corporation
50 Church Street, New York City, U. S. A.
Distributed by The Electric Service Supplies Co.. and
other distributors
Export Distributor: International Western Electric Co.
^lllHillllMIKIIIIIIIItllllllMllllllllillllllllMIIIMIIItlllltllllllllMIIIIIIIIIIIIIIIIIItllltlllinillllllllllllllllUllltllllllllllllllllllllllinilllllll
jiinniiiiMiiniriiiiuiiiiiiiiiiniiiMiiiiiiiiHiiiiiiiMiiiiiiiiitiMiiMiiriiiiiiiiiMiiiMiiininiiiiiMiiriiiiiiiitHitiiiiitiiiiMiiiiiiiiiiiiuiuiiimr
I
ROEBllNG
i INSULATED WIRES AND CABLES |
I JOHN A. ROEBLING'S SONS CO., TRENTON, NEW JERSEY I
?np"iiii UMiuniiiiiiMii i jiiiiuMiiiiiniii mill i iiiiiiiiiiiiiiiniiiiiini i i ii'^ •'""""" '""" '"""""'""'"" """ ' inn.iiiiiiiiiii iiiiiiiiiii iiiiiiiiiiiiiiiiimiiiit , mmiiS
2 mini iiiim i, iiimi iim iimimimimi i iMmiimmiimimimi i iiiimiis, i "' >imiiiiimiii i iiiiiiMiiiiiiuiiiii uiiiiiiim iiimiimiimiiitiiiiiiiii imiiiiiuuiu ,r.
Big Results from Little Ads
The advertisements in the Searchlight Section are conatantlT
bringing together those who buy. sell, rent or exchange.
They convert idle commodities into useful caah, idle cash into
useful commodities, and that which you hare bCt don't wast Into
that which you want but don't have.
The coat is a trifle, the results considerable. 0059
C^tt n(o(4.r '^IoaU' ^)t£o U4 ^eo^eUi^^
STEEL AND STEEL PRODUCTS
BODVAL^ STEtX AND ORDNANCE tX>MFANY
CAMBRIA STEEL OOMPANY
ammal Bain Otlct: WWBNElt BVILDiyo, PHlLADBLPHtA, rA.
DISTKICT SALES OmCES;
AtlanU Boston Chicaao Cincinnati Clevelind Detroit New York Fhila-
delphia PitUburgh San Frsnciso Salt I^ka City
Seattle St. Louli WsshiiMton, D. C.
Consolidated Steel Corporation. 2S Broadway, New York, it tb* sola
of our eooinierclal products.
PmiiiiiiiiiiMiitiiiiMHiiiiitiiiiiMiiiHiiiiMimiiHiimimHiiiiiHiiiiiiMiiiiiiiiiiiiiiimiiiiiiiniiiiiiitiiii'iimiiMiiiMiiiiiiiiMiniiimiiiim ^niiiiiiiiiiiitiiiimiiiiittiiiiiiiiiimiin:
r'liinviiiiHiiiimiiiiiiHiiinimiiHiiimiiiHnHiiiiiE
44
Electric Kailway Journal
November 4, 19
gimiltlllllllllllllllJIIIIIIllllllillllluillllulllllulllilllllnilullllinillllllllllimmillimilllllllltlllilllllltlllllllllillllllHlltllinilltilHIH^ glMUliltiiiillrdliilKmii riiliiiiiiiiiit iiiiiiniiiiiiHllliitliiiiiiiiiiiiinitliiiiiiatniiii iiliti urinmiiitiiiiiiuill
3 SB
B si
American
Rail Bonds
GROWN
UNITED STATES
TWIN TERMINAL
SOLDERED
TRIPLEX
Arc Weld and Flame Weid
I I
American Steel & Wire
Company
CHICAGO
NBW YORK
Use only Awebco Tape on your Armatures
Field Coils have better protection when wound with
"AWEBCO Tape." Send for samples.
ANCHOR WEBBING COMPANY
300 Brook Street, Pawtucket, Rhode Island
!<iiiiiii iniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiriiniiriiiiii iiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiijiijiiiiiiiiiiiiiiniiniiiiim
aiinliiiiiiiiHiiiiiiiHMiriiiiininiinniiiiiiMiiiriiiMiiiiiliiiiiiritiiiiiiiiiiitniirrMtriiiiMiiiiitiiiiit.tiiiiiiiiritiiiriiiiiMiiiiiiiiirtniiiii
^iiiiituiniimiiimiiuitiiiiiHiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHtiiimiiiiiiiiiiiiiiiiiiHiiiimiiiiiiiuuiiiiuiiV
iiiiriiiiiiniiiimiiiiitiiniiiiiiiiiiiiMiitiitiiiiiiiiiiiiHiiiiiitiiiiiiiiiiiiniininiiiiiiiiiiiitiiiniiiiiiiiniiiimitiiiiiiiiimitiiiiiiriiiiiiiiiiKiL
I BARBOUR-STOCKWELL CO.
I 205 Broadway, Cambridgeport, Mast. |
I Established 1858 I
Manufacturers of
Special Work for Street Railways
Frogs, Crossings, Switches and Mates
Turnouts and Cross Connections
Kerwin Portable Crossovers
Balkwill Articulated Cast Manganese Crossings
I ESTIMATES PROMPTLY FURNISHED |
^iHiMiwiiiiiiinMKiiMtiiniiiMiiiiiiiiHiiMiiiiiiiiiiHiiiiuiiimiMiiniiiiiiiiMiiiiiiiiimiiuiiiiiiMiiiiiiiiiiniiniiiiiiMuiiiiHiiMiniiMir
^lllllllliilMIIIIIIMIIIIMIIMIMHMnillMnillllllllUIIIIHIIHIIIIIimililMlltllHIIIIIIIIIIIIIIimiHIIIimilllllllllllllllllllllltlllllllllMnillllll^
Standard Underground Gable Co.
Manufacturen of
Klectrlc Wirefi and Cbbles of all kiods:
also Oable Terminals, Sanction Boxes. «tc.
Boston Philadelphia Pittsburgh Detroit New Tort
San Franr>)«cn rhl'-ago WaihlnRton St. Loulg
MMitMHiininiiiuiiiiiiiiiiiiniHiiiiiiiiiiHiHiMiiiiiiiiiiiiiiiiiiiHiiHiiiiimiHiiuiiiiimiiimiiiiiiiiitiiiiiiiiiiiiitiiiiiiiiimiiiiiiiin
HimiiMiiiMmiiiiiiiiiiiniiiimiiiiiiiiiiiiMiiniiiiMiiniiiiiiiiiiiiHimiiumiiMiHiiiiiiiiiiiiHiiiiiiiitiiiiiiiiiiiiiuiiiiHHiiiiiiiiiiiiniiui^
Corrugated Culverts I
I "ACME" (Nestable) and IMPERIAL RiTeted Corrugated Culverts. I
i Made of anti-corrosive Toncan Metal. Write for prices. |
j SPECIALISTS
i in the
Design and Manufacture
I of
Standara — Insulated — and
Compromise Rail Joints
The Rail Joint Company
I 61 Broadway, New York City
3
'^iiMiiiiiuiiiiiMiniMiMiiniiiiitiiMiiiiiiiiiiiiiiiuuwiiiiniiiiiiiiiiiiiiiiiiHiiiiiiiiitimiiiiiHiimiiimiiiimiM
aiitiiuiiniiiiiiniitiininiitiiiiitiMUMiiniH niiiitiiiiMtriniiiiiiiiiiiiiiiitirMMiriiiiiiiiiiiiiiiiiiiii iiiiHiiniinitiiitMHiiimi
I ffigh-Grade Track
Work
I SWITCHES— MATBS— FROGS— CROSSINGS
I COMPLBTB LAYOUTS
I IMPROVED ANTI-KICK BIG-HEEL SWITCHES
I HARD CENTER AND MANGANESE
I CONSTRUCTION
New York Switch & Crossing Co.
I Hoboken, N. J.
fitiiiimiHitMiiiimiiiiiHimiiiiiiiiiiiiiiiiiimiiiiiMitiiiiimiiiiiiiiiiiiiiminiiiHiiiiiiiiiiiiiiiimiiiiHiiitiiHimiHiiiiiiiiimiiniiiii
^riiiiiiiiiiiiiiiitiiHlllllliliniiiiitillllinilllllliniliiiiiliiiuiiiilllllltlllliitiMllllliltlliillniniiiiininiiiiiiniiiiiiiiimiiiiiiiiimiiim
I Peirce Forged Steel Pins
I with Drawn Separable Thimbles
I Your best insurance against insulator breakage
I Hubbard & Company
I PITTSBURGH, PA.
^IIMIIIIItlllUltllllllllllllltlimilllllllHIIIIIIMIIIIIIIIIIIIIIUIIlllinillllllllilllllltlllllllllllllllllltlllHIltltKimilllinilllllHIIItlllHIII
^'•iiiiiiiiiiiitiiniiniitMitiiiiiMiiHimiiliiillltiilliuiiliiilllHtiiimimiiiimiiiiiiiimiiMiiniiiiiiMiiiiiiiiiiiiiiiiHiMiimMiiiitnttmi
The Qu^ton OJLVERreSiLoCw
Man u r A CTtJ KL RS
C^NTON.QHIO.tl.S-A
j I Chapman
I I Automatic Signals
I I Charles N. Wood Co., Boston
(N*
rfniiiiiimiimiimiiiiiiHiiiiiHiHuiiiiniH'lHiiniininMniiiiiiiiiiiiiiiMiiMiMUMniMiiiMiitiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiitiiiiiiiiiiiii:
November 4, 1922
Electric Railway Journal
45
J iiriiiiiiiiriiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiii iiiiiiiKiiiiiiriiii I II mill mill iiiiiiMiiiimi mill iiiiiiiiiiiiiiiniiim iiiiiiiiiiiiiiMiiiiiiiiiiiniHiiiiiiiiiiiiiimiiimiuMiiiiiuiiiiiiiiiiimnniiiuiitiiiiiiiiiiia
I The Indianapolis Switch & Frog Co., Springfield, Ohio 1
I I
I Indianapolis Economy Products That Make Dollars "Grow" I
Indianapolis Solid Manganese:
Frogs. Crossicffs, Mates and Tongue-switches. Super-quality
material. Par-excellent designs. Qivee xn&nj lives to one, of
ordinary construction, and when worn down, CAN BE RE-
STORED by INDIANAPOLIS WELDING.
Indianapolis Electric Welder:
Efficient, Rapid, ECONOMICAL, Durable. Price, $2.00 (per
day lor three hundred days) thoroughly dependable every day
in the year, upkeep about 75 cents per month. LAST A LIFE
TIME.
Indianapolis IVelding Steel:
Fluxated heat treated Metal Electrodes, insure Uniform De-
pendable Welds that are from 75 per cent to 100 per cent more
efficient, than the "MELT." from the same Hirb Grade banio
stock, imtreated.
Indianapolis IVeldmg Plates:
Eliminate "Joints" and "Bonds" in Street Track. Hifher in
Strength and Conductivity than the unbroken Rail. Installed
according to instructions, have proven THOROUGHLT DE-
PENDABLE, during 10 YEARS of "Time and Usage" TEST.
Extensively used in 48 STATES and COUNTIES. Recoraizad
as paramount MAINTENANCE BL.IMINATORS.
Indianapolis IVelding Supplies:
CABSLES. HELMETS, LENSES, CARBONS.
Turntables:
Ball-bearing, for ash-pits, storage yards, etc.
Indianapolis "Economy" Products
are Pre-eminently "Money Savers." YES — "Money Makws" for
Electric Railways.
3(111111111 Ill niimimiiiiiir i iiiimii:..tiiniiit iiiimmiiiiiiii mimiiiiiii i i i miimimimiii imiimiiiii iiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiimiiimimiimimMmimimiimiiiiiimiiinimimtiiiiimi~
^iliiiMiiiiimlllllliiiiiimHiliimiiiiiiiiiiiiiiiiiiiiinuiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiMiiiiiiiiiiiniiniMiiiiiiiiniiiiiiMiiiiiiiiiiiiiiniiiiiiiiitlluiilliliiiin niiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniimiiiiiiiiiiiiiiiiiiiiiitiiiiiiliiliiliiiiiiiiMiniiiiHiiniiiii:
THE BABCOCK & WILCOX COMPANY
j 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
Pittsburgh, Farmers 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 Baronne Street
Houston, Texas, Southern Pacific Buildinc
Denver, 435 Seventeenth Street
Salt Lake 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 Buildins
fomMiiiiiiuiiiiiiitiiimiiiiiHiniiiitiiiiiiiiiiimimimiiiiiimiiiiiiiiiiiimiiiiiiiiiiMiiiiimiiiiiiHiimiiiiiimiiiiiiiimimnMiiiiiiiniiiiiiHiiiiiiiiimiiiiMMiHiiiiHiimi
iitiiiiitiuiiiiiiiiiiiiiiiiiiiiiiMiiiiiMiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiHimillMitillliililimHiiimiinilfnr.; uiiiiMiiiiniiiiiiiiiiniiiniiiiiiiiniiiiiiniiiiiiiiiiiiMiiiMiiiiiiiiillilillllililltllllllliniimillllimilliiiluiiltillltlllllllininiinillitHMHl^
SPECIAL TRACKWORK | | ERJCQ
Of the well-kfiown WHARTON Superior Designs
and Constructions
Steel Castings
Forgin^s
Gas Cylinders
Converter and
Drop Hammer
Seamless
Electrio
and Press
Steel
Wm. Wharton Jr. & Co. Inc., Easton, Pa. |
(Subsidiary of Taylor-Wharton Iron & Steel Co., s
High Bridge, N. J.) |
ORIGINATORS OF |
MANGANESE STEEL TRACKWORK i
iiiuHimiiiitiiiiiMiiiMiiMiHiiHiinMiiiMnMiniiMiniMnMiiMnMnMnMHiiitiiiitMntinriiiiinMnriinriniiiiMiiiiiiriitiiiiiiiiiiiiiiiMiin
piim iiiintiiiriiiiiiitriiniiiitiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiMiniiiMiiiiiiiiiHiiiiiiiitiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiuiHntHi^
Electrical Machinery, Steam Turbines, Steam Engines, |
Condensers, Gas and Oil Engines, Air Compressors, I
Air Brakes I
I i Rail Bonds
Brazed Bonds
Type ET I head
Type EA ( of rail
Type EC, web of rail
Arc Weld Bonds
Type AT-F
Type AT-R
Type AU
Type A, base of rail
head
of rail
I The Electric Railway Improvement Co. |
I Cleveland, Ohio |
^uiliniiiinlllliniilllll>uiuiiiii"iiii""<<i>iiii>i<ii>"i>>i<"""<""'i""<"'>"i"i""'"'"'"""'"'<"'''""'""li>><"i><<""i"<<"i"imn
^iiiitiiiiiiiiiiiiiiiiitiiiitiiiiniiimiiHiiniiiiiiiimiiHiiiiiiiiiiiiiiiiniiiiniiiiMiiniiiiiiiMiiiiiiiiiiiitMiiiiiiiiiiiifiiiniiitiimiininiiiiiir.
I FLOOD CITY ■
Rml Bonds and TroUmy Linm Sp^deiHma I
Flood Gty Mfg. Co., Johnstown, Pa. I
!iiiiriiuiiiiiiniiiiiiiiiiiiiii(iiiiiniiiiiiiniiiMiiiHinniiittiiin iriiiiiiiitiiiiiiiiiiiiiniiitiiiiniiiiiiiniiit'iiininniiiiiiniiiuiiiin^
initniMMtiutffmiNiiiuiiiiiiriiuiiiMiiHMiuiinMiuriirriiiriiiiiiiiiiiituiiniiiiiiiiiiiiuiiniin*'iHiiHiiiiiiitiiniiininMiitiimiiiiiiinn
■iiiiHiriiuimiiiiuiiHiiMiiitiiiiiiiiiiiHiiniiniMtMiiiiiiiiniiniiiiMiiiiJiiiiiriiiiiiniiiiiiiiriiiiiiniiiiMiiriiiMiirriiiiiiiiiiiiiiiiiiiiiiiiii^ stiitfiiiiiiiitntiiiimiiiiuiiiiiiiiiiiMiiiiiiuiKiitiiiiMiiiiiiiiiiiiitini iiiiiitimiiiiiMiiiMitiiniiiiHiiiiiiiimiiiiimnnHimnmffmr
laiCTSfg
I Insalatlaa
Paper has SS U
M V <Mt hlslua
NATIONAL FlKKt & INSULATION CO.
Box l*;l, Wilmington, Delawari'
MliiiiniiiiiiiiiiiliiiimiiHiuitiiitililMiiiiiiMlHlHiniimiimmiiniimmnimiiiiiitiiitfllHMlnlililiilMiHHMiiiiiuiiniitilliiiuuiiMi,*
Homflts
tton Paper has n«
rmin. Folds with-
ont <
I I A Single Segment or a Complete Commutator |
S is turned out with equal care in our sbopa. The orders we 5
i fill difler OQl; in magnitude: small orders command our ntmoet =
H care and skill just as do large orders. CAJTBBON qnslitr I
= appllea to erery coil or segment that we can make, sa waU as to 3
- erery commutator we build. That's why so many electric rail- §
I way mem rely absolutely on our name. |
I Cameron Electrical Mfg. Co., Ansonia, Connecticut I
Iiiiiiiiiiiiii"'** v.'uuuuwiituiiiiiiiiiiiiitiiiiiiiiMiiiiiiiiiiiiiiiiiiiiniliilliliillliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiHiniiuiiuiniHJE
46
Electric Railway Journal
November 4, 192;
■lMlltiiiniiiiiHitiiiiuiniiiMniiiiMM)iiiniiiiiniinitiiitiiiiiitiHiiiiiiiiiiiiiiiiniiiiinritiiiiitiiiitiiiiiiiiiiiiiiiiiiiiiiiiii!iiiiitMniiiiiiiiK^ aitiniiiiiiiiinlitiiniitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiniiiiimiiimiiiiiiiiiiiiiiiiuuiiiiiiiiiiiiiniuiiiiiiiiiitdiiiiiiiiiiiiiiiiuiiniiiiiliiii
HOPE TAPES
FOR better service
with complete safety,
use WILLIAMS' "Vul-
can" Drop-Forged Safe-
ty Lathe Dogs.
16 sizes; 1 or 2 screws.
Bent and straight tail.
^ to 6 in. capacities
J. H. WILLIAMS & CO.
"The Drop-Forging People"
BROOKLYN
143 Richards St.
BUFFALO
143 Vulon St.
CHICAGO
1143 W. llOlh St.
I For results — Tapes, Webbings, |
I Sleevings, of uniform and standard |
I quality for electric purposes, that is, |
I Hope Webbing Company service, j
I ^ i
I Send for scanples and prices I
I HOPE WEBBING CO. I
s s
I Providence |
i New York Troy Chicago |
!biiuiiiiMiiiiiiiiiiiuiMiiuitiiiiitiiiiiiH>initiiiiiiiiiniiiiiiuiiiitiiiimu:iitiiiiiiiiitiiuiitiiniuiitiiMiiiiiiiiniiiiiiiuiiiiimiiuiiiiiiiiitB
jininintniiiiMiiiiiniiniMimMimtiiiiiiuimniuiMiiiriiiinMuiniiiMniiiiiMiiMiMiiMiMimiMniniiniimrMninniiiiimiiimtiimmu
~jiiiii(iiiiiiiiiiiinMiiiiiiiiiiiiiiniiiMriiiiiiriiiiiiiiiiiiiiiiiriiirtiiMiiiiiriiiiiniiriiiiiiiiiniiiiiiiiiuiiiiiiriiniiiiiniiiiiiiiiiiiiiiiiiiiiuii
^iiminimiiiiiHimiimiiiitmiiiiiiiminiininiiiiiiiiiiMUMHiHiininMininiiiiinmiiiiiiniiiiimiiiiiiiitiiiiiiHiHiiMiimimiMiHiii
We Specialize in
Electric Railway Lubrication
= Tulc, a lubricant, gives many advantages,
I in operation and reduces the cost of lubri-
1 cation. Our service men are engineers,
I and besides advising proper methods, will
i pack your cars, show you how and why
I Tulc should be used, and get money-
I saving results. Ask us for details.
The Universal Lubricating Co.
Cleveland, Ohio
^EBI
Scientifically and
accurately compounded to
reduce lubricating cost*.
N-L
Indicating Signals
Mechanical Sanders
Ventilators, Smokestacks
Pneumatic Sanders
^'lulUllllltlllllllllllllllllUlllllIllllllUlUll)nHlll1l^ilIrllUll^llrll1llllll^llllllllllll^iUll^lllllltlmlllllttlllllllMHlllll•::lNlllUlllll
.'.•iiii>iiiiiniiiuiliii(':iiimmiiiiitiiniitiiiiiiiiiiiituiiiiiuiUiiriiiiiiiiiitiiiiiiiiHiiuimiiiiiiiililiimiiillulinuiiililtiiiHililiitii>tlll
ELECTRIC CAR HEATERS
Selector Switehe*, Lanterns, etc =
THE NICHOLS-LI NTERN CO.
8404 Lorxin Ave.. Cleveland, Ohio |
aillHlltliniiiiiiiilMiiiiuiiiiliMirlilMiiiniiiiiiiiiiiiiriiinitiiiiiiiiiniiiiiiiitiiiiiiriiiiiiiiitiiiiiriiiiiiriiiiiiuiittiiiitMMiiiiniiiitiiMiiMiir
HiiiliiiiiiiiiiMiiiiirMiiiiriiiiniiiiiiriiiriniiiiiiiiiiMiMiiiniiiiiiiiiiiiiiiriiiiiiMiiiiiriniiitiiiiiiiiiiiiiiiiiiiiiiriiiiiniiiMtiiiitiniiHiitiiiii!;
THERMOSTATIC CONTROL
s
ELECTRO-PNEUMATIC
DOOR OPERATING DEVICE:
niiiiiilillllllltliniililliiiiil<linllliiililllHlitlliiii<-'*'''<iiiiilllllililllMMiiiiiliiilliiliillilllllllliit)itliiMiiiiliiillllillll)iiiiilllilllllli
^iiiiiiiiiitiiiiiiiiiiiiiiiiiiriitiiiniiiiiiiitiiiriniiiiiiiiininiiniiniiiiiiiiiHiniinniiiMiiiiiitiiiiiiniiiiiitiiuiiiuiiiiiniiiriiiiiniiiiiiiiii
I Railroad and Trami Car Specialties
I New inventions developed, perfected
3 and worked for the English market
I Messrs. G. D. Peters & Co., Ltd.
I Windsor Works, Slough (Bucks), Eng. |
^imiiiiiniitiiuiiiMiiiiiiiniiiiitiiuiiniiiiniiiiiniitiininMiMniiiMuiiiiiiiiiiiiiiiiMiitiiiiiiiiiiiiiiiriiitininiiiiiiMnMniiiiiitiiriiiiiiiii;
•Jiiiuiiiuiuiiuiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiitiiitiiiiiiiiuiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriitiiniiiiiiiiiiiiiit^
BUCKEYE JACKS |
high-grade R. R. Track and Car Jacks. |
a
The Buckeye Jack Mfg. Go. I
AlUftsce, Ohio 1
HiuiitiinniiiiiniiiiiiiiitiiMiitiiiMiriiniiHiniiiiininiitiiiiiitiinMiiiiiiiMiniitiiiHniiiMiiMiiiMiHiniitiininMtiiniiiMitiiitiiuiiiiiS
^iiiiiiiiiiiiiniiiiMiiiiiiuiininiiiiiiiiiiiiiiiiiiiitwiiiiiiiiiHiinuiiiiiiHiiiiiiiiimiiMiiiHiiuiiMiiiiiiuiiiiiimiuiiiiiiiiuiim
i
PS
I %iHiniinK^
iBI^
Manvfaetnred by electrical endneen who will
undarMand rour insulatinr problems and render 3
= |ntelU««Bt aerTiaB. Doted {or unitonniij and quality. It will pay s
I ran to (et In toneta with |
I The Starling Varnish Co., Pittsburgh, Penna. |
^miMiitiiiimmiiiiiiiiiiiiinimiiniimiHiiMiiiiiiiiMiiiiiHiiiiiimiiiHiiHiiiiiiHHiimiinmiiminHiiiiiuiitiiMiHiiiMiMiiniiitiHiiiiiS
Car Heating and Ventilation
is one of the winter problems that you musi
settle without delay. We can show you how
to take care of both, with one equipment.
Now is the time to get your cars ready tor
next winter. Write for details.
The Peter Smith Heater Company
1725 Mt. Elliott Ave., Detroit, Mich.
rillll1IIIIIIIMIIIUItllllllllMIIIIIIIIIIIIIIIIlllllllllllllllllllllMIIIIIMIIItll(llllllltIirillllllIlllllllllimMIIIIIMIIIIIIIII>t1lllllllllllllllllllll
aniiiiiiHlllllllillllHlltillltiniiiiluiiiMitiiiiiiitiiiiiiiiiiiiiiiiMiiiiiiMiiiiiiiiijiiiiiiriiiiiiiiiiiiiimriiiiiiiiiltllKilliiiiiiiiiiiiiiMiiim
FORD TRIBLOC
A Chain Hoist that excels in every feature. It has
Planetary Gears, Steel Parts, 3}^ to 1 factor of Safety.
It's the only block that carries a five-year guarantee.
FORD CHAIN BLOCK CO.
Second and Diamond Sts., Philadelphia
nil iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniitiiiiiiiiniiiiiiiiiiiiiiiiiiiiiii tiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiittiiiiii
aiiiriMirimiiniiiiiiiiiiiiiiiiiiiii iii Miiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiuiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiimiiiiiniiiiiMiiiiii
Ramapo Iron IVorks
EMabllihed 1881
RAMAPO AJAX CORPORATION
Successor
HILLBURN, NEW YORK
Chicago New York Superior, Wis. Nia(ara FalU, N. Y,
Automatic Hetuni Switch Stands (or Paseioc Sidints
Automatic Safety Switch Standi
Manraneee Construction — Tee Ball Special Work
iiiiiiimiHiiiiiiiniiiiiiiiiiiiMitniiii iiiiimiiMiiiHiiiii iiiMiiiiiHiiiiiimiiHiiiimiiitiiiiiiiiitiiiHiiiiiiuiiiiiiiiiHiiiiHi
A)ax Force Companj
Eltibliihed 1883
November 4, 1922
Electric Railway Journal
47
International Fare Registers
Provide a Complete Check on Revenue
■>iiiiiiiiiii»Hiiiiiiiiii;iiiiiiiiJiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii>iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiniiiii^ SiiiiirMiiiiriiiiiriiiirriiui iiiiiiiiiJiiiiiiiiiiiriijiiiiiiiiHiiiriHiiiiiniiriiriiiiiiiniiiiniiiiiiirainiiiiiriiiiiiiiuiiiiimiiiiiiiiJiimiii^
Cleveland Fare Boxes |
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., Ltd. |
Preston, Ontario i
niiHiriiiiiiuMMiHintiiiiirniirMiMiiiinrMiiiMiiiniiiiiirniiniriuiMiiinMiiiiiiMiuinriiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiMiriiiiiiiiiiiiiiiiiifs
uirMiiiiiiiiiiiniiiMiiiiniiHuiiiiMuniiiiiiriiniinriinMiniiniitiiiniiuiiitinnniiimiiniiHiiiimuimiiiiiinimiuiiitiiiHiimiiiiiiiiun
Waterproofed Trolley Cord
j-^-^^iMCb^^^^
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 Weights and Full Lengths
SILVER LAKE COMPANY
= Manvdacturers of bell, signal and other cords. §
I Newtonville, Massachusetts I
r ifiiiimtiiintiiiitiiiHiiiniiiiiiiniiiiiMtiiiiiiiiiMlirliHiitllHlinilHiiiiiittiiniiniiiiiinriiiiinriltiiniiiilMlriiniinilllllltlllMllmillHr
The simplest and most complete
system of fare collection is that
based upon International Registra-
tion. Visible and audible registra-
tion is an assurance that the total
revenue will be accounted for ac-
curately with the smallest margin
of loss.
The operation of a collection
system with International Regis-
ters imposes little burden on
conductors, is accurate and con-
tinuously effective.
The moral effect of the visible
and audible registration has been
demonstrated conclusively.
The new electrically operated
backs fortype R-IO single and type
R- 1 1 double registers have many
distinctive advantages in service.
A full description will be sent upon
request.
Our years of experience with fare
collection methods is at your com-
mand for the solution of any related
problems.
The International Register Co.
15 South Throop St., Chicago
Exclusive Selling Agents for HEEREN Enamel_Badges.
MliiillliiiitiiiiiiiiiiiliilMiiiiiilHlllillliillllnliilliiilMiiiiniiiiiiiriiiiilitiiiiiiiiriiuilllllitlllllluillfllllllllllllllliilillilnlillllliiiHllIlL'
Company
Oirect
Automatic
Registration
By the
Passengers
Rooke Automatic
Register Co.
Providence, R. I.
^iiniiiniriiiniiiiniiiiriiitiiiiiiiiiuiiiiiiiiiMiiiiiiniiiiiiiupiiiiiitiiiiiiiniiiiiiiiitiiii>i'iiiiiiiiiiiiiiiiriiiiiiiiiiiiii<i)iiiiiiiiiiMiinMimin
aiiiitiiiiiniiiiiniiiiiiiiiiiiiiiiiiiliiiiriiiiiiiiiiMiiiiiniiiMiirrriiiiiiniiiiiiiitiiitiifHiiinmliiiiiiiinMiniiiiiiiHiiillllliiiiiiiHHiiiimiii'^
i B. A. Hegeman, Jr.. Preitdsnt =
= Chsrles C. Castle. First Vlce-Praaldent
= Harold A. Hegeman, Vlce-Pres. and
i Treas.
W. C. Uncoln.
Engineering
Fred C. J. Dell, Secretary
MgT. Sales tnd =
National Railway Appliance Co.
Grand Central Terminal I
452 LezinKton Ave., Cor. 4Sth St., N. Y. I
BKANCH OFFICES: I
ICnnaeT Bide., Washington, D. C. 100 Boylston Street. Boston. Mass. =
86 Union "iTUst Bldx., Harriabnrg. Pa. ~
RAILWAY SUPPLIES
nHiiiHiinniiiiiiiMHriiiiiiiinrinMiniiniiiiMitriiiiiiiiiiiiMiiMiiiiiniiiiiiiriiiiiiitiiiiiiiiiiiniinmiiiiiiiiiiiminiiiiiiiiiiiiniiiiiiiiiiik' = Heg'em an -Castle CorporatiOD, Railway Exchang^e Bldg., CMcaffO, 111.
£UHmhiinitiiittiiuuiiuiiiiiiiimiiiiiiiiiniiiiniuiiiitiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiii(iiiuiiiiiuiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiii^
i KLKOTBIO HKATEB BQUIPHICNTS Address All 1
Communi- =
cations to =
BUSH I
TERMINAL =
(220 36th St.) I
Brooklyn. i
N. Y. I
Literaturm on i
Request I
•?iiniirMiiiriuniiiMiiiiHiiiiiniiiirMiiMniMiriiiiMitMiiiMiiin>iiiiiMtriiiiMirriitiiiiiMiiiiiiiiiiiiiiiiiiiiMiMniiiiriiiiiiiiiiiiiHuiiiiiiitiii?
GOLD CAR HEATING (bt
LIGHTING CO. ,
NEW YORK CITY
PATENTED
Tool Steel Gears and Pinions
Anderson Slack Adiasteri
Genesco Paint Oils
Danham Hopper Door Device
Feasible Drop Brake Staffs
Flaxlinam Insnlation
Anglo-American Tarnishes.
PaintH. Enamels, Surfacers.
Shop Cleaner.
Johnson Fare Boxes
Peerless and Perry Side Bearinxs
Drew Line Material and Bailway
Specialties
HartmaD Centerine Center Plata*
Economy Power Saving Meters
H & W Electric Ueaters
Garland Ventilators
Pitt Sanders
National Safety Car Equipment
Co.'s One-Man Safety (^s
Central Equipment Company's
Hand Holds
THEBH06TAT CONTROL EQUIPMENTS
75% of the electric railways
B-V Punches
Tnemeo Paint A Oil Company's Cement Paint |
^iiiuiniMnimiiiirMiimiiiiiiiriiiiiiiiiriiiiiiiiiiMiciMirimiiMirrmiMiiiiiiiimirriiimiiiiniiriiiiiiiim iiiiiiiiiiiiiiiiiiHiiiniimit;
uiiiniiiiimtiimiiiimiiitiiiitiiHiMniiiiiiiininiiMiiiiiiiniitiiiMiiiiiiitiiiniiiMiiiiiiinimiMiiriniMiiiniiitiiMiiiniiniiit^ uiiiMMitiiimMniiMinimiminimmiimirmiiimimiimiiMniMnimimniMinMiiminiiiniiiirmimnmimiiMiiiMiiminiiiimiii^^^
PROVIDENCE H-B
FENDERS LIFE GUARDS |
The Consolidated Car Fender Co.. ProTidenee, R. I. |
Wendell & MacDuffie Co., 61 Broadway, New York |
Cenaral Sal** Acaatg t
iillliiilllllllMiiiliiiiriliililiiiriiiilllli iiiiiiiiiiilliiiriiiiiMiriiiliiilillliriiiiiiiiilHiiirii!ii>iiiitNiiriniiiiiiiMi mi liiiMllin^
mil iiniiiiiiiiiii iiimiiiiiiinniiiiiiiniimiiiii iiiiiiiiiiiiiiiiiiiiiiiiimiiiiiniiiiiiiiiiiiiiiiiiniiiiiiiiniimiiiiiiiiii iiig
The Rex-L Turnstile
Model 50
PoiitlTa, tmmper-proof. reglMerinr derioe.
IndlTidual release for each pefvoQ. Coo-
lorxu to n. S. Internal Bereotie Pepartmeut
Bulea. Dnd ti; Bocton Bleratsd Railway
Compaojr.
Writ* us /or eoiuultmttit
DAMON-CHAPMAN COMPANY
RochMter.N. Y.
I Send for Catalog
I BONNEY-VEHSLAGE TOOL CO, Newwrk. N J,
tiiiiiiiiiiii mil miiimimiimiimimimiiiiiiimmimiiliiliiiiiiiiiiiiiiiiimiii iiimimimiimii imimiimimiimiiiic
cmmmiiniiuiiiiiniiii niimimiiiiiimmiimimiililiiiiiiiiiiiii uiilliiiilllllllllimiMiiilllliiiillliniliiiiiliuiluinilllimiii
3
Car Seating, Broom and Snow Sweeper
Rattan, Mouldings, etc
AMERICAN RATTAN & REED MFC CO.
I Brooklm, N. Y,
AMERICAN
QUAUTY
I RATTAN SUPPUES OF EVERY DESCRIPTION
'^iHHiNiHiimttuiimnimiHitiiniimimiiHmiiiHiiMiniimniiHiiiiiiiiiiiMiiMnHiiiMimiimiiHiiHiimiiiMiiitimiiHiiiiiiii
iillllllHIIIMimmilllllllllltlllllllMIIIIIIIMIIIinilllMIMHIIIMmmiHMHH'll
48
Electric Railway Journal
November 4, 1922
-ituiiiiniiiimiiMiiiii(iiiiiiiiiiiii<iiiiiiriiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiriii)iiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiitiiiip
g i
I Car Seat and
Snow Sweeper Rattan |
gRIII
For 60 years we have been the largest im-
porters of rattan from the Islands in the
Indian Ocean. It is therefore to be ex-
pected that when Rattan is thought of our
name, "Heywood-Wakefield," instantly . |
comes to mind. I
Follow that impulse and write us when in |
the market for: |
High Grade close woven Rattan Car Seat I
Webbing, canvas lined and unlined, in |
widths from 12 in. to 48 in. |
High Grade Snow Sweeper Rattan in |
Natural and Cut Lengths. |
High Grade Car Seats, cross or longi- |
tudinal, covered with Rattan, Plush or |
Leather. / |
HEYWOOD-WAKEFIELD I
COMPANY
Factory: Wakefield, Mass. |
SAI.E9 OFFICES : |
Ko^wood Wakefield Co., Heywood-Wfckefleld Co., 1
•U Wwt 34th St.. New York. 1415 Michigan Ave. Cbicaco. i
X. F. Boyle, Monadai/<'k Bids.. San Francisco. Cal. |
F. K. Qrirr. 630 Louisiana Ave.. Washington. D. C. |
■allwar and Power BteKlneering Corp.. Toronto and Montreal. |
G. F. Cotter Supply Co., Houston. Texas. |
iiiiiiimiiHiiiiiiiitiiiiiiiiiutiiriiiiiiiiiiiiiiiiiiiiitiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiniiiMiiiniiiiininiiiiiiiiiiiiiiiiiiiiiiiiiuiS
!nmriiiiiiiiiiiiiiiiiitiiiiiiuriiiiiiiiiiiniiiiiiifiiii'iiiiniiiiitiiiiitiiiiii]rii,itiiniiiiii,Mi,niiu<iii(miiniininiiisiiitiitiniiii
Brake Shoes
A.E.R.A. Standards
gllM<nMMIMIHIMIirMIMirMIIMIIItl1llinillMIIIIIMI(MI(nMlllllIIIIIIMIIMIIIItlll)tlllllllltllllIllllllirtllllllinillllIlllltliriltlllllllMIHIIItli;
I RAILWAY MOTOR BRUSHES |
407
I Grade 407 is universally recognized and adapted as the premier
I compressor motor brush on standard railway systems. One of a
I series of standard railway compressor motor brushes.
I COLUMBL\ BRUSHES
I COST NO MORE — LAST LONGER
i • NATIONAL CARBON COMPANY, INC.
I CLEVELAND, OHIO S«N FII«MCISCO, C*U
• iltlltllllinillllllllullllllllltlinillliiMiiiiiiiittiiiiiiiiiiiiiiliiiiiiiiiiiiiiMiiiiiriiiiiiiiiitiitiiMnillrllDiiniiimiiHiuitiiiiriitiiliiinriitiiin ^i
I j Diamond "S" Steel Back is the Best Type
Standard
Patterns
for
SAFETY
CAR
I 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.
niuiiiimiiiiiiiiMiniiiiiiiiiiiiiiiiifiiiiiitmiiitiitiimiitiiiiiiiiiiiiiniiiiiiniiriiitiiiiiiiiiiniiiiimiiiiiiiiiiiiniiiiniiiiiiiiii iiiiiiiij
aiiiiiiiiiiilHlirilniliMi)iiiiiiiiiiiiiiiliiiii)iiiitiiiiiinniiitiiiililiiiiMirlininitlMiiiiniiiiiiiiiniiHiitiinniMniiiiiiiiiitiiiiiiiiniirriiit,i)
MOEEiJQ?SES
AXLE
/ANDABMATUEE
BEARINGS
•3»^
.Ao/ always me cAeapesi, bui eVer
lowest in uliimate cost
MOBE-JQNES BRASS &METAL CO.
St, Louis. Missouri,
aiiiiiumiiiimiiiiiiiiiiijiiiiiiiiiiuiuiiiiiiiuj|i.iiuiiuiiiiiiiiiiiitiiiiiiiiitiiiiiiiiiiiiiiiuiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiit
I pAII.WAl< I fTIUTy f»OMPAN\( |
I Bole MoKutaeturert I
I "HONKTOOHB" AND "BOUNB JKT" VENTILATORS I
1 for Monitor and Arch Root Cars, and all daaoes of tmildincs: =
I aln lELBCTRIC THEBMOMETEB OONTKOL i
S ot Car Temperatures. |
S 141-Ul 'VngST SSD ST. Write /ar 13S8 BroadwsT I
I Chleato, lU. Catalogue New York. N. T. |
^lllllllhllltlltlllllltllllllllliriiriiiiiiniMlllllllliniMiMiiiiiitiiiiiilllnliiiiiriniiiiiuiiriitrlliiiniilimiixuiinMiiiniiiiiiniiiiliiiilllliii: ^.
^HiiMiniiniiiiiiiiuiiniitiiiiiuiiiiiniiiiiitiiiiiniiniiiiiiiiniiiiiiiiiiiiiiiiiiiiiiuiiniiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiniiiii^
^iiiiiiiiiitiiiiinHiriuiiriniiniiiMtiiiiiiiiiiiiiiiiniiitfniiiiiiiriiiiiiiiiiiiiitiiriiiriiiriiiriiiiiiiiiriiiiiiiiiniiniiumiiiiiiiiiiiMitiiiiiiuiiiF
'iiiriiiiiriiiMniiiiiiiiiHiiiiiiiiiuiniiiiiiiiiiiiiiillliiiiiMiniiiiimiuiiitiiiiiniiiiiiiiiniiniiiiiiiMiiiiiiitMiiiiitiimiini(ininimtnnmi^
^^^^L Perey Manufacturing Co., Inc.
I ^^^KKr 30 Chorcli Street, New York City
,iiiiniiiiiiiiiniiniiiiitiiniiiiiiiiiiiimiiiiitiiiiii(ilitiiiiiiiiitiii(iiiniiiiiiiiitiiitMniitiiiiiiiiiiniiiiriiriiiiiiiiiHiiniimmiimiiiiHriiiit:
Gets Every Fare
PEREY TURNSTILES
or PASSIMETERS
Vse them In your Prepaymeut Areas »od
Street Cars
I RWB DYNAMOTORS I
i FOR =
I CARBON ARC RAIL JOINT WELDING I
I CARBON ARC RAIL BONDING I
I CARBON and METALLIC ARC GENERAL WELDING |
I Rail Welding and Bonding Co., Cleveland, O. |
TlMllllllullillllllllllillliHMitiilllitillllitilltuiiiitiiii<iiiiiiiiitliiMttiniiiiiiiiiiiiiiiitliitiiuittiiitiitiiiiiiiiMiiiiiiiitiitiiiimiilililtniiin %tllllinimiHiitiiiiiMimtHiitiimiimtiiliiiiiiitritiMirritriitriiiiiiiinllMirniniiltiiniMniiiiiiiHniiiiiiniiiriiniHimnimli
JitiHllilluiiiiiiiiiiiiliriiliiilliilMllllllillllllltlimitlllltlllliiilulniMll iiitimiiiiitiiiiiiiiiitMiiriiiitiiliriinliillHitinimiiiriiiiitir
£
See tiM CranK of the |
GREAGHEAD DESTINATION SIGN I
By means of it, conductor or motorman E
can change sign without leaving platform, g
All that has to be done is to turn the |
crank: Better investigate. |
CnEAGHEAD ENGINEERING CO., CINCINNATI. 0. I
Nox^ember 4, 1922
Electric Railway Journal
49
Searchlight Section
EMPLOYMENT- BUSINESS OPPORTUNITIES- EQUIPMENT
T5 cent, an Insertion, payable in advance. '"«J^!ToZ^" JZo.^l tl^'JUlIy^^lT. „° ? 1^^' '31S L" JnS
'^"f r.s\":,'L;ri„^l>2^'JirTf{r^- "^r-' ■" ,»% ^ «.- parent ., Lc ,n ' f" -^ Se^:;::;;;;;:;::: 15? a\" S'
iT««.,„. 4C cents . line an insertion. '.TaZlyT^ arV^'TcS„'SS,.°' ""onf^'^r3 ro;L'n'.J^r.-aj.!Ili."."p^.,^;
E. R. J.
POSITIONS VACANT
EASTERN interurban wants capable chief
dispatcher or trainmaster ; must be
familiar witli steam railroad dispatching
and be able to handle men. State expe-
rience and salary expected. P-474, Elec.
Railway Journal, 10th Ave. at 36th St.,
New York City.
WANTED a good secretary also superin-
tendent of a hydro-electric interurban
railway company. This is said to be the
second best iron mining district in the
United States. Don't lose time but come
at once. Room 1, First National Bank
Bldg.. Iron River, Mich.
POSITIONS WANTED
ENGINEER of way and structures, eight
years in present position in charge of
design, maintenance and construction,
also electric welding work with fully
up-to-date company operating electric,
railway and gas utilities ; age 40, mar-
ried ; best references. PW-472, Elec. Ry.
.Journal, Old Colony Bldg., Chicago, 111.
SUPERINTENDENT with successful record
as statistician and operating head, ex-
perienced in Interurban. safety car and
bus operation, can get desired results,
satisfactory relations with present em-
ployer, personal reasons for desiring
change. Address, PW-469, Electric Rail-
way Journal, Leader-News Bide., Cleve-/
land, O. I
POSITIONS WANTED
.\IR. MANAGER— This is the age in which
practical experience is of vital impor-
tance in the Electric Railway Industry.
Are you in need of a capable, practical
experienced superintendent of transporta-
tion who is capable of taking over de-
tails and handling same in a manner
that would be a credit to your property?
Successful in public relations and recog-
nized as an economical operator. At pres-
ent with a large property but desire a
change on account of personal reasons.
Very successful in handling labor and
have made a study of safety work. A
proven record of 18 years on city, sur-
burban and interurban properties with
high grade references from leading men
in railway field is back of this ad. Would
prefer a large city and suburban prop-
erty that requires careful attention.
PW-470, Electric Railway Journal,
Leader-News Bldg., Cleveland, Ohio.
New Motor Repair Parts
IMMEDIATE SHIPMENT
We have in stock virtually evei-y piece
necessary to complete all of the types of
non-jnterpole motors. They are new and
were manufactured by either the Westingr-
house Company or the General Electric
Company. They may be purchased at 25
per cent less than the manufacturers pres-
ent prices.
Send your orders to us and deduct 35 per
cent from the current quotations.
What have you for sale*
TRANSIT EQUIPMENT CO.
Cars — Afolors
501 Fifth Avenue, New York.
?)IMIMI »■•■)• Mill
^nitlMKIMIIMttlMIIIIIIII
IIIIMUIIUUMn
iriiiitiiitiiittMttuiiiiudiMtr.
i FOR SALE i
I STREET CAR HEATERS ]
I 50 — No. 10 Jewell, in good repair. Exeep- I
I tional bargain. Immediate delivery. i
I GRAND RAPIDS RAILWAY COMPANY |
I 42 Ionia Ave.. N. W., Grand Rapida. Mich. I
nililllMI ■IIIIIIIMIIIIIIIIItlllHIIIIMIIDIIIIIIIIMIIIMIIIItniHIIIItl ■•tUDIIIIIIUItJt
MirMtiiiiiiiiitiiiiiiiinriiiiiMiKiiMiiiMiiiiiiMMKiiiiMHMiiiir.
I FOR SALE
ANGLE BARS
I 400 pair. 34-in.. 70-lb. ASCE, 6-hole.
I Drilling a ^-6-5-5.
I K.\MTERN WISCONSIN ELKCTRIC
I Oshkosh. Wisconsin.
•UlltdllllKtIIIIIIMIIIIIIIItllKIMIIIMIIItllllMI
inMIMIMMItllMlllllltllKlltlltMtllttllMtMllllllllltlMMMIIIIMIIIMIIHIIItllllll
I FOB SALE I
20— Peter Witt Cars
I Weight Complete, 33,000 lbs. I
I Seal 3.3. 4 — G. E. No. 258-C Motors. I
i K-13H Control. West. Air Taylor Trucks, =
i R.H. Type. Complete. |
I ELECTRIC EQUIPMENT CO. I
; Commonwealth B'de., Philadelphia. Pa. I
;ilHlll.lii,IMII IIIIIIIIMIMt I ITIIXI lllllinillltlllllililH .MNILT
' " mnitiii II iitllllllM HiillltlilltlMllilllH».|fl»^
The ^^ Searchlight^^ Advertising
in This Paper
is read by men whose success depends upon thorough knowledge of means to an end —
whether it be the securing of a good second-hand piece of apparatus at a moderate price,
or an expert employee.
THE BEST PROOF
of this is the variety of this journal's Searchlight ads. Without a constant and appre-
ciable demand for such machinery or services, by its readers, the market place which
these advertisements represent could not exist for any length of time.
Are you using the Searchlight Section?
031t
■UllllllllltHHIIinilllllUlllltlllltttlllMIIMI
50
AdTertialns, Street Onr
Collier. Inc., Barron G.
Air Receivers. Aftercoolers
Ingersoll-Rand Co.
Anchors, Guy
Electric Service Supplies Co.
Ohio Brass Co.
Westinghouse Elec. & M. Co.
Armature Shop Tools
Elec. Service Supplies Co.
Automatic Return Switch
Stand
Ramapo Ajax Corp.
Automatic Safety Switch
Stands
Ramapo Ajax Corp.
Axle Straighteners
Columbia M. W. & M. I. Oo.
Axles, Car Wheel
Bemis Car Truck Co.
Brill Co.. The J. G.
Cambria Steel Co.
Midvale Steel & Ord. Co.
Taylor Electric Truck Co.
Westinghouse Elec. & M. Co.
Babbitt Metal
More-Jones B.&M.Co.
Babbitting Devices
Columbia M. W. & M, I. Co.
Badges and Buttons
Electric Service Supplies Co.
International Register Co.,
The
Bankers and Brokers
Coal & Iron National Bank
Batteries, Dry
National Carbon Co.
Nichols-Lintem Co.
Bearings and Bearing Metals
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
A. Gilbert & Sons B. F. Co.
More-Jones Br. & Metal Co.
Taylor Electric Truck Co.
Westinghouse Elec. & M. Co.
Bearings, Center and Boiler
Side
Stucki Co.. A.
Bearings, Roller
Staflord Roller Bearing Car
Truck Co.
Bells and Gongs
Brill Co.. The J. G.
Columbia M. W. & M.I. Co.
Consolidated Car Heating Co.
Elec. Service Supplies Co.
Benders. Rail
Ky. Track-work Co.
Watson-Stillman Co.
Boilers
Babcock & Wilcox Co.
Edgemoor Iron Co.
Boiler Tubes
Cambria Steel Co.
Edgemoor Iron Co.
Midvale Steel & Ord. Co.
National Tube Co.
Bond Testers
Amer. Steel & Wire Co.
Elec. Service Supplies Co.
Rail Welding & Bonding Co.
Bonding Apparatus
Amer. Steel & Wire Co.
Elec. Ry. Imp. Co.
Elec. Service Suplies Co.
Indianapolis Switch & Froff
Co.
Ohio Brass Co.
Railway Track-work Co.
Rail Welding & Bonding Co.
Bonds, Ball
Amer. Steel & Wire Co.
Elec. Railway Imp. Co.
Elec. Service Supplies Co.
General Electric Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Westinghouse Blec. & M. Co.
Brackets and Cross Arms
(See also Poles. Ties, Posts,
etc.)
American Bridge Co.
Bates Exp. Steel Truss Co.
Creaghead Eng. Co.
Elec. Ry. Equip. Co.
Elec. Service Supplies Co.
Hubbard & Co.
Ohio Brass Co.
Brake Adjusters
Nat'I Ry. Appliance Go.
Westinghouse Tr. Br. Co.
Brake Shoes
Amer. Brake Shoe ft Fdry.
Co.
Barbonr-Stockwell Co.
Bemis Car Truck Co.
Brill Co.. The J. G.
Columbia M. W. & M. I. Co.
Taylor Electric Truck Co.
Wheel Truing Brake 81io«
Co.
Brakes, Brake Systems and
Brake Parts
Bemis Car Truck Co.
Brill Co., The J. G.
Electric Railway Journal
Columbia M. W. & M. I. Co.
General Electric Co.
National Brake Co.
Safety Car Devices Co.
Taylor Electric Truck Co.
Westinghouse Tr. Br. Co.
Bridges & Buildings
American Bridge Co.
Brooms, Track, Steel and
Rattan
Amer. Rattan & Reed Mfg.
Co.
Brushes, Carbon
General Electric Co.
Jeandron, W. J.
Le Carbone Co.
Morganite Brush Co.
National Carbon Co.
Westinghouse Elec. & M. Co.
Brushes, Graphite
Morganite Bru.sh Co.
National Carbon Co.
Brush Holders
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. & M. I. Co.
Brushes, Wire Pneumatic
Ingersoll-Rand Co,
Bunkers. Coal
American Bridge Co.
Buses. Motor
Brill Co.. The J. G.
Bushings
Nat*l Fibre & Insulation Co.
Bushings, Case Hardened and
Manganese
Bemis Car Truck Co.
Brill Co., The J. G.
Cables
(See Wires and Cables)
Cambric Tapes. Yellow &
Black Varnish
Irvington Varnish & Ins. Co.
Carbon Brushes
(See Brushes, Carbon)
Car Lighting Apparatus
Elec. Service Supplies
Car Panel Safety Switches
Consolidated Car Heating Co.
Westinghouse Elec. & M. (^.
Cars. Dump
Differential Steel Car C!o.,
Inc.
Cars, Passenger Freight
Express, etc.
American Car Co.
Brill Co.. The J. G.
Cambria Steel Co.
Kuhlman Car Co.. G. C.
McGuire Cummings STfg.
Co.
Midvale Steel & Ord. C!o.
National Ry Appliance Co.
Wason Mfg. Co.
Witt, Peter
Cars, Second Hand
Electric Equipment Co.
Cars, Self-PropeUed
General Electric Co.
Castings, Brass, Composition
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 Bridge Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Wharton Jr.. & Co.. Inc..
Wm.
Castings. Malleable and Brass
Amer. Brake Shoe & Fdry.
Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. <3o.
Catchers and Retrievers
Trolley
Earn. C. I.
Electric Service Sup. Co.
Ohio Brass Co.
Wood Co.. Chas. N.
Catenary Construction
Archbold-Brady Co.
Ceiling, Car
Pantasote Co.. The
Circuit Breakers
General Electric Co.
Westinghouse Elec. & M. Co.
Clamps and Connectors for
Wires and Cables
Anderson Mfg. Co.. A. 8t
J. M.
Electric Railway ETquip. Co.
Blec. Service Supplies Co.
General Electric Co.
Hubbard & Co.
Westinghouse Elec. * M. iCo.
Cleaners and Scrapers, Track
(See also Snow - Plows,
Sweepers and Brooms)
Brill Co.. The J. G.
Ohio Brass Co.
Clusters and Sockets
General Electric Co.
Coal and Ash Handling
(See Conveying and Hoist*
Ing Machinery)
Coil Banding and Winding
Machines
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Coils, Armature and Field
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse Elec. & M. Co.
Coils, Choke and Kicking
Electric Service Supplies Co.
General Electric Co.
Westinghouse Elec. & M. Co.
Coin-Counting Machines
International Register Co.
The
Johnson Fare Box Co.
Commutator Slotters
Electric Service SuppUee Co.
General Electric Co.
Westinghouse Elec. &M. Co.
Commutator Truing Devices
General Electric Co.
Commutators or Parts
Cameron Elec'I Mfg. Co.
Columbia M. W. & M. I. Co.
(Jeneral Electric Co.
Westinghouse Elec. & M. Co.
Compressors. Air
Allis-Chalmers Mfg. Co.
(Jeneral Electric Co.
Ingersoll-Rand Co.
Westinghouse Tr. Br. Co.
Compressors, Air Portable
Ingersoll-Rand Co.
Compressors, Gas
Ingersoll-Rand Co.
Concrete Products
Massey Concrete Products
Corp.
Concrete Reinforcing Bars
Cambria Steel Co.
Midvale Steel & Ord. Co.
Condensers
General Electric Co.
Ingersoll-Rand Co.
Westinghouse Elec. & M. Co.
Condenser Papers
Irvington Varnish & Ins. Co.
Conduits. Underground
Std. Undergrotuid Cable Co.
Connectors. Solderless
Weetinghouse Elec. & M.JCo.
Connectofs, Trailer Car
Consolidated Car Healing Co.
Enec. Service SuppUes Co.
Ohio Brass Co.
Controllers or Parts
Columbia M. W. & M. I. Co.
(Seneral Electric Co.
Westinghouse Elec. & M. |Co.
Controller Regulators
Electric Service Supplies Co.
Controlling Systems
General Electric Co.
Westinghonse Elec. Jc M. O).
Converters. Rotary
General Electric Co.
Westinghouse Elec. & M. Co.
Conveying and Hoisting Ma-
chinery
American Bridge Co.
Columbia M. W. & M. I. Co.
Copper Wire
Anaconda Copper Mining Co.
Cord Adjusters
Nat'I Fibre & Insulation Co.
Cord, Bell, Trolley, Register,
etc.
Brill Co.. The J. G.
Electric Service Supplies Co.
International Register C5o.,
The
Roeblings Sons Co.. John A.
Samson Cordage Works
Silver Lake Co.
Cord Connectors and Couplers
Electric Service Supplies Co.
Samson Ck>rdage Works
Wood Co.. Chas. N.
Couplers, Car
Brill Co.. The. J. Q.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Cross Arms. (See Brackets)
Crossing*
Ramapo Ajax Corp.
Crossing Foundations
International Steel Tie Co.
Crossing Frogs and Switches
Ramapo Aj;ix Corp.
Wharton. Jr., & Co.. Inc.. Wm.
Crossings. Manganese
Indianapolis Switch & Prog
Co.
Ramapo Ajax Corp^
Crossing Signals. (See Sig-
nals, Crossing)
Crossings, Track. (See Traek,
Special Work)
Crossings. Trolley
Ohio Brass Co.
Culverts, Pipe, Concrete
Massey Concrete Products
Corp.
Culverts
Canton Culvert & SlIo (k>.
Curtains and Curtain Fix-
tures
Brill Co.. The. J. G.
Electric Service Supplies Co.
Morton Mfg. Co.
Pantasote Co.. The
Dealers' Machinery
Electric Equipment Co.
Transit Equipment Co.
Derailing Switches, Tee Rail
Ramapo Ajax Corp.
Destination Signs
Columbia M. W. & M. I. Co.
Creaghead Eng. Co.
Electric ^Service Supplies Co.
Detective Service
Wish Service, P. Edward
Dogs, Lathe
Williams & Co.. J. H.
Door Operating Devices
Consolidated Car Heating
Co.
National Pneumatic Co., Inc.
Doors and Door Fixtures
Brill Co., The. J. G.
General Electric Co.
Safety Car Devices Co.
Doors, Folding Vestibule
National Pneumatic Co.,
Inc,
Draft Rigging. (See (Coup-
lers)
Drills, Rock
Ingersoll-Rand Co.
Drills, Track
American Steel & Wire Co.
Electric Service Supplies Co.
Ingersoll-Rand Co.
Ohio Brass Co.
Dryers. Sand
Electric Service Supplies Co.
Ears
Ohio Brass Co.
Electric tirinders
Railway Tra-k Work Co.
Electrodes, Carbon
Indianapolis Switch & Frog
Co.
Railway Track Work Co.
Electrodes, Steel
Indianapolis Switch & Frog
Co.
Railway Track Work Co.
Electrical Wires and Cables
American Elec. Works
Roeblings Sons Co.. J. A.
Engineers, Coiuinlting, Con-
tracting and Operating
Allison & Co., J. E.
Archbold-Brady Co.
Arnold Co., The
Beeler John A,
Byllesby & Co.. Inc., H. M.
Day & Zimmerman. Inc.
Dodd, J. N.
Drum It Co.. A. L.
Feustel. Robert M.
Ford. Bacon & Davis
Hemphill & Wells
Hoist. EJngelhardt W.
Jackson. Walter
Kelly. Cook & Co.. Inc.
Parsons. Klapp. BrinkerhoS
& Douglas
Richey, Albert S.
Robinson & Co.. Dwirht P.
Sanderson & Porter
Sangster 8e Mathews
Smith & Co.. C. E.
Stone & Webster
Witt. Peter
Engines. Gas, Oil and Steam
Ingersoll-Rand Co.
Westinghouse Elec. & M.
Co.
Expansion Joints, Track
Wharton Jr.. & (}o.. Inc.,
Wm.
Fare Boxes
Cleveland Fare Box Co.
Economy Elec. Devices Co.
Johnson Fare Box Co.
Nat'I Ry. Appliance Co.
Ohmer Fare Register Co.
Fences, Woven Wire and
Fence Posts
Amer. Steel Ic Wire Co.
Cambria Steel Co.
Midvale Steel & Ordnance
Cto.
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
Nat'I Fibre & Insulation Co.
Westinghouse Elec. & M. Co.
November 4, 1922
Field Coils. (See Colls)
Flaxlinum Insulation
Nat'y Ry. Appliance Co.
Floodlights
Electric Service Sup. Co.
Floor Plates
Amer. Abrasive Metals Oo.
Flooring, Composition
American Mason Safety
Tread Co.
Forglngs
Cambria Steel Co.
Columbia M. W. 4 M. I. Co.
Midvale Steel & Ordnance
Co.
Williams & Co., J. H.
Frogs & Crossing!,. Tee Rail
Ramapo Ajax Corp.
Frogs, Track. (See Track
Work)
Frogs, Trolley
Ohio Brass Co.
Fuses and Fuse Boxes
Columbia M. W. & M. I. Co.
Consolidated Car Heating Co.
<3eneral Electric Co.
Westinghouse Blec. & M. Co
Williams & Co.. J. H.
Fuses, Reflllable
Columbia M. W. & M.I. Co.
General Electric Co.
Gaskets
Westinghouse Tr. Br. Co.
Gas-Electric Cars
(General Electric Co.
Gas Producers
Westinghouse Elec. & M. Co.
Gasolene Torches
Economy Elec. Devices Co.
Gates, Car
Brill Co.. The. J. G.
Gear Blanks
Cambria Steel Co.
Midvale Steel & Ord. Co.
Gear Cases
Columbia M. W. & M. I. Co.
Electric Service SupplisB Co.
Westinghouse Elec. St M. Oo.
Gears and Pinions
Bemis Car Truck Co.
Columbia M. W. 4 M. I. Co.
Electric Service Suppliev Co.
General Electric Co.
Nat'I Ry. Appliance Co.
Nuttall Co.. R. D.
Tool Steel Gear & Pinion
Co.
Generating Sets. Oas-Electric
General Electric Co.
Generators
English Electric Co.
General Electric Co.
Westinghouse Elec. & M. (3o.
Goggles, Safety
Indianapolis Switch & Frog
Co.
Gongs (See Bells and Gongs)
Graphite
Morganite Brush Co.
Greases. (See Lubricants)
Grinders and Grinding Sup-
plies
Indianapolis Switch ft Frog
Co.
Railway Track-work Co.
Grinders. Portable
Railwiiy Track Work Co.
Grinders, Portable Electric
Railway Track Work C!o.
Grinding Blocks and Wheels
Railway Track-work Co.
Guards, Cattle
American Bridge Co.
Guard Rail Clamps
Ramapo .\jax Corp.
Guard Rails. Tee Rail &
Manganese
Ramapo .\jax Corp.
Guards, Trolley
Electric Service Sup. C!o.
Ohio Brass Co.
Hammers, Pneumatic
Ingersoll-Rand (3o.
Harps. Trolley
Anderson M. Co.. A. ft J. M.
Bayonet Trolley Harp Co.
Electric Service Sup. Co.
More-Jones Br. ft Metal Co.
Nuttall Co.. R. D.
Star Brass Works
Helmets, Welding
Indianapolis Switch & Frog
Co.
Headlights
Electric Service Sup. Co.
(general Electric Co.
Ohio Brass Co.
Headlining
Pantasolp Co.. The
Heaters. Car (Electric)
Consolidated Car Beating
Co.
Economy Electric Devices
Co.
Gold Car Heating ft Light-
ing Co.
November 4, 1922 ElectricRailwayJournal 51
diiiiiitiiiiiriiiiriitiiMiiiMiiiDiiiiiiiiiiiiiiiiiiiiMiiMiii iitiiuiiiiiiiiiiiiriiiiiiiiiiiiiiiniiiMiiiiiiiiuiiniiKiMiiiiiiiiuiiiiiiiiiiiiiiiiiiii^ SiHiMniiiiiiiiiiniiiiniiniiiiiiiniiHiiiiMiiniiiMiuiiiiiiiniinMiHiiiHMiiiiniiiiiiiiMiniiiiiiiiniiniiiiiiitiiiiiitiiitiiiiuiiiiiiiiiiiiiiiiH
i THE COAL & IRON NATIONAL BANK | |
I of the City of New York | |
I Capital $1,500,000 | |
I Surplus $1,000,000 Und. Profits $363,05 f i
I Resources $23,743,000 I f
Offers to dealers every facility of a New York
Clearing House Bank.
SliiilliiiiiurliiriiinliitiiiiriiiMiiirillilinilliiiiiiMiiiMiiriiiiiii(iiriiiiMiiiliill<iiiiiiiiiiimiiiriiiiiliiiiliiiitiiiiMiiiiitiiitMiiMnH*iiiiiiii:
■ftitiiiittiiHtrinnitiiiiniiiiriiiniiiiiiliiiuilMlliiliiitiiiKiitiiiilliilliliiiiiiiiiiiiiMiirMtiiliiiltlliuiliiililliliilllilirilliimiitiiiiiiiiiiini^
I Sharp Flanges and Tread Worn
Wheels Are Costly
They often cause de =
rallments. You can |
elimtuate theoi and I
g^uarantee safe service i
by equipping- your §
cars with wheel tru- =
Ini; brake shoes. E
When only outer part i
of the tread and =
liange need grinding, |
ask for this type of =
brake shoe. =
E A R L L
We can farnish a
braht shoe for every
kind of wheel wear.
I Wheel Truing Brake Shoe Company |
1 Detroit, Michigan I
I U. S. Trade Mark — ^Wheel Truing Brake Shoe I
:jiiiiiiiiiiiiiiiiiiiiiintiniiiiiiiiniiiiMtiiMiHiiiiiriiiiriiiriiHiiiiriiHiitiMiriiiiiiiMiiMHiiiiiiiiiiiitiiiiiirriiiiiiiiiiiiiilli7llii)iiiiiiiiiiiiiii£
9nriiHiiiitiMnit<iiitiitiiitiiiiriiiiiiiiiiiiiiiiiMiiiijiiiiiiiniiuiinii:.iiiiiiiiiMiiiiiriiiiiiiiiiiiiiiiiinii<iMirriiriiiiiiiriiiiiiiiiiiMiiitiinm^
I "THEY'RE FORGED— NOT CAST I
I THAT'S WHY THEY LAST" I
I "F^IFFERENT kinds of service require different
I J_Vmodes of treatment. For years we have special-
I ized on Catchers and Retrievers exclusively. We
I can satisfactorily meet every condition.
I We can give you the Ratchet Wind, the Emergency
I Release, the Free-Winding Spring, the Drum Check,
I and other absolutely exclusive features.
^iiiitiiiiiiitiimiiiiitimi' ^;iiiiiiiiiiiiiiHtiiHiiiiitiiiiiiuiiiiiiiiiiiiiiuiii)iiiiiiiiiiiiiiiiiitiiiiiiiitiiiiiiiiniiitiMmiiiiiiiMiiHii)iiiimini
uiiiiiiiiirtiiiiiiiirmiiMmmiiiiiimimiimiiNiiiMiiiMimiiiiiiiiiiiiiiiMiiMuiiii iiiiiiiiir
e7f
fe
v^ /7r.
r\ r\.
^O"
I {No Alloy) i
I TROLLEY WHEELS |
I Lasting service in a Trolley Wheel calls for balance i
I and toughness. Forged Copper Wheels have both and |
I the consequent saving is high. |
I Send for Particulars |
I THE COPPER PRODUCTS FORGING CO. I
I 1412 East 47th Street, CLEVELAND f
^iiiiiniiiiiriiuiiiiMiiMiirNiiMiiiMiniiiiiniiMuinMiiiiniiiiiMiiiiiirMiiniiuiiiiiMiiiiiiiriiitiiittiiMiiiiiiiiiiiiiiiiiiiitiiNiiiiiiMiiiitiiiir
UMniiiiiiiMiiiHiuniMiiuiHiiiniiHiimiiuiiiiiiiiiiminMiiiiiuiiniiiiriiMiininMUMHiiiiiiiiiMiiiiiiiniMtiiiiiiiiiiiiiiiiiiiiiniiniiiiiiiu
"POSITIONS VACANT"
I Good jobs appear under this heading |
I in the |
I "SEARCHLIGHT gECTION" |
[ EMPLOYERSl. Use these columns foi |
I good men. I
I MEN! Cowjw/Mhese columns for good jobs. |
r iiiililllllliiiiiiiiiliiliiiiiliiiiiiiiitiiiiiiiiiriiiiiiiiiiiiiliiiiiMiniiiiiiiiiiiiitiiiiMl iiiliiiiititiiliiiiiilllMiiitmiiiiiililillltMIn
uiiilllliiriilillllllllllllllllllllltllltllltllllllillillllllillllllllllltlllilllllMlllliiiiiiiililiillllllliiuiltlilllilllitllliilllillillllllllililllllluillll^
I SAMSON SPOT WATERPROOFED TROLLEY CORD l
Trido M«rk Be«. V. 8. P«t. Off. i
i Made of extra quality atock firmly braided and amoothly flnlitaed. i
i Carefully inspected and ruaranteed free from flaws. =
- Samples and information gladly sent. =
1 SAMSON CORDAGE WORKS. BOSTON, MASS. |
^MiiiitiiiiiiiiiiiMiiriiiiiiiriiiiittntMiiiinriiniMiiHiiiiiniiiiiiitiiiiniiniiitiiiiiiiiiiiiMiiiiriiiiiniiiiiiuiiiinnMHiinitMiiiiiir'imiiir
iiiitiiiimiiiiiiiiiiitiiiiiiiiiiiimii:
uiriiiiuiiiHiiiiitiiiiiiiKiimiiiiiiiiiiiiimmiiiiiiiii
iiimiiiHimiiiiiiiiiiiiiiiiiHiniiiiiii
8 sen ts a word.
Minimum $2.00 an insertion* i
I 0130 I
rintiiiiinMiiiiiiiitiiiiitiimiiiiiiiiMimiiniinimiiiiiiitiiiiiiituuiiiiiiiitniiMiiniiiiiiirMHiimimiiuiiiiiiiniiiiMiHiiiiiiiHiiiiiiiiiiiiiA
SS New Users in the Last 4 Months
KASS SAFETY TREADS
present an Unusual Combination
in that they give BETTER RESULTS AT LESS COST
Manufactured and Bold by
Morton Manufacturing Company, Chicago
Simiiiiiiiniiiniiiiiiiiniiiiiiiiiiiiiiiii iiiiiniiiiiiiiiiiimiimiimi iiiuiiiihiiiiiiiiuiiiii iiiiiiiriniiiiiiiiiiiii
52
Nat'l Ry. Appliance Co.
Smith Heater Co.. Peter
Heaters, Car, Hot Air and
Water
Electric Service Sup. Co.
Smith Heater Co., Peter
HolatB and Lifts
Columbia M. W. & M. I. Co.
Ford Chain-Block Co.
Hoigtg, Portable
Ingrersoll-Rand Co.
Hose, Bridge
Ohio Brass Co.
Honses, HIation & Watch-
men's Conerete
Massey Concrete Products
Corp.
Hydranllc Machinery
Watson-StiUman Co.
Instroments, Measnring, Teat-
ins and Reoordlnt
Economy Electric Dericee
Co.
Electric Service Sup. Co.
General Electric Co.
Westinehouse Bleo. & M, Co.
Insnlating Cloth, Paper and
Tape
Anchor Webbing Co.
General Electric Co.
Hope Webbing: Co.
Irvington Varnish & Ins. Co.
National Fibre & Insalation
Co.
Westinghouse Tr. Br. Co.
Insalatinfc Coranoands &
Varnishes
Sterling Varnish Co.
Insolatinp Machinery
Amer. Ins. Machinery Co.
Insulatlne Silk
Irvington Varnish & Ins. Co.
Insulation. (See also Palnta)
Anderson M. Co.. A. & J. M .
Electric Ry. Equipment Co.
Electric Service Sup. Co.
General Electric Co.
Irvington Varnish & Ins. Oo.
WeBtinghouse Elec. ft M. Oo.
Insulators. (See also Une
Material)
Anderson M. Co., A. ft J. M.
Crea^head Engrineeringr Co.
Electric Ry. Equipment Co.
Electric Service Sup. Co.
Irvington Varnish ft Ins. Co.
Ohio Brass Co.
Westinghouse EHac. ft M. Co.
Insulator PIna
Electric Service Sup. Co.
Hubbard ft Co.
Insulation Slot
Irvington Varnish & Ins. Co.
Insulating Varnishes
Irvington Varnish & Ins. Co.
Insurance, Fire
Marsh ft McLennan
Inventions Developed and
Perfected
Peters ft Co., G. D.
Jacks. (See also Hoist* and
Ufts)
Buckeye Jack Mte. Co.
Columbia M'. W. & M. I. Co.
Electric Service Sup. Co.
National Ry Anniisnce Co.
Watson-Stillman Co.
Jonmal Boxes
Bemis Car Truck Co.
Brill Co.. The, J. G.
Labor Adjusters
Corporation Service Bureau,
The
Lamp Guards and Flxtnrca
Anderson M. Co.. A. ft J. M.
Electric Service Sup. Co.
(Jeneral Electric Co.
Westinghouse Elee. ft M. Oo.
Lamps, Arc and Incandescent
(Se« also Headllgbta)
Anderson M. Co.. A. ft f . IC
General Electric Co.
Nat'l Elec. Specialty (Jo.
Westinghouse Elec. ft M. Co.
Lamps, Signal and Marker
Nichols-Lintern Co.
Lanterns, ClnsslJlcatlOB
Nichots-Lintem Co.
Lathe Attachments
Williams ft Co.. J. H.
Leather Cloth
The Standard Textile Pro-
ducts Corn.
Lightning Protection
Anderson M. Co.. A. ft J. M.
Electric Service Sup. Co.
<5cneral Electric Co.
Ohio Brass Co.
Westinghouse Elec. ft M. Oo.
Line Material. (See al«>
Brockets, Insulators, Wire*.
et«.)
Anderson M. Co., A. ftj. K.
Archbold-Bradv Co.
Columbia M. W. ft M. I. Oo.
Cn-aghcad Mfg. Co.
Electric Ry. Equipment (Jo.
Electric Service Sup. Co.
English Electric Co.
(3«neral Electric Co.
Hubbard ft Co.
More-Jones Br. ft Metal Co.
Westinghouse Elec. ft M. Co,
Lacking Spring Bolea
Wharton, Jr, ft Co,, Inc.
Wm.
Locomotives, BUectrle
(Jeneral Electric Co.
McGuire Chimmings Mfg. Co.
Westinghouso Elec. ft M. Co.
Electric Railway Journal
Lubricating Engineers
Galena-Signal Oil Co.
Texas Co.
Universal Lubricating Co.
Vacuum Oil Co.
Lubricants, Oil and Grease
Borne. Scrymser Co.
Galena-Signal Oil Co.
Texas Co.
Universal Lubricating (3o.
Vacuum Oil Co.
Lumber. (See Poles, Ties,
etc.)
Machine Tools
Columbia M. W. ft M. I. Oo.
Watson-Stillman Co.
Manganese Steel Guard Kails
Ramapo Ajax Corp.
Manganese Steel, Special
Track Work
Indianapolis Switch ft Frog
Co.
Wharton, Jr. & Co., Ino„
Wm.
Manganese Steel Switches,
Frogs and Crossings
Ramapo Ajax Corp.
Meters, Car Watt-Hour
Economy Elec. Devices Co.
Motor Buses
(See Buses, Motor)
Motormen's Seats
Brill Co.. The, J. O.
Electric Service Sup. Co.
Wood Co., Chas. N.
Motors, Electric
General Electric Co.
Westinghouse Elec. ft M. Oo.
Motor and Generator Sets
General Electric Co.
Nails
Cambria Steel (3o.
Midvale Steel ft Ord. Co.
Nuts and Bolts
Barbour-Stockwell Co.
Bemis Car Truck Co.
Columbia M. W. ft M. I. Co.
Hubbard ft Co.
Oils (See Lubricants
Packing
Electric Service Sup. Co.
Westinghouse Tr. Br. Co.
Paints and Varnishes for
Woodwork
National Ry. Appliance Co.
Sterling Varnisli Co.
Pavement Breakers
IngersoU-Rand Co.
Paving Material
Amer. Br. Shoe ft Fdry Co.
Picknps, Trolley Wire
Electric Service Supplies Co.
Ohio Brass Co.
Pinion Pullers
Columbia H. W. ft M. I. Co.
Electric Service SuppUss Go.
General Electric Co.
Wood Co.. Chas. N.
Pinions. (See Gears)
Pins, Case Hardened, Wood
and Iron
Bemis Car Truck Co.
Electric Service Sup. C3o.
Ohio Braes Co.
Westinghouse Tr. Br. Co.
Pipe
National T\ibc Co.
Pipe Fittings
Watson-Stillman Co.
Westinghouse Tr. Br. Co.
Planers. (See Machine Tools)
Plates for Tee R<iil Switchis
Ramapo Aj.TX ("orp.
Pliers, Bobber Insulated
Electric Service Sup. Co.
Rubber Insulated Metals
Corp.
Pneumatic Tools A
Accessories
IngersoU-Rand Co.
Pole Line Hardware
Ohio Brass Co,
Pole Reinforcing
Drew Elec. ft Mlg. Co.
Hubbard & Co.
Poles, Metal Street
Bates Expanded Steel Truss
Co.
Electric Ry. Equip. Co.
Hubbai'd ft Co.
Poles and Ties, Treated
International Creosoting ft
Construction Co.
Poles. Posts & Pilings,
Concrete
Massey Concrete Products
Corp.
Poles, Ties, Posts, Filing and
Lumber
International Creosoting ft
Construction Co.
Nashville Tie Co.
Southern Cypress Mfrs.
Assn.
Poles, Trolley
Anderson Mfg. Co., A, ft
J. M.
Bayonet Trolley Harp (3o. •
Columbia M. W. ft M. I. Co.
National Tube Co.
Nuttall Co.. R. D.
Poles, Tubular Steel
Elec. Ry. Equip. Co.
Electric Service Sup. Co.
National Tube Co.
Power Having Devices
Economy Electric Devices
Co.
Nat'l Ry. Appliance Co.
Pressure Begnlators
(Seneral Electric Co.
Westinghouse Elec. ft Mfg.
Co.
Pumps
IngersoU-Rand Co.
Watson-Stillman Co.
Pumps. Vacuum
IngersoU-Rand Co.
Punches, Ticket
Bonney-Vehstage Tool Co.
International Register Co..
The
Wood Co.. Chas. N.
Punching Machinery
Watson-Stillman Co.
Rail Braces ft Fastenings
Ramapo Ajax Corp.
Balis
Cambria Steel Co.
Midvale Steel ft Ord. Co.
Boil Joints
Rail Joint Co.. The
Rail Joints, Welded
Indianapolis Switch ft Frog
Co.
Rail Ounders. (See Grindns)
Railway Safety Switches
Consolidated Car Heating Co.
Westinghouse Elee. & M. Co.
Rail Welding. (See Welding
Processes)
Ry. Track-work Co.
Rail Welding ft Bonding Co.
Rattan
Amer. Rattan ft Reed Mfg.
Co.
Brill Co.. The J. G.
Electric Service Sup. Co.
McGuire Cummings 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.
St. Louis Car C<».
Reinforcement, Concrete
Amer. Steel ft Wire Co.
Bepair Shop Appliances. (See
also Coll Banding and
Winding Machines)
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Repair Work. (See also
OoUs)
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse Elec. ft M. Co.
Beplacers, Car
Columbia M. W. ft M. I. Co.
Electric Service 8upi»llea.Co.
Resistance, Grid
Columbia M. W. ft M. I. Co.
Resistance, Wire and Tube
General Electric Co.
Westinghouse Elec. & M. Co.
Resistances
Consolulalcd Car Heating Co.
Retrievers, TroIie>-. (See
Catchers and Retrievers.
Trolley)
Rheostats
General Electric Co.
Westinghouse Elec. & M. Co.
Rooting, Car
I'antasotP Co., The
Roller Bearings
.Stafford Roller Bearing Car
Truck Co.
Sanders, Track
Brill Co.. The. J. G.
Columbia M. W. ft M. I. Co.
Electric Service Suppliee Co.
Nichols-Lintem Co.
Ohio Brass Co.
Sash Fixtures, Car
Brill Co., The, J. G.
Scrapers. Track. (See Clean-
ers and Scrapers. Track)
Screw Drivers, Rubber
Insulated
Electric Service Supplies Co.
Rubber Insulated Metals
Corp.
Seating Materials
Brill Co., J. Q.
P,intasoto Co.. The
Standard Textiles Products
Corp., The
Seats. Car. (See also Rattan)
Amer. Rattan ft Reed Mfg.
Co.
Brill Co.. The. J. G.
Heywiiod-Wakefield Col*p.
Peters ft Co.. G. D.
Second-Hand Equipment
Electric Equipment Co.
Secret Service
Corporation Service Bureau.
The
Securities Electric Railway
Bonbright ft Co.
Shades, Vestibule
Brill Co., The, J. G.
Shovels
Hubbard ft Co,
Shovels, Power
Brill Co., The, J. G.
Signals. Car Starting
Consolidated Car Heating Co.
Co.
Electric Service Suppllea Co.
Nat'l Pneumatic Co., Inc.
Signals, Indicating
Nichols-Lintern Co.
Signal Systems, Block
Electric Service Supplies Co,
Nachod Signal Co., Inc.
Union Switch ft Signal Co.
U. S. Electric Signal Co.
Wood Co., Chas, N.
Signal Systems, Bighw&y
Crossing
Nachod 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. ft M. I. Co.
Electric Ry. Equip. Co.
Electric Service Supplies Co.
More-Jones Br. ft Metal Co.
Nuttall Co.. B. D.
Smokestacks, Car
Nichols-Lintem Co.
SnoW'Piows, Sweepers and
Brooms
Amer, Rattan ft Reed Mfg.
Co.
Brill Co., The, J. G.
Columbia M. W. ft M. I. Co.
Consolidated Car Fender Co.
McGuire Cummings Mfg. Co.
Soldering and Brazing. (See
W,elding Processes and Ap-
paratus)
Spikes
Amer. Steel ft Wire Co.
-Special Adhesive Papers
lr\-ington Varnish ft Ins. Co.
Splicing Compounds
Westinghouse ESlec. ft M. Co.
Splicing Sleeves. (See Clamps
and Connectors)
Springs. Car and Truck
Bemis Car Truck Co.
Brill Co.. The, J. G.
Taylor Electric Truck Co.
Sprinklers, Track and Road
Brill Co.. The. J. G.
McGuire Cumtnings Mfg. Co.
Steel and Steel Products
Cambria Steel O).
Midvale Steel ft Ord. Co.
Morton Mfg. Co.
Steps, Car
Amer. Abrasive Metals Co.
American Mason Safety
Tread Co.
Morton Mfg. Co.
Stokers, Mechanical
Babcock & Wilcox Co.
Westinghouse Elec. & M. Co.
Storage Batteries. (See Bat-
teries, Storage)
Strain Insulators
Ohio Brass Co,
Strand
Roeblings' Sons Co.. J. A.
Structural Steel
Cambria Steel Co.
Midvale Steel ft Ord. Co.
Superheaters
Babc-ock ft Wilcox Co.
Sweepers, Snow, (See Snow
Plows. Sweepers and
Brooms.)
Switch Stands
Indianapolis Switch ft Frog
Co.
Ramapo Ajax Corp^
Switches. Selector
Nichols-Lintern Co.
Switches, Tee Rail
Ramapo Ajax C^orp.
Switches, Track, (See Track.
Special Work)
Switches and Switchboards
Anderson Mfg. Co., A. ft
J. M.
Electric Scrvivce Sup. Co.
General Electric Co.
Westinghouse Blec. ft M. Co.
Tampers, Tie
Ingcrsoll-Rand Co.
Tapes and Cloths. (See In-
sulating Cloth, Paper and
Tape)
Tee Kuil, Special Track
Work
Ramapo Ajax Ckjrp.
Telephones and Parts
Electric Service Sup. Co.
Testing Instruments. (See In-
struments. F^tectrical Meas-
uring, Testing, etc.)
Thermostats
ConsoUdated Car Heating Co.
Co.
Gold Car Heating ft Light-
ing Co.
Railway Utility Co.
Smith Heater Co.. Peter
Threod-Cnttlng Tools
Wiliams ft Co.. J. H.
Ticket Choppers and De-
stroyers
Electric Service Supplies Co.
Ties, Mechanical
Dayton Mechanical Tie Co.
Tie Plates
Cambria Steel Co.
Midvale Steel ft Ord. Co.
Ties and Tie Rods, Steel
American Bridge Co.
Barbour-Stockwell Co.
International Steel Ite Co.
November 4, 1922
Ties, Wood Cross. (See Poles,
Ties, Posts, etc.)
Tongue Switches
Wharton, Jr„ ft Co., Inc..
Wm,
Tool Holders
WilUams ft Co.. J. H.
Tool Steel
Cambria Steel Co.
Midvale Steel ft Ord. Co.
Tools, Track and Misc.
Amer. Steel ft Wire (}o.
Columbia M. W. ft M. I. Co.
Electric Service Supplies Co.
Hubbard ft Co.
Railway Track-work Co.
Tools, Thread Cutting
Williams ft Co.. J. H.
ToAvers and Transmission
Structures
American Bridge Co.
Archbold-Brady Co.
Bates Expanded Steel Truss
Co.
Westinghouse Elec. ft Mfg,
Co.
Track Grinders
Railway Track Work Co.
Track, Special Work
Barbour-Stockwell Co.
Indianapolis Switch & Frog
Co.
New York Switch ft
Crossing Co.
Ramapo Ajax Corp.
Wharton. Jr., ft Co., Inc..
Wm.
Transfer Issuing Machines
Ohmor Fare Register Co.
Transfer Tables
American Bridge Co.
Transformers
(Seneral Electric Co.
Westinghouse Elec. & M. Co.
Treads, 8afety, Stair, Oar
Step
Amer. Abrasive Metals Co.
Amer. Mason Safety Tread
Co.
Morton Mfg. Co.
Trolley Bases
Anderson Mfg. Co., A, ft
J. M.
Electric Servioo Supplies Co.
General Electric Co,
Nat'y Ry. Appliance Co.
Nuttall Co., R, D,
Ohio Brass Co.
Trolley Bases, Retrieving
Anderson Mfg. (Jo., A. 4
J, M.
Ellectric Service Supplies Co.
(Jeneral Electric Co.
More-Jones Br. ft Met. Co.
Nat'y Ry. Appliance Co.
Nuttall Co., B. D.
Ohio Brass Co.
Trolley Buses
Brill Co.. The. J. G.
(Jeneral Electric Co.
Westinghouse Blec. & M. Co.
Trolley Materials
EOectric Service Supplies Co.
Ohio Brass Co.
Trolley JIaterlals. Overhead
More-Jones Brass & Metnl
Co.
Troiiley Shoes
Miller Trolley Shoe Co.
Trolleys and Trolley Systems
Ford Chain Block Co.
Trolley Wheels. (See Wheels,
Trolley)
Trolley Wheel ft Harps
More-Jones Brass ft Metal
Co.
Trolley Wheel Bushings
More- Jones Brass ft Mtetal
Co.
Trolley Wire
American Blec'l Works
Amer. Steel ft Wire Co.
Anaconda Copper Mining Co.
Roeblings Sons Ck>.. J. A
Tracks, Car
Brill Co.. The. J. G.
Bemis Car Truck Co.
McGuire Cummings Mfg. Co.
Taylor Electric Truck Co.
Westinghouse Elec. ft M. Co.
Tubing, Steel
National Tube Co.
Tubing, Yellow ft Blacli
Flexible Varnishes
Irvington Varnish ft Ins, Co.
Turbines. Steam
Geheral Electric Co.
Turnstiles
Damon-Chapman Co.
Edectric Service Supplies Co.
Percy Mfg. Co.. Inc.
Turntables
Indianapolis Switch ft Pro?
Co.
Vpholstery Materials
Amer. Rattan ft Beed M
Co.
Valves
Ohio Brass Co
Westinghouse Tr. Br. Co.
Varnished PaiMTs
Irvington Varnish ft Ins. Co.
Varnished Silks
Irvington Varnish ft Ins. Co.
November 4, 1922
Electric Railway Jouenal
53
aiiMiiimiuuuiiiuiiuuuiiiiiiiii>iiiiMiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiniiitiiiiiiiiriiiiiiiiiiiiiiiiiMitMi'^
The Differential Car
An automatic dump car, an electric locomotive, a
snow plow, and a freight car — all in one. Big
savings shovyn in track con-
struction and maintenance,
paving work, coal hauling,
ash disposal, snow removal,
and freight transportation.
The Differential
Steel Car Co.
Finclla7, Ohio
-jllllliriiiiiliiuiiiuiiiiiuiniiiiiiiiiiiiiHliiiniiiiMlul'iiiiiiiiliiuiiiliiiiiiilllluiuiiuilllliillllllilllliiiiiiuiiuiiiiiiitiiitililiiiiiiiiiii'iiic
^tliiiiiiiiiiiiiiuniiuiiiiiilltlliuiliiiliilillllliliiiiiiiiiiitiiiililtiiitiiiiiiiiiiiiiiiiniiiiiniiniiiiiiniiitiiiiiiiiiiHiiiiiiiiiiiiiiiiiiitiiiiiuiiit
JOHNSON S"r
Adjustable
The beat chang-er on the market.
Can be adjusted by the conductor to
throw out a varyinir Dumber of
coins, necessary to meet dhansei In
rates ot farM.
Flexible
Each barrel a separate unit, permit-
tin? the conductor to Interchange
the barrels, to suit his personal re-
§uirement8 and to facilitate the ad-
ition of extra barrels.
JOHNSON FARE BOX COMPANY |
Ravenswood, Chicago, III. I
iituiiiJiuiiiMiiiuiitiiiiMiiniiirMiiMiiiiiiiiiiriiiiiiiiiiiriiiiiiiiiiiriiiriiiinitiiirriiiiiiii)iiiiiiiiiiitriiiiiiniiiiMiiiiiiiiiiiiiiMii)iiriiiiiMR
ui(iiiniiiiiin[inriniiniHiiiitiiitiiiiiitrniniiiiiinMnii(niMitMiihiiMiitMniiiHiiMiriiiitiiiriittnirniMiii)iitiiiiiiiMiiiiii(iiiiiitiiiiiiii'_
I The Kalamazoo Trolley Wheels
I hve always been made of en- |
i tirely new metal, which accounts I
I for their long life WITHOUT
I ■ INJURY TO THE WIRE. Do
I not be mislead 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. I
~iiNiHinuMiiiriiuiiaiiiiiMiiiiiiMiirniiMiiiiiiiHiriniMriMnMiriMiMiriiiiiiiiiiiirtiii)iiiiiiiiiiiiiiiii;iiiiiiiiiiiiiiiiiiiiiiiMiiiiitiiiiiiiiiiiB
^fiiiuuiMHUUiiuiiiiiiiittiiiiiiiiiiiiniiH HMi •• • iiiniiiiiiiiiMiiiiiiitiiMiiiiiiiiiniiiitHiiiiiriiiiiiiiiiiiriiiiinti*:.
STAFFORD I
ROLLER BEARINGS |
Cut Power Require- |
ments in Half |
Prevent hot boxea and i
resulting jouTnal troubles: =
check end thrust and do =
away with all lubrication =
difficulties BECAUSE — |
They Gliniinate i
Joamal Friction. =
Guaranteed Two Years. |
Atk tor Ijtaratwt f
TArrOUD nOLLED BEAH/m I
CAIi Touch COHPOHATION l
LAV>t TQH MICH USA ^
fimiMmiiHiminiiiiHiiniiMnMinMntinniiiNiiifniMiiiinMiniiniiiiMniiiiiiiiMimiiiiiiiiiitiiiHiiiiiiiiiiiiiiiiiiiiitiiiitiiiiiiiiiiiitiN?^
sFK A.H&.A. and M.C.B. Stand-
lord Jownala; Readily Applied to
= Ea^ipment Now in Vse.
A Constant Saving
When Used For
Paving
Ingersoll-Rand Paving Breakers save
time, labor and money cutting asphalt
and breaking out concrete. Traffic inter-
ruption will be of the shortest duration
and the work will be most economically
done when Paving Breakers are used.
The compressed air for operating the
Paving Breakers is best furnished by
Ingersoll-Rand Compressors. There are
many sizes and types which may be
operated either by electricity or gasoline.
Let ua send you literature show-
ing applications of the Paving
Breakers. It will save you time
and money.
Ingersoll-Rand Company
11 Broadway, New York
OfRces Everywhere
Inger^oURand
^^ 63-SD
54
Electric Railway Journal
November 4, 192!
Tarniahei. (See Painti, etc)
Ventilators, Car
Brill Co.. The. J. G.
National Ry. Appliance Co.
Nichois-Lintern Co.
Railway Utility Co.
Vises, Pipe
Williams & Co.. J. H.
Water Tube Boilers
Edgremoor Iron Works
Welded Rati Joints
Indianapolis Switch & Frog
Co.
Ohio Brass Co.
Ry. Track-worlt Co.
Rail Welding & Bonding Co.
American Stce! & Wire Co.
Welding Processes and Appa-
ratus
Elec. Ry Improvement Co.
General Electric Co.
Indianapolis Switch & Frog
Co.
National Ry Appliance Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Railway Track Work Co.
Westinghouse Elec. & M. Co.
Welding Steel
Indianapolis Switch &Frog
Co.
Welders, Portable Electric
Electric Ry. Imp. Co.
Indianapolis Switch & Frog
Co
Ohio Brass Co.
Ry. Track-work Co.
Rail Welding & Bonding Co.
Wheel Gaards (See Fenders
and Wheel Guards)
Wheel Grinders
Wheel Truing Brake Shoe
Co.
Wheel Presses (See Machine
Tools)
Wheels, Car, Tast Iron
Assn. of Mfrs. of Chilled
Car AVheels
Griffin Wheel Co.
Wheels, Oar, Steel and Steel-
Tired
Cambria Steel Co.
I Midvale Steel & Ordinance
Wheels, Trolley
Anderson Mlg. Co., A. &
J. M.
Bayonet Trolley Harp Co.
Columbia M. W. & M. I. Co.
Copper Products Forging Co.
Electric Ry. Equip. Co.
Elec. Service Supplies Co.
General Electric Co.
More-Jones Br. & Metal Co.
Nuttall Co.. R. D.
Star Brass Works
WbisUes, Air
General Electric Co.
Ohio Brass Co.
Westi'ighouse Tr. Br. Co
Wire Rope
Amer. Steel & Wire Co.
Roebling's Sons Co.. J A
Wires and Cables
Amer. Electrical WorUs
Amer. Steel & Wire Co.
Anaconda Copper Min. O
Cambria Steel Co.
General E'ectric Co.
Indianapolis Switch & Fro
Co.
Kerite Insulated Wire ft
Cable Co.
Midvale Steel & Ord. Co.
Roebling's Sons, Co.. J. A
Westinghouse Elec. & M. C<
Wrenches
Williams & Co.. J. H.
ALPHABETICAL INDEX TO ADVERTISEMENTS
Page
47
Allis-CIhalmera Mfg. Co 4.5
Allison Co., J. E 24
American Abrasive Metals Co. . . 64
Amer. Brake Shoe & Fdy. Co. . 48
American Bridge Co 2.5
American Car Co 55
American Electrical Works. ... 43
American Insulating Machinery
Co 4.3
Amer. Mason Safety Tread Co. 54
American Rattan & Reed Mfg
Co
American Steel & Wire Co 44
Anaconda Copper Mining Co. . . 4.3
Anchor Wi^Hbing Co 44
Anderson Mfg. Co., A, ft J. M.. 41
Archibold-Brady Co 43
Arnold Co.. The 34
Assn. of Mfrs. of Chilled Car
Whee's 37
Babcoek & Wilcox Co 45
Barbour-Stockwell Co 44
Bates Expanded Steel Truss Co. 12
Bayonet Trolley Harp Co 39
Beeler. John A 24
Bemis Car Truck Co 28
Bonney-Vehslage Tool Co 47
Brill Co.. The J. G 65
Buckeye Jack Mfg. Co 46
Bylleaby Engineering & Manage-
ment Corp 35
Cambria Steel Co 43
Cameron Electric Mfg. Co 45
Canton Culvert & Silo Co 44
Cleveland Fare Box Co 47
Coal ft Iron Nat. Bank 51
Collier, Inc.. Barron G. Back Cover
Columbia. M. W. & M. I. Co. . , 35
Consolidated Car Fender Co. . . . 47
Consolidated Car Heating Co. . . . 40
Copper Products Forging Co. . . . 51
Corporation Service Bureau. The. 25
Creaghead Engineering Co 48
Damon Chapm.in Co 47
Day & Zimmerman, Inc 25
Page
Dayton Mechanical Tie Co... 20. 27
Differential Steel Car Co.. The.. 53
Dodd. J. N 25
Drum & Co., A. L 24
Earil. C. 1 51
Economy Electric Devices Co . . . 17
Edgemoor Iron Works 31
Electric Equipment Co 4B
Electric Ry. Equipment Co.... 14
Elec. Ry. Improvement Co. . . . 46
Electric Service Supplies Co. . . . 9
English Electric Co A
Feustel. Robt. M 24
Flood City Mfg. Co 45
Ford. Bacon & Davis 24
Ford Chain Block Co 46
"For Sale " Ads 49
Galena Signal 0;i Co 19
General Electric Co 20-22
Gilbert ft Sons, B. F. Co.. A. . . . 51
God Car Heating ft Ltg. Co. . . . 47
Griffin Wheel Co 41
"Help Wanted" Ads 49
Hemphill ft Wells 24
Heywood-Wakefield Co 48
Hoist. Englehard W 24
Hope Webbing Co 46
Hubbard ft Co 44
Indianapolis Switch ft Frog Co . . 45
IngersoU-Rand Co 53
International Creosoting ft Con-
struction Co 10
International Register Co., The.. 47
International Steel Tie Co., The. 7
Irrington Varnish ft Insulator
Co 39
Jackson, Waller 24
Jeandron. W. J 42
Johnson Fare Box Co 53
Page
KelLv. Cook ft Co 25
Kerite Insulated Wire ft Cable
Co 43
Kuhlman Car Co 55
Le Carbone Co 42
McGuire Cummings Mfg. Co. . . . 18
Marsh & McLennan 6
Massey Concrete Products Corp.. 42
Midvale Steel ft Ordnance Co. . . 43
Miller Trolley Shoe Co. .Front Cover
More- Jones Brass Metal Co. . . . 48
Morganite Brush Co.. Inc 38
Morton Mfg. Co 51
Naohod Signal Co 42
Nashville Tie Co 43
National Brake Co 23
National Carbon Co 48
National Fibre ft Insulation Co. 45
National Pneumatic Co., Inc. ... 11
National Ry. Appliance Co. . . . 47
National Tube Co 18
New York Switch ft Crossing Co. 44
Niehols-Lintem Co 46
Nuttall Co., R. D 13
Ohio Brass Co 5
Ohmer Fare Register Co 32
Parsons. Klapp, Brinckerhoff ft
Douglas 24
Pantasote Co 34
Percy Mfg. (Do., Inc 48
Peters ft Ck) 46
Positions Wanted and Vacant.. 49
Rail Joint Co 44
Railway Track-work Co 29
Railway Utility Co 48
Pag
Rail Welding ft Bonding Co ... . 4i
Ramapo Ajax Corp 41
Richey, Albert S 2'
Robinson & Co.. Dwight P 2)
Roebling's Sons Co.. John A . . . . 41
Rooke Automatic Register Co. . 4'
Rubber Insulated Metals Corp. 41
Samson Cordage Works 5j
Sanderson & Porter 2-
Sangster & Mathews 21
Searchlight Section 41
Silver Lake Co 4:
2^
41
31
Sm th ft Co., C. E
Smith Heater Co.. Peter
Southern Cypress Mfrs. Assn . .
Stafford Roller Bearing Car
Truck Co
Standard Textile Products Corp.
Standard Underground Cable Co.
Star Brass Works 5!
Sterling Vaniish Co.. The 4(
Stone ft Webster 24
Stucki Co., A 54
5j
44
Taylor Electric Truck Co. . . .
Texas Co
Tool Steel Gear ft Pinion Co.
Transit Equip. Co
4(
3(
3(
4(
Union Switch ft Signal Co f
n. S. Electric Signal Co IE
Universal Lubricating Co 46
W
"Want" Ads
Wason Mfg. Co
Watson-Stillman Co
Westinghouse Elec. ft Mfg. Co.
West'gh'se Traction Brake Co.
Wharton. Jr.. ft Co.. Wm
Wheel Truing Brake Shoe Co. .
White Eng. Corp . The J. G. . .
Williams ft Co.. J. H
Wish Service. The P. Edw . . .
Witt. Peter
Wood Co.. Chas. N
4S
55
40
S
i
4i
51
24
46
25
34
44
SnminriuiiiiniiiiiriiiiiiiiiiiiiriltiitriiriMtMtliliriiriiiriitiniiiiiiitniiillliiiiiiiiitillilllinilliiitiiiillilininiiiiiitiittimiiiiiiiiitiiiiili^ SiHiiitiiinmiitiiiiiiMiMlmiiiiifiiitiiliitimimiiiiiiiiiiiiiiimmiiniMilliiliiinimiiiiiiiiiiiinilltlmiitiiHiiiiitiiliilinilmHiiiiiiiiiH^
I FERALUN*?^;!"
£ Car Steps
i Floor Plates
I Station Stairs
i Door Saddles, etc.
i AMERICAN abrasive METALS CO
i so Church St., New York City
Any width, with or without nosing
MASON
lf$ Irom <Mtf «m«v =
eoirt toff«th«r E
jiiMtiiiiiiiiiiniiuiiiiiniiitiiiiiniiuiiiiiHiiiiiiiMiiMiiiiiMiiiiniHMniiiiiniiiiiiiiiiiimiiiiuiiniiiiiiiiiiiMiitiiMiiiiMiiiiiiiiiiiimiiiiiiR
SAFETY TREAD
I for car and station sta^a
Standard for 15 j/eura
= SUnwood Stepfl and Kirbolith Flooring
= American Mason Safetj Tread Co., Lowell. Mass.
i Bnnch offlcM In New York and Philadelphia
p Joaapta T. Bjeraon A Son. Chieaxo. WeatfliD Dislributer*
iMniMiiiiiiinMiiiiiMiiiiiiiiiriiiiiiiiuiiiiniiiiiiiiiitiiiriiitriiiiiiiiiiiiitiiiiinniiitiiiiiiniiniiiiiiiiiiiHiiitiiiiiriiiiiitiiniirittiiiMiiiii
jimiiliiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiuininiiiuiiiiitiiiHnHiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiuiiiiiiiiiiiinriiiiiir' ^ utitiMiiniMinMiiiiiintMiiiniinitiiimiiiHiiitiiiiiniiuiiniiiiHiiMiiiiiiniiiiiniiiriniiiiiunuiiiriiniiiiiiiiiniMiMiiiiiiiiniiiriiiiiiiiur
STUCKI
SIDE I
BEARINGS [
A. STUCKI CO. i
Olivar BIdg. I
Pittsburgh, Pa. |
I I
Keep your Eye on the
SEARCHLIGHT SECTION 11
and your advertisements in it
6ia
(iiiitiiitiifiiiiiiiiiitiiitiiniiiiiiiiiiiiiniiiiiuiiiiiiiMiiiiiiiiitiiitiitiiiiiiininiiiriiiiiiiiiiiirf'iiiiiiiiiiiiiiitiiniiiiiiiiiiiimiiiiinriniiitii; .'illliiriltlliiillllilliMliiilillliiimililllllllllltllliilHimmilHimiiiiHliitiiniiiiiitiiiuiiiiiniiiiiiniiiiiiiiifiiiiiiiiiMiniiiiiiiiiiiiiiitiiiim
November 4, 1922
Electric Railway Journal
!■<■< HiiiuiiniiiurNiiiiiiiiKKUinilliiitiniiiUMiiiiininMiiniitiiiiiiiniiniiniiiiiiiiiiiniiniiiMiniiiiinMiuiiaiiniiniiininilliiiniiiiiiiuiiniiiiiiiiiMiuiiiliiilliiiniiiiiiiiiitiiiiniiiiiii^
BANGOR, MAINE |
Light- Weight Double-Truck Cars
The tendency to eliminate unneces-
sary weight and to take advantage
of low operating and maintenance
costs of light-weight double-truck
cars, particularly for suburban and
interurban service, has led to the in-
troduction of many interesting types
of rolling stock.
The cars built by the Wason Manu-
facturing Company a few months
ago for the Bangor Railway & Elec-
tric Company, Maine, weigh com-
plete ready to run 28,660 lb., seat 52
passengers and measure 40 ft. 3 in.
over all. They are of standard
Safety Car construction, with con-
tinuous T-shaped side posts from
side sill to side sill, and are mounted
on Brill 77- E-1 Low Level Trucks,
5 ft. 4 in. wheelbase and 26-in. diam-
eter wheels.
These cars are equipped with four
(4) standard Safety Car motors and
full safety device equipment. On
account of climatic conditions
double floor, sash and track scrapers
are included.
The J. G. Brill Company
Pm i_a.de: LP MIA.. Pa..
American Car Co G.C. Kuhlman Car Co.
ST t-OUIS f^O c l-C VC l_ Afsj o, OMio
Wasdn Manf'c Co.
S(=»R)rNICriG:i_0. MASS.
•ii&Sfff
wuiiiiiiiiiiiiiiiiiliiitiiiuiMiiitiiniliiiiiniimimlliiiiilllliiiiiiii iiiiiiiiiiirMiiilnlliitiliMiitiiinilirilMMmiilllliMiiniiiiiiniiiiiiiiniiniiiiliiniitiiliillliniilillHlllllllllllllllllltlllllllltlllimillMiiniiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuilli
Electric Railway Journal
n
■"'ll''l'J" Li """■■■"" I """"■■'"""""■"■'■ """'l''l'j"l'l^ J
"r'ii"J """""" """"""" '' ' ' I ' !■] i^iji '3
: M
iMilliiiiinnuiiiiii
COLLIER SERVICE
sustains car card
space value by main-
taining a nation-wide organ
ization of car advertising
experts.
.m:'^"^^
Candler Bldg., New York j
iiM.i.iiiiiiiiiiiHiiiriTiniiiiimuiiiiiiiii 1 1 II mi II II iiiiiiim.iiiiiiiiiiiiiiiniiiiiif-f
w-Hill Co., Inc.
November 11, 1922
Twenty Cents Per Copy
^imiiimifM¥»»........„.
JW^^K.
TON f .0^,0 LlOBARy
AND CARNEGIE BRANCH
mSTON, iEXAS.
.«>^''. ^^k^Sfcto -''\',
The Connecticut Company
met with such outstanding success in the
operation of its three Republic Knight-
Motored Buses in New Haven, that two
additional Buses of this type have recent-
ly been installed in feeder service in con-
nection with the Company's rail operations
in Hartford.
The experience of The Connecticut Com-
pany with the Republic Knight-Motored
Buses is similar to that of other important
Traction lines throughout the country.
Test service, under closest observation,
usually reveals a degree of satisfaction,
economy and public approval that results
in Republic Knight-Motored Buses being
installed in regular feeder service as ad-
juncts to Railway lines.
Public Utility Companies are cordially
invited to discuss their feeder service
problems with our Public Utilities Divi-
sion, without obligation.
Republic Truck Sales Corporation, Alma, Michigan
REPUBLIC
Knight- MoTOUED Bus
TRANSPORTATION IS A NATURAL
MONOPOLY. SUBJECT TO REGULATION
Electric Railway Journal
November 11, 1922
Joe Makes A Recommendation
"Boss" said Joe to the Vice President, "did you notice what I said in
my A.E.R.A. Convention Exhibit Export about that Westinghouse
No. 510 Motor?"
"Yes, Joe," answered the Vice President, "I read it at home last night,
£md I would like to know more about it."
"It's the greatest little 35-hp. motor on the market" answered Joe.
"Just what we want for the light-weight, double-truck city cars we
have ordered for rush hour train service. Its strong, rugged and neat
appearance caught my eye at once, and as stated in my report, the
shaft, bearing, housing and brushholder construction are all improve-
ments, and the latest wrinkle in ventilating paths makes the motor
run cool."
"I think you are right, Joe," said the Vice President. "If this No. 5 1 0
motor is all you say, it will be just what we need for those light-weight,
double-truck cars that we decided to equip with Cabinet Control."
Westinghouse Electric & Manufacturing Company
East Pittsburgh, Pa.
Westinghouse
Vol. 60, No. 20
New York, November 11, 1922
Pages 769-802
HEintY W. Blake, Editor
CONTENTS
Editorials 769
Expediting Traffic at a Busy Beach 771
New York State Railways builds loading and unloading terminal
on city property at Charlotte Bathing Beach in such form as to
facilitate rapid handling of passengers with minimum of obstruc-
tion. Sightliness an important feature of the design.
Printing Interurban Tickets as Used 773
Bt T. B. McRae.
A cash register adapted as ticket printing and issuing machine
materially expedites ticket selling. Accounting and auditing are
greatly simplified.
"The Customer Is Always Right" 775
That is, he's right or wrong, or neither, or both. In any case, the
railway can assume that the customer wants a two-cent transfer.
not $10,000. and that he really had no smaller change than a
double eagle.
Letters to the Editors 778
Electric Railway Publicity 780
lowans Discuss Practical Problems 782
Sioux City convention has 100 per cent representation of com-
panies. Monthly commutation ticket, relations between depart-
ment heads, car maintenance, current-collecting devices, lightning
protection were among the topics discussed.
Monthly Identification Card Betters Public Relations. . .784
By He.nrt Cordelu
Practical Kinks in Truck and Motor Maintenance 785
By Henry Cordell.
Why Current Collecting Devices Should Be Improved 786
By C. M. Feist.
Pay Attention to Your Neighbor's Public Relations 786
By Joe Carmich.hel.
Make Your Master Mechanic an Optimist 787
By B. W. Arnold.
Design and Construction of Streets for Street Railway
Traffic ...-788
At this second meeting of the Engineers' Club in Philadelp'hla" or
he paving and railway engineers, track foundations were con-
sidered and the relative merits of different types were discussed.
To What Extent Is Paving Affected by Street Railway
Tracks 790
By Julius Adi,er.
News of the Electric Railways 791
McGraw-Hill Co., Inc., Tenth Ave. at 36th St., New York
Cable Address: "Machinist. N. Y.'"
James H. McGbaw, PrMldent Publishers of
Artucp. J. Baldwin, Vice-rresident
Malcolm Mcib, Vice-President
Edwabd D. Conklin, Vice-President
James H. McGbaw, Jb.. see. and Tress.
Washington ;
Colorado Building
CBtCAOo:
Old Colonir Building
Philapklpuja:
Roal Estate Trust BuUdlnj;
Clbvkland:
Leacler-Vews Building
St. Louis:
Star Building
San FRANClsrn-
Rlalto Building
IjOnoon:
8 Bourerle Street. London E. C. 4
Member Audit Bureau of Circulations
Member Associated Business Papers, Inc.
Ensrineering Sewt-Record
American Machinist
Power
Chemical and
Metalluroicat Engineering
Goal Age
i&Sltl Enoineerina and Mining Jovrnal-Prest
<<i^^2X tnocnicr'ta Jnternacional
But Transportation
Electric Railtcap Journal
Klrctricnl Wmld
Electrtral Merchandising
Journal at Electricity and
Wcfitrrn lndu*try
tPublishnd in San Francisco)
Industrial Engineer
(Published in Chicago)
American Machinist — European
Edition
(Published in London)
The annual subscrlDtlon rate Is J4 In the tjnited States, Canada Meileo Alaska
Hawaii, the PhlllpDines, Porto BIco, Canal Zone. Cuba, Honduras. Nicaragua' Domln'-
^"" »?''.''"'',!L';- *'»''«'lor, Peru, Colombia, BolWa, Ecuador, Argentina, SnaK^ and
Nianghal, China. Eitra foreign rostage in other countries »3 (total S7 or 2q
Ihlll ngs). Subscrtpllons may be sent to the New York office or to the London offlcp
BInele copies, posuge prepaid, to any part of the world. 20 cents. """"" "™'=''-
Change of Address — When change of address Is ordered the new and the old sd<Ire««
?i;■irl^ht"7S2^'l,y'j;?co^\i^§ilT•'co"^p•a^J! 's.'^" '-'■'" "■» ="■»- '°^es"i,re!
J?*f;-'^^1-orr'u'n''de.?hrAl.Vf 'S;h't"8?9!"'"prfnT<S?^J.'r-A" "" ^°" °"'"'
The Editors' Code of
Principles
THE EDITORIAL principles of the Electric
Raihvay Journal have always been of the
spirit if not the letter of the code of ethics or
"Standards of Editorial Practice" adopted b\'
the editorial conference of the New York Business
Publishers' Association on June 17, 1921. The
Journal is perfectly willing that its performance
should be checked by this code and hence reprints
it below. This "yardstick" affords a means by
which the readers can determine how nearly it is
living up to these ideals:
Standard of Editorial Practice
The editor of a business paper should dedicate his
best efforts to the advancement of the industry which
his paper represents in all ways consistent with the
public welfare, as well as to measures of public serv-
ice, and to this end should pledge himself:
1. To consider first the interests of the subscriber.
2. To work for truth and honesty in all depart-
ments of his paper.
3. To publish in an impartial way, free from per-
sonal opinion, the news of the industry in which the
paper circulates.
4. To disregard advertising considerations in the
editorial conduct of his paper.
5. To be a leader of thought in his editorial columns
and to make his criticisms constructive, with the object
of bringing his industry to higher levels of thought
and practice and to a greater measure of public serv-
ice.
6. To support in his columns such worthy measures
of public interest as their importance justifies and the
space available permits.
7. To give proper credit for articles taken from
other publications, and to avoid unfair practices in
competition with them.
Reference to this column in the issue of Feb.
4, 1922, where the publishers' standards were
printed, will show a close similarity between the
codes of principles of the editors and the pub-
lishers. Exactly the same principles guide both
groups. Their slogan is, in substance, "Serving
the reader first, serves everyone best — reader, ad-
vertiser, publisher, editor."
Circulation of this issue, 5,700
Advertising Index— Alphabetical, 40; Classified, 36, 38; Searchlight Section, 35
Electric Railway Journal
November 11, 1922
The Cost Sheet Tells
USERS of Westinghouse-National air com-
pressors have only to refer to the monthly
production cost chart to find evidence of a sub-
stantial saving in power.
Insofar as the compressor is concerned, there is
no vexatious upward curve to indicate expensive
waste.
Westinghouse-National motor -driven com-
pressors are the most satisfactory units built for
all classes of industrial service, and are particu-
larly adapted for the railway shop, car barn or
power station — or for portable track construc-
tion outfits.
Furnished in all types and sizes, always with
the famous automatic control feature, which is
responsible for the positive saving of power
that is distinctive of Westinghouse-National
machines.
SAVES
POWEI
Pictured below, Westinghouie-
National SVS Air Compressor,
furnished in low pressure sixes
of i50 to 520 cu. ft. displace-
ment, and in hiffh pressure sixes
from 150 to SS5 cu. ft. An ideal
unit for railwau shops and power
stations.
Westinghouse —
National
3VS Compressor
Westinghouse Traction Brake Company
General Offices and Work*: Wilmerding Pa.
BoBton. Mass.
Chicago, 111.
Columbus, O.
Denver, Colo.
Houston, Tex.
OFFICES:
IvOS Adei'Ios
Mexico Clt.v
St. Louis, Mo,
St. Paul, Minn,
New York
PittsbnrKli
Washington
Seattle
San Francisco
Write for literature giving full details of
Westinghouse-National Compressors and
the power-saving Automatic Control with
which they are equipped.
November 11, 1922
Electric Railway Journal
"Solves the Door Control Problem"
I
N operating double-passageway Safety Cars, why throw both doors
open at every stop?
The new Selector Valve obsoletes this practice and adds greatly to
the advantages of double-door operation by providing a quick, easy
means of independent door control for entrance only, exit only, or
both at once, as occasion requires.
Independent door control is a valuable aid to the motorman in regu ■
lating the flow of passengers in such manner as he deems best suited
to the conditions of one-man operation.
And in cold weather especially, a material saving in heat, as well as
better protection for passengers, will result from a system which
makes it unnecessary to open both doors at every stop.
We furnish the Air Brake and Safety Car Control
Equipment which makes the Safety Car
The New
Selector Valve
The above illustration
shows the new Selector
Valve (outlined in the
black circle) as Inoor-
Dorated in the plp«
bracket of the standard
M-28 Safety Oar Brake
Valve.
SafetyCar Devices Oql
OF St. Louis, Mo.
Postal and ^legraphic Address:
WiLMEROING, Pa.
CHICAGO SAN FRANCISCO NEWYORK VASHINGTON PITTSBtifRCH
S Electric Railway Journal November 11, 192
^ Jnsurance plus
Have You Finished
the Job Right F
Your personnel has been chosen wisely; your
plant has been planned carefully; your meth-
ods are the last word in efficiency and your
products find an insatiate market. Have
you finished the job right?
If fire can damage your plant or accidents dis-
organize your personnel and drive your cus-
tomers to waiting competitors, you cannot
rest secure.
Insurance is the final and fitting step of the
wise executive who finishes the job right. He
takes care of today and has the vision to pro-
tect himself against the emergency that may
come at any time. He is prepared against
all contingencies by having adequate insurance
for his business in all its branches.
As carefully as you choose your banker, just
as carefully should you choose your insurance
broker. The one assists, the other safeguards
your business.
"He who serves best profits most."
MARSH & MCLENNAN
175 W.Jackson Blvd. Chicago, 111.
Minneapolis
Denver
San Francisco
Winnipeg
New York
Duluth
Seatle
Montreal
Detroit
Columbus
Cleveland
London
November 11, 1922
Electric Railway Journal
O-B Base — Form 1 — Patented
Service shows the stuff
that's in O-B Trolley Base
It takes more than thick black paint and bright red ink to sell
a trolley base to a mechanical man. He has been on too many
car roofs to forget that a base has lots of work to do and lots
of punishment to take every day that it is in service.
We're glad of it. It is easy enough for us to find individual
features of O-B Base which appeal to mechanical men, but
if we can just get a fellow to equip a car or two and watch
results, there isn't any more argument. From then on his
company's specifications read
"Bases - - ■ - O-'B"
or he has to be shown why.
There is one fundamental reason for the way O-B Bases make
good — they fit operating requirements — fit like an arm chair
fits a fat man.
They require little attention but it is easy to give them what they need. They
wear slowly but it is easy to renew the parts that do wear.
O-B Bases follow the wire sensitively. They have unusual current-carrying
capacity. They provide uniform pressure on the wire at all heights of the pole.
Shall we arrange a trial on your cars at our expense?
Here are just
two features of
O-B Base
o
f
ion
y
New Base for a
few cents
All points of principal wear
have renewable bushings —
shown dark on the photo-
graph. A few cents and a
few minutes puts an O-B
Base which has seen stren-
uous service back in perfect
condition.
Accessible
One man can lift the O-B
Base oflE its stem casting and
expose every vital part for
inspection and lubrication.
Because it is that easy, O-B
Base is sure to get whatever
attention it needs.
^Ssa
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 Material. Roil Bonds. Electric Railway Car Equipment. High Tension Porcelain Insulators, Third Rail Insulatof*
Electric Railway Journal
November 11, 1922
Makes every old joint as good as new
No excuse exists for a railway track full of rough and
broken joints. You don't need to let them go until
they break. With modern welding and grinding
equipment, especially designed for efficient work on
the track, it is now cheaper to keep joints smooth than
to let them go.
AJAX
Electric Arc Welder
One or more of these rugged and practical
machines should be in the track equipment of
every electric railway. Built to give ample
current even at the lowest voltage encountered
on long isolated lines. Therefore, a strong,
enduring weld can always be obtained. Light
in weight, 155 lb., it is easily carried by two
men, and small enough to ride on passenger
car platforms.
ATLAS Rail Grinder
An efficient, yet inexpensive machine, for track
grinding work. Especially suited to follow-
ing up welding operations, smoothing off sur-
plus metal and making a smooth run-off.
Large rubber-tired de-rail wheels make it
easy for the crew to roll it off the track in
order to let the cars pass by without delay.
JVrite for details and quotations
RAILWAY TRACK-WORK COMPANY
3132-48 E. Thompson St., Philadelphia, Pa.
AQKNTS:
Chas. N. Wood Co.
Boston
Blectrical Engineering & Mtr. Co.
Flttsbursrh
Atlas Railway Supply Co.
Chicago
P. W. Wood
New Orleans
1IIIIIIIIIIIIIIIIIIIIIII1IIIIIIIIIIIIII1IIIII iiii!iiuiiiiiiiiiiiniiiniiiiiiniiiiiiiiiiiiiMiiiuininiiiiiiiiniiiiiiiiiiiiiiiiiiiuiMnniiiiiiiiiuiiinii»iiiiiiiiiiiiiiiniiiiiiHiMMiiiMiniMiniiiiiiniiiiiiiniiiiiniiiiiM
»
November 11, 1922
Electric Railway Journal
There are 468 sQuare inches of bearing
in each plate of a steel twin tie.
THE TIE-PLATE IS PART OF THE TIE
To help increase the life of wood ties
by preventing rail cutting, many Engi-
neers favor tie-plates.
The principle involved has been ex-
tended and developed in STEEL
TWIN TIES in which the tie-plate
is part of the tie^
The plates provide a larger bearing
than is possible with wood ties on two-
foot centers. They distribute the
wheel loads on top of the concrete of
the track foundation instead of at some
point six to eight inches below the base
of the rail. Hence there is more con-
crete in bearing with less total concrete
required. The ulimate result is better
track at a lower first cost.
THE INTERNATIONAL STEEL TIE COMPANY
Cleveland, O.
Steel TwinTie Track
10
Electric Railway Journal
November 11, 1922
November 11, 1922
Electric Railway Journal
11
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.
KEYSTONE
Car Specialties
A:r Sanders
Air Valves
Golden Glow Headlights
Illuminated Destination Signs
Steel Gear Cases
Safety Car Lighting Fixtures
Motormen's Seats
Faraday Car Signals
Trolley Catchers
Shelby Trolley Poles
Samson Cordage
International Fare Registers
Fare Register Fittings
Cord Connectors
Rotary Gongs
Standard Trolley Harps
Standard Trolley Wheels
Automatic Door Signals
Trailer Connectors
When days grow shorter —
riders have more of an opportunity to notice the lighting systems of your cars.
Rattling, globeless lamps will be more conspicuous than ever.
So will good lighting and firm, quiet fixtures.
This latter fact has been proven where Safety Car Lighting Fixtures have
been installed. They enhance the interior attractiveness of your cars and
afford your riders greater eye comfort.
The use of Safety Car Lighting Fixtures in your cars will eliminate broken
glassware and decrease installation and lamp renewal costs. These fixtures
when used in combination with proper reflectors and Mazda lamps reduce
the number of lighting units required to properly illuminate the car. Thus
a saving in current consumption over bare lamps is also effected.
Safety fixtures fit all types of cars, being made in straight pendant form
with round or square bases (illustrated) ; in angle base pendant from and
in bracket form. Made in various sizes to use with standard 23, 36, 46,
56, 72 and 94 watt Mazda series lamps.
Electric Ser\tce Supplies Co.
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 Distributors:
Lyman Tube & Supply Co-, Ltd., Montreal, Toronto, Winnipeg, Vancouver
12
Electric Railway Journal
November 11, 192
T. 5. a
x»tjQi^->V^ "ft^L^^
nil-: TKAMWAV AND RAILWAV WORLD
[May iS, 1922
THREE-COACH ELECTRIC TRAINS OF THE
LONDON AND NORTH WESTERN RAILWAY.
The c'vti'usivc pli.'i trilkiition work carricl oiu in
ri'cent years by the Loiulfui and North Western
Railway t'onipany on their snburhan Hues represents
a very important advance in tlit- patUial pr<x"css of
conversion to electric traction of the London siibnrhan
railway communications. The lines in question are
operated with direct current at 650 volts, the current
being colUcted from third and fourth rail. As traffic
unit, a train composed of one motor coach, one trailer
coach, and one drivinf; trailer coach has been adopted;
two of these traffic units can be coupled together, when
required.
in this ai tide, to describe the.se three-
1 present sev(-ral .new and
It is proposed
coach eli'ctrii: trains
interesting featur
trains are each e:
a one-hour ratin
to the axles an
rubber compression j);i
the transom. \ train'
motor coaches for these
motors having each
' motors are geared
the usual way with
Ween suspension lugs and
of 4-( miles per luyir can
e.vccuted under very tlifiicult conditions. a> manufac-
ture and erection were carried out. to a great extent,
dinint; the war.
Owing to the many conditions imposed by heavy
suburban traffic, it was necessary to go into the whole
question of electrical ecpiipment very thoroughly. In
the case of motor as well asT>f apparatus, special design
v\as adopted, which, in many ways, departed consider-
ably from standard practice; all these modifications
pro\ed. howe\'er, entirely satisfactory. It niav also be
ailded that the Oerlikon Company evolved a new
system of multiple control for these coaches.
The tirst train imits under the original contract
were already in service in njt.5. and gave e.xcellent
results. Owing to the exigencies of the war, the
manufacture of the tmderframes, bo.irii's. etc., and the
c-oach bodies under the second contract had to be
susjiended imtil the end of the war. The material
under tliis contract has now been deli\ered and .stored
at Saltley an<l Wolverton. an<l the equipments are in
course of erection,
A brief sutnmary of the very e.vhanstive and
complete specil'ication issued by Lieut .-Colonel F. A.
motors are fitted with noses held between compressed
rubber blocks attached to the transom. The gearing
has a ratio of i to 3-3. Both gear wheel and pinion are
made of ttmporod Joo^eel: the gear wheel is in one
piece and pressed oi^^Uic axle. 3i£J|£2j22^j»
Tmiimig^TCr^iui^l^ande^^
^^TCemotoTTwTiciiue^^Topmg^^o^jO^^reirT)^^
hour rating^and with a supply pressure of 575 volts,
have a speed of 620 revolutions per minute, and an
efficiency of 87 pei^ cent., including losses in gearing.
"((laves^
•fooV 5t£fV' C"-^t-y "J"^ 5, Q/T*ASt«r9o*v-^y
Tool Steel Gear and Pinion Co.
Cincinnati, Ohio
November 11, 1922
Electric Railway Jouenal
IS
What puts this little car ahead f
Speed with Safety!
Necessity is the mother of invention, they say,
and necessity demanded something to get ahead
of the jitney. Remember how they used to run
ahead of the old slow starting, hand-signalled
trolley, and pick up all the fares?
Necessity required action to save millions of
invested captal from ruinous competition. Re-
sourcefulness, ingenuity and inventive ability
came to the rescue and produced the modern
safety car, fast, quick-starting and safe. With
it, and as part of its essential equipment came —
National Pneumatic
, Door and Step Operating Mechanisms Door and Step Control
Safety Interlocking Door Control Motorman's Signal Lights
Multiple Unit Door Control
As Applicable to Old Cars as to New !
Investigate Now!
Manufactured in Canada by
Dominion Wheel & Foundries, Ltd.
Toronto, Ont.
National Pneumatic Company, Inc.
Originator and Manufacturer
50 Church St., New York McCormick Bldg., Chicago
Works: Rahway, N. J.
14
Electric Railway Journal
November 11, 1922
The
Columbia
Foundry
Any Kind of Castings Made
Our large modern foundry — in separate departments for
iron and non-ferrous metals — has a combined capacity of
nearly 20 tons daily. Most of the output is devoted to
electric railway specialties. We have annual contracts with
many companies to supply their castings at a fixed pound
rate. We will gladly submit quotations on any standard or
special castings to your specifications. Our staff of com-
petent metallurgical experts, ensures satisfactory alloys to
meet any analysis test.
Bearings
Are Our
Specialty
By far the largest part of our non-
ferrous Worii is in the form of armature
and axle brasses. When a custo er
furnishes specifications as to alloys they
are followed exactly. For unspecified
work_, we use our own special mixture
developed from long experience and
widely used by our electric railway
customers with economical results. Our
bearings are furnished to exact fitting,
interchangeable halves.
■ b II
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, Ga.
F. F. Bodler, 903 Monadnock BIdg., San Francisco, Cat.
November 11, 1922
Electric Railway Journal
15
"P & H" Guaranteed Penetration
/Voces* poles in lines of the Kansas City
Power & Light Co., Kansas City, Mo.
Guaranteed
There's no "ifs, ands or
buts" - no guesswork -
about "P & H" Guaranteed
Penetration Process Poles.
Yon know what you're getting.
It's down in black and white in the
written guarantee that goes with
every shipment — "impregnated
vs'ith the preservative to a uniform
depth of one-half inch" throughout
the ground-line area — and "the
Butt-Treating price w^ill be re-
funded on any pole that does not
show the full specified half-inch
penetration."
♦f
qfieP&H
Guaranteed
VenetmtionPmcess
— is the original guaranteed penetra-
tion proctss. It gives you the most for
your money — the longest pole life. In-
sist on the genuine "P & H."
We can fill any pole needs — for Butt
Treated and untreated Northern White
and Western Red Cedar poles — or for
any form of Butt-Treatment.
Prompt shipment assured by the
convenient location of our yards in
the North Central and Western
States.
Get the facts — write for interesting
folder on the Butt-Treatment of cedar
poles.
Copyright 1922. by P. & H. Co.
PAGB ami> Hllvly CO.
iviiJS[jsr:B^^F>oiviB 9 KdiJSTN.
New York, N. Y. 50 Church St.
Chicago, III., 19 So. L>.SalleSl.
Grand Rapids, Mich., Powers Bldg.
Kansas City, Mo. 717 Bryant Bldg. Houston, Texas, 1 I 1 1 Carter Bldg.
Omaha, Neb.. 513 Electric Bldg. Dallas, Texas, 3 1 1 Sumpter Bldg.
Buffalo, N. Y. 950 EllicottSq. Bldg
Louisville. Ky. MI6 Starks Bldg.
i^^>>^'^!>>^N^--<<S-<»J-^^S^^^>a^=^>!>'g^^^^
^^
16
Electbic Railway Journal
November 11, 1922
"Not only to make better products but to make them better understood— not only to
sell but to serve, assisting those who buy to choose as well as use their purchases
—this is the privilege if not the practice of all modern manufacturers."— Vauclain.
Bulletin No. 7
TO ARRIVE AT A DECISION
Steel Tires
Steel Tired
Wheels
Solid Forged
and Wrought
Steel Wheels
Rolled Steel
Gear Blanks
Steel Axles
Steel
Forgingc
Steel and Mal-
leable Iron
Castings
Rolled Steel
Rings
Steel Crusher-
Rolle and
Shells
Steel Pipe
Flanges
Comparison through experience
is costly and involves long
elements of time.
Comparison through tests is
incomplete - hence inconclusive.
There are, however, standards
of judgment by which our
products may be quickly,
economically, completely emd
conclusively compared with
others in the fields we supply.
May we send you the particulars?
Standard Steel Works Company
CHICAGO
ST. LOUIS
HAVANA. CUBA
HOUSTON. TEXAS
PORTLAND. ORE.
RICHMOND. VA.
PHILADELPHIA, PA.
BRANCH OFFICES
SAN FRANCISCO
NEW YORK
BOSTON
WORKS: BURNHAM, PA.
ST. PAUL. MINN.
PITTSBURGH. PA.
MEXICO CITY. MEX.
LONDON. ENGLAND
PARIS. FRANCE
November 11, 1922
Electric Railway Journal
17
Analyze Your Lubrication Costs
WERE "cost of oils" the only item
involved, it would be a simple
matter to figure the exact cost of lubrica-
tion.
But it stands to reason that expenses
arising from causes plainly traceable to
deficient lubrication are as much a part
of lubrication cost as the oil itself.
Practical executives are awakening to
the fact that cheap oil means anything
but cheap lubrication ; that the losses in
mileage, repairs and replacements of
bearing parts, depreciation and labor —
always evident with their use — make the
purchase of cheap lubricants a most ex-
pensive proposition.
Every street railway has, in its own
records, the means of checking up and
ascertaining the correct cost of lubrica-
tion as accurately as it can determine net
income.
The ultimate economy of Galena
Lubrication is plainly apparent when
SERVICE, the true determining factor
of values, is recorded.
'Galena Service is an insurance
of efficiency and economy!"
Galena-Signal Oil Gbmpanyi
New'fork Franklin, Pa., Chicago
" and offices in principal citiGS »
18
Electric Railway Journal
November 11, 192i
Snow Fighting Equipment
Selected Snow Sweeper
Rattan on Hand,
Rtady for
Immediate Shipment,
Standard Single Truck, Steel Underframe
Long Broom Sweeper
Approximately ninety-five per cent of all
the electric snow sweeping equipment,
which is used in the United States and
Canada, is of McGuire-Cummings make.
The car illustrated here is one example.
The brooms are so arranged that they will
clean both rails ahead of the car; the side
plows will clear 4 ft. 0 in. outside of rails.
It requires two 25-hp. motors to propel
the car, and one 25 to 40-hp. motor geared to
drive brooms at 300 to 350 r.p.m.
Blueprints and specifications will be
submitted on request.
End view of Standard Single Truck
Sweeper.
McGUIRE-CUMMINGS MANUFACTURING CO,
GENERAL OFFICES
111 WEST MONROE STREET
CHICAGO, ILL.
City and Interurban Cars and Trucks, Safety Cars, Combination and Woric Cars,
Snow Sweepers, Electric Locomotives.
The spirit of true leadership is not merely to get to the
front but to stay there
G-E^OO
I
Yesterday and Today in
Railway Motors
The GE-800 of 1894 weighed 1930 pounds, which was
at that time a comparatively light-weight motor.
The GE-258 motor of today weighs but 885 pounds
and is capable of as much work as its distant prede-
cessor.
The old motor was fully enclosed and had no commu-
tating poles, whereas the self-ventilation and com-
mutating poles of the GE-258 give it so liberal an
overload capacity that it has become the favorite
motor for safety cars and light-weight interurban cars
where schedule speeds combined with maximum re-
liability are controlling factors.
G
S
me
General Office ff^
Schenectady; N.Y ^i:^
Sales Offices in
all large cities
26-140
Working Wonders With Operating Costs
%,
GE-264
Light-weight
Interurban Cars
No. of
Cars
Kentucky Traction & Terininal
Company. 10
Cincinnati Lawrenceburg &
Aurora 7
Union Traction Co., Nashville,
Tenn. 6
Cincinnati, Milford & Blan-
chester Trac. 3
Pittsburg County Rwy.,
McAlester 3
Toledo & Western R.R 3
Youngstown & Suburban R.R 2
Portsmouth (Ohio) St. R.R. &
Lt. Co 6
Dayton, Springfield & Xenia So.
Rwy 2
Bangor Railway & Elec. Co 6
Interstate Public Service Co 5
City Railway Co., Dayton, Ohio.. 30
Boston Elevated R.R 100
Eastern Mass. St. Railway Co 10
Tampa Electric Co., Tampa, Fla. 4
Cincinnati, Georgetown & Ports-
mouth R.R. 5
Androscoggin & Kennebec 1
The electric railway that adapts its equipment to
conditions will remain master of mass transporta-
tion in its territory.
For instance, the Kentucky Traction 8b Terminal
Company: Two months after it replaced its two-
man, 76,000-lb., 52-seat cars, operated at 90-min.
intervals, by one-man, 25,000-lb., 45-seat cars on
an hourly schedule, the busses paralleling its route
discontinued service.
Ten of these 12-ton cars, equipped with GE-264
motors, K-35 control and CP-27 compressors, are
in operation. They have proved popular with the
riding public and extremely economical for the
company.
Installations of cars of similar design, also G-E
equipped, are in successful operation on the
interurban roads listed. They point the way to
profitable operation for hundreds of medium-
traffic lines.
General Office
Schenectady: NY
Sales Offices in
all lar^e cities
26-166
Detroit's 200 New Cars Making Good
ii <• fci ii ««
I! |{ II SI H
II It II ;i SI
ii II 11 ii .
!i ii II •• a
il II II i(li
II Ii ii II ii
II ii ii li
II II Hi:.
Light -Weight City Cars
The rehabilitation of the Detroit Street Railway is being
undertaken with the most modern equipment, t or instance,
200 new light-weight, double-truck cars are being equipped
with GE-265 motors and K-35 control. CP-27 air compres-
sors are also used. This equipment duplicates that on 50
cars which have been in successful operation for more
than a year.
This same equipment has been selected for light, double-
truck cars on the following railway properties:
No. of Cars
City of Detroit 250
United Railway Co., Providence, R. 1 150
Georgia Rwy. & Power Co., Atlanta 20
Dallas Interurban Railway Company 7
Western Ohio Railway Company _ 10
General
General Office
Schenectady. NY
Comp
Sales Offices in
all large cities
!;5-lG7
((
The Road of Service'' uses Automatic Stations
Automatic Substation, Chi-
cago. North Shore and Mil-
waukee, Beach Station.
1,000-icw. Auiomatic Sub-
station Equipment at Lake
Bluff.
And G-E Supervisory Control
Steam road, boat, and motor competition have not retarded
the growth of the Chicago, Milwaukee and North Shore
Railroad, with a management that has set new and better
standards.
Maintaining schedules punctually on an 85-mile, double-track
interurban calls for the best possible distribution system. Low
voltage cannot be permitted. A solution was found in the
automatic substation.
More than 5 years of automatic substation operation are
being followed by installations of G-E supervisory control.
These pioneer installations have been made for the Lake Bluff
and Ravinia Stations, placing the substation apparatus under
the direc t supervision of the train despatcher.
Confidence in this new G-E automatic control equipment for
the North Shore has been established by its stations now in
operation: 7 automatic substations, 7 manually operated, and
one portable, totalling 15,400 kw. — all G-E equipped.
General Office
Schenectady: NY
Sales Offices in
all large cities
25-163
HABOLD r. BOZELl.
Coniultlnc Editor
HBNBT H. NORMS
EiulneerinK Editor
C.W. SQUIBR
Associate Editor
CARL W.STOCKS
Associate Editor
DONALD F.HINE
Associate Western Editor
K. E. PLIMPTON
Editorial Representatlre
Consolidation of Street Railway Journal and Electric Railway Review
HENRY W. BLAKE, Editor
HABBY L. BBOWN
Managlnc Editor
N. A, BOWERS
Pacltlc Coast Editor
H. S. KNOWLTON
New England Editor
O. J. UaoHURBAY
News Editor
PALL WOOTON
Wasllington Representative
ALEXANDER MoCALLUM
Brltisii News Representative
Volume 60
New York, Saturday, November 11, 1922
Number 20
A Prompt Inauguration of Committee Work
Will Help the Industry
PRESIDENT EMMONS of the American Association
and his colleagues the presidents of the affiliated as-
sociations are making their committee appointments
and the prospects are good for immediate resumption of
committee activities. The earlier the committees can
get started to vigorous work the better, because the
period is all too short between now and July 1, when
reports must be completed.
There is another good reason for starting committee
work soon after the annual convention. The presenta-
tion of reports there and the resulting discussion fur-
nish a certain amount of stimulus to renewed effort.
This stimulus dies out with time, and if the organization
of the new committee work is not started within a few
weeks of convention time the committees have the task
of getting up fresh interest as well as laying out their
detailed duties. There is, furthermore, a certain snap
to promptness which helps in getting up speed.
After all, the annual convention and the mid-year
meeting form only the more spectacular part of the
association functioning. The steady grind of commit-
tee work is the basis of the association's greatest use-
fulness, and every week lost in getting started is a real
loss to the association.
Trackless Trolley to Be Given
Real Trial in Near Future
AS LONG as discussion about the trolley bus related
L to installations in far Shanghai, or even compara-
tively nearby England, it provoked only casual interest
in this country. The situation has changed materially
during the past few months. This is largely due to the
fact that reputable manufacturers have recognized this
field as a reasonably attractive outlet for their product
and they have put enough real development work into the
trolley bus to render it appealing to transportation
interests. The subject was considered important enough
by the members of the American Institute of Electrical
Engineers to induce them to devote the opening meeting
of the New York section to it this fall. An attendance
of several hundred men at the meeting indicated that
the program committee made no mistake in selecting
this topic.
The most convincing proof that the trolley bus will
operate satisfactorily is that it is operating well on
Staten Island, New York City; in Windsor, Ont.; in
Toronto, Ont., and in Baltimore, Md. After having had
experience with eight buses for a year or more, the De-
partment of Plant and Structures of New York City on
Nov. 4 put fifteen more into commission. The head of
that department is enthusiastic for the trolley bus and
says that it is the most economical form of surface
transportation today. It will take time, and the data
that come with time, to determine the accuracy of this
assertion. Until the data are forthcoming, this type
of vehicle will receive, and is receiving, much favorable
attention partly for the reason that the overhead lines
which feed it give an appearance of permanency to its
route. Whether the savings of the bus trolley will offset
the lower first cost of the gasoline bus remains to be
considered. Some railway men, at least, think that they
will. For example, the management of the New York
State Railways has concluded that the trolley bus is the
thing for certain crosstown and extension service in
Rochester, and some of it heavy service at that. This
conviction has taken the form of an application to the
City Council for a franchise and construction will be
pushed immediately such franchise is granted. The Vir-
ginia Railway & Power Company, long a believer in the
possibility of this type of vehicle, has just placed an
order for a couple of buses for Petersburg. All of this
indicates that the merits of the vehicle are now in rapid
process of determination.
What the Elections Mean
to the Railways
ON THE national aspects of the Nov. 7 elections
there is no need for comment here, but in some
of its local phases, the election does have an intimate
bearing on the work of some of the utilities. In Chi-
cago the machine backed by Mayor Thompson, which has
consistently fought the street railways, has been dealt
a heavy blow, though this particular election is of inter-
est only in its relation to the prospect of Thompson's
re-election. In New York the people have returned to
the governorship Al Smith, a Democrat, and have repu-
diated Governor Miller. The utility issues there were
the water power matter and "home rule" in utility
regulation. It is doubtful whether the voters over the
State were sufficiently well informed on the water power
matter to let it weigh with them, but in New York City
it is probable the voters succumbed again to the 5-cent
fare fetish of Mayor Hylan, whom they re-elected to
office a year ago.
When Mr. Smith was Governor before, in 1919-1920,
he realized that the electric railway problem was an
economic one, and although measures of relief came
grudgingly at first, still they came. When Governor
Miller went into office, he insisted that a constructive
policy be followed in dealing with utility regulation and
as a result the utility commissions were reorganized
and work started of unifying the traction systems in
New York City and establishing a proper fare. A good
beginning has been made on this program, but the
real fruition of the work remains to be seen. The vote
gives concern to the prospect of any real accomplish-
ment on account of the hostility of the Governor-elect
to the Transit Commission. In his talks on the stump
Mr. Smith was of course bidding for votes, but should
the attempt be made by him to abolish the Transit Com-
mission or otherwise change the commission law, the
conclusiveness of the vote in his favor would seem to
770
Electric Railway Journal
Vol. 60, No. 20
indicate that the Republican Legislature will not hold out
against him. In such event all the work of the Transit
Commission would probably go into the discard.
This would be a crime against the city and would throw
the traction situation back into chaos.
In New Jersey the case in some of its aspects is
somewhat similar to the result in New York. There
also a Democrat and a pronounced advocate of 5-cent
fares has been elected Governor, but he has with him
a Legislature of the opposite political faith.
There was also a water power issue in CaIi"fornia,
but it was in the form of a constitutional amendment
which would have pledged the credit of the State to
the extent of $500,000,000 to engage in the business of
developing hydro-electric power. The measure appears
to have been lost by a vote of nearly two to one. In
San Francisco, however, an amendment to the city char-
ter was passed which opens the way to the purchase
of the United Railroads by the city, if a price can be
agreed upon.
Even late popular idols with the public were brought
up with a halt on Tuesday, for in Detroit, where Mayor
Couzens recently put over municipal ownership of the
car lines, the vote was two to one against his proposal
to oust the Detroit United interurban cars from the
city streets, the proposed amendment to relieve the mu-
nicipal railway of the cost of paving between the tracks
was defeated and an issue of $5,000,000 of bonds to
extend the municipal railway was voted down.
Problems of Rush Hours and
Slack Hours Differ
THE problems of the rush hour and non-rush hour
in city transportation service differ radically. In
the former the chief purpose sought is to carry quickly
and safely to their destinations all persons who present
themselves for passage. As a rule some slight discom-
fort in travel is not considered by the public so impor-
tant at these hours as speed and safety, and most
passengers will board the first car or train which comes
along in preference to waiting, even if they are reason-
ably sure that there is a seat on the following car.
During the non-rush hours conditions are different
both with the company and the public. The latter,
while perhaps just as critical of delays as during the
rush hours, is more insistent on comfort in travel. In
these hours, also, the company has more opportunity
to build up travel. It also has more incentive to do so
becau.se it can thereby fill in the valleys in its daily
traffic curve.
Many rules as to economical car operation apply to
both rush-hour and slack-hour traffic. Such rules in-
clude through routing and means for increasing running
speeds, such as reduced street congestion, rapidity of
passenger interchange and double berthing on crowded
streets. Other rules are more applicable to one period
than the other, and among these is accurate timing of
runs. In the rush hours, indeed, it is less easy to main-
tain schedules exactly. But in the non-rush hours, much
can be done and should be done along this line. It helps
traffic in two ways. An unusually long gap between cars
will not only send prospective passengers walking but
will crowd the delayed car so that it is likely still fur-
ther to be put off its schedule. This means that the
need for accurate time operation, especially in the slack
hours, should be drilled into the operating force.
Picking Men for Jobs in All
Electric Railway Departments
FOR many years past the American Electric Railway
Association and its subsidiaries have shown an ac-
tive interest in the subject of selecting and training
employees. Committees on education, on apprentice-
ship and on selection and training of employees hav<'
studied the field, tried experiments and written report
These committees have been continued for a time, dis-
continued and later revived, usually in modified form.
The problems with which they have struggled are never-
ending ones, so that this cycle may be expected to con-
tinue for all time. This year the American Association
has decided to continue the recently revived committee
on education, while the Transportation & Traffic Asso-
ciation will discontinue that on selection and personnel
of transportation department employees. The action
of the latter association does not imply that the subject
has been exhausted, but merely that effectiveness seems
to demand concentration along somewhat different lines
this year.
This committee, during its short career, has done
much to stimulate interest in the human side of electric
railway operation and has left a number of tangible
records of its activities. Besides the record forms, out-
lines of procedure, etc., which the T. & T. Association
committee has prepared, it has done the following gen-
eral things which are of value: First, it has empha-
sized the need of greater care in the selection of em-
ployees. In fact, as the studies of the committee have
progressed, this phase of the subject has seemed to
assume greater and greater importance. It has become
clearer than before that much money and effort can be
saved by eliminating the unfit and less fit individuals
while they are still in the applicant stage. Second, the
committee has shown that science can be of help in
the selection of employees, without the use of academic
or high-brow methods. This idea has only been par-
tially impressed upon the industry, but progress is be-
ing made in the selling campaign. Third, the commit-
tee has furni-shed some excellent illustrations of the
ways in whiciy rational selection methods have been used
on a number of properties. While experiments made
so far have possibly shown more of what ought not to
be done than what ought to be done, they are none the
less valuable because of this fact. By a process of elimi-
nation faulty methods will be discarded and the proper
ones continued until finally there will be reasonable
assurance of a high average in selecting employees.
During the past year or so the psychological aspects
of employee selection have come to attract a good deal
of attention. It is to be hoped that something tangible
will come out of this interest. It is obviously just as
important to pick out a man with a good brain as one
with a good arm, and psychology ought to be of help
in doing this. However, this is only one aspect of the
subject, and those which are less spectacular ought not
to be lost sight of. During the coming year electric
railways ought to, and doubtless will, try out many of
the suggestions that have been made by the committee
with a view to assisting them in picking employees in-
telligently. This will result in an accumulation of
valuable data. Later, when the subject is again taken
up for discussion, either under the wing of the parent
association or of one of its subsidiaries, considerable
progress ought to be in evidence. While the Trans-
portation & Traffic Association has recently taken the
initiative, the subject is one of general importance.
November 11, 1922
Electric Railway Journal
771
Expediting Traffic at a Busy Beach
New York State Railways Builds Loading and Unloading Terminal on City Property at Charlotte Bathing
Beach in Such Form as to Facilitate Rapid Handling of Passengers with Minimum
of Obstruction — Sightliness an Important Feature of the Design
I^iADiNo Platform. SirowiNo Shelter. Thrnstilk
Station and Change Booth
tiKNKHAi, View op Unloadinq Platform, Showing Water
Barrier and Turnstile
ON THE shore of Lake Ontario 6i miles north of
the business center of Rochester, N. Y., the city
has recently acquired property which it has
turned into a small park. The beach at this point is
of fine, clean sand and is wide and gently sloping from
the street level to the water. The city has provided
bathhouses and automobile parking spaces and has
beautified the spot until it is one of the most attractive
in the city.
All of the above has much to do with the transporta-
tion problem which the development of the bathing
beach has imposed on the New York State Railways.
The beach is located at the end of Lake Avenue Boule-
vard, one of the principal north and south streets of the
city on the west side of the Genesee River, on which
street the railway company has a double-track line.
This track leads directly to the business center of the
city. It is located in large part inside the curb line, a
location which minimizes vehicular interference.
During July and August, 1922, the number of fares
collected to and from Charlotte was 500,170, indicating
that 250,085 persons trolleyed to the beach monthly. The
maximum number of fares collected on one day was on
July 15, when the number was 23,785. The track has
ample capacity for handling this large traffic but the
problem of handling the people at the terminal was a
serious one. It was, however, successfully solved, in
co-operation with the city authorities, during the sea-
son recently closed. The accompanying pictures and
drawings show how this was done.
Loading and Unloading on Opposite Sides op Street
The first step was to build a single-track loop with
the two sides on opposite sides of the street and of a
length within the park sufficient to permit the simul-
taneous loading and unloading of four cars or two
trailer trains. The unloading platform was located on
the outbound side of the street and the loading platform
on the inbound side.
The unloading area was fenced in with large-mesh
woven-wire fencing, 4 ft. high, this type being adopted
to offer as little obstruction as possible to the view
of the park and the lake. A form of cross-woven fenc-
ing was selected on account of its flexibility and attrac-
tive appearance. A stone screenings platform 12 ft. wide
was provided between the track and the fence, and in
the fence turnstiles constructed of iron piping in the
company's shops were installed. To prevent ingress
-, ^-Lijht pole -City feme Turmfiki. F,,^
-^ j4Uff^ooidina^Platfor
B a f h I n g
Beach
General I^ayout of Chablottb Bathing Beach Terminal ok Ne w York State RArLWATS, Rochester I,ines
772
Electric Railway Journal
Vol 60, No. 2a
Loading i^latform from Track Side with Water
Barrier in Foreqround
Close-up View op Fare Collbjctor's Station, Showing Turn-
stiles, Auxiliary Fence and One Pantograph Gate
from the park to the unloading platform, water barriers
were installed across the track at each end of the un-
loading platform. These barriers consist each of a
cement basin, 10 ft. square and 18 in. deep, with top
flush with the ground, partly filled with water, the
water level coming just below the rail base. Where a
tie rod is exposed over the barrier it is covered with
rubber hose to prevent injury to a person who steps
into the basin by accident.
Warning signs were conspicuously placed to supple-
ment the warning which is furnished by the presence
of the barriers, and the barriers are well illuminated
at night further to prevent accident. As an extra
precaution against the entrance of passengers to the
unloading platform from the park end, the unloading
platform was extended at the far end nearly to the curb
line of the street, and an extra wide barrier was in-
stalled across the space at this point from fence to
fence.
Loading Platform Dettails Well Worked Out
The loading platform is 10 ft. 8 in. in width and
raised 4 in. above the rail level to facilitate boarding
of the cars. It is a fill of stone screenings, edged along
the track with a concrete curbing 2 ft. deep.
Water barriers of the same type as those used on
the unloading side of the terminal are used on this
side, only one being used, however, at each end.
The loading area was fenced in with more substan-
tial fence construction, the fence being 6 ft. high as
compared with the 4-ft. fence across the street.
Along the outside fence line an attractive and sub-
stantial shelter was erected, the roof being supported
on a single line of posts. The total spread of the
shelter roof is 24 ft. and it slopes from the outside edges
to the center, which is 1 ft. 3 in. lower than are the
edges.
The accompanying cross-section gives the details of
construction, which is necessarily substantial on account
4i/B'
'cioc.
.■\S/cpe^'
TP-n' ! ^ Cement
'' "'Y' n sialena/k
■^ ^: •* Cmderfill
>■«> (fampect)
♦l?-^
Cross-Section of Loading Terminal Platform and Shelter
AT Charlotte Bathing Beach
of the anticipated heavy snow loads. The colunms are
10 in. X 10 in., long leaf yellow pine, spaced on 11-ft.
centers, and set 4 ft. deep in a concrete base 5 ft.
deep and 2 ft. 3 in. square.
The roof of the shelter projects on one side over the
car roof and on the other over a stone screenings plat-
form 12 ft. in width. The latter platform, in turn.
Bite of the New Charlotte Terminal Before the
Beginning op Construction
General View of the Terminal as Seen from
THE Park Side
November 11, 1922
Electeic Railway Journal
778
abuts on a wide concrete walk leading from Beach
Avenue past the shelter to the beach.
Two turnstile entrance stations were provided, a
"close-up" of one of these being shown in an accom-
panying illustration. The design of these stations was
carefully studied to provide for facility of entrance,
ease of fare collection and control of ingoing stream
of passengers so as to prevent overcrowding. In the
plan these stations are shown in diagrammatic form only,
but the details can be appreciated from the picture.
A station occupies the space between two adjoining
posts, and in the center is a railed stand for the fare
collector. A fare box (not shown in the picture) hangs
on the railing in front of him as he faces the incoming
stream of passengers.
On each side of the conductor's station is a pipe
turnstile, made in the company's shops, which can be
unlatched by means of a pedal in the floor. Thus the
collector controls one turnstile with his left foot and
one with his right.
In front of the turnstile station is a substantial
pipe-framed fence, with the ends flared slightly away
from the line of the posts and with pantograph gates
at the ends. This furnishes control of the ingoing
streams of passengers, only enough of whom are
admitted at one time to fill three cars comfortably.
In the main fence, also, is located one 10-ft. gate,
which is kept open when the turnstile stations are not
in use. Out of the bathing season there is not enough
traffic at the beach to warrant the operation of the
turnstile stations.
Midway of the length of the entrance platform is a
change and ticket booth, an essential feature of the
operation of the terminal because the local fare is 7
cents or a 6i-cent ticket.
On the north side of Beach Avenue the city has
installed a number of posts to prevent vehicles from
going farther north on Lake Avenue Boulevard than
this point. This permits pedestrians to use the street
as a walk. Some of these posts, however, have been
made removable, so that vehicles can be admitted to
this space if desired.
Printing Interurban Tickets as Used
Cash Register Adapted as Ticket Printing and
Issuing Machine Materially Expedites Ticltet Sell-
ing— Accounting and Auditing Greatly Simplified
By T. B. MacRae
General Auditor Chicago, North Shore & Milwaukee Railroad
A NOVEL departure from the customary method of
selling railroad tickets was recently instituted
. by the Chicago, North Shore & Milwaukee Rail-
road. Tickets are now printed and issued by a cash
register at the heaviest stations on the line. This
scheme, which is being followed in eighteen stations,
at two of which two machines are required, has proved
to be practicable from both the ticket selling and audit-
ing standpoints. Besides materially expediting the
speed at which tickets can be sold, the agent is relieved
of the tedious task of checking his sales when the
ordinary type of ticket was in use. In a few of the
stations change makers are used in conjunction with
the register to make possible a still quicker transaction.
The ticket machine is essentially a cash register with
additional features built into it for issuing railroad
tickets. It is not yet a stock machine, but is manu-
factured upon order only. The tickets printed by it
are much larger than we desire and this disadvantage
has not yet been overcome. The ticket delivered is
perforated so that there is a stub portion, which is torn
off by the conductor and used for a hat check, and a
ticket portion that is collected and sent to the auditor's
office in the usual way. The detachment of the stub
automatically invalidates the ticket. The machine
prints the destination on both the stub and the ticket
in numerals, the amount for which the ticket was sold,
the date of sale and the number of the ticket. The
reading portion of the ticket and the signature are
printed from a die which can be changed at any time.
We anticipated that passengers would object to a num-
ber being used for the destination, but no trouble has
arisen on that score. On the contrary, the fact that
the price of the ticket is also shown has in some cases
prevented disputes between the passenger and the con-
ductor as to the destination. Thus the number of the
station and the price printed furnish a double check
in case of error. The tickets are printed on paper
water-marked with the name of the railroad.
A blank roll sufficient for recording the sales of about
900 tickets is placed in the machine by the agent, and
as each ticket is issued a record is made on this roll
of the number, the destination and the price. It is
impossible for the agent to get a ticket out of the
machine without leaving this record, and this part of
the mechanism is locked from the agent.
With the machines now in use, tickets can be printed
for ninety-nine destinations and for any amount up to
$99.99. In selling a ticket the agent presses the number
corresponding to the destination, the proper keys for
the amount and then touches an electric button and
the machine delivers the ticket. For a half-fare ticket
the depression of the proper key causes a "4" to be
printed on the ticket also. If an agent sells any other
form of ticket, for example a mileage book, a ticket
is printed with the number of the selling station as the
destination, while the amount shown is that of the
price of the book. The ticket issued is kept by the
agent and forwarded to the auditor with the daily
report as evidence of the transaction.
At the close of the day's business the agent removes
the carbon record from the machine to accompany his
report. The difference between the commencing and
closing amounts is shown by the tabulator in the day's
sales. To insure the accuracy of the report it is only
necessary for the agent to check each amount recorded
against the destination. A simple form of daily report
is required which takes but a few minutes to prepare.
As a daily report is required from each agent on the
line, this machine, which eliminated an elaborate report
774
Electric Railway Journal
Vol. 60, No. 20
and insured accuracy, met with instant favor on the
part of the agents. The tape sent in requires more
clerical help to audit than the regular form of report,
but this is more than offset by the reduction in ac-
counting along other lines.
When we started to use the ticket machine we were
not confronted with the problem of issuing round trip
tickets and, instead, a passenger is given two tickets
good in either direction. We abandoned the use of
round-trip tickets some five years ago to reduce the
stock of tickets required and had the tickets printed
80 as to be valid between two points in either direction.
For use in an emergency each station is supplied with
a sealed ticket case and when the seal is broken the fact
is immediately reported to the auditor's office.
The adoption of the cash register was the result of
much study on the problem of im-
proving the ticket-selling system and
reducing the cost of that item. It
is steam railroad practice, in gen-
eral, to appoint an agent for each
station and to hold him responsible
for the proper accounting of that sta-
tion. Due to the difference in oper-
ating conditions on most interurban
J-'' WAV, L
him, the objections of the agents were overcome and a
substantial reduction in expenses in the auditor's office
was contemplated.
This plan, however, was abandoned when the auditor
was approached by a representative of the National
Cash Register Company with a proposition to install
a machine to print tickets as they were required. An
experimental machine was bought and installed in the
station at Wabash Avenue and Adams Street, Chicago.
The operation of this machine was carefully watched
by both the operating and accounting departments.
Some apprehension was felt at first that the machine
would slow up traffic, but actual operation showed that
an agent could sell tickets much faster with this device
than from a ticket case. The record of this particular
machine is 2,200 tickets in a period of eight hours or
nearly 300 an hour. The cash
register will deliver in an hour
almost as many tickets as an ordi-
nary agent will sell in a day. Our
heaviest station is now selling about
500 tickets per shift of eight hours.
As a result of this initial test,
all of the heavy stations have
been provided with these machines.
XChlctqo North Shore IHihnukMR.R. 0
▼ CHlCAOOlAduniixlWsbuhJ B '■
"'W' AmouM Ticlmlo. Dm
-Q2$0.C0 578 17 a." 15 -22
-O2$o.oo 57817 ayn-n
Ckfcaao Nwth Shara A Milwkuk** R. R.
ttbmn CHICAGOdsi*) "11
Station Indicaterl by Arrow
1
H (m4 k> raawi >
I.KFT. 'riCKK-r-lBSUINQ L'ABll KKUIHTKH ANll, CkNTKR, CHANQK-MAKBR IN VVaBASH AVKNUK STATION, CHICAGO. KIOHT, BaMPLB TICKET
— .\S DKSTINATION "i" SHOWN Is NUMBER OF ISSIJINO STATION AND No PRICE IS I'BINTED.
TUB TicKBT Is Not Goon vov. Tranbpoktation
railways it is not practicable to appoint an individual
agent for each station. It has been found necessary
to have two or more agents for each station and each
agent naturally objects to any one else selling from his
ticket case, for in the event of a shortage it would be
impossible to place the responsibility for the loss. Each
ticket seller, therefore, has to be provided with a ticket
case, and following this practice there are at least three
cases at each station on the North Shore Line. Each
regular agent has one and the third is for an extra
agent who might be sent to the station in the absence
of the regular agent. Three times as many ticket ac-
counts must be kept in the auditor's office as would be
the case if there were only one person responsible, and
a much larger stock of tickets must be carried. In
addition the extra ticket ca.se has to be audited each
time an extra agent is sent to the station.
In order to overcome these conditions, the accounting
department worked for a long time on a scheme to place
rolled tickets in each station. This plan provided for
a sealed carton constructed in such a manner that
tickets could be removed in any quantity but none could
be replaced. As the rolled tickets were to be supplied
by the traveling auditor and sealed in the carton by
The accounting department is now experimenting
with a tabulating machine, also manufactured by the
National Cash Register Company, which, it is claimed,
will greatly reduce the clerical help required to audit
and compile the statistics, not only from the register
tape records, but also for the regular daily ticket
reports. The results secured so far appear to bear
out the claim.
Arkansas Utilities Exhibit at State Fair
THE Arkansas Utilities Association saw the oppor-
tunity to sow good seed with a display at the
Arkansas State Fair. Every branch of the public
utility industry was represented. On Oct. 11, Utility
Day, addresses were made by Governor McRae, former
Governor Brough, Mayor Brickhouse of Little Rock,
State Director of Public Information Earle W. Hodges
and others. The importance of the utilities and the
fact that their interests and those of the public are
linked were points emphasized by the speakers. So
successful was the program that Director Hodges was
asked by the fair management to arrange part of the
program for Saturday, when Rev. H. G. Knowles made
an address on public utilities.
I
November 11, 1922
Electric Railway Journal
775
"The Customer Is Always Right"
That Is, He's Right or Wrong, or Neither, or Both — In Any Case the Railway Can Assame
that the Customer Wants a Two-Cent Transfer, Not $10,000, and that
He Really Had No Smaller Change than a Double Eagle
By Frank H. Warren
Claim Agent of the Chltago, South B<fnd & Northern Indiana Railway
South Bend, Ind.
DURING the course of our recent business indispo-
sition, when the funeral notice was almost on
the press, the electric railway industry has been
beset by a rapidly shifting multitude of high-sounding,
plausible maxims, each warranted to rescue any busi-
ness from the slough of failure and set it upon the
highest pinnacle of success and prosperity. Among
those with which we have been bombarded in these re-
cent years are advertising salesmanship in transporta-
tion, merchandising transportation, operators as
salesmen, local investors, zone fares, and numerous
others. Just now we are urged to cultivate public good
will as the most important asset we can have. It re-
minds me of the allopath and the osteopath and the
homeopath and the chiropractor and the divine healer
and the rubber and the surgeon and all the other varie-
ties of healers of human physical ailments. The truth
is that all the methods suggested have some merit, but
none is a cure-all.
In our business distress we have looked with hopeful
eyes upon every fair sounding catch phrase, and have
gone from one to the other, getting a little help here
and there, while nature in the form of general labor,
business and economic conditions, has been bu.sy, and
the patient is improved. Just how much of the improve-
ment is due to the medicine and how much to nature
we know not. We have faith that all have done some
good, but if the medicine has done nothing more than
sustain our hope and courage while nature produced
the cure, it was worth taking.
Out here in the Middle West, if not elsewhere, we
have been tendered one prescription which some have
been reluctant to try, because some of the ingredients
look dangerous. This policy is the one on which Mar-
shall Field is said to have founded the greatest retail
business in the world, "The customer is always right."
Now the fact is that any given situation will be one
of three: First, the customer is clearly and indisput-
ably in the right; second, he is clearly and indisputably
in the wrong; and, third, it is uncertain whether he is
right or wrong, or he is partly right and partly wrong.
In the iirst instance our application of the policy can
be prompt and decided. It is the height of foolishness
to try to defend an indefensible position. But every
industry has an occasional man who considers it crimi-
nal and traitorous ever to admit of an error. Such a
man has no usefulness whatever in meeting complaints.
An immediate acknowledgment of the justice of the
customer's contention is the first step, followed
promptly by the correction of the mistake. And in this
correction we can well afford to be generous.
My position is that of a claim agent, and when
a man comes into my office, having invested 5 cents
with us as a passenger, and makes demands of me
amounting to from 100 to 100,000 times his expenditure
with us, it is simply out of the question for me to be
generous according to his standards of generosity. No
business, be it public utility or private, can do other-
wise. Spend $10 with a shoe dealer and then demand
of him a thousand or ten thousand dollar damage
and see how generous he is. Observe how the policy
"The customer is always right" works then. But limit
your demands to the amount of your purchase and the
policy will become active.
When a customer makes a demand involving the
It Hhovu) Not Be NecE«8ABT to Abk thk Ouija Boabd
Whether the Passenueb la Right
amount of his expenditure with us — 5 cents or 10 cents
— we can be as generous with him as can any private
business in the world, not excepting Marshall Field &
Company. We can be more generous because our sales
unit has so low a value. This is where the transfer
question comes in. When a customer comes into the
offke with a transfer that has been improperly rejected,
we can take up that transfer, give the passenger his
5-cent or 7-cent fare or a new transfer and send him
on his way rejoicing. Or when he has a story of a
refu.sal to give him a transfer, we can punch one for
him and send him out happy and friendly. We do not
need to question him like a criminal; we do not need
to delay him with a long investigation. We can surely
assume here that the customer is right and treat him
accordingly.
In the second case, where his own story shows that
the passenger is wrong, it is perfectly proper, as any
private business would do under the same circum-
stances, to try moderately to show him where he is
wrong. Failing in this effort, we could place him in
class one for the purpose of this particular instance
and deal with him exactly as we did with the class one
man. But do we? We do not. We hold him to the
rules. Lord, how close we hold him to the line. He is
up against a wall of steel, cement and reinforced con-
crete. Not a fraction of a hairbreadth do we move.
And the money involved is 5 cents or 10 cents or the
value of a transfer! My grocer would not hesitate one
.second to take the opposite course; I tried him and he
attempted to make me take back a 10-cent overcharge
776
Electric Railway Journal
Vol. 60, No. 20
of which he had no knowledge. Recently a young man
came into an office and complained that he had
been refused a transfer because he rode past the
transfer point while interested in a conversation. He
was wrong under the rules, and the rules were just as
rigid in the office as they were on the car. An explana-
tion and a transfer would have sent him out a friend,
and he possibly would never have made another similar
Thb Rules Are There, but the Conductor Need Not
Abuse in Following Them
complaint. He got the explanation but no transfer,
and left the office an enemy to that company. If the
office man who met him had accepted the policy that the
customer is always right, he would have handled the
case much differently and much better.
In private business the enforcement of this policy lies
among the other duties of supervisory or administrative
officers; it cannot be left in the hands of clerks. To
at least an equal extent it must rest with similar offi-
cials of a street railway.
The application of the policy lies almost exclusively
in the handling of complaints. In private business,
complaints may be broadly divided into those about
merchandise and those relating to service. From this
division alone it is at once apparent that a business
whose merchandise is service will occupy a peculiar posi-
tion as to this policy. My experience in private busi-
ness is almost entirely limited to that of the purchaser,
and from that experience it seems that the policy oper-
ates as to merchandise complaints and has little or no
application to service complaints. As applied to mer-
chandise it means the practical guarantee by the seller
that merchandise shall satisfy the purchaser according
to the latter's own standards of quality. If the pur-
chaser says the shirts are bad and not as described by
the seller, and if he persists in that opinion, his position
is accepted as correct and the transaction handled ac-
cordingly. The firm that goes farthest in operating on
this principle is usually accorded the highest business
standing.
Is this principle of business practical for the street
railway industry? If it isn't practical, the sooner its
suggested use is abandoned the better. If it is prac-
tical, just how and where can we use it?
We have no merchandise in the sense that private
business has, and therefore we can have little if any
use for it in its commonest field in private business.
We cannot redeem our merchandise because that pre-
supposes a return of the article. Nor can we exchange
articles, for the same reason. We might replace them
perhaps, but that act with us would require a sacrifice
that no private business would make.
To be perfectly fair about this thing and not thought-
lessly charge the street railway man with lower business
ethics than the man of private business — if the mer-
chant could not get back the complained-of article, if
the customer had had full use of it, if the shoes had
been worn out although they did pinch the wearer's
toes and cause corns — would there be any refunding, or
replacing or exchanging by -the merchant? I rather
imagine the answer is no. But this is just the situation
in which every street railway company finds itself in
complaints about its "merchandise," and the commonest
of all applications of the policy is closed to it. This is
so fully appreciated by its patrons that I have seldom
known of a street railway being asked to refund. Un-
used tickets are not in point. We are asked to redeem
them and we do redeem them, but while our patrons
unhesitatingly demand this of us, it takes an unusual
amount of "nerve" for the customer of a private busi-
ness to demand his money back just because he decides
he doesn't want what he bought. It's too much like
branding himself as an imbecile.
There is a field for applying the policy in the handling
of certain kinds of complaints about the operator's
refusal to issue or refusal to accept a transfer.
When the complaint is directed at the conduct of
employees, this policy can hardly be followed. Such
complaints are nearly always personal matters. Pri-
vate business will not follow the policy in similar com-
plaints. Complain of your serving of meat at a good
hotel and the meat will be promptly changed; complain
of the discourtesy of the waiter and you will be told
that the management does not uphold such conduct and
will take up the matter at the earliest convenient time.
They cannot accept the customer's judgment there, and
neither can utilities. Or, rather, while they may be able
to accept the patron's judgment, they cannot apply the
prompt remedy as in the meat instance. Such a course
is incompatible with maintaining an organization, is
not fair to the employee, and would in the end be
opposed to the best interests of the patron.
All of this refers to the attitude of supervisory offi-
Take the Bill and Graciously Assume the Passenger
Is Really Caught Without Change
cials, but that is by no means the limit of use of the
policy. Clerks in stores cannot refund money or replace
inferior or defective articles; they can only refer the
customer to the proper person. Nor can operators on
cars issue or accept transfers contrary to their instruc-
tions, redeem transfers with money ^or do anything that
November 11, 1922
Electric Railway Journal
777
requires the payment of money or the giving away of
our merchandise. But they can know the company pol-
icy and they can refer the customer to the proper
person. It would be highly valuable for these men to
know that the company is anxious to make things right
and say so without committing the company to definite
action in a specific case. Any clerk knows what is the
policy of the company he works for, he is certain of
What's the ^^ap"' T" T^^-^r.- tc "Room, and If Not. He Can
Be Appealed To as a Gbntlbman
his ground and need not hesitate to express himself.
Our operators should have equal knowledge and con-
fidence.
In many cases the operator himself can apply the
policy. It is a change of mental attitude more than
anything else. "The customer is always right" should
mean to the man on a car that when a passenger comes
up and says "I wanted to get off at that street. Didn't
you hear the bell ?" the customer is right — he did want
to get off there, he did give proper notice, he has per-
formed his part absolutely right, and the operator as-
^sumes this to be the fact even when he knows it is
not the fact. He assumes that the bell didn't work, or
he didn't hear it, or he forgot it, and says, "Oh, I beg
your pardon!" stops the car at once, and lets Mr.
Passenger off. "The customer is always right."
When an operator is tendered a large bill in payment
of a 5-cent fare, this new policy prompts the operator
to believe that the passenger is compelled to tender such
a bill. Instead of assuming that the passenger is trying
to ride for nothing or is just plainly mean or contrary,
he assumes that the passenger is doing his very best
and that for any one of a dozen reasons he has been
caught without small change. The one thing he does
not assume is that the annoying act of the passenger is
intentional. This attitude of mind will provoke the
correct handling of such a situation unless the operator
is utterly unfitted for his job.
It may be that not every situation an operator faces
can be met on this theory, but it is certain that a great
many of them can be so met. In a series of meetings
held on this property recently those presiding at the
meetings had presented to them many specific cases,
and there were few, if any, to which practical transpor-
tation men could not apply this policy. Operators using
this policy show a consideration for their passengers
that others do not have.
The objections to all this are two — the first one is
that it can't be done, that it isn't practical for a street
railway. The second — but little different — is that such
a letting down of the bars would result in serious finan-
cial losses and the breaking down of all our organization
by letting the customer run the business. The only
real proof of the practicability of such a policy is its
actual successful use somewhere, and sooner or later
somebody will put on a satisfactory demonstration.
As to the second objection, it seems no more valid in
the street railway business than in private business.
I have no doubt that when the policy was first proposed
and discussed in the Marshall Field & Company organi-
zation it met with strenuous opposition, and there were
predictions of enormous losses through abuse by their
customers. No doubt there is some abuse, but the gains
far outweigh the losses.
This standard can be applied to specific transactions,
but hardly to general company policies and plans. Ex-
tensions of lines, frequency of headways, types of cars,
financing and other similar matters cannot be handled
according to this standard. The customer cannot be
the judge here, although his opinions are entitled to
consideration. No private business could let the cus-
tomer decide whether or not a new store should be
opened, additional clerks employed, the stock of goods
increased or diminished, the building remodeled, a stock
company, corporation or partnership handle the busi-
ness, and similar matters that are essentially the
problem of management.
Introducing and extending this standard of business
dealing should be an aid in the creation of good will.
We have demanded and taken our pound of flesh these
many yeai-s, and, like Shylock. have paid the penalty.
It is time to consider the other tack.
Power Plant Uses Barge for Oil Storage
THE New York Central Railroad has two power
plants which supply the New York terminal electri-
fied zone. One is in Port Morris, New York City, the
other at Yonkers. To avoid any possibility of a coal
shortage tying up the power supply, several boilers
were recently changed over from coal to oil fuel. To
insure prompt supply of oil to the boilers at Yonkers,
where six boilers have been remodeled for oil burning,
an 8,000-bbl. barge loaded with Mexican crude oil was
engaged for ari indefinite period, as floating storage, and
tied up to a dock alongside the plant.
Steam was carried from the plant through a 2-in.
flexible connection to the barge, where it passed to the
oil-heating coils and to a small simplex oil pump, both
the coils and the pump being part of the permanent
equipment of the barge. Another flexible connection
ran from the pump discharge to the oil main, which
extended through the wall of the boiler-room basement.
After being heated to 160 deg. in the tanks of the barge,
the oil was forced into the main by the simplex pump
and made the circuit of the boiler-room basement. The
pressure of 80 lb. at the pump allowed the burners to
operate at 75 lb. A steady flow of oil was maintained
considerably in excess of that required by the burners,
the portion not used coming back to the dock through
the return side of the main and passing to the barge
tanks through a flexible connection. This excess flow
was necessary to prevent the oil from cooling below a
workable temperature.
Since the first oil-fired boiler started operation on
Sept. 27 it has been running daily, while the other five
were being changed over one at a time. On Oct. 24,
when the accompanying photographs were taken, three
778
Electric Railway Journal
Vol. 60, No. 20
Fi^xiBLE Oil- AND Steam Connections Between
Barub and Power House
boilers were running on oil and a fourth was prac-
tically ready to put on the line. At the same time the
work on the settings of the fifth and sixth boilers was
well along, and the installation of the inside oil-handling
equipment was nearly completed.
This inside equipment is now in operation, and the
oil is pumped directly from the barge to three tanks,
each of 2,500 gal. capacity. These are located in the
basement and will soon be surrounded with a concrete
wall 12 in. thick. The space between the tanks and the
wall will be filled with sand to reduce the fire hazard.
After being heated from 160 deg. to 180 deg. by thermo-
statically controlled coils submerged in the tanks, the
oil gravitates through a twin strainer to a pair of 7i x
5 X 6-in. duplex pumps connected in parallel. These
force it through a heater, where its temperature is
raised to 190 deg. before it passes to the burners.
As no outside storage, aside from the barge, has been
provided, it will be necessary for the present to keep
the barge tied up to the dock whenever fuel oil is burned,
replenishing the supply from time to time from other
barges. At some future time, if operation with fuel
oil is continued, two 30,000-bbl. tanks may be installed
outside, probably on a foundation made by driving piles
and building up land in an adjoining docking space.
These changes were supervised by the electrical de-
partment of the New York Central Railroad under the
direction of E. B. Katte, chief engineer of electric
traction.
' iiL 1;aiu;e Tied to Power Plant Dock for Oil Storage
Further Reference to Way Committee Report
on Substitute Ties
Nov. 7, 1922.
To the Editors :
It seems most regrettable that the mix-up in the way
committee's report should be further held up to the
light. It was the hope of all concerned that the with-
drawal of the unfortunate statement regarding substi-
tute ties before the presentation of the report would,
to a considerable extent, effect this ; but in view of the
fact that the report with the statement had already been
distributed, the editorial of the Journal in the issue of
Oct. 7 was inevitable.
The comment of the sponsor of the way committee,
however, in the issue of Oct. 28 cannot be permitted to
pass unchallenged. The editorial columns of the Journal
are not the place to settle differences of opinion of com-
mittee members, and in fact the serious feature of the
situation is less with regard to differences of opinion
than with the far more important fact that the way
committee report as issued, if not a minority report,
was far from a unanimous one, as was evidenced by the
unanimity with which the members at the convention
agreed to the withdrawal of the statement in question.
The reports of the committees of the American Elec-
tric Railway Association have in the main had high
prestige, due very largely to the extreme care taken to
prevent radical unconsidered action. If the association
is to maintain the same standing for these reports
there must be the same regard that nothing is said or
done that is not solidly based upon fact as indicated
by a material consensus of opinion in the committee
having the matter under consideration, and, where dif-
ference of opinion arises, by the display, equally promi-
nent, of the opinions and the beliefs of those in op-
position.
The grave facts in the case at issue are that what
at best was a minority opinion was allowed to appear,
even though it was later withdrawn, without making
equally prominent the fact that there was at least a
minority which disagreed. It is in this fact that far
more mischief lies than in any other feature. Inci-
dentally, without attempting to argue pro or con the
criticisms in the Journal editorial of Oct. 7, these are
facts :
1. There will be found not a few who question
whether or not incasement of wood in concrete, in the
way that ties are incased, does materially increase its
life as effective tie material.
2. Whatever the beliefs of individual members of
the committee, the statement of alleged economy or lack
November 11, 1922
Electric Railway Journal
779
of economy should not appear in a report unless sub-
stantiated by good evidence.
3. Statements regarding the behavior of materials
or methods should be entirely frank, particularly where
a comparison is involved. There will be found very few
maintenance of way engineers of electric railways (or
for that matter of steam roads, although on the steam
roads the conditions are radically different from those
in the tracks in which substitute ties are usually laid)
who will contend that a wood tie is "thoroughly
suitable." "ENGINEER."
Journal Criticism of Substitute Tie Report
Reinforced
New Haven, Conn., Nov. 6, 1922.
To the Editors :
Referring to Mr. Cram's letter in the Journal of Oct.
28 on the subject of substitute ties, it seems to the
writer that it is an unfortunate and untimely reopening
of a supposedly closed incident: unfortunate, in at-
tempting to explain something which has been repudi-
ated by the committee ; untimely, because the committee
withdrew the part of the report commented upon before
the matter came up formally at the convention. The
letter therefore calls attention to something which it
might have been best to let drop.
It may be well, however, in view of the fact that the
letter has been published, to add another comment, and,
as a member of the sub-committee on this subject, the
writer desires to do so.
The basis of the report, as stated in your editorial
and as printed in the report, was a questionnaire — a
"personal solicitation" to "companies that might have
experimented with some form of tie other than wood,"
and 40 per cent of the replies were from companies
having had no experience on which to base an opinion.
How it can be inferred from your editorial that the
report was "discussing steel ties in particular," as
stated by Mr. Cram, is not clear, as you simply state
the volume of business of two steel tie companies as an
indication that there was a visible demand for substi-
tute ties.
To take up Mr. Cram's remarks on your numbered
criticisms in detail:
1. Incasing either wood or steel in concrete will un-
doubtedly prolong its life from decay or corrosion, but
the life of a wooden tie does not depend entirely on
its liability to decay, as there are instances of track
failure from tie failure where the ties are as free from
decay as when they were placed. While steel ties are
invariably incased in concrete, this is not necessarily
true of wooden ties, which may be covered only oh the
top and two sides, or possibly, on the top and part of
two sides, in which case it is doubtful if the concrete
does afford full protection from decay.
2. Since it must be assumed that the railway com-
panies will purchase their ties, whether they are of steel
or wood or any other substitute, the committee must
have been thinking of "buying features" and therefore
"selling features" are implied.
If it is not clear that the use of substitute ties does
not call for an added investment, the information can
be obtained from some of the companies which have
used both kinds.
3. "That the steam roads are still searching for the
proper form of substitute tie" has little bearing on the
matter and only beclouds the issue, since a track built
in a permanently paved street is not comparable with
one built on private way for steam road operation. Is
it true that the wood tie is ideal except for decay and
scarcity? I doubt it, and believe on the contrary that
it has few virtues for paved track and is a makeshift.
4. Are there any data at present available showing
that a greater labor expense is entailed in rerailing
track laid on substitute ties over the same operation
where wooden ties are in use? Is it not true that
where a steel tie forms an integral part of the sub-
structure it acts as a reinforcement, and by increasing
the bearing area on the soil makes for less liability for
track settlement?
5. Assuming that there are 40,000 miles of single
track in operation, it by no means follows that there
are 105,000,000 wooden ties in use. These figures are
based on a 2-ft. tie spacing. This spacing is not
universal even for wood ties, and certainly does not
hold where substitute ties are used; nor does it take
into account the mileage where no ties are installed,
but the track is supported on yokes. This figure then
must be materially reduced — if it has any bearing on
the subject.
The editorial does not state that only 140 companies
out of a total of 950 companies use substitute ties, but
says that one tie manufacturer has sold its product to
140 companies during the past twelve years, and as
there are at least three other tie manufacturers who
have also been selling their product during all or a
part of this time, the number of railways using substi-
tute ties must be in excess of 140.
The report as originally printed did, unintentionally
or otherwise, reflect on the present forms of substitute
ties, and was changed at the convention for that reason,
and also because it did not agree with the "general ex-
perience of the committee members." In other words,
the paragraph deleted was a minority report, which
through error was incorporated in the printed report.
This paragraph created much adverse criticism among
the members. William R. Dunham, Jr.,
Member Committee on Way Matters, 1921-22
Member Sub-committee No. 4.
Interesting Figures on Vehicular Movement
in Baltimore
The United Railways & Electric Company
OF Baltimore
Baltimore, Md., Nov. 3, 1922.
To the Editors :
We have recently made a very comprehensive check of
the vehicular movement in and out of the delivery dis-
trict of Baltimore and the results obtained are very
interesting. For instance, our records show that,
between the hours of 6 a.m. and 12 o'clock midnight,
there were 76,234 pleasure automobile movements in
and out of this district, not to mention 37,024 commer-
cial automobile, 21,036 street car, 4,224 bus and taxi-
cab, and 13,821 horse-drawn vehicle movements.
In order to give the industry the benefit of this study
in its entirety, J. A. Stoll, superintendent of traffic, will
prepare an article for you to use, which will be illus-
trated by sketches, etc.
It is our intention to inaugurate a "Traffic Counting
Day" in Baltimore — an annual affair, so to speak — and
the comparisons from year to year will be interesting.
H. B. Flowers,
Second Vice-President and General Manager.
Electric Railway Publicity
Devoted to How to Tell the Story
From Abuse to Popularity
Three Years Ago Muskegon Mobbed Its Railway and
Junked the Property — Today the Company
and Public Are Partners
THE Muskegon Traction & Lighting Company, Mus-
kegon, Mich., has proved that a public service cor-
poration can win the confidence of the public if the
proper campaign is conducted.
Three years ago in August the feeling against the
Muskegon company was so bitter that the citizens
staged an all-night riot. A mob held the city from
early in the evening until the next morning. It started
over an increase of fare from 5 to 6 cents, put into
effect without any publicity.
Buses soon started operating while the cars were
being repaired and new rolling stock purchased. At-
tacks by the city officials and politicians, which had been
directed against the company during all campaigns,
were renewed with the old bitterness. Troubles seemed
to have reached the limit of endurance.
John Ross, then president of the local company, in-
sisted that the American Light & Traction Company,
the parent organization, send a trained traction man to
Muskegon to act as manager. The company sent George
W. Steinwedel to take charge of the situation.
The Cards Face Up on the Table
The fight to win public confidence for the corpora-
tion, something it never had held, was started. Mr.
Steinwedel decided the way to do this was to place the
cards on the table. The people, however, refused to
believe the figures given out by the company, even when
prepared by auditors chosen by the city. The new man-
ager used extensive newspaper publicity to place his
case before the public. Mr. Ross had held that if the
public had received proper notice of the increase in
fares in August, 1919, there would have been no riot
and mob rule. He believed that the people had been
misguided. Mr. Steinwedel freely admitted the com-
pany had made grave mistakes in the past; that it had
failed to make extensions when it had the money and
that there was a real basis for some of the complaints
against the service. But he told the people it was not a
question of yesterday, but of tomorrow; a question a.s
to whether the people wanted street cars or jitneys.
He reorganized the company's personnel in line with
his policy to serve the public. He hammered away at
the point that courtesy was demanded and that the
public was entitled to all the consideration.
Then came the show down. Jitneys were taking a
great portion of revenue from the company, and the
company asked permission to stop operating its cars.
The Public Utilities Commission granted this permis-
sion with the provision that the city must vote on
whether it desired the jitneys or street cars on com-
peting lines. A spirited campaign followed. The jit-
ney followers packed the halls and brought in speakers,
Indications pointed to a victory for the jitneys.
During that campaign, however, the real estate men,
merchants and business men brought out facts regard-
ing the probable reduction in property value once the
street cars were eliminated. The city administration,
which had changed at about the time the new manager
assumed control and was now in the hands of business
men, was also a factor in convincing the public of the
value to the city of an electric railway. When the votea
were counted they stood five to one for the traction
company.
The public began to believe the company reports.
It liked the new policy, and was convinced that the com-
pany did consider it a partner in the business. Finally
the fare was increased to 10 cents cash or four tickets
for 30 cents, and the public did not object. People are
riding the cars once more. At one time, however, the
feeling was so bitter that many walked to avoid patron-
izing the company.
The company notified the city recently that in view
of the changed attitude of the people it would borrow
money and make many needed improvements. It is
laying new steel rails and is considering the purchase
of several new cars. The city rebated the penalties on
taxes for two years because the company maintained
service at a loss. The action was generally approved,
but three years ago this would have caused much feel-
ing. The company has notified the city that during
May and June it made a profit over both operating
expenses and interest charges.
Conductors and motormen have the new spirit. In
the old days the public cursed the company and the
employees tried to defend it. That caused the patrons
to continue the arguments.
In hundreds of ways the company today is showing
the public that it wants to give service. It follows up
all complaints and is constantly striving to improve
service with the resources available. The public has
joined and is aiding the company. The people today
talk for the company, and it is seldom that a critical
word is heard, whereas previously few dared openly to
defend it.
"We have proved that the public wants to be fair if it
knows the facts and is treated fairly," said Mr. Stein-
wedel, now president of the company. "The public will
go half way any time."
Seven Words Turn the Trick
A SLOGAN developed by the Terre Haute, Indian-
apolis & Eastern Traction Company, Indianapolis,
Ind., is a direct shot into the ranks of automobile riders,
and at the same time is an appeal to the pocketbook of
the taxpayer. "Ride the trolleys and preserve the pave-
ments," is the legend appearing in company advertise-
ments. These seven words present a problem and solve
it, and put the idea into the reader's mind that it is,
somehow, his duty to ride on the trolleys. Seven words
could do little more toward winning passengers.
November 11, 1922
Electric Railway journal
781
Humanize the News
The Addition of Four Seats on the 8:20 A.M. Car Is More
Important to the Commuter Than a Technical Article
on Kilowatt-Hours and High-Tension Lines
HUMANIZE public utility information and it will be
sought by newspapers for front-page, leading col-
umn stories. Let trained newspaper men, and not engi-
neers, handle the news as directors of public relations.
Give all the information, give it correctly, and give it
first. These points have been emphasized recently by
Fuzzy Woodruff, feature writer of the Atlanta Consti-
tution, and by J. S. S. Richardson, city editor of the
Philadelphia Public Ledger, in addresses to utility men.
Mr. Woodruff said in part:
What could be of more vital interest to any member of
the great masses than a story that an extra service had
been added to his particular car line in order that he would
be able to devour his matutinal egg and drain his morning
cup without decorating his shirt front and scalding his
insides in his hurry to catch the last car that would get
him to work before the boss arrived on the scene of action?
What could be of more intense interest to the housewife
than a yarn to the general effect that the power of a moun-
tain stream is being harnessed in such quantities that every
curling iron and every electric pressing iron in Georgia
could be kept hot twenty-four hours a day without using
enough water to fill more than half of the bath tubs in
Atlanta once a week?
Then why haven't the newspapers long ago realized the
news value of the public utilities ? For the simple reason
that public utility men are not newspaper men. They've
wasted precious time and untold labor and Lord knows how
much white paper in sending out to the public startling
information to the effect that the IT. S. Geological Survey
says that Georgia is developing so many more kilowatt-
hours than Alabama, and that Alabama has so many thou-
sands more undeveloped horsepower than Georgia, about
which the public doesn't care a damn, and accordingly for
which the newspapers care hardly enough for the news
editors to open any letter received from a public utility.
The public utility has been talking in terms of the
kilowatt-hour and high-tension lines, which are as far
removed from the public heart as the internal affairs of
Timbuctoo, and have forgotten all about the new street car
that holds four more passengers and has aisle accommo-
dations for six more people and some sort of a contraption
that allows the conductor to make change one-flfth of one
second faster and accordingly gets a man to work two
minutes earlier than he is accustomed to, which is as close
to the public as the watch in the vest pocket of a fat man
is to his general cosmogony.
Then the question is, "How are you going to get this mes-
sage over?" I think the technique is fairly simple. Quit
sending in a lot of stuff to newspapers on forbidding look-
ing and formal stationery that tells the editor more surely
than if the words were shouted by megaphone that some-
body is trying to put something over on him.
When you've some news that's real news, call the news-
papers. Tell the city editors you've a yam. Be sure you
have it and when the reporter arrives be sure he gets the
human viewpoint of the yam in question. Don't write it for
him. Let him write it himself. He'll put more individual-
ity in it than you will, because his job depends on doing
that thing. And pretty soon, you'll find that your office
has become a house of call. Pretty soon the reporters and
the city editors will be fighting for your news. You won't
have to fight for space. You won't have to ask for display.
If your stuff carries the human appeal and the personal
touch you'll get both in great big gobs.
Public utilities haven't any publicity problems, if the
heads of the utilities will only remember that an engineer
and a traffic expert and an electrical genius and a financial
wizard may be splendid engineers and invaluable traffic
experts, and glowing electrical geniuses and wondrous finan-
cial wizards, but they are not newspaper men and their
training hasn't told them the value of humanizing news.
.Always "tote fair" with reporter or editor. If there are
some facts you want suppressed, tell the newspapers why
those facts should not be published. Pretty generally they
will accede to your view, but never give a newspaper in-
accurate or incomplete information. The newspaper is
bound to find it out. All your work in building up con-
fidence is then and there destroyed.
There's no such thing as "no news" in a public utility
office, according to Mr. Richardson. The news is there,
but the man to see it is too often lacking. He said:
In company with other reporters, I have called at the
executive offices of gas companies for information which,
from the viewpoint of the public and from the viewpoint
of the public utility concerned, was of great importance.
All too frequently we received the old reply, "Nothing to
say," when that reply meant a pronounced and serious
setback to public relationship with the company. Gentle-
men, if you value the friendship of the public, which I am
certain you do, guard against that statement: "Nothing
to say."
It should not be necessary to dig up facts about the public
utility business. Every company represented here is a
veritable mine of interesting news matter that should be on
tap at all times through a liaison officer of the organization,
who appreciates the vital relationship existing between a
community necessity and the people who are dependent
upon it.
Don't wait for the newspapers to ask you for the facts.
Make the news readily available to them. Withholding the
facts until forced by public opinion to release them is not
a good way to make friends. Beat the public to it. The
public likes it.
If you have a man in your office who has the God-given
faculty of winning a man's confidence and can handle a
matter of publicity or non-publicity, as the case may be,
give him the authority to speak for you. He will soon get
acquainted with the men of the papers and they will learn
to trust him.
The Pennsylvania Railroad, said Mr. Richardson,
receives more advertising in the form of news than
any other public utility in the world. He continued:
Even on a highly perfected and carefully organized sys-
tem such as the Pennsylvania, wrecks occur, in spite of all
that can be done to prevent them. Prior to ten years ago
a newspaper city editor got his information of such an
occurrencel from any one of half a dozen sources, a cor-
respondent near the scene of the catastrophe, the friendly
interne of a hospital to which had been sent a summons for
aid, a telephone operator or even a subscriber. Never the
railroad. Nowadays when there is a wreck, nine times out
of ten, the first information comes from the railroad.
Baltimore Plans Trolleyhikes
A NOTHER company has been quick to realize that —
Ix. paradoxical though it may seem — hikers are poten-
tial trolley riders. The first instance noted in the Elec-
tric Railway Journal was that of the Philadelphia (Pa.)
Rapid Transit Company, which suggested in posters
that the street railway provided rapid and easy approach
to hiking territory. Now the United Railways & Elec-
p^- J
TROLLEYHIKE NO. 1,
OtoniviUc to Wlndior HilU; About 6
Hilci.
Take Catonsvilk car (koui<- No. 8) lo
Bloomsbury Ave. Norlh on Bloomibury
Ave.; cross car tracks at Edmondson Ave.
(start may be made here from Ellicott Citj-
car) pass itandpipe to Johnnycake R<1.
iV/i m); turn Ictt to Ingtesxlc Ave. (lUO
yds.); turn right; cross old covered hudnc
(11-3 m.) to Fraiiklm Hotel-, turn right
on Dead Run Rd. to quarry ai'Cwynns
Falls Park (2 m,); turn left along Gwynns
Fall* to Wmdspr M,lt R<J (yi m.) . tun.
nyhl, crois concrete lindRC to railway
bridge; stairs lo waitmg station at left.
Kdmondson Ave or Hillsdale ear taken
here lo Walbrook Junction, connects with
North Ave and Carriion Ave. cars.
The United Railways & Electric Company Is Turning Hikers
Into Riders with Interesting "Trollethike" Sugoestio.ms
trie Company, Baltimore, Md., in its issue of Trolley
News for Oct. 1, maps out four "trolleyhikes," and
illustrates these with scenes en route. The hikes are
made to appeal to those in search of pleasure and those
in search of health also. And after the hike, the hikers
are to "get on a car for home." The directions explain
what car lines are available and the transfer points.
782
Electric Railway Journal
Vol. 60. No. 20
lowans Discuss Practical Problems
Sioux City Convention Has 100 per Cent Representation of Companies — Monthly Commutation Ticket,
Relations Between Department Heads, Car Maintenance, Current-Collecting Devices, Energy
Saving, Lightning Protection of Cars, Lifeguards, Automatic Doors Among Topics Discussed -
LAST week the operating men in
Iowa and some few from more
■^ distant points in Illinois and Wis-
consin flocked to Sioux City for the
mid-year meeting of the Iowa Electric
Railway Association. Approximately
100 delegates attended the two-day
meeting Nov. 2 and 3, representing
every city in Iowa having electric rail-
way service. With such an excellent
turnout of the men who are operating
the mechanical and transportation de-
partments, and with the able direction
of Chairman John Sutherland, this fall
meeting will be recalled with a feeling
of time profitably and most pleasantly
spent.
The formal program included five pa-
pers dealing with problems uppermost
in the minds of operating men. Frank
V. Skelly explained the introduction
and results of the identification card
system of fares on the Tri-City Rail-
way, Davenport, while the subject of
public relations was dealt with by Joe
Carmichael, director of the recently
established Iowa Committee on Public
Utility Information. Among the visi-
tors was B. W. Arnold, Eastern Wis-
consin Electric Company, Oshkosh,
Wis., who addressed the meeting on the
relations that should exist between a
manager and his master mechanic.
Henry Cordell, master mechanic, Chi-
cago, North Shore & Milwaukee Rail-
road, presented a paper relating his
experience in maintaining trucks. A pa-
per on current collection was prepared
, by C. M. Feist, Sioux City. Discussion
on these varied subjects was animated
and instructive.
Besides the entertainment at the
banquet, which developed into a short-
story contest, those present were taken
to the shops of the Sioux City Service
Company, where C. M. Feist presides.
Much interest was manifested in a new
snow sweeper designed and built in the
shops. In the construction of the re-
volving sweepers ordinary broom straw
attached to blades was used in place of
the conventional rattan broom. This
was described in Electric Railivay
Journal for Dec. 18, 1920, page 1252.
As a fitting climax to the meeting it
was announced on the last day that
E. L. Kirk, formerly general manager
Sioux City Service Company, had been
elected president of the Sioux City Gas
& Electric Company following pur-
chase of the service company by the
United Gas Improvement Company,
which owns the gas and electric com-
pany. The merger of the two com-
panies was completed on that day.
The convention was concluded Fri-
day with the election of an executive
committee. M. Welsh, Waterloo; W.
C. Jacobi, Omaha; E. R. McMahon, Des
Moines, and L. C. Lemon, Davenport,
make up the railway members of the
committee. Manufacturer representa-
tives on the committee are Robert
Deneen, Chicago; F. R. Grant, Des
Moines, and Nic Le Grand, Rock Island.
The executive committee is empow-
ered to select its own chairman for the
year. The newly elected chairman will
succeed Mr. Sutherland. Selection of
next year's meeting place also is left
to the committee. It is. probable, how-
ever, that the convention will be held
at Des Moines.
Experience with the Monthly
Commutation Ticket
In relating the results of the monthly
identification card on the Tri-City Rail-
way, Frank V. Skelly mentioned that
the card had been subject to some mis-
use because of the holders splitting the
tickets in two. The same misuse has
been experienced by the Cedar Rapids
& Marion City Railway according to
F. M. Ford of that company. This is
possible because the cards, which are
printed on both sides of thin cardboard,
are thick enough to be sliced in two.
Mr. Ford said he had spoiled five cards
before he was able to split one when he
tried the trick. To overcome this fea-
ture it was necessary to send all the
remaining tickets back to the printer
in order to have one side of the cards
blanked.
E. J. Anderson, Davenport, added
that in cities where the identification
card system had been adopted people
will use the cards and then pass them
cut of the virindows to friends in order
to save three or four cents. In con-
nection with this abuse the presenting
of expired transfers by passengers is
another evil that is quite prevalent.
He described a container for holding
transfers that is designed to make this
misuse very difficult. The holder, made
of aluminum, has several compartments
in which are placed the pads of trans-
fers, a different color being used for
each direction of travel. Instead of
punching the time, the conductor tears
off the transfer at a length varying
with the hour.
Car Maintenance Kinks
The reading of the paper by Henry
Cordell opened the subject in which
master mechanics were interested. The
problem of detecting defective axles
came up. W. G. Lamb, Waterloo,
claimed that the scheme of smearing
white lead over the axle was very ef-
fective in locating cracks in the axle.
It has been his experience that cracks
most frequently occur in the fillet ad-
jacent to the gear seat. Mr. Cordell
said the same method was used on the
North Shore and all axles with even a
slight crack are scrapped. He added
also that it is his practice to scrap
axles when the collar wears down to
fs in., which is a safer limit than thai
set by the M. C. B. rules.
The relative brakeshoe cost for can
in city and interurban service as tolc
by Mr. Cordell was illuminating tt
those who thought that city servic*
gave the worst possible conditions. Th<
city cars of the Chicago, North Shor(
& Milwaukee Railroad have a brake-
shoe cost of 27 cents per 1,000 car
miles, while in the interurban sei-vicf
the cost is about $1 per 1,000 car-miles
Although the number of stops in th(
interurban service is less than in citj
service the braking is done at a higl
rate from high speed.
In its relation to motor maintenance
C. M. Feist, Sioux City, claimed thai
field coil testing is extremely impor
tant. In his shop it is the practice t<
test the field circuits with a low read
ing voltmeter after the failure of t
motor, to determine if its breakdowi
was caused by some abnormal condi
tion in the electrical circuit. With this
instrument it is possible to detect j
short circuit of only one turn in th(
field.
T. E. Wood, Omaha, said he had ha<
excellent results from the dipping an(
baking of armatures. As a result oi
treating armatures in this manner, 5{
per cent less were removed from th(
motor, there was an 82 per cent reduc
tion in the number of open circuits an<
there was an 80 per cent reduction ii
the number of armatures rewound
These figures were arrived at by tak
ing the record of 168 armatures on(
year before and one year after dippinj
and baking.
The question of how to insure agains'
failure of brake rigging brought ou
two different methods. Mr. Cordel
said that he believed it better to in
crease the factor of safety by using !
very large rod of the best steel obtain
able. To avoid any charge of fail
ure Mr. Lamb said that he had in
stalled double rods for brake rigginj
on fifteen interurban cars of the Water
loo. Cedar Falls & Northern Railway.
Although Mr. Feist did not touch oi
sliding collectors in his paper, thos(
present were anxious to hear what th(
experience had been on the Nortl
Shore Line. Mr. Cordell said that th(
line wear with the Miller trolley shoe:
installed on all the high-speed equip
ment was very much less now witi
heavier cars and about ten times thi
traffic than when all wheels were use(
on the old lighter equipment. Mr. Cor
dell makes a practice of building uj
the old shoes as fast as they are won
out. This is done by building up th(
grooves by welding with the hardesi
metal that is available and then case
hardening the shoe. After the sho«
has been restored the additional life oi
these shoes is about 4,000 miles, at
Jovember 11, 1922
Electric Railway Journal
783
keep them from dropping on the rail.
Also, the front end of the guard has
been bent up like a shoe so that it will
skim along the ground and not get
caught.
In talking about automatic doors, the
?ainst about 6,000 for the new shoe,
trolley tension of about 35 lb. is used.
Departmental Co-operation
Commenting on Mr. Arnold's paper,
'. V. Skelly added that monthly meet-
jgs of the department heads were first question revolved around whether the
larted on the Tri-City Railway some doors should open inwardly or out-
ime ago and that these meetings were wisrdly. The consensus of opinion
Bund so valuable that it soon became seemed to be that a folding door should
ecessary to hold them weekly. He swing out. Mr. Anderson was of the
laimed that this getting together of opinion that traffic can be handled with
he heads of the various departments more speed when the doors open out
ras most effective in furnishing oppor-
tinity for difficulties to be ironed out
nd for each one to gain a better un-
erstanding of the other's problems.
As a typical instance of what can re-
ult from keeping the department heads
irell informed, Mr. Arnold cited an in-
tance that occurred recently on his
.roperty in Wisconsin. At one of the
yeekly meetings he had mentioned that
t was his intention to connect with a
»us line the towns of Plymouth and
■ond du Lac, which are the terminals
if two interurban lines. Shortly after,
)iie of those whom he had told of his
-Ian heard that an independent bus
)perator was soon to operate over that
same route and besides parallel the in-
:erurban for some distance. With this
information at hand Mr. Arnold said he
immediately leased a bus and had it
nmning the next day.
Besides the formal papers the pro-
gram included a number of subjects for
informal discussion. The first of these
was the experience with lifeguards.
Mr. Cordell said all the safety cars of
the North Shore road were equipped
with the H. B. lifeguards. Installed
in the customary way, the guards
would be tripped by the snow and hit
the rails. As a result of this there was
& large breakage, and to overcome this
a chain has been attached to each end
so that when the guard is tripped it is
held a few inches from the rail. He
claimed that the guards were just as ef-
lective when held a few inches from the
rail as when skimming along the
ground.
F. B. Hudson, Omaha, said that he
had found the extended fender very bad
in traffic because the fenders them-
:-elves introduce a hazard to pedestrians
at congested corners when people were
walking in front of the car. In Water-
loo, Mr. Lamb said the cars were orig-
inally equipped with extended fenders,
which were in such constant need of
repair that one or two men were re-
quired to keep them in order. Not only
was the maintenance cost high but the
space occupied in each bay of the car-
house would have permitted two more
cars to have been housed. For these
reasons he has converted the lifeguard
to a type similar to the H. B. lifeguard
by installing them under the cars, and
in this location their maintenance is
practically nothing.
Mr. Arnold does not have much faith
in lifeguards, for he said if the car
doesn't kill you the fender will. He
said the H. B. lifeguard was the only
one that had been approved by the Wis-
consin Railroad Commission and that
he, like Mr. Cordell, uses a chain to
arc tested three times a year. Their
trouble has been that whenever light-
ning passed through an arrester it al-
ways blew it all to pieces.
Discussion on Energy Saving
On the subject of kilowatt-hour
meters for determining car energy con-
struction, F. J. O'Brien, Chicago, ex-
plained that there is a wide difference
in the efficiency of unchecked motor-
men, a difference approximating 30 per
cent between the average good man and
'wardly'because he has observed that the average poor man. Meters serve
many passengers will set down bags, to improve operating efficiencies, par
bundles, etc., on the platform, which
prevents the closing of a door opening
onto the platform. Mr. Wood said the
maintenance of a door opening toward
the street was high, while Mr. Lamb
said he would not sanction the use of
a door opening onto the platform. In
Waterloo, a door swinging beyond the
car is an indication to automobilists
tliat passengers are about to alight
and therefore that they cannot pass.
This rule is enforced very rigidly and
so a stop sign was painted on the car
door, which, of course, shows only
when the door is open.
Lightning Arresters on Cars
Give Results
Where, when and how to install light-
ning arresters was a moot question in
Iowa, the same as anywhere else. Mr.
Dugal, General Electric Company, said
that lightning protection is a problem
of spending a limited amount of money
to the best advantage to protect prop-
erty and to insure continuity of service.
The three important units of an electric
railway system which need protection
are the power house, substation and
the cars. It is generally conceded that
the best protection available is none too
good for the power house and the sub-
station, and for their protection fairly
reliable lightning arresters have been
developed. However, when it comes to
protecting the electrical equipment on a
car from lightning, he said that it is
established that an arrester on every
role of the line would not give immu-
nity. He remarked that the Illinois
Traction System had concentrated its
protection on the cars and that now it
i'; not losing any more hangers or in-
sulators with no arresters on the line
than when the line was protected.
Furthermore, the Illinois Traction Sys-
tem has not lost a single armature from
lightning during the past two years.
Mr. Dugal's advice was to locate the
arrester as near the source of power
aj. possible and connect it to ground
with the shortest direct circuit.
Mr. Anderson said that lightning ar-
resters are now being located on the
roof of the city cars of the Try-City
Railway. Nearly every one was con-
vinced that the roof of the car was the
ideal location for obtaining the maxi-
mum protection, but balanced against
this was the difficulty of inspection and
its unsightly appearance on the roof.
Practices varied as to whether or not
the arresters were removed in the win-
ter.
The lilies of the Tri-City Railway are
also equipped vnih pole arresters, which
ticularly with the poor men. This in-
duces substantial saving in car energy
consumption. Energy input, he said, is
the correct measure of the relative ef-
ficiency of different men operating un-
der similar conditions. He added that
more than 100 street and interurban
railways are completely equipped and
the saving resulting in many cases has
more than vdped off the capital charges
plus operating expenses of the meters
in the first year.
William E. Rolston, Sioux City, said
he believed that measuring kilowatt-
hours was fundamentally the correct
principle because it was kilowatt-hours
that the cars used. The measurement
of coasting is not a correct way of de-
termining power consumption and, in
fact, it often may be most misleading.
He cited a certain instance where the
motorman had formed the habit of
coasting down one hill and up the other,
but not applying power until the car
had reached a relatively low speed so
that the coasting distance would be a
maximum. Such operation increased
the energy consumption while improv-
ing the man's coasting record. A kilo-
watt-hour meter on a car, he believed,
was just as important as having a car-
bon dioxide recorder on a boiler.
When he was connected with the Chi-
cago, Lake Shore & South Bend Rail-
way, Mr. Rolston said an occasion arose
when it was necessary to supply the
Interstate Commerce Commission with
figures showing the cost of handling
freight. Although it was known that
the energy consumption in the heavy
freight service of the New York, New
Haven & Hartford Railroad was about
30 watts per ton-mile, no one had any
idea how much energy was being con-
sumed by the two 70-ton locomotives
which were in question. However, for
this purpose two a.c. meters were in-
stalled and it was found that the engi-
neers were using 65 watts per ton-mile.
By giving these men a little instruction
it was found possible to reduce that
energy consumption to 52 watts per
ton-mile in a month's time. In several
months time the figure was lowered to
45 watts per ton-mile.
Further, Mr. Rolston explained why
ho was convinced that the energy con-
sumption of a car was a more accurate
index of the work done by it than the
mileage run and consequently such a
unit is the logical one on which to base
inspection and maintenance periods.
While in Kansas City he had found
from tests that cars on one line were
using 40 per cent more energy than
those on another for the same mileage.
784
Electric Railway Journal
Vol. 60, No. 20
Monthly Identification Card Betters Public Relations*
By F. V. Skelly
Superintendent Trl-Clty Railway of Illinois, Rock Island, 111.
THE identification card plan of fare,
which is the invention of Richard
Sehaddelee, vice-president and general
manager United Light & Railways
Company, Grand Rapids, Mich., the
holding company for the Tri-City Rail-
way of Illinois, was first used on the
lines of the Mason City & Clear Lake
Railroad, Mason City, Iowa, a city of
80,000 population. Its use was begun
Aug. 15, 1920, in connection with a fare
increase from 5 to 10 cents, at which
time a charge of $1 per month was
made for the card. This was reduced
in June, 1921, to 50 cents per month.
In November, 1921, its use was begun
at Muscatine, Iowa, 15,000 population,
the card being offered in connection
■with an increase in fare from 7 cents
tc 10 cents. The street car patrons at
"Muscatine were highly pleased with
this form of fare, its use becoming im-
mediately popular and remaining so.
The application of a readiness-to-
serve charge to street railway fares has
been a comparatively recent develop-
ment, despite the fact that electric com-
panies and telephone companies had
been using this form of rate for a long
time. Regardless of whether a trans-
ferable weekly pass, or an identifica-
tion card of the type used by the rail-
way subsidaries of the United Light &
Railways Company is used, the princi-
ple is equitable, in that it gives to the
regular patron — the person whose con-
stant riding helps to make the continu-
ance of street railway service possible
— a reduction in his average cost per
ride, varying in degree with his use of
the cars. There is also a psychological
effect in connection with the identifica-
tion card system, in that the purchaser
of the card, as soon as he has paid the
demand charge, feels that he is riding
for a 5-cent fare. We are sure that
this has added considerably to the popu-
larity of the plan.
At the start-off a vigorous advertis-
ing campaign was conducted announc-
ing the change in fares and stressing
the savings available for users of the
identification cards. It was readily
seen that the sale of these cards by the
operators on the cars would produce
much confusion the first few days of
each month, and it was therefore de-
cided to place them on sale in various
mercantile establishments throughout
tlie tri-cities, announcements to this
effect being made in the newspapers.
No difficulty was encountered in secur-
ing the co-operation of these business
houses; in fact, several who had not
been interviewed requested that they
be allowed to handle them. No com-
mission or other payment was made for
this service. During the last week in
February each car also carried a full-
sized window card giving the names of
firms which had these cards for sale.
Fare boxes which had been used in
the days of the 5-cent fare, but which
•Paper presented at mid-year meeting of
the Iowa Electric Railway Association,
Sioux City. Iowa, Nov. 2, 3, 1922.
had been discarded after the 7-cent
fare became effective (as it was found
that certain passengers were "rushing
the box" and depositing varying num-
ber of pennies instead of the full 7
cents), were again placed on the cars
and the operators instructed in the
method of registering the new fares.
The new system was somewhat more
complicated than the former one, as
there were three classifications 6i
adult fares in place of one; i.e., the 10-
cent cash fare, the 85-cent token and
the 5-cent identification card fare. The
overhead registers remained on the
cars, but in place of ringing up all
fares, the operator now rings up only
the 10-cent cash fares on one dial of
the register and the tickets and em-
ployees' passes on the other. Tokens
are recorded as such by the token-
registering dial of the fare box, and the
difference between the amount of money
accounted for by the reading of the
overhead registers as to 10-cent fares
smd the amount of money in the fare
box is considered to be passengers
using the identification cards. A sepa-
rate record is kept by the operator of
the 4-cent children's fares. This method
of accounting is perhaps the simplest
form that could be devised for this type
of work, as it requires a minimum
amount of attention to operate.
The identification card has been in
service for eight months. The number
of cards sold per month is as follows
March, 8,516; April, 9,395; May, 9,327
June, 9,379; July, 9,033; August, 9,029
September, 9,765; October, 9,966. The
downward trend during the summer
months is to be expected, as the valley
of the yearly passenger curve usually
occurs in July or August, with the peak
in December. We confidently expect
sales will be in excess of 10,000 cards
in November.
The average daily number of rides
per indentification card outstanding for
the month of March was 1.75, or 54.27
per month. The average fare paid by
identification card passengers for
March was 5.87 cents, a considerable
reduction from the 9-cent fare in force
prior to that time. The percentage of
identification card passengers to total
for March was 52.54, and these passen-
gers contributed 42.06 per cent of the
passenger revenue. In September the
average number of rides per card per
day was 1.79 or 53.75 per month; the
average fare paid, 5.85 cents; the per-
centage of identification card passen-
gers to total passengers, 57.66, produc-
ing 47.68 per cent of the passenger rev-
enue. The maximum cost per rider oc-
curred in the month of April, 5.91 cents
per ride. The average receipts per
revenue passenger were highest during
the month of March, at 7.33 cents,
gradually decreasing, as the number of
identification card passengers increased,
to 7.07 cents in September. The pas-
senger revenue, however, remained
about the same.
The drop in revenue through the re-
duction in the average receipts per rev-
enue passenger, from an average of
8.6 cents with the 9-cent fare, to a rate
of 7 cents with the identification card,
was not quite as great as had been cal-
culated, due to the increased patronage.
This loss in passenger revenue was, of
course, offset to a considerable degree
bj the reduction in operating expenses
as a result of the use of one-man cars,
fco that the net operating revenue of
the company remained at about the
same point. Industrial conditions in the
tri-cities are, of course, at a very low
point, and even the slightly improved
business of the past two months has
been reflected in the number of revenue
passengers carried.
For the convenience of the public,
the identification card had been printed
on both sides, so that it would not be
necessary to turn the card when show-
ing it to the operator. Some ingenious
individual conceived the idea of split-
ting the card and using half for him-
self and half for another person, and
by inserting the card in a case this
trickery could not be uncovered by the
operator. To obviate this, the company
had thi unnumbered side of the card
blacked out, and future orders will be
printed on one side only. The cards
vary in color from month te month, the
month being printed in a color which
contrasts with that of the card. It has
been our experience that but three com-
binations of colors can be effectively
used; i.e., a yellow card with the month
printed in green, a white card with the
month printed in blue, and a red, or sal-
mon, colored card with the month
printed in green. The dark-colored
card with the month printed in a con-
trasting light color, such as a blue card
with a yellow month, is not at all ef-
fective.
It is possible that some few of the
cards may have been passed out of the
car window for the use of those await-
ing to board the car, but in such cases
the company received at least 5 cents
in revenue. The wording of the card
covering this point states that "this
card is not transferable and will be
taken up if presented by any other than
purcnaser." The effect is, of course,
purely psychological, for although
there is a space provided for the pur-
chaser to sign his name, this is rarely
done. It would be quite difficult for an
operator to determine whether or not
the holder of an identification card was
the purchaser, unless he was ac-
quainted with the passenger and had
time to make a minute examination of
the card, which is, of course, imprac-
ticable. The passenger has an advan-
tage, however, if the card is signed, for
in a lumber of casts a lost card witVi
signature has been returned to the
owner.
The introduction of the identification
card, with its attendant low cost per
ride, has had a market effect upon the
public attitude toward the company.
When the 9-cent fare was in force com-
plaints on the part of the public and
the newspapers were frequent. Since
the change there has been little, if any,
complaint regarding the 10-cent fare,
the answer to this being that it is pos-
November 11, 1922
Electric Railway Jouenal
785
sible to obtain a fare approximately
5.5 cents through the purchase and fre-
quent use of the identification -card.
Even as few rides as sixteen per month,
or two round trips per week, using the
card, will bring the average fare to 8.1
cents.
Employees of the firms selling
cards- have aided the company mate-
rially. One salesman, by the use of a
little diplomacy, changed altogether the
attitude of a woman who called for
"one of those street car licenses" by
explaining the advantage from the
patron's standpoint of the use of the
card, so that she went away in an en-
tirely different frame of mind.
Under existing industrial conditions
the officers of the company are well
satisfied with the manner in which the
card system is working out, and the
increase in the number of passengers
carried is much greater than has been
found to be the case in other cities
where an equivalent reduction in fare
has been made. This points toward the
belief that the public is much better
satisfied and consequently more willing
to patronize the cars than would be the
case with the flat rate of fare.
Practical Kinks in Truck and Motor Maintenance*
By Henry Cordell
Master Mechanic Chicago, North Shore &
Milwaukee Railroad, Highwood, 111.
DON'T forget that the electric roads
of today have more and keener
competition than ever before and we
have got to be up on our toes and doing
things every minute if we expect to
stay in the game. The traveling pub-
lic won't stand for irregular service,
hard riding cars, discourteous treat-
ment, poorly ventilated cars, and a lot
rf things which could be pulled on them
say ten years ago. I quote the expres-
sion, "Them days is gone forever," and
we should know it.
Look around and see the progress in
;he field of manufacturing. New tools,
lew ways of doing work, higher stand-
»rd of workmanship, greater produc-
;ion — all with the one idea to sell the
)ublic what it wants.
Have we done this in the electric rail-
vay field? To a certain extent, yes;
argely, no.
What has been the result as to the
<atronage of your road? You are bet-
er qualified to answer this than I am.
>Iow, then, what should be done to
luild up the traflic? You know, or
ught to know, that a road advertised
is a road of speed, safety, comfort and
lunctuality, when these are not backed
IF by actual performance, soon be-
omes the laughing stock of the pub-
ic, and your competitors (be they
team roads or bus lines) get the busi-
ess.
In order that we may analyze the
ubjeet at hand, let us see what kind
t car construction will give us maxi-
lum service and minimum expense in
peration:
1. Frame of such construction that
lembers will carry the load without
tressing.
2. Springs designed so that a car will
!de equally well under light and full
lads.
The live load on an electric car is
irge compared with the empty weight
f the car; therefore the spring prob-
•m is one which is difficult to solve.
his condition was taken care of on the
orth Shore Line by the installation
f a third set of springs which are in
:tion only under heavy load. The first
uck with this arrangement has been
I service for about three years with
itisfactory results.
•Paper presented at the mid-year meeting
Uie Iowa Electric Railway Association,
oux City, Icwa, Nov. 2, 3, 1922.
that
3. Brake rigging so designed
chattering is prevented.
Chattering usually results when
brake rigging is hung incorrectly.
Brake shoes should be located no less
than 2 in. below the center line of the
wheels. Levers and hangers should be
at 90 deg. angle to the center line of
the brakeshoes when the brakes are ap-
plied, and the angle should not exceed
120 deg. with wornout wheel and shoes.
Hanger supports should be of as
rigid construction as possible. All
brake pins should be case-hardened and
holes in levers bushed. A clearance of
.005 in. is recommended. We have
found that double-lever brake rigging
gives the longest life, keeps the brake-
shoes on the wheels and, due to perfect
alignment, eliminates twisting which
causes breaking of bolts and shearing
of cotter keys.
When the job of bushing brake levers
is started, care should be taken that
levers are properly laid out to give the
required braking pressure. I mention
this because, with unbushed levers, the
holes are likely to be elongated, and if
drilled the chances are the drill vdll
follow the worn hole and every lever
will be drilled with a different spacing,
which, of course, would be detrimental
to the proper braking of the car. Pill-
ing the worn hole by means of electric
and acetylene welding and redrilling to
proper size for bushing is entirely sat-
isfactory and better than plugging the
hole in the old blacksmith way. I have
yet to see a plug properly welded to
the walls of the hole.
Truck brake lever pins or bolts
should be shoulder bolts or bolts prop-
erly machined with threads cut just far
enough to allow the nut to pull up to
the proper distance, allowing clearance
for levers. The cotter pin hole should
he drilled close up to the nut.
Several methods of connecting pull
roads to the circle bar have been re-
sorted to. On the later type trucks we
located the circle bar as near as pos-
sible to the transom, where the swing
of the truck is least. In this case the
connection is causing no trouble in go-
inp: around sharp curves. However,
when the circle bar is located over the
end of the truck, trouble is encoun-
tered by brakes being pulled up due to
the roller sticking in the depression
made in the circle bar by wear. There
is also likely to exist too small a radius,
which tends to set the brakes on curves.
The circle iron should be of an exact
radius, using the king bolt as a center.
We discarded the roller idea and in-
stalled a sliding contact, which works
well and has none of the objectionable
features of the roller.
4. Renewable wearing plates and
shims on pedestals, oil boxes, bolster,
center plate and motor suspension lugs.
You will find it a great advantage to
use case-hardened wearing plates where
excess wear exists. Not only is there
a saving of expensive parts, but lost
motion affects the riding qualities of
the truck, causing nosing if play exists
at pedestals, journal bearings and in
center plates. Lost motion in the truck
bolster causes violent surges in stop-
ping and starting a train, which not
only wrecks the cars but is decidedly
uncomfortable to passengers.
The standard M.C.B. journal brass
has been found to permit the axle to
roll out of the bearing under heavy
braking at high speeds. To overcome
this condition we changed the construc-
tion, extending the sides of the brass
to approximately the center of journal.
I am satisfied that 95 per cent of hot
journals are caused by mechanical de-
fects, rather than poor oil, and that
most of the remaining 5 per cent are
due to improper methods in preparing
the packing, which should be a good
grade of wool waste. Poor dust guards
mean worn journals and bearing trou-
ble. We should insist upon the use of
proper style and make, and under no
condition permit their omission.
Wheels and axles should be inspected
closely and gages furnished the in-
spectors so that no guesswork enters
into the decision as to whether or not
a wheel or axle should remain in serv-
ice. Furthermore, inspectors should be
conversant with M.C.B. and A.E.R.A.
rules regarding limits of wear, and un-
der no condition be permitted to de-
viate from those rules.
Looking After the Motors
No equipment is subject to harder
service than a railway motor, and per-
haps none receives as little care on the
average. Why? Because of the inac-
cessibility. Specific rules must be laid
down and followed. Cleaning off string
bands, checking up brush tension, in-
specting condition of brushes, fields,
leads, clearances, end play, etc., must
be done at regular intervals, based on
mileage operated.
String bands should be carefully in-
spected and if there is sign of oil or
carbon deposits, they should be cleaned
vidth gasoline and treated with a light
coat of quick air-drying varnish.
Inspectors should be taught to ex-
amine commutators carefully. It is a
v/ell-known fact that the commutator
is the weakest part of the motor, and
on it are seen the effects of any field
and winding trouble.
Motor leads are of more or less
trouble, depending on their location and
installation. The longer the leads are,
if protected by wire armor so as to pre-
vent chafing, the better service will
786
Electric Railway Journal
Vol. 60. No. 20
they give. Substantial cleats located
on the underframe of the car and
spaced so that connections are held be-
tween them, and protected by means of
a rubber-lined canvas hose, meet the
condition well.
Dipping and baking of armatures, to-
gether with impregnation of the fields,
spells continuous and uninterrupted
service. Before dipping an armature,
care should be taken that it is abso-
lutely dry and that all dust, oil and
grease are wiped off. Placing arma-
tures in an oven holding 210 to 225 deg.
F. and allowing them to remain until
heated through will put them in condi-
tion to receive and absorb readily the
varnish or insulating paint.
We have changed from a string band
to the use of I'i-in. lino-tape tightly
drawn with just a few turns of string
up against the commutator to hold tape
in place until varnish has dried hard.
By giving the tape band several coats
of good baking varnish and bake the
armature between applications you will
obtain a result that will insure your
armature from front-end trouble.
Banding of armatures should be done
in stages. First, temporary bands
should be applied after thorough heat-
ing, and the coils drawn down, dipped
and baked. When the armature is cool,
remove the temporary bands and put
on the finish bands, and apply a coat
of air drying varnish. Before the mo-
tor is placed in the truck, a floor test
should be made. We run all motors
on the floor and at the maximum speed
attained in service for a suflicient
length of time to ascertain bearing
conditions or any electrical imperfec-
tion that might exist. A group of car
resistance boxes are used and the
switch panel is so arranged that the
fields are separately excited, causing the
motor to run at a constant speed.
The application of pinions should re-
ceive more than casual attention. Pin-
ions should be heated by boiling, and
bore and shaft cleaned thoroughly be-
fore assembling. Loose pinions are ex-
pensive and inexcusable.
With the two-point suspended gear
pans, we have found that the lugs on
the motor shell heads and axle cap, as
well as the lugs on the gear pans, wear
a good deal and are very hard to keep
tight. To overcome this difficulty, we
made two-ply thick pads from canvas
left over from armature hoods and
soaked them in red lead and inserted
them between pan supports and pan
lugs. This not only saves the wear
but keeps the pan from rattling, and
the bolts stay tight.
With the approach of bad weather
wc arrange to put on all covers re-
moved during the summer months and
to apply new felt. During the sum-
mer months ventilated covers are used.
We find that no excessive heating takes
place on either ventilated or non-venti-
lated motors during the winter season
with tight covers, but this precaution
prevents snow from getting in.
We can eliminate lots of our trouble
by scheming and planning, and no de-
tail should be too small to be over-
looked. It is the small defects which
lead to costly repairs and renewals.
Pay Attention to Your Neighbor's Public Relations*
By Joe CARMiCH/tfeL
Director Iowa Committee on Public Utility Information, Des Moines, Iowa
NO OTHER business is so strictly
regulated by the public as are
utilities. If the public is to regulate
them wisely it must know something of
their business and problems. No one
is going to tell them what these prob-
lems are unless the utility companies
themselves do so. That briefly is the
reason for the Iowa Committee on Pub-
lic Utility Information, which was or-
ganized on the first of this year for the
liurpose of disseminating information
about the electric railway, electric light
and gas industries of the state.
At a recent meeting of the directors
of these committees held at Atlantic
City in connection with the sessions of
the American Gas Association, and at
which were present many of the promi-
nent utility company operators of the
country, two things were emphasized
as to what the activities at these com-
mittees should be:
1. The importance of the work to
every individual company in the state.
2. The necessity for putting its work
on a businesslike basis.
In connection with the first point, it
was claimed that no company can stand
by itself. It is vitally interested in the
standing and the public relations of
every other utility company in its state.
A company is to be commended if
its own public relations are good, if it
is giving an honest and courteous dol-
lar's worth of service for every dollar
leceived, and if the people whom it
serves are boosters for it and not
knocking against it. But its managers
make a mistake if they take the stand
that they have set their own house in
order and it is not their business if
their neighbor is in bad with his public.
As has been said and generally con-
ceded, the public utilities are more
strictly regulated by state law than
any other industry. Scarcely a legis-
lature meets but which passes some
kind of legislation with respect to the
utilities. If this legislation is to be
constructive and to tend to build up
the industry rather than harass it all
the facts must be known not only to the
members of the legislators but to the
public which tells them what to do.
The company whose public relations
are good, whose people are satisfied
•Paper presented at the mid-year meeting
of the Iowa Electric Railway Association,
Sioux City, Iowa, Nov. 2, 3, 1922.
that they are getting a square deal, will
have little trouble in getting consid-
eration from the legislators who repre-
sent those people. You can place all
the odium you wish on demagogues,
but, as a matter of fact, they usually
follow the lead of the people. They
grasp opportunities. And if a people
are incensed against a public service
company, their legislators, even though
they may be inclined to be fair to the
utilities, will have a difficult time doing
so. Their cue is rather to lambaste the
utilities and make political capital of
their opposition to them.
But the company whose relations are
pleasant is as dependent on his neigh-
bor's legislators as he is on his own.
Jt is advisable therefore for him to pay
some attention to the public relations
of his neighbor. He has a perfect right
to urge and insist that these public re-
lations be what they should be.
The other point discussed was the
matter of putting the work of the com-
mittees on public utility information
on a sound business basis. It was gen-
erally agreed that the best way to do
this was to go into the local newspa-
pers with the story of the utilities and
to make advertising contracts with
them for directly informing the public.
It is worth the money just as much as
1he coal or other supplies you buy is
worth it. You have an opportunity
(iaily or weekly to talk to the people,
to explain to them what you are doing,
to tell them about your service and
what you have to sell. How can you
expect wisdom on the part of the peo-
ple who regulate your business if they
know nothing about your affairs except
the garbled, false and malicious or
ignorant statements of those who are
>our enemies with a purpose?
There are legitimate news stories in
every street railway company office and
plant. The newspapers will publish
these stories if they are news. It is
the duty of committees on public utility
information to dig up these stories so
far as they affect the whole industry.
-A^nd it would be valuable for every com-
pany to have some one high in author-
ity seek out these news stories and see
that the newspapers get them.
But it will be difficult to impress
newspapers with the high standing of
a utility company if that company has
no definite policy on publicity.
Why Current-Collecting Devices Should Be Improved*
By C. M. Feist
Master Mechanic Sioux City Service Company, Sioux City, Iowa
IN A trolley current-collecting device
it is necessary to provide sufficient
area of contact surface, a low-resist-
ance constant lubrication and low pres-
sure per square inch on its bearing in
order to overcome or avoid rapid bear-
ing and side wear. Such a construction
would tend to distribute localized heat
•Paper presented at the mid-year meeting
of the Iowa Electric Railway Association,
Sioux City, Iowa, Nov. 2, 3, 1922.
and decrease resistance. Upon close
observation it is found that a trolley
has to adapt itself to many sudden
variations owing to unbalanced load
and changes in track elevation, during
which time the wheel bearing position
is changed. The side contact is fre-
quently broken as a result of too rapid
wear on the side contact springs and
washers. The worn metal from the
washers and springs and the ends of
November 11, 1922
Electric Railway Journal
787
the wKeel hubs work into the bearings
and help to cut out the bearing surface,
which results in a wabbly wheel that
loses its contact. A further destruc-
tive effect takes place on the entire
trolley device and on the overhead.
It has been the practice of many
railways to aiTange systematically the
current feeder system by which a rea-
sonably high voltage can be maintained
on the lines. The return circuits have
also been given considerable attention
to prevent energy losses, yet the col-
lecting devices have been practically at
a standstill in design or efficiency, es-
pecially where grease or oil is used for
their lubrication. Such a practice adds
to the resistance and to the general
cost of maintenance.
The following is the result of a test
of various trolley contact devices as
reported by Prof. D. D. Ewing, Purdue
University. The electrical losses per
car-mile were found to be as follows:
Wheel Bearing
Wire Bushing Friction
Speed Contact Contact Losses Total
lOm.p.h. 10 watts i 3 watts 20 watts 43
ISoi.p.h. 50 watts 17 watts 26 watts 93
20m.p.h. 80 watts 40 watts 36 watts 156
25 m.p.h. I25watta 80 watts 50 watts 255
It is understood that these tests were
conducted with new collecting devices
and in a personal letter to me Mr.
Ewing stated that a worn bearing
would no doubt show a loss several
times greater. It has been considered,
and has worked out very well in prac-
tice, to eliminate side contacts owing
to their frequently varied position and
wear. Upon riding a few miles on top
of a car and taking notice of the sud-
den lateral movements of a trolley, it
will be found that a straight line from
the center of the car body at the usual
height of trolley wire would represent
about 10-in. sideways to every 2 in.
change in elevation, or other unbalanced
condition caused by truck springs or
unbalanced load. From the above test
it is shown that the energy losses are
constant, and when totalizing only a
fair percentage of the losses with the
number of car-miles operated on prop-
erties in a year's time, including labor
and material in the maintenance of the
trolley, the total expense would perhaps
be larger than the cost of the mainte-
nance of a car body. The fact that the
life of trolleys is comparatively short
in spite of frequent renewal of parts
and other attention demonstrates con-
clusively that the device has not been
designed to keep up with improvements
made in other equipment used in elec-
tric railway operation.
Trolleys should be designed so as to
eliminate all possible arcing. The bear-
ing should be of ample capacity so that
the wheel may roll in straight rotation
for a reasonable length of time. A
combination of correct design, as out-
lined above, and properly selected ma-
terial with good workmanship should
Insure efficiency of a higher standard
and be more satisfactory.
The matter of trolley wheel pressure
against the wire has also been dis-
cussed. It appears that from 25 to 30
!b. pressure is about the average which
most companies have adopted on city
lines. It is absolutely essential, how-
ever, to make and hold a firm contact
between the wire and wheel, as we all
know the destructive effect of a par-
tial electrical contact. On city span
wire lines, where the wire has some
relief in the upward direction, a firm
contact can easily be secured.
The Sioux City Service Company
shows for the year 1921 the approxi-
mate cost of operation on complete
trolley heads to be 26 cents per 1,000
car-miles.
One car operating 50,000 car-miles or
over per year would show a saving of
50 X 50 cents, or $25; 100 cars, $2,500;
1,000 cars, $25,000, and 3,000 cars,
$75,000.
The trolley base plays an important
part in the satisfactory operation of
railway equipment, as it has to act
freely sideways on its center bearing
ill order to avoid unnecessary friction
on the side of trolley wheels, grooves
and on the side of the wire.
Make Your Master Mechanic an Optimist*
By B. W. Arnold
Manager of Railways Eastern Wisconsin Electric Company
Oshkosh, Wis.
WHEN a general manager takes
charge of a property his first
duty is to study the personnel of the
several departments, and I am certain
that he devotes more time to his sur-
vey of the mechanical department than
to his survey of any other department.
He realizes that the responsibility of
keeping the cars in motion rests upon
the mechanical department. No other
department more directly affects pub-
lic relations.
The master mechanic must be made
to sense and take his responsibilities
and he must be an optimist. Many
master mechanics are diffident. The
master mechanic should have confidence
in himself and in his organization. He
•Paper presented at the mid-year meeting
of the Iowa Electric Railway Association.
Sioux City. Iowa, Nov. 2-3, 1922.
must "know" that things can be done.
When the master mechanic has con-
fidence in himself, when he knows that
his department can accomplish things,
then the general manager can make a
much better record on any property, be
it large or small. The mechanical de-
partment can never succeed when it is
lieaded by a "whining pessimist."
One of the most important factors in
the development of good relations
between the general manager and the
mechanical department is good house-
keeping. You can easily imagine how
the general manager would feel on
being told by the insurance inspector
that his insurance premiums were
materially reduced because of the effi-
cient housekeeping prevailing in the
shops.
Further, the general manager should
always be able to obtain from the
mechanical department information
that he wants and needs. To this end
maintenance of proper records by the
mechanical department is just as neces-
sary as the replacement of burned out
armatures, because without such
records the general manager must be
entirely at sea as to costs and other
essentials. Lack of proper records is
often most noticeable in the case of
small properties and the responsibility
for absence of such records most often
rests upon the general manager him-
self. It is his duty to see to it that
necessary facilities are provided for
keeping adequate records. Mechanical
men as a rule are not partial to clerical
work. Such effort is in their opinion
entirely outside the legitimate scope of
their activity. They often feel that
time spent on keeping records is
wasted and that it could better be used
iu repairing cars. This attitude is
fundamentally wrong and the "up-
to-the-minute" master mechanic of to-
day can give any inquiring official data
on every question that has a legitimate
bearing upon the work of the mechan-
ical department. Master mechanics
that do not realize this fact belong to
the days that are gone forever. Of
course, it is possible for the record
habit to grow and, like any other good
thing, the keeping of records may be
carried to such extremes as to cost al-
together more than they are worth.
I firmly believe that wonderful re-
sults can be accomplished by the
master mechanic placing responsibility
for particular jobs on particular men.
Then the responsible men are inclined
to be enthusiastic over seeing their par-
ticular job done on a 100 per cent
basis as if they had responsibility for
the success of the entire property.
The continuous demand upon the
mechanical department makes it im-
perative that master mechanics always
have in training a likely understudy for
every job. The property should never
be jeopardized for a single minute by
the absence of any man in any depart-
ment. This applies with peculiar force
to the mechanical department.
The day of the "buck passer" is gone.
The man who will meet his problems
face to face and put them squarely up
to his boss is the man who will get
what he goes after. Therefore, I be-
lieve that weekly meetings of depart-
ment heads on small or large roads are
of real value, and the master mechanic
must be made to feel that he is a real
factor at these meetings, and his prob-
lems should be given fullest considera-
tion. I am convinced that it is the de-
sire of every general manager to have
his master mechanic and the men in
the mechanical department feel that a
close relation exists between them. I
believe that the general manager real-
izes how important a cog in the wheel
of operation the mechanical department
really is, but I also feel that it is up
to the men in the mechanical depart-
ment to be able and ready to respond
to every call of the general manager
and to have dependable information
available for him whenever he asks
for it.
788
Electric Railway Journal
Vol. 60, No. 20
Design and Construction of Streets for
Street Railway Traffic
At This Second Meeting at tlie Engineers' Club in Philadelphia of the Paving
and Railway Engineers Track Foundations Were Considered and the
Relative Merits of Different Types Were Discussed
A REPORT was published in the last
issue of this paper of the conference
on the morning of Monday, Oct. 9, at
the Engineers' Club of Philadelphia, on
the design and construction of streets
for street railway traffic. The confer-
ence was continued on the afternoon
and evening of Oct. 9. An account of
the afternoon session follows:
The chair was occupied by W. H.
Connell, and the first speaker was
E. M. T. Ryder, way engineer Third
Avenue Railway, New York, who told
about the plan to test rail joints, for
which the American Electric Railway
Association had made an appropriation
of $10,000, toward the sum of $20,000
which will be required to finance
the work. Mr. Ryder said that the com-
mittee in charge was anxious to get as
many engineers and companies inter-
ested in this work as possible and have
the benefit of their guidance in laying
down a program for the tests.
A contribution was then read from
Ellis R. Button, assistant engineer,
Minneapolis, Minn. He told of experi-
ence with paving in streets containing
car tracks in Minneapolis and said that
the best solution of maintaining paving
in such streets consisted in separating
the paving in the track area from that
in the remainder of the streets. Even
with the substantial track construction
used in Minneapolis, there is vertical
movement of the track, which it seems
impossible to prevent.
Conditions in New York
The next speaker was C. M. Pinckney,
chief engineer of the Bureau of High-
ways, New York City, who said that
most of the street railway areas were
paved with modern granite block. Its
advantages were its durability and
because blocks could readily be removed
to permit repair of the railway struc-
ture and then restored. In Manhattan
it is now standard practice to use two
rows of granite block on the outside of
the rail adjoining asphalt paving. With
the underground conduit system in
Manhattan the area between the rails
of a track is crowned so that the slot
rail will be higher than the tram rail.
This is somewhat objectionable to vehi-
cles crossing the track. Drainage water
had not affected the foundations of the
underground conduit system, as it is a
very rigid type of construction, but
with the overhead trolley and wooden
tie construction, it is important to pro-
vide drainage so that the water will be
cleared away from the rail and not
allowed to seep into the foundation.
Paving is affected by street railway
tracks in a number of ways besides the
vibration from the operation of the
cars. If the original track construction
is poor or the maintenance is inade-
quate, the paving will suffer. Track
also influences the use of the street by
vehicles. Where there are tracks on
narrow streets, the average vehicle
runs partly in the railway area and
partly outside it and produces a dif-
ferent kind of wear than in streets
without tracks. Vehicles do not usually
follow the rails unless the paving in
the street is poor. Paving is also
affected by the type of rail construction,
as for instance where tie rods are used.
If the track construction was designed
especially for the paving, there would
be little trouble.
Philadelphia Experience
Julius Adler, deputy chief Bureau of
Highways, Philadelphia, the next
speaker, then presented an address
which is published in abstract in an-
other column. He also showed pictures
of Philadelphia track, several of which
are reproduced herewith. In com-
menting on these he said : Fig. 1 is an
intersection of Germantown and Sus-
quehanna Avenues. This paving is
smooth granite block laid in 1915 on a
6-in. concrete base. There is practi-
cally no wear on the block away from
the crossing. Fig. 2 is also a view on
Germantown Avenue where the pave-
ment is wood block and when laid in
1916 was flush with the rail. The
pavement was on a 6-in. concrete foun-
dation with i-in. cement pad, 1 in 4
mixture. The space along the rail
through the entire length of the block
shows numerous failures, indicating
that there had been a movement all
along the street of both rail and tie.
In this form of construction, the first
evidence of defect is on the outside of the
rail, generally about the end of the tie.
It would seem that this is the point of
greatest movement. The same conditions
are found in granite block and asphalt
pavements. The deterioration then
works in toward the rail and proceeds
between the rails. Fig. 3 shows a cross-
ing at Twelfth and Filbert Streets of
dressed granite block on 6-in. concrete
completed in 1919. The outstanding
feature is the bad condition of the cross-
ing in an otherwise good piece of pave-
ment; the granite block was laid with
an asphalt elastic filler. So far as we
know, all of these crossings were laid
on the natural soil. Fig. 4 gives view at
Tenth and Walnut Streets, paved with
smooth dressed granite block on a 6-in.
concrete and completed in 1921. The
paving elsewhere consists of wood block
on a 6-in. concrete base, bituminous
paint being put in the concrete and
bituminous filler between the blocks
with smooth dressed granite block on
the rails, and redressed granite block
between the rails. This pavement is
now about seventeen months old. The
shoulders are intact. The general con-
dition of the pavement along the
straight rail is satisfactory. The blocks
in places have dropped down something
like 1 in. to li in.
Fig. 5 shows the typical present
standard track construction in Phila-
delphia: 9-in. girder rail 140 lb.; no tie
rods; 5-in. x 9-in. ties, 22-in. centers.
The view shows the track tamped for
final cleaning up of the rubbish from
the shoulder ready to place the concrete
around the ties to the bottom of the
ties and then out on the shoulder in a
continuous operation. After the tamp-
ing work has been completed, the con-
crete is placed around the ties, in prob-
ably not more than three or four hours
or half a day, so that presumably there
is little or no opportunity for water to
get in and disturb the solidity of the
subgrade, as it will in the tamping.
When a street is paved, and most of
the streets are one-track streets, the
paving is laid in the track area and on
one side. Then when that is complete
the other side is paved.
Discussion
In the discussion H. H. George said
he knew of track constructed in various
ways, some in concrete and some with
ballast, where the paving was much
worse than shown in the pictures, al-
though the track had been down for
less time. He also knew of track laid
on stone ballast with nothing but con-
crete between the ties and with wood
block paving which had been in since
1912 and practically in the same con-
dition in which it was laid, although
the traffic was heavy. He thought soil
had much to do with the matter.
Mr. Adler said that he knew of some
locations in Philadelphia where there
was a good gravelly soil and the pave-
ment had done very well along the
tracks.
Mr. Mcllraith, Philadelphia Rapid
Transit Company, said the company is
building better tracks this year than
before, and not in the way shown in
the pictures. For the last year and a
half it has been the practice at the
street crossings to put in at least 8 in.
of first class ballast underneath all
street intersections. In 1916 the pinch
for men and materials and money was
felt, and much of the pavement laid in
that year was put in without any track
repairing being done. Unless the track
is put in good condition at the same
time the paving is done, it is manifestly
impossible to keep the paving up.
Most of the Philadelphia railway
streets are laid with granite block and
with sand filler, and of course such
paving lets water enter rather rapidly.
At one time the speaker said that he
was an advocate of solid concrete slab
construction on clay soil. Now he be-
lieves natural soil is a better track
foundation, though if the soil was
largely clay, it would be desirable to
have under the tie a fine grade of gran-
ite grit or something else that would be
durable, will pack readily with tamping
and will let the water permeate through
it and spread over the structure. A
depth of 6 in. of grit under the ties on
a soft clay soil or any other type of
undesirable soil is in his opinion a bet-
ter construction than concrete. The
material inserted will absorb more
water than the natural soil would do.
It is also better than crushed rock bal-
last because it gives a greater area of
bearing on the soil.
Mr. Ryder of New York, referring
to a statement made by Mr. Pinckney
November 11, 1922
Electric Railway Journal
789
mm^K^^'JW'
Fig 1 — Crossing at Germantown and Susqukhanna Avenues, F:g. 2 — Crossing on Germantown Avenue with Wood
Laid in 1915 BiX)CK Pavement, Laid in 1916
Fig. 3 — Shows a Crossing Laid with Granite Block in 1919
Fio. 4 — Crossing Completed in 1921
on the use of granite block in Manhat-
tan, said that it is always used there
with asphalt filler, which he considered
preferable for the purpose to cement
grouted granite.
A representative from Cleveland
said that where water got below the
crown between the track rails it
would tend to heave the paving. Hence
in Cleveland the area is dished, so that
if water gets under it the tendency is
to form the paving in a straight line
and not to crack it.
Mr. Ryder pointed out that it is the
practice on steam roads not to carry the
stone ballast much beyond the end of
the ties, so that the ballast can drain
out sideways. He said it is inadvisable
to use stone ballast where water can
stand in it, and he agreed with Mr.
Mcllraith that instead of stone ballast
a material should be used that has the
least possible number of voids in it.
Track should be drained, and where
the sewer is in the center of the street,
if the material under the ties is sandy
and gravelly or is mixed with a close-
filled stone, water will work down into
the sewer and take care of itself ex-
cept where there is a very unusual
amount of it. As for water in the
groove of the rail, the remedy is to
use a T-rail.
Mr. Wysor said that in Baltimore
both concrete foundation and crushed
stone foundation were used and as good
results were obtained from one as the
other.
Mr. Adler, in answer to a question,
said he thought the winter conditions in
the latitude of Philadelphia were such
as to introduce special problems in
track construction. There are no ex-
tended periods of cold, but alternate
freezing and thawing. This probably
made it harder to maintain streets and
roads than in localities farther south
or farther north.
Mr. Cram of Brooklyn referred to the
report on track foundations of the
American Electric Railway Engineer-
ing Association and gave statistics of
the amount of water which would be
1: IV,. .. inio io Anr- i'KKSE.VT STANDAKIi
Track Construction in Philadelphia
retained by different kinds of soil. This
means that the type of foundation has
to be varied with the kind of soil on
which it rests. The American Railway
Engineering Association and the Ameri-
can Society of Civil Engineers, aided
by funds first donated by Mr. Carnegie,
have spent $50,000 studying the stress
on steam railway tracks and have re-
ported among other things that a track
is an elastic structure and is subject to
Hooke's law that when a body is sub-
jected to an external force a stress and
an accompanying deformation result.
The same law applies to electric rail-
way tracks, and the main point is to
control the movement of the track. A
recent investigation of the electric rail-
ways in the United States showed that
while 60 per cent used some form of
ballast construction, 10 to 15 per cent
laid their track on natural soil and
about 25 per cent laid their track
on concrete. Most street railway track
laid on any form of concrete has been
a failure.
In Brooklyn, the soil is mostly a
sandy loam with some clay, and the
construction, which was authorized by
the city highway department after an
extended investigation, is practically
the same as that followed in Philadel-
phia. The subgrade is excavated for
the tie or slightly above, and the tie is
incased in concrete, then the street is
paved, generally with granite block.
Latterly, sheet asphalt on concrete has
been laid in direct contact with the rail.
Last summer the company was obliged
to take up a steel tie concrete con-
structed track which consisted of about
6 or 8 in. of concrete where the track
had settled in some places about 2 in.
and in other places 3 in. In its place
wooden tie construction with the
grooved girder rail paved in asphalt
was employed, and the speaker believes
that it will last twenty or twenty-five
jears in place of the fourteen years for
the other construction, and its mainte-
nance should be about 10 cents per
foot per year instead of 89 cents per
foot per year.*
In one street along Prospect Park,
where the subsoil was bad and drainage
from a lake penetrated the soil, broken
asphalt was first thrown in the trench.
On top of that the company put some
cinder and rolled it, and on top of that
put an 18-in. concrete mat with Carne-
gie steel ties spaced about 3-ft. centers.
This is a track practically floated in
concrete on a quagmire. The speaker
said that he hoped it would last during
the life of the rail.
C. H. Clark, Cleveland Railway, then
presented some pictures of his track
construction which he said up to two
years ago was solid concrete construc-
tion. At present the company is build-
ing a great deal of track with wooden
ties and some track without any foun-
dation under it. One reasop for this,
however, is that track improvements
have to be charged to capital and the
stock of the company has to be sold at
par, and as the stock has been below
par it has been impossible to raise capi-
tal for extensive improvements. Some
track is laid on crushed stone ballast,
which has been rolled with a roller
before the wooden ties are placed on
the ballast. The ballast is rolled to
about li or 2 in. below the bottom of
the tie. The ties are then tamped with
slag screenings.
The meeting then adjourned. The
evening session will be reported next
week.
•For further particulars see article by-
Mr. Cram in tiie issue of this pap«r for
last week.
790
Electric Railway Journal
Vol. 60, No. 20
To What Extent Is Paving Affected by Street
Railway Tracks?*
By Julius Adleb
Deputy Chief Bureau of Highways, Philadelphia
UNDER conditions such as exist in
Philadelphia, the presence of street
railway tracks almost invariably
shortens the life, increases the annual
maintenance cost and greatly magnifies
the difficulty of keeping street pave-
ments in s&fe and usable condition.
The influence of the tracks in pro-
moting pavement deterioration is first
direct, as evidenced immediately along
the rails, and second indirect, with the
<leterioration occurring both near and
■at a distance from the rails.
Under the heading of direct wear a
■considerable portion of the trouble
originates with the railway engineer's
insistence upon the flexible or non-rigid
type of track construction, for the mat-
ter of harmonizing flexibility in track
construction with reasonable perma-
nency in the abutting pavement con-
struction is apparently an unsolved
problem. What is the definition of this
term flexibility? How much must a
rail be permitted to deflect in order to
give reasonable length of service? How
much can a pavement be expected to
deflect and still maintain its integrity?
Unfortunately, there seems to be no
exact answer to these questions. Even
the most rigid types of pavement do
deflect, under heavy loads, an amount
capable of measurement with suitable
apparatus and without apparent detri-
ment. The less rigid types, such as
those on macadam foundations, or bi-
tuminous bound foundations, together
with sheet asphalt, granite block with
bituminous mastic filler and brick with
asphalt filler, deflect to a still greater
extent under loading in the ordinary
course of events.
In the highway field, as in the rail-
way field, there is an active contro-
versy concerning the relative merits of
the flexible and non-flexible types; but
as applied to pavements, there is one
fairly safe rule, namely, when the de-
flection of the pavement under the or-
dinary maximum load is clearly visible
to the eye, there is trouble ahead. On
the same basis, when the vertical move-
ment of railway tracks becomes ap-
parent, there is little hope for the ad-
joining pavement, be it ever so flexible.
Stone block:, or other types of pavement
laid adjacent to a rail, may be bound
together with a flexible asphalt cement,
but when the rail begins to work, the
frequently repeated movement and the
access of water to the foundation will
invariably cause the breaking down of
the pavement.
At the city paving meeting held here
a year ago, E. J. Mcllraith of the
Philadelphia Rapid Transit Company
ably presented the arg:uments in favor
of non-rigid track construction as prac-
ticed by his company. Using a 9-in.
141-lb. girder rail laid on 5 in. x 9 in.
X 8 ft. ties, spaced 22 in. on centers,
•-Abstract of address presented at meeting
of traclc engineers at Kngineers' Club,
Philadelphia, Oct. 9, 1922.
laid on the natural soil, his calculations
showed a maximum pressure transmit-
ted by the tracks to the supporting soil
of approximately 0.4 ton per square
foot, as against safe working pressures
of 4 to 6 tons per square foot as used in
building foundation construction. Mr.
Mcllraith concludes: "Is it not then
clear that a very safe margin of load-
ing exists, and that any more expensive
structure to install, to maintain, or to
remove, that would still further blanket
the load over a wider area of soil,
would represent a waste of money?"
From the paving engineer's stand-
point, the method of reasoning and con-
clusion arrived at are incorrect in sev-
eral respects.
In the first place the calculations are
based on static loads, but the effects of
impact, the most difficult of all condi-
tions to deal with in engineering struc-
tures, are entirely disregarded. It may
be said that when the track structure
is properly installed there is no occa-
sion for impact occurring on straight
track, free from special work, but this
assumes a degree of perfection which,
experience shows, is never attained. No
ordinary methods of working can pro-
duce a subgrade under the track which
is of uniform bearing power and free
from soft spots, with the result that
the track structure described does
move perceptibly in places almost im-
mediately after the final tamping. It is
further evident that, in service, the
head of the rail does eventually develop
inequalities which cause impact from
the moving wheels.
In the second place, the reasoning
employed in Mr. Mcllraith's discussion
gives scant consideration to the fact
that the movement of track structures
and the accompanying deterioration of
pavement, form a progressive action. A
persistent slight movement of the rails
will break the bond of the adjoining
pavement at least sufficiently to allow
moisture to enter slowly. The later
movement of the rail, in the presence of
moisture, sets up the pumping action
so often referred to in track structure,
and if the material supporting the
track structure is of a character which
can readily be pumped (and natural
soil certainly is) the support of both
the track and the pavement steadily
decreases in this locality, the amount of
movement in the track increases at
a progressive rate, and the breaking
down of the pavement follows with in-
creasing rapidity.
The conclusion seems to be that in
order to keep paving intact around rail-
way tracks, the amount of possible
movement in the tracks must be
definitely limited from the very start.
This cannot be accomplished by laying
the track structure directly on the or-
dinary clay soil and there must be a
slab of concrete of proper thickness and
strength placed below the bottom of the
ties. We do not claim, however, that
the railway engineer's cont«ntion for
flexible track structure is incorrect,
providing the degree of flexibility is
limited. For example, if an inter-
mediate layer of porous material is
placed between the concrete slab and
the bottom of the ties, flexibility can
be accomplished by this means and no
harm done to the pavement provided
the material so placed is of a character
that is not readily pumped (when
moist) by a very slight deflection of
the track.
The remaining part of our discus-
sion has to do with the indirect in-
fluence of railway tracks on the wear
and tear of pavements. This is a con-
dition which varies with the width of
the streets, number of tracks in the
street, amount and weight of car traffic,
and amount and weight of vehicular
traffic. In Philadelphia unfortunately
a very large proportion of the most
important streets are too narrow to
accommodate properly car traffic and
vehicular traffic as they now exist. The
headway between cars is so close that
during the busy hours of the day
vehicles have but little opportunity to
use the central portion of the street and
are forced to move in a narrow path,
usually on one shoulder.
At the city paving meeting a year
ago, the opportunity was taken to point
out this fact as one of the most serious
problems to be contended with in the
maintenance of asphalt pavements on
railway track streets in Philadelphia.
These pavements laid on a 26-ft. cart-
way free from railway tracks give very
satisfactory service, but laid on a street
of the same width with a track in the
center the concentration of traffic on a
narrow shoulder often causes excessive
disturbance of the pavement surface.
This fact, however, is not limited to
asphalt pavements alone, for there is no
known type of city pavement in general
use whose life is not very much longer
under well distributed traffic than under
heavy traffic following a narrow path.
There are examples in Philadelphia of
granite block, wood block and vitrified
brick on streets occupied by railway
tracks, all showing well defined ruts as
a result of the traffic being forced to
follow a narrow path.
This general condition, which in a
city of narrow streets causes a heavy
increase in pavement maintenance
costs, is one which must fairly be at-
tributed to the influence of the railway
tracks, but unlike the matter of disin-
tegration along the rails, it is a re-
sponsibility which must be faced by the
city alone. At the present time, at
least, it must be admitted that surface
railway cars are existing and operating
on a big scale in all large cities and
are an absolute essential in the de-
velopment of those cities and in their
daily routine of commercial and other
activities. The cars are on the
streets because they are a necessity,
and if the remaining portion of the
street suffers from the concentration
of vehicular trafl3c, then the city
must assume the responsibility for so
improving its design and construction
of this portion that the traffic can be
carried without undue wear and tear.
News of the Eledric Railways
FINANCIAL AND CORPORATE
TRAFFrC AND TRANSPORTATION
PERSONAL MENTION
Status in Buffalo
International Files Damage Suits —
Conferences on Restoration of
Five-Cent Fare Started
Papers in a suit for $4,960,000 dam-
ages against the county of Erie have
been served upon the County Treasurer
by the International Railway, Buffalo,
N. Y. The company claims it has suf-
fered to that extent because of rioting
in the county since the start of the
car strike on July 1. A similar action
has been brought against the city of
Buffalo for damage done within the
city.
Detail Figures of Losses
The total is made up of these
individual items: Damage to cars,
tracks, carhouses and equipment
through violence, $10,000; earnings
lost through strike, $2,000,000; damage
to good will and franchises, $2,500,000;
suits against the company for injuries,
cost of feeding and housing employees
and hiring guards, $450,000.
Herbert G. Tulley, president of the
International, refused to appear before
the municipal authorities when the
later asked for a preliminary examina-
tion of Mr. Tulley in reference to the
claim of $3,800,000 against the city for
alleged strike damages.
Less than 30 per cent of the platform
employees of the International now are
being housed in the three: camps estab-
lished by the company during the early
ciays of the strike. About 70 per cent
of the new employees are living in
private homes, boarding houses and
many have moved their families to
Buffalo from cities in the South where
many of them formerly were employed.
Company officials say they do not know
just how long the employees' camps
will be continued.
R. H. Horton,' Philadelphia, repre-
sented Thomas E. Mitten, chairman of
the board of the International, at the
first of a series of conferences between
committees representing the company
and the municipal authorities in refer-
ence to the restoration of a 5-cent fare
or the adoption of a service-at-cost plan
of operation in Buffalo. President
Tulley and Vice-President Dickson were
the other representatives of the Inter-
national.
Nothing Accomplished
Nothing was accomplished at the
session nor was any concrete plan for
service-at-cost mapped out, as the City
Council had just been advised by the
city law department that an investiga-
tion into service-at-cost disclosed the
fact that "a good agreement is not im-
possible, but only the most skillful
negotiations can produce a contract
which will be flexible enough to provide
for all emergencies without being so
elastic as to be worthless."
The report of Corporation Counsel
William S. Rann, who made an ex-
tended investigation into the question,
('enounces the service-at-cost system
and says that in almost every city in
which it has been placed in operation,
except Cleveland, the plan hac been dis-
appointing to the public, and in some
instances to the operating companies
and employees.
Ernest K. Jaggard, president of the
Buffalo Jitney Owners' Association, is
under arrest on a charge of conspiracy
upon complaint of President Tulley of
the International. When arraigned in
court, Jaggard pleaded not guilty and
demanded a jury trial. His trial was
f^et for Nov. 27 and he was released on
.¥5,000 bail. Jaggard's arrest resulted
from John Doe proceedings brought to
determine if the transportation cor-
poration law is being violated in Buffalo
through the running of jitneys by the
Manhattan Transit Company of New
York. Joseph H. Hoadley, president,
and Henry D. Chapin, officers of the
Manhattan company, will be tried on
conspiracy charges Nov. 24.
The Manhattan Transit Company
operated several hundred jitneys in
Buffalo after injunctions had been
issued retraining the operation of such
vehicles in Buffalo. The company
claimed it had authority to operate 10-
cent buses because of a blanket fran-
chise granted years ago.
Agreement Sought Without
Arbitration
In a formal notice on Nov. 1 the
Springfield (Mass.) Street Railway
and the Worcester Consolidated Street
Railway asked their employees to ac-
cept a reduction of 8 cents an hour for
blue uniform men and a correspond-
ing reduction for miscellaneous em-
ployees under the contract to become ef-
fective on Dec. 31, on the expiration of
the existing contract. This would es-
tablish a maximum of 50 cents an hour
for the blue uniform men. At the same
time the Springfield and Worcester di-
visions of the Amalgamated Associa-
tion asked that wages be increased to
the rates in force up to March 1, 1922,
which would mean a maximum of 68
cents an hour for blue uniform workers.
Request was also made by the men for
various changes in the working condi-
tions, concerning which there has been
considerable complaint since the last
adjustment, especially as relates to the
outside spread and guarantee of spare
men. Efforts are being made to come
to an agreement without resort to arbi-
tration.
Council Decides Not to Go Over
Sir Adam's Head
After a debate lasting six hours, the
Council of Toronto, Ont, on Oct 26 de-
feated, by a majority of sixteen to six.
Alderman Whetter's suggestion that
the city send a deputation to Ottawa to
try to buy the city portions of the To-
ronto Suburban Railway.
The debate was featured by a long
explanation from Sir Adam Beck of the
whole negotiations. Information not
before made public was given to the
Council by Sir Adam and Mayor Ma-
guire, both of whom stated emphati-
cally that the city lines could not be
purchased separately — legal opinion
had proved that; that the agreement
to take over the whole system was
practically ready for signature, and
that the city would soon be able to give
West Toronto people relief from their
present transportation injustices.
Sir Adam gave the history of the
agreement which a certain Toronto
evening paper said had been made be-
tween the Toronto Transportation Com-
mission and the National Railways re-
garding the purchase of the city lines.
The Hydro-Electric Commission knew
nothing of this.
This agreement, it was explained,
provided for the operation by the Na-
tional Lines of the portions in the city
on which the franchise had expired, so
that the National Railways would not
pull up the tracks and leave the dis-
trict without any service at all. It
had nothing to do with the purchase of
these lines. It provided for the opera-
tion until such time as the Toronto
Transportation Commission could get
hold of the lines, and provided that any
deficits would be paid by the city or the
Toronto Transportation Commission.
But this agreement was never even
executed, said Sir Adam.
In answer to question as to how long
it would be after the city passed the
by-law approving the agreement be-
fore the city lines would be turned over
to the Toronto Transportation Com-
mission, Sir Adam said that depended
on the speed shown by the new direc-
tors of the National Railways and the
lawyers engaged.
Aid. Singer wanted to know if Sir
Adam would still recommend the pur-
chase of the whole system if the people
were given a chance to vote and turned
down the waterfront entrance project.
Sir Adam's answer to this and other
questions was the same. The whole
matter would be signed, sealed and de-
livered before Jan. 1 and these matters
would not interfere with the purchase.
He had a mandate from Toronto to buy
the whole system and would buy it un-
less the City Council intervened and
voted to stop him.
792
Electric Railway journal
Vol. 60, A'c;. 20
Frankford "L" Opened
Philadelphia Rapid Transit Takes Over
Operation of Important Addition
to City's Transit Lines
All Frankford, a section of Philadel-
phia, is celebrating. It started cele-
brating on Saturday, Nov. 4, with the
official opening of the Frankford ele-
vated line, and it planned to continue
celebrating until Nov. 11. Frankford
waited seven years for its elevated ex
tension, and it decided that after wait-
ing seven years it should celebrate for
seven days. At first there were all the
delays, the war, change of administra-
tions, etc., incident to the actual build-
it is not a $15,000,000 "L," it is a very
adequate surface line. OjanCil made
an appropriation of $1,200,000 and au-
thorized the construction and improve-
ment of a double-track surface passen-
ger railway, beginning at or near
Frankford Avenue and extending along
Oxford Avenue and other streets to
the Byberry and Bensalem pike. Later
studies of the work showed that the
sum appropriated by Council would be
inadequate to cover cost of building and
equipping 10 miles of double-track
road.
During the negotiations leading to
the present agreement for the opera-
tion of Frankford elevated, it was esti-
Artiktic Stkekt Crossing on New Elevated Line
ing of the structure by the city, and
after the line had been erected the city
and the Philadelphia Rapid Transit
Company got into a jam over the terms
of operation. And so the Frankford
elevated stood in mute silence for sev-
eral years, mocking the passengers
taking the long ride by surface line
from Frankford into Philadelphia.
Nov. 4 was, indeed, a great day for
Frankford, and incidentally for Bustle-
ton, a suburban section of Philadelphia.
More about Bustleton later. President
Mitten of the Philadelphia Rapid
Transit Company and Mayor Moore,
together with members of the Council,
other officers of the Philadelphia Rapid
Transit Company and invited guests
from Philadelphia and nearby cities,
all participated in the official ceremo-
nies incident to the opening.
The first train left the Bridge Street
terminal late in the afternoon, follow-
ing the speeches at the dedication cere-
mony. Whistles screeched a greeting
to the train which carried the Mayor,
Mr. Mitten, officials of the city and the
transit company and invited guests.
The only drawback to the celebra-
tion was the absence from it of W. S.
Twining. An acute attack of indiges-
tion forced the director of the depart-
ment of city transit to remain at home.
The director personally supervised the
construction of the city-built elevated
and also of the Bustleton surface line.
As indicated before, Frankford was
not the only section of the city that
held open house and festivities on Nov.
4 because of the beginning of new eras,
due to better transportation facilities.
Bustleton, too, has a new line and, while
mated by city and Philadelphia Rapid
Transit engineers that during the first
year of operation 9,000,000 passengers
would be carried on the Frankford ele-
vated if operated by the city and ter-
minating at Front and Arch Streets;
and 33,000,000 passengers would be
carried on the Frankford elevated if
operated by the P. R. T., with free
transfers to surface lines and with Mar-
ket Street subway delivery.
The company says that 24,000,000 ad-
ditional passengers will use the Frank-
ford elevated because the P. R. T., as
operator, supplies the Market Street
subway terminal and free transfer
with connecting crosstown surface
lines.
There will be a readjustment of
service and routes in the Frankford gen-
eral district by combining the service
on closely paralleling routes where it
can be reasonably done, and by with-
drawing such service as will be largely
unused after the Frankford elevated is
in operation.
The fare for the ride over the
Frankford-Market Street elevated, be-
tween the Bridge Street terminal,
Frankford, and the Sixty-ninth Street
terminal. West Philadelphia, will be 7
cents cash, four tickets for 25 cents.
The payment of a cash or strip ticket
fare entitles the passenger to one free
transfer between the Frankford ele-
vated and any connecting crosstown
surface line north of Arch Street, or in
West Philadelphia between the Market
Street elevated and connecting cross-
town surface lines, as designated on the
transfer tickets. To obtain a transfer,
it is necessary for the passenger to
make the request at the time the cash
or strip ticket fare is paid, and with
the opening of the Frankford elevated,
the practice of handing out transfer
tickets at the exit gates, previously in
vogue at certain of the West Philadel-
phia stations, was discontinued.
The transfer of passengers between
the elevated-subway trains and the
surface-subway cars at Juniper Street
is continued, as is also the exchange
tickets now receivable at westbound
stations of the Market Street subway.
Four motor buses were used by the
Philadelphia Rapid Transit to carry its
own and city officials to the dedication
ceremonies. They represented practically
all the types required for city service.
They included two Mitten-Traylor sin-
gle deck vehicles, one of twenty-nine
and one of twenty-five passenger capac-
ity; one model L double-decker of the
type developed by the Fifth Avenue
Coach Company, and one covered
double decker, with prepayment rear
end, of the Detroit type described in
Bus Transportation for September,
page 479.
While no official announcement has
been made by the Philadelphia Rapid
Transit, the use of these buses un-
doubtedly indicates their operation in
the near future in conjunction with the
existing rail lines. In fact. President
Mitten of the Philadelphia Rapid
Transit Company has been credited
with the intention of making a thor-
ough study of the costs and possible
routes where buses might be used.
Typical Station on New Elevated Line
November 11, 1922
Electric Kailway Journal
793
More Trackless Trolleys
Nine-Mile Line Added to System on
Staten Island— 200 Miles More
in Prospect
Staten Island on Nov. 4 had 9 more
miles of trackless trolley added to the
6.1 mile system already in operation
there. The new line was opened with
ceremonies in which Mayor Hylan of
New York, Commissioner Whalen and
other city officials participated.
The new line operates from the end
of the St. George-Richmond trolley line
to Tottenville via Fresh-kills Road,
over a 20-ft. concrete highway with
few grades but many curves. The line
is approximately 9 miles in length and
for a ride over it a 5-cent fare is
charged, with no transfers to the trol-
ley cars at Richmond. Normally, serv-
ice is given every twenty minutes, but
during the morning and evening rush
hours more frequent headways are run.
The overhead trolley consists of dou-
ble construction with a loop at each end
of the line, the loop beins; formed
around a block. At the Richmond end
of the line the new system connects
with the municipal trolley line so that
it is possible for a passenger to ride
from St. George to Tottenville for 10
cents.
Eight new vehicles were purchased
for the route, a 300-kw. generating sta-
tion installed at Sea View Hospital, an
automatic substation put up at Green
Ridge, and a carhouse with a capacity
of twelve buses built at the same place.
For this operation the city appropriated
$177,700.
In general the vehicle in appearance
follows the automotive design rather
than that of the street car. It was de-
signed by the Trackless Transportation
Company, New York. The motors are
mounted amidships, while under the
hood are placed the resistance grids,
the storage battery for emergency
lighting and the battery charging gen-
erator.
The body, which was built by Osgood-
Bradley Company, Worcester, Mass.,
has steel posts and carlines and out-
side panels of 20-gage steel. Inside the
wainscoating under the windows is of
A in. Agasote. The roof is tongue and
grooved hardwood sheathing, covered
with No. 12 canvas, on top of which
is a trolley board 18 in. wide that runs
the full length of the body. Three foot-
holds on the right-hand rear corner and
a roof ladder provide access to the
U. S. 50-A trolley base and sliding cur-
rent collector.
The line has its own power supply.
At Sea View Hospital, a city institu-
tion, a 2,300-volt 300-kw. alternator
direct connected to an Erie-Ball engine
has been installed. The voltage is then
stepped up to 6,600 for transmission to
Green Ridge, where a Westinghouse
300-kw. automatic railway substation
has been put in to furnish the necessary
power at 600 volts d.c. to operate the
trolley buses.
Commissioner Whalen is on record
in Altoona and Blair Counties, accord-
ing to a statement filed by Genera!
Manager S. S. Crane of the traction
company with Mayor Charles E. Rhodes
and the City Commissioners. The state-
ment was made in rebuttal to objec-
tions raised by citizens at a hearing be-
fore the commissioners. Citizens pro-
tested the use of one-man cars.
The Altoona & Logan Valley com-
pany operates specially designed one-
man, single truck cars on certain lines,
and one-man double-truck "owl" cars
on other divisions. Passengers enter and
leave by the front door.
General Manager Crane in his state-
ment cites eleven reasons for the one-
man car, several of them answering
New Trackless Troixkts Drawn up Train Fashion
as saying that the Richmond-Tottenville
trackless trolley is only one of the
thirty odd lines planned for the borough.
According to Mr. Whalen, the plans of
Mayor Hylan call for 204 miles of
trackless trolley in Richmond.
A year ago Mayor Hylan put into
operation two trackless trolley routes
in Richmond, one making Linoleumville
accessible, the other providing trans-
jfortation for the city's great Sea View
institutions. Both lines have served the
public well and have resulted in the
building of numerous homes in the sec-
tions served.
Advantages of One-Man Car
Operation Cited
Accidents have been minimized,
schedules better maintained and the
service generally improved by the use
of one-man trolley cars on the Altoona
& Logan Valley Electric Railway lines
citizens' protests. As to a safety meas-
ure in dropping sand, he states that the
front end operator can drop sand from
either end of the car at the same time.
As to "on time," the manager states
that one-man cars, by accurate records,
show a better schedule than two-man
cars, with an even better record possible
where passengers have the exact fare.
In conclusion Mr. Crane stated that
one-man cars were operated on the
Tyrone lines ten years ago and that
actual experience has demonstrated the
wisdom of their use.
"Better service to the greater num-
ber has been the watchword in Altoona,"
said Mr. Crane, "and when conditions
warranted extensions were made volun-
tarily for the convenience and accom-
modation of the public. Decreasing
revenues, however, must be met by de-
creasing costs and the one-man car
maintains the proper ratio without
service impairment."
CoNCRE'ra Carhouse at Green Ridge
Close-up op a New Trolley
794
Electric Railway Journal
Vol. 60, No. 20
Utility Questions in the Elections
Candidates Talked Regulation, Home Rule and Water Power— The Arrogant
Rebuked and the Compromiser Defeated — California Rejects
$500,000,000 Appropriation
CAUSTIC comments are everywhere
in evidence in the daily newspapers
on the outcome of the election. These
relate to the results in their national
significance and to the purely local as-
pects of some of the upsets. Thus in
the plurality given in New York City
to Alfred Smith, who has been returned
to the office of Governor, the Wall
Street Journal, than which there is no
more outspoken paper in the country,
said that it was by no means the first
time that New York City had returned
like a dog to its vomit. As the Wall
Street Journal sees it New York State
prefers a good mixer to a good business
man.
Water Power and Home Rule
In New York State the water power
and the home rule issues received a
great deal of attention from the Guber-
natorial candidates. Somewhat similar
issues were involved in New Jersey,
while elsewhere throughout the coun-
try questions affecting the utilities were
involved in the elections, notably in
California, in Detroit, Saginaw and
other places.
In Chicago there was no direct issue
affecting the utilities, but the defeat of
candidates having the backing of Wil-
liam Hale Thompson has raised the
question whether Chicago's present
Mayor can be returned to office.
In New York Mayor Hylan, ever
quick on the verbal trigger, read into
the election result the end of the trac-
tion triplets, the endearing term which
he uses to describe the members of the
present transit commission, created at
the behest of Governor Miller. In this
case the wish appears to be father to
the thought, for it is most uncertain
just how far the new Governor can go
in undoing the work of the commission.
If Mayor Hylan had his way, his own
whole transit program, if such it may
be called, would be made possible of
completion at once, even including his
$25,000,000 bus program, but Mayor
Hylan's way may not be the Smith
way. Sight must not be lost of the
fact that the ingratiating Smith dur-
ing his previous administration as Gov-
ernor in 1919 induced the Legislature,
Republican in both its branches, to ap-
point members of entirely new regu-
latory bodies. In consequence there re-
sulted a one-headed regulatory transit
commission and a one-headed regula-
tory construction commission.
What Mr. Miller, the defeated candi-
date for Governor in New York, said
during the campaign does not matter
now. It is no longer news. It has
passed into history. What Mr. Smith
said, however, does matter, but it must
be read in the light of his appeal for
votes. He referred constantly to the
so-called Carson-Martin bill, which, he
charged, provided that the Public
Service Commission can fix the rate of
fare without regard to existing fran-
chise. He also repeated many times
the interrogation: "By what reasoning
does he (Governor Miller) arrive at the
conclusion that the State of New York
should have anything to do with rail-
roads that are partly the property of
the city of New York?" He said the
big question was: "What business is it
of the State of New York to be regu-
lating this transit question which lies
entirely within the city of New York?"
Still the records show that outside of
the city of New York the electric rail-
ways of the State did secure relief from
burdensome fare provisions during Mr.
Smith's former administration, al-
though the concessions were in a meas-
ure wrung from the administrative
bodies.
In New Jersey George S. Silzer has
been elected Governor. He is a pro-
nounced 5-cent fare advocate. He will
be faced by a hostile law-making body,
however. As a spokesman for Mr.
Silzer a former member of the State
Utility Commission, John J. Treacy,
stumped the State. Mr. Silzer is a
democrat. Opposed to him was Wil-
liam N. Runyon, who flatly put himself
on record against the 5-cent fare, say-
ing it was impossible of accomplish-
ment. In this connection it is interest-
ing to note that Mr. Treacy lays claim
to being the author of the Bacharach
bill, the national measure which would
make appeal to the federal courts im-
possible for utilities seeking relief from
commission decisions fixing rates. In
one of his speeches Mr. Treacy said:
"With a contempt characteristic of that
corporation (the Public Service Cor-
poration of New Jersey) it saw fit to
flout the State courts and the State
Commission. If this practice were to be
permitted State regulation of public
utilities would soon be at an end, and
all that we had gained through the
long fight for a public utility law would
be lost."
$500,000,000 Appropriation Defeated
In California the people declared
themselves in no uncertain terms on the
proposed constitutional amendment
known as the water and" power act,
which would have pledged the credit of
the state to the extent of half a billion
dollars to engage in the business of de-
veloping hydro-electric power. Incom-
plete returns indicate that the measure
has lost by nearly two to one. Briefly,
the act provided for the control of the
water powers of the state by a board of
five, to be appointed by the Governor,
which would have at its disposal
$500,000,000 to be raised by the sale of
bonds and backed by the credit of the
state. This money could be used at
the discretion of the board to develop
and distribute water and electrical
energy and, if deemed expedient, for
the acquisition of the power plants and
distribution systems of privately owned
utilities.
Two other measures of interest to the
utility industry of California have ap-
parently lost by majorities too large to
be overturned when the complete re-
turns are counted. One was an act to
bring municipally owned utilities under
the jurisdiction of the California Rail-
road Commission and to give the com-
mission the power of regulation in all
matters except the issuance of securi-
ties. The other was an act requiring
municipally owned utilities to pay the
same tax that is required of privately
owned utilities.
In San Francisco the plan of the city
to purchase the Market Street Railway
has apparently been ratified by voters,
for an amendment to the city charter
has been passed which would exempt
from the city debt limit an issue of
bonds such as would be required to be
issued for the city to purchase the rail-
road. The railway company has set a
value of $48,000,000 upon its properties,
but the city engineer is understood to
have set the figure at $40,000,000. Un-
der recent reorganization plans, the
Market Street Railway's bonded in-
debtedness has been reduced to $15,000,-
000. On the basis of the $40,000,000
purchase price figure, these bonds, to-
gether with $11,700,000 prior preferred,
the $5,000,000 preferred and $4,700,000
second preferred, could be retired, and
there would still remain the equivalent
of $35 a share or more for common
stockholders.
In Detroit the citizens by a more than
two to one vote, rejected the proposal
of Mayor James Couzens and the Coun-
cil to oust the Detroit United Railway
interurbans from the city. Two other
measures also sponsored by the city
administration, the proposed $5,000,000
bond issue for municipal street railway
extensions, and the proposed charier
amendment relieving the Detroit Munic-
ipal Railway of the cost of paving be-
tween its tracks, also lost by wide
margins.
Unofficial figures from Saginaw,
Mich., indicate that the franchise call-
ing for the restoration of service by the
Saginaw-Bay City Railway was lost by
a small margin. A recount will be
asked by those friendly to the franchise.
It was the largest vote ever recorded
on a municipal question in Saginaw.
North American Completed
Purchases of St. Louis
Properties
As noted in the issue of October 28,
the North American Company's offer to
purchase the stock of the East St.
Louis & Suburban Railway had been
accepted b.v practically all of the share
holders. Since that time the North
American Company has purchased the
stock and has actually taken control
of the management of both the East
St. Louis & Suburban Railway and the
East St. Louis' Railway.
W. H. Sawyer, who has been presi-
dent of both companies under the E. W.
Clark management, will continue in
that position under the new manage-
ment. Mr. Sawyer has severed his I
connection with the Clark interests. 1
November 11, 1922
Electric Railway Journal
795
Financial and Corporate
Third Avenue's Previous Year's
Deficit Absorbed by Im-
provement
An increase of more than $1,000,000
is noted in the net income of the
Third Avenue Railway, New York,
N. Y., for the year ended June 30,
1922, over the year ended June 30,
1921. After taxes, interest charges,
and a 5 per cent interest on adjust-
ment mortgage income bonds the net
income amounted to $207,474. Last
year the company reported a deficit of
$876,611. The improvement in the
income account is noted in the follow-
ing table:
ranged. The receivers were ordered by
the court to convey deed to the property
upon payment of the full purchase
price, and all questions relating to
priority of liens upon the funds arising
from the sale and the distribution of the
funds are reserved for future deter-
mination by the court.
Declares Dividend — Suspends
Extra Fare
The directors of the Brooklyn (N. Y.)
City Railroad at a meeting on Nov. 8
declared a dividend of 20 cents per
share on the outstanding capital stock,
payable Dec. 15, to stockholders of rec-
1922 1921
Operating revenue $M,I4I,4I2 $13,499,226
Operating expenses 10,555,026 11,037,607
Taxes... 964,970 879,319
Operating income. $2,621,416 $1,582,300
Other income 261,537 213,486
Gross income $2,882,953 $1,795,786
•Interest charges, etc 2,675,479 2,672,397
Net income $207,474 t$876,6ll
P.&L.def $2,280,591 $2,488,066
1920
$11,752,069
9,284,722
816,939
$1,650,408
191,909
$1,842,317
2,687,713
t$845,396
$1,252,510
1919
$10,363,447
7,741,083
818,060
$1,804,304
156,882
$1,961,186
2,681,242
t$720,56
$20,991
Manhattan Stockholders Approve
Readjustment
The stockholders of the Manhattan
Railway, New York, N. Y., on Nov. 8,
approved the readjustment plan of the
Interborough Rapid Transit Company
and the Manhattan Company at the
annual meeting of the shareholders of
the company. The ratification of the
plan, which had previously been ap-
proved by the board of directors, was
accomplished only after Clarence H.
Venner, a minority stockholder, sought
to obtain an adjournment on the
ground that no quorum was present.
Approval of the Interborough-Man-
hattan plan would be illegal, Mr. Ven-
ner stated, because the lease of the
Manhattan lines contained a clause to
the effect that the modification of the
terms could be accomplished only on
the unanimous consent of the stock-
holders. As long as 1 per cent of the
shareholders objected, said Mr. Venner,
the plan could not be put into effect,
and he added that he, representing
more than 1 per cent, did object.
Three new directors were elected,
Finley J. Shepard being chosen to suc-
ceed George J. Gould; Thomas I.
Parkinson to succeed William A. Day,
and W. S. Pierce to succeed J. J. Slocum.
* Includes full interest on adjustment mortgage 5^ income bonds. t De6cit.
Commenting on the report of his
company President Huff said that this
betterment in the operation was due
not only to an increase in receipts of
nearly $700,000 but also to a decrease
in operating expenses of approximately
$400,000.
In his remarks to the stockholders
Mr. Huff said that the physical condi-
tion of the property was steadily im-
proving and that the engineers of the
Transit Commission had reported that
the property was being well main-
tained. Referring to the adjustment
bonds he said that the directors felt
that the situation was not sufficiently
stabilized at the end of the first six
months of the year to justify a pay-
ment of more than IJ per cent upon
these bonds. But at the end of the
second six months a payment of 33 per
cent had been justified. There re-
mains as interest still unpaid upon
these bonds 21i per cent.
Property Sale Confirmed
Sale of the properties of the Spring-
field Terminal Railways operating the
Springfield, Troy & Piqua traction line,
from Springfield, to Troy, to the Joseph
Schonthal Company of Columbus, for
$87,000, was confirmed by Federal
Judge John E. Sater in Cincinnati on
Nov. 7. The company is expected to
junk the line which has been in the
hands of a receiver for about two years
on application of the Central Trust
Company of Illinois. Efforts to sell
the line to proposed operators, met with
failure after several deals had been ar-
ord on Nov. 8, 1922, the payments be-
ing made out of the surplus earnings.
The directors voted to suspend the
collection of a second fare on the Flat-
bush Avenue Line, and elected Gen-
eral Manager Clinton E. Morgan sec-
ond vice-president of the company.
The property of The Brooklyn City
Railroad was returned to its owners on
Oct. 19, 1919, following a default by
the lessee. The Brooklyn Heights Rail-
road, in the payment of the installment
of rent due Oct. 1, 1919, in accordance
with the terms of the lease, which
called for annual payments totaling 10
per cent on the stock of The Brooklyn
City Railroad Company.
The earnings of the company since
July 1, 1922, the date of the last an-
nual report, having continued to be
satisfactory, the directors, it was stated,
felt that they could conservatively de-
clare a dividend.
In explanation of the suspension of
the collection of a second fare on the
Flatbush Avenue Line it was stated
that the company, in order that the
public might be adequately served, was
compelled in 1919 to increase its income
by exercising its right to collect a sec-
ond fare on the Flatbush Avenue Line.
The company having overcome initial
difficulties and having put its property
in good operating condition, it was
said, is gratified to be able to suspend
the collection of a second fare on the
Flatbush Avenue Line and thus to re-
lieve the. traveling public of this addi-
tional burden. The second fare has
been collected since Jan. 17, 1921, the
company's right to do so having been
established by the courts.
27,500 Shares of Common Stock
Purchased by Bankers
Purchase of 27,500 shares of com-
mon stock of the Washington Railway
& Electric Company, Washington, D. C,
during the week ended Nov. 4, by
Crane, Parris & Company, Washing-
ton investment bankers, acting in be-
half of undisclosed principals, has cre-
ated lively comment in financial circles
and revived gossip of plans for con-
solidation of this street railway cor-
poration with the Capital Traction
Company and the Potomac Electric
Power Company.
While it was stated on behalf of
Crane, Parris & Company that there
was no connection between the stock
transfer and merger plans and that the
deal was for investment purposes, the
stock of all three of the corporations
connected with consolidation gossip re-
acted upward sharply on the exchange
following announcement of the deal.
There are 65,000 shares of Washing-
ton Railway common. The 27,500 in-
volved in this deal were acquired by
the Washington Utilities Company in
1912 and 1913 with a view toward mer-
ger, which was blocked at the time by
legislation. The shares were deposited
as collateral for an issue of $1,500,-
000 short-term notes which were sold
to Washington, Baltimore and New
York banks. When the Washington
Railway suspended dividends in 1919,
these notes were defaulted and the
stock was taken over by the banks and
managed by a noteholders' protective
committee. The price paid by Crane,
Parris & Company was not made pub-
lic, but was said to be sufficient to pay
noteholders both principal and ac-
crued interest on their investment.
796
Electric Railway Journal
Vol. 60, No.
Traffic and Transportation
Compromise Effected
Houston Agrees to Limit Number of
Jitneys — Company Will Continue
Seven-Cent Fare Operation
The fare controversy between the
Houston (Texas) Electric Company
and the city of Houston has been settled
by compromise. The company some
time ago presented a petition asking for
authority to increase fares from 7 cents
to 9 cents and to discontinue the sell-
ing of metal tokens at the rate of four
for 25 cents. The request for increased
fares was based on the claim that the
company had found it impossible to op-
erate profitably in the face of the com-
petition of the jitneys, and that the
company's petition to the city to elim-
inate or greatly reduce the number of
jitneys operating had not been granted,
but had been referred to the qualified
voters for settlement in a referendum
election to be held Nov. 7.
Fight Dates Back to January
After several proposals and counter
proposals, a basis of settlement was
finally reached under which the com-
pany will continue operation under a 7-
cent fare, will continue to sell metal
tokens at the rate of four for 25 cents
and will resume work on the improve-
ment projects which were stopped when
the company filed its request for in-
creased fares.
The city of Houston agrees to reduce
the number of jitneys operating in
Houston to 150 or less by Jan. 1 and
to permit no more than this number to
operate thereafter. There are now 187
licensed jitneys in operation in Houston.
Eleven jitneys will be eliminated on
Nov. 15 when their licenses are can-
celed by the city. All are operated by
negroes and run to the "Black Belt"
section of the city.
Nine-Cent Fare Appeared Likely
The fight between the company and
the city dates back to last January.
The company at that time obtained a
fifteen-year extension of its franchise
from the city, with the provision that
it would sell car tickets four for 25
cents and would within two years spend
$1,200,000 on extensions and improve-
ments under the direction of the City
Council. The company so reduced fares
and spent, it later reported, some
$600,000 on the improvement program,
building several miles of new track and
buying many new cars. Then it came
before the Council and demanded that
jitney competition be abolished, except
on two lines originating outside the city
and on one line, the Austin, which does
not run within two blocks of any car
line. The Council refused to do this.
The company then presented state-
ments to show that it had not made 1
per cent on its investment in the six
months ending Sept. 1.
The company countered by threat-
ening to raise cash fares to 9 cents and
abolish tickets if jitneys were not
abolished at once. It had meanwhile
stopped all improvement work, explain-
ing that its credit was not good to bor-
row any more money while making only
1 per cent on its capital. The city then
proposed that the weekly pass be tried.
Fort Worth Fare Briefs
Submitted
Briefs have been prepared by at-
torneys for the Northern Texas Trac-
tion Company and by Corporation
Counsel R. E. Rouer in the litigation
involving the reduction of fares in the
city of Fort Worth, Tex., and these
are now in the hands of N. A. Dodge,
special master in chancery, who heard
evidence on the questions at issue un-
der appointment of the Federal court
for the Northern District of Texas.
Attorneys have been at work on the
briefs for about a month.
When Special Master Dodge heard
the evidence in the case, which was con-
cluded about a month ago, he gave at-
torneys on both sides a month in which
to prepare and submit their briefs. He
will now consider these briefs in con-
nection with the evidence adduced and
will make his report of his findings to
the Federal District Court.
The Northern Texas Traction Com-
pany is now charging a 7-cent fare in
Fort Worth, the company having put
this fare in effect early in 1920. The
city seeks to force a reduction in fares,
such reduction to be measured by the
amount which the earnings of the com-
pany may be reduced and still yield a
fair and adequate return.
The charter provisions of the city of
Fort Worth are much the same as in
Galveston. The company can announce
that a certain fare will be charged, that
it is necessary to yield a fair and ade-
quate return, and the charging of that
fare can then be prevented only by
court action.
Considerable statistical data bearing
on gross and net revenues, operating
costs, depreciation, replacement value,
taxes, etc., were placed before the
special master during the hearing.
City Applies for Rehearing
The city of Syracuse, N. Y., through
its assistant corporation counsel has
filed an application with the Public
Service Commission for a rehearing of
the New York State Railways one-man
car and fare issues. If the application
is denied the city will have ninety days
in which to carry an appeal to the Ap-
pellate Division of the Supreme Court.
The recent decisions of the commission
with respect to the one-man car and the
rate of fare in Syracuse have been re-
viewed previously in the Electric Rail-
way Journal.
Interurban Road Protests
Bus Operation
The Chicago, Elgin & Aurora Ra
road has appealed to the Suprer
Court of Illinois from the action of t
Illinois Commerce Commission
granting the Smith Motor Bus Coi
pany a certificate of convenience ai
necessity on Nov. 1 to operate mot
buses connecting Batavia, Elgin, A
rora, Big Rock, Fulton and Chicag
A similar order was issued Sept.
1921, but, due to an error in the wor
ing, it was reissued with the correctic
made.
The electric railway, in its appeal
the Supreme Court, contends that tl
complainant is already establishe(
that it is amply able to take care of tl
transportation needs of the territor;
that there is no necessity for the ope:
ation of a bus line, and that the con
mission has the power to compel tl
railroad to give adequate service if
is not now doing so. The various argi
ments were advanced before the con
mission when the public hearing wa
called, but the utility board apparent!
believed that there was a need of th
supplementary service that would k
supplied by the buses.
Mark Smith, the head of the bus core
pany, started in the business in 192
with a line between Aurora and Bata
via. Complaint was filed by the elec
trie railway soon thereafter and the bu
line was compelled to cease operation
and ask for a certificate of conveni
ence and necessity. Now that this ha
been granted, Mr. Smith plans to re
sume business. He will go ahead witl
his plans unless halted by a court in
junction.
Dismissal of Complaints Brings
$325,000 Into Railway Treasure
Complaints made to the Publi<
Service Commission in 1919 over cer
tain passenger fares charged by th<
International Railway, Buffalo, N. Y.
between Buffalo and Lockport, Tona-
wanda. North Tonawanda and LaSalle,
but never prosecuted, have been dis
missed by the commission. The com-
mission at the time allowed the in-
creased rates to become operative pro-
viding the company issued rebate
slips. This continued for a period of
months, when the International put a
new tariff into effect.
About $325,000 was set aside by the
International to meet the face value of
the rebate slips pending a determina-
tion of the case by the Public Service
Commission. Municipal officers in the
cities which made the original com-
plaint were cited to show cause before
Commissioner William R. Pooley why
the complaint should not be progressed
or abandoned and closed on the com-
mission's record. With the dismissal
of the case, the $325,000 goes into the
treasury of the International.
There is now pending before the
commission a general action seeking
lower fares to and between points on
the interurban lines of the Interna-
tional. Hearings will be held later.
Soremher 11, 1922
Electric Railway Journal
797
Six Cents in Galveston
No Other Alternative to Increase in Rates in Famous Case in Which United
States Supreme Court Laid Down Rules Governing Fair Return
THE Galveston (Tex.) Electric Com-
pany was granted a 6-cent fare by
he City Commission, effective on Oct. 28.
rhe 6-cent fare was authorized in an
)rdinance adopted at a special meeting
)f the City Commission and carried an
smergency clause which made it effec-
ive at once. The fare up to that time
lad been 5 cents.
Adoption of the 6-cent fare ordinance
lutomatically disposes of the fare liti-
jation pending in Federal court, under
vhich the Galveston Electric Company
lought to enjoin the city officials from
?nforcing the 5-cent fare ordinance.
Kn agreement was reached whereby
he case will be dismissed and the com-
)any will pay all court costs.
The 6-cent fare ordinance was passed
m recommendation of City Attorney
<"rank S. Anderson after he had caused
m audit of the company's books to be
nade and had carefully investigated the
juestions of earnings and operating
:osts of the company. The audit as
nade disclosed the fact that the net
sarnings of the company for the nine
nonths ended Sept. 30, 1922, were
112,340, or a deficit on fair return of
187.259. Mr. Anderson based his calcula-
ion on 8 per cent as a fair return. It
vas this rate of return that was de-
ilared fair by" the Federal court in
sarlier litigation. At 8 per cent the
air return for the nine months would
imount to $96,600. It was estimated
hat a 6-cent fare would produce this
■eturn.
The removal of the street car tracks
rom Market Street in the business dis-
xict, which has been proposed as a
neans of lessening traffic accidents, is
lot involved in the agreement reached
n connection with the fare increase,
ind the City Commission will take up
he track removal question on petition
if property owners, Mr. Anderson said.
The company's case seeking to en-
oin the city had been set for hearing in
■"ederal court on Oct. 30. Prior to his
naking a recommendation for a 6-cent
are, Mr. Anderson conferred with
•"ederal Judge J. C. Hutcheson and
jlarenee Wharton, attorney for the
Jalveston Electric Company in the liti-
ration. The City Charter of Galveston
)rovides that the Board of City Com-
nissioners, upon publication of the
:ompany or on petition of citizens of
he city, may determine, fix and regu-
ate the fares to be charged by the
ompany, and it was under this Section
18 of the charter that the 6-cent fare
irdinance was passed.
History of Case Reviewed
In reviewing the litigation between
he company and the city, the city at-
omey said:
On June .5. 1919, the board of commls-
loiii rs pa.ssed and adopted an ordinance
the fare.s of the Galveston Electric
ny at ,5 cents tor each adult and 2i
Uir each person for half fare.
In May, 1920, the Galveston Electric
Company filed a suit again.st the city in
the District Court of the United States
for the Southern District of Texas, pray-
ing for an injunction restraining the en-
Corcement of the ordinance above referred
to. The issues joined in this suit were re-
ferred to a special master, who heard the
evidence and made his report thereon to
the court.
The period for testing the constitutional-
ity of the ordinance in the hearings before
the master was taken by both sides to be
the twelve months ending June 30, 1920.
The matters in dispute between the com-
pany and the city were, briefly, as follows:
(a) The present fair value of the prop-
erty.
(b) Depreciation allowance,
(c) Maintenance,
(d) Allowance of federal income taxes.
(e) Allowance of brokerage fees.
Going Concern Value
Involved in the question of fair value
was an item of $520,000 added to the base
value of the property as "going concern
value."
The master fixed the present fair value
of the property at |2, 167, 805, which in-
cluded the item of $520,000 going concern
value, and an item of $67,078, brokerage
fees.
The case came before Jud^e Hutcheson
upon application for confirmation of the re-
port of the special master, and the court
declined to allow the items of $520,000 go-
ing concern value, and $67,078, brokerage
fees, and fixed the fair value of the prop-
erty at $1,626,061 as the figure lipon which
the company was entitled to earn a fair
return. Eight per cent at that time was
assumed to be a fair return.
For the purpose of rate making the court
fixed $70,000 as the annual allowance for
maintenance.
The company contended that the actual
maintenance expended during the test
period, which was largely in excess of that
amount, should be allowed.
The court refused to allow federal in-
come taxes as a part of the operating ex-
penses.
The court fixed the annual depreciation
allowance at 4 per cent per annum to be
applied to the present fair value, for rate
making purposes of the company's depreci-
able property, to wit: $1,062,892.
Supreme Court Confirms
Upon appeal to the Supreme Court of the
United States that court in all things con-
firmed the findings of the trial court, so
that the basis upon which the company is
entitled to earn a fair return has been
fixed.
Neither the district court nor Supreme
Court fixed the rate of fare to be charged
by the company. The question determined
was: Did the 5-cent fare produce a gross
income which, after deducting operating
expenses, maintenance at $70,000 per an-
num, taxes (less federal income taxes)
and depreciation leave a net income equal
to 8 per cent upon a fair value of the
property?
The court held that under conditions ex-
isting during the six months ending Dec,
31, 1920, the 5-cent fare did yield a fair
return and denied the application for an in-
junction without prejudice to review it, if
changing conditions warranted.
It will thus be seen that the city has no
control over the gross earnings of the com-
pany, which are governed entirely by the
number of passengers carried.
Asked Increase This Year
On March 23, 1922, the company made
application to the board of commissioners
for an increase in fare.
An audit of the books of the company
for the year 1921 and three months of
1922 was made by the firm of Ernst &
Ernst, public accountants, and from .such
audit it was determined by the board of
commissioners that the company had
earned a fair return during the calendar
year 1921,
The operations of the company for Jan-
uary, February and March, 1922, showed
that the company was not earning a fair
return, but the board of commissioners re-
fused an increase in fare based upon the
operations for those months, holding that
three months was not a fair test period.
The courts hold that a longer time should
be allowed.
On or about June 1, 1922, the Galveston
Electric Company filed suit In the United
States District Court for an injunction re-
straining the enforcement of the 5-cent
fare ordinance, contending that it was not
earning a fair return and that the ordi-
nance was confiscatory.
An audit of the company's books has
been brought down to Sept, 10, 1922, and
discloses the following comparative state-
ment of the railway company's income and
expenses for the nine months ended Sept.
30, 1922, and 1921:
1922 1921
Gross income $384,562 $468,058
•Total maintenance and
operating expenses , . , 330,332 361,017
Net earnings $54,230 $107,041
•This includes maintenance for 1922,
$67,052, and for 1921, $91,171.
From net earnings is to be deducted the
depreciation allowance and taxes for the
year 1922.
The following shows the set-up upon
which the court based his finding that the
company would earn a fair return for the
year 1921, to wit:
Gross revenue $618,000
Operating expenses $329,411
Maintenance 70,000
Depreciation 45,245
Taxes (exclusive income) . 27,475 472,131
Available for return $145,868
This equals a return on the court's valua-
tion of $1,626,061 of 8,9 per cent.
Set up of operations for nine months
ended Sept. 30, 1922, upon the basis of the
court's decision, to wit:
Gross income $384,562
Operating expenses (less main-
tenance) 263,279
$121,282
Maintenance (nine months at $70,-
000 per year) 52,497
$68,785
Taxes (nine months, less federal
income taxes) 22,515
$46,270
Depreciation, nine months $33,930
Net income $12,340
Deficit fair return for nine months. 87,259
Net earnings required to pro-
duce fair return at 8 per
cent $99,600
Under the provisions of section 98 of the
charter, the board of commissioners has
the power, upon application of the com-
pany, and may of its own motion, deter-
mine, fix and regulate the fares to be
charged by the (Salveston Electric Com-
pany, and I call attention to the following
extract from the opinion of Judge Hutche-
son in the former suit, viz :
■To the litigants and their counsel in
this and similar cases before me I com-
mend these expressions, not because of the
wisdom of the author, but because they
bear the sanction of the authority of the
Supreme Court of the United States, add-
ing to them the declaration that if at any
time it should appear to me that any order
made by me in this or any similar cases
now or hereafter pending before me is be-
ing used by the parties to it for any other
purpose and to any other extent than its
terms express : in short, if it should ap-
pear to me that a City Council, resting
upon a court order, has abandoned its leg-
islative function and is refusing to con-
sider from that standpoint such proper ad-
justment of the rates as the actual experi-
ence of the utility shall show it entitled to ;
or if a utility, where the order is in its
favor, is using such order as propaganda
in an effort to unduly increase its rates,
this court will, of its own motion, or upon
application of the other party, amend or
vacate the order so as to deprive the guilty
party of its benefits, and to that end the
decree in this and similar cases will be
drawn."
The Supreme Court of the United States
has approved the language of Judge
Hutcheson. As to what has brought about
the present condition in the earnings of
the company, it is not for me to conjecture,
but undoubtedly the increase in the num-
ber of privately owned automobiles and
lack of work along the docks for the past
year have contributed largely to the pres-
ent situation.
798
Electric Kailway Journal
Vol. 60, No. 20
Commission Favors
Improvements
General Andrews Explains Why Cer-
tain Changes in Operating Methods
Are of Benefit to Public
A complaint was recently made to
the New York Transit Commission in
regard to the new "Guardless" Brook-
lyn Rapid Transit cars by one of the
civic leagues in that city. The com-
plaint was directed generally against
the practice of operating doors of sub-
way trains by one man for more than
one car, "as prejudicial to life and
limb of the traveling public and also
a cause of great discomfort." The com-
plainant made the five following points:
"1. In case of sickness, no one in au-
thority.
2. In case of disturbance, no one in
authority.
3. In case the device for opening the
doors fails to work, no one in author-
ity.
4. No one in authority to direct
strangers.
5. No one to announce the stations,
the present system of megaphones be-
ing in about 75 per cent of the cars
inaudible."
The method of operation referred to
is one in which multiple-door control
provides that one trainman stationed
in the center of a unit of three cars
opens and closes the side doors for all
three of the cars of his unit. The reply
was sent by Gen. Lincoln C. Andrews,
chief executive officer of the commis-
sion, and is reproduced in part below:
The commission is glad to receive the
opinions of the patrons of the road in this
matter. Multiple-door control is being ex-
perimented with under the commission's
supervision as one of the advances in rapid
transit operation which has been developed
by railroad operators under the stress of
the necessity for reducing the costs of oper-
ation and increasing efBciency.
As you probably know, the commission
plans for the unification of all transit facil-
ities and their ultimate operation as a single
system with universal transfers and a 5-cent
fare. This can only be accomplished under
the most efficient administration and opera-
tion of the lines as it must include the
operation of new lines intended to develop
outlying sections and relieve present con-
gested areas. The commission therefore is
interested in developing modern efficiency
methods. For example, the use of the pre-
payment turnstile, one-man car operation
on surface lines and multiple-door control
in rapid transit.
In reality, this multiple-door control is
based upon methods of operation which the
commission believes insure greater safety
to the passengers than the old method of
having the guards open and close the doors
by hand. The control of the train is now
so hoolced up that it is Impossible for the
train to start until all doors are actually
closed. This prevents the possibility of any
passenger being dragged by being held in
a partially closed door when the train starts.
As to the Ave specific points made in
your letter, the B. R. T. is now install-
ing in each of the cars where no guard is
present an electrical device plainly marked
by which, in case of any emergency calllnK
for the presence of the guard, a passenger
may instantly call the guard from the
middle car where he is stationed. As to the
last two points, directing strangers and
announcing stations, it is true that stran-
gers must depend upon information from
fellow travelers for information before they
embark on the train. We have had no
serious difficulties in this connection. The
station announcers should be, of course, in
good working order. They are constantly
inspected with a view to keeping them in
good working order and we have had very
little complaint from the traveling public
along this line.
The commission is watching these devel-
opments closely and will continue to do so
with a view to determining their safety
and propriety from the point of view of
convenience to the public as well as effi-
ciency and operation. It must be kept in
mind, however, that in order to preserve
the 5-cent fare in the presence of the uni-
formly high costs of everything that goes
into railroad operation economy must be
observed by the operators. If the railroads
w^ere in a position to be able to make
financial profits the public would be justi-
fied in demanding more refinements of serv-
ice. Their financial position is of course
no matter of conjecture. The commission
has monthly reports in detail of all their
financial operations and keeps constantly
in touch with them both as to income and
expenditure. As you know, the B. R. T.
is still in the hands of a receiver, who is
of course required to administer the road's
affairs with the closest attention to econ-
omy and efficiency, with a view to re-estab-
lishing its financial stability. The commis-
sion, representing the public which is
absolutely dependent upon these rapid
transit facilities, is interested primarily in
.seeing that they render efficient service, but
must also regard their financial stability
in order that they may continue to give
service that secures the safety of their
riders as well as their convenience.
Hears Arguments on Abolishing
Limited Service
The Massachusetts State Public Utili-
ties Commission gave a hearing re-
cently on a petition of the town govern-
ment of West Springfield for the aboli-
tion of the limited car service on the
Springfield and Holyoke systems be-
tween Springfield and Holyoke and the
establishing of a maximum speed of 20
m.p.h. for all cars on that line. It was
urged that operation of the limited cars,
which make only a few stops on the
route, is dangerous to the public and a
discrimination against the townspeople,
who desire more local service. H. M.
Flanders, general manager, submitted
statistics showing that the number of
accidents on the through cars was rela-
tively lower than on the local cars. The
commission reserved decision.
Weekly Pass in Effect.— The Wash-
ington & Virginia Railway, Washing-
ton, D. C, has installed the weekly
pass on its line between Washington
& Alexandria. The pass is selling for
$1.60 a week.
Reduced Fares for School Children. —
The United Electric Railways, Provi-
dence, R. I., put into effect beginning
Oct. 12 reduced school tickets to pupils
eighteen years of age and under.
Tickets are being sold in strips of ten,
entitling a pupil to ten rides at the
rate of 40 cents per strip.
Extends One-Man Car Service. — The
Springfield (Mass.) Street Railway has
further extended its one-man car serv-
ice by changing the Hartford West Side
and the King Street routes from the
two-men to the one-man basis. Cars
for these lines will be chosen from those
converted from the two-men type.
Action on One-Man Car Put Off. —
The City Council of Danville, Va., has
deferred action on one-man car opera-
tion, permission for which is being
sought by the Danville Traction &
Power Company. The finance committee
had recommended the use of the ont-
nian type of car except during rustt
hours and for a trial period of one
year.
Lines Reopened. — Service has been
restored on the Marcy Avenue and Park
Avenue lines of the Brooklyn (N. Y.)
Rapid Transit Company in Brooklyn,
closed since the 1920 strike. Federal
Judge Julius M. Mayer, the Transit
Commission and Lindley M. Garrison,
receiver for the company, were all in-
strumental in having the two lines re-
opened.
Request All Night Service. — Officials
of the Bethlehem Steel Company at
Steelton have petitioned the Harrisburg
(Pa.) Railways for an all-night serv-
ice between the east end section of the
borough and Harrisburg. The request
was made at the instance of the steel
mill employees, some of whom finish
work at irregular hours and are unable
to get transportation home.
Fares Advanced. — Increased railway
fares on the lines of the Hydro-Electric
Railways (Essex District), Windsor,
became effective on Nov. 1. If $1 worth
of tickets are purchased patrons may
still ride for 5 cents. Transient pas-
sengers can either pay a straight 6-cent
fare or buy six tickets for 35 cents.
New Traffic Rules to Have a Trial.—
Some new traffic rules will be tried out
in Louisville, Ky., which will include
elimination of the left hand turn on
several of the business corners, while
traffic policemen in the future will blow
whistles before turning semaphores,
thus giving pedestrians a chance to
clear the crossing before the change
in traffic is made. At Fourth and Wal-
nut Streets the curbings are to be cut
back and fenced off, so that pedestrians
will have to cross a little behind the
intersection, thus allowing vehicles to
get clear of the procession stream be-
fore having to halt for pedestrians in
making the right hand turn. White
lines will be painted on the streets to
designate the crossing spots. What is
needed more than anything else in
Louisville is to force pedestrians to
obey traffic officers.
Lines Rerouted. — In compliance with
the rerouting ordinance passed by City
Council several weeks ago, the Cincin-
nati (Ohio) Traction Company, on Sept
10, rerouted all of its lines in the heart
of the city which will not necessitate
the laying of new tracks or switches.
Plans for the installation of tracks and
switches to accommodate rerouting of
all cars, as provided by the city ordi-
nance, have been drawn and the neces-
sary material will be ordered at once,
A. Benham, general manager of the
traction company, announced. Rerout-
ing proposals were submitted early this
year by W. Jerome Kuertz, Street Rail-
road Commissioner, after a lengthy
study of Cincinnati's traffic problem.
The new routes do away with left-hand
turns in the downtown area of the city
except at the beginning or end of the
loop in which the cars are turned.
November 11, 1922
Electric Eailway Journal
799
The Welding Encyclopedia
A Practical Reference Book on Autoge-
ous Welding. Compiled and Edited by L,.
i. Mackenzie and H. S. Card of the Weld-
tg Engineer, Chicago. Published by the
Welding Kngineering Publishing Company,
Chicago, 111.
This is the second edition of the
Velding Encyclopedia, and it has been
evised to bring it up to date. The
Iphabetieal arrangement of titles
acilitates reference to the shorter
rticles and definitions, and the placing
f longer articles at the end is con-
enient for those who wish to njake
n extended study of such topics. Long
rticles on thermit welding, the welding
f rail joints, oxyacetylene welding,
nd other topics of interest to the
lectric railway engineer are included.
totective Relays, Their Theory, Design
and Practical Operation
By Victor II, Todd, Designing and Manu-
icturing Electrical Engineer, We.sting-
ou.se Electric & Manufacturing Company.
[cCraw-Hill Book Company, New York,
. Y. 274 pp. Illustrated.
The relay performs one or another
Ktremely vital function in the modern
Bwer plant or substation. It has, for
sample, made the automatic electric
lilway substation possible. Simple in
rinciple, but involving great care in
lanufacture and ingenuity in applica-
on, it controls the operation of large
Dwer units and is largely responsible
»r their safety. For these reasons a
mvenient text and reference book on
le subject of protective relays should
J welcomed to the library of the power
igineer. This one, in the preparation
f which a number of experts have
isisted seems well adapted to its
arpose, that of being of assistance
3t only to the operator and tester.
It also to designers. The text is well
lustrated and appears to be fair in
3 references to the work of manufac-
irers in the field other than the one
ith which the author is connected.
Digest of Business Statistics
Ba.sed on the census of 1920 and other
ita. Compiled and published by Joseph E.
wtrian. New York. 103 pages, flfty-flve
bles. nine maps and five diagram.s.
This book was prepared especially
T sales and advertising executives,
though it is expected that it will prove
iluable also to business executives
inerally. It gives the latest authori-
tive information relative to popula-
ons, particularly the United States,
■ery state being analyzed separately.
>rms, Records and Reports in Person-
nel Administration
Edited by C. N. Hitchcock, University of
licago Press, Chicago, 111. 128 pages.
This book contains reproductions of
rms and records of many kinds in
nnettion with employees, accompa-
nied by explanatory notes. The forms
are selected from those used by a vari-
ety of companies.
The "Union d'Electricite" and the
Gennevilliers Station
By Ernest Mercier. Translated by C. M.
Popp. Published by Revue Industrielle,
Paris.
This is a handsomely illustrated book-
let of about fifty pages, giving details
of the great power plant now nearing
completion in the suburbs of Paris.
The plant was described briefly in the
issue of the Electric Railway Journal
tor Aug. 12, 1922, page 231.
Electric Transients
By C. B. Magnusson. A. Kalin and J. R.
Tolmie. McGraw-Hill Book Company, Inc.,
New York, N. Y. 1922. 196 pages, illus-
trated.
Electrical engineers are, as a rule,
more familiar with the phenomena of
direct and alternating current than they
are with what is known as "transient
phenomena" in an electric circuit. In
electric railway power practice, such
transient phenomena are involved in
lightning discharges, and in surges
produced in lines by the sudden open-
ing of switches, by short circuits or by
other momentary disturbances. The
theory of the subject is, of course, in-
herently rather involved, but all power
engineers ought to be familiar with the
fundamental principles of the subject.
They can thus select, install and main-
tain lightning arresters, reactance coils,
coils, etc., more intelligently than other-
wise would be possible. They have in
the past depended largely upon Dr.
Steinmetz's well-known book on this
subject for their information, but have
now, in this smaller and less mathe-
matical text-book, a second source of
information. The book is of excellent
quality from the standpoint of the
classroom instructor, for whose pur-
poses it was intended. For the prac-
tical man it would be greatly improved
if there could be added something about
the ways in which transient phenomena
are brought about in commercial, every-
day circuits.
Belt Conveyors and Belt Elevators
Belt Conveyors and Belt Elevators. By
F. V. Hetzel. John Wiley & Sons, New
Vork, N. Y. 333 pages. Illustrated.
By confining attention to one part of
the field of conveying machinery the
author of this book has been able to
go into great detail on this subject.
His idea has been to present the re-
sults of many years of practical experi-
ence in this field; at the drafting board,
in the shop and in the field supervising
the erection and operation of the ma-
chinery. For thirteen years he was
chief engineer of one of the largest
manufacturing companies in the busi-
ness.
So much attention is being paid at
present to the use of machinery in
handling materials that a compendium
of information like this cannot but be
of service to all fields where materials
have to be handled in quantity. In the
electric railway field this applies to fuel,
ashes, track and roadway materials, etc.
A perusal of this book will show where
belt conveyors and elevators can be
applied and, where applicable, how they
should be used.
The Forest Products Laboratory
The Forest Products Laboratory. A.
Decennial Record, 1910-1920. Published by
the Decennial Committee, Howard P. Weiss,
Chairman, Madison, Wis.
On July 22, 1920, there was cele-
brated at Madison, Wis., the tenth an-
niversary of the founding of the Forest
Products Laboratory. Later the labora-
tory published an attractive volume con-
taining the proceedings of the decennial
meeting and much information concern-
ing the laboratory. The book is illus-
trated from photographs showing the
many activities which are carried on by
the laboratory.
The record states that the technical
work of the laboratory is divided among
seven sections, each unit devoting its
attention to cei-tain well-defined fields.
In addition to these research sections
there are four service units, looking
after such matters as finance, engineer-
ing, maintenance, etc. The war greatly
stimulated the development of the
laboratory as is indicated by the fact
that the staff was expanded from
eighty-four persons, which it contained
in the spring of 1917, to 458, the num-
ber in employment on thej day the
armistice was signed.
Of the many subdivisions of the
laboratory work those of particular
electric railway interest are wood pre-
servatives, wood preservation, grading
rules for structural timber, wood tech-
nology and kiln drying.
Manchuria: Land of Opportunities.
Published by the South Manchuria Rail-
way, Dairen, Manchuria. American repre-
sentative: Yozo Tamura, New York. 113
pages, with map, diagrams and other illu.= -
trations.
This section of China only a few years
ago was known as "The Forbidden
Provinces." Now industries have been
developed, largely with American appa-
ratus. There are mines, extensive agri-
cultural developments and electric cen-
tral stations, with electric railways in
Dairen and Fushun.
List of Selected and Professional
Business Books
For the convenience of persons inter-
ested in business literature, Scovell,
Wellington & Comp(any, accountants
and engineers, Boston, Mass., have
compiled a list covering general ac-
counting, auditing, banking, m^inici-
palities, general business, advertising
and selling, and handbooks. The name
of the publisher, the number of pages,
and the date of publication are given in
each case.
800
Electbic Railway Journal
Vol. 60, No. 2(
Mr. Hecht Chairman
New Orleans Banker Heads Successor
Company to New Orleans Railway
& Light Under Reorganization
Rudolph S. Hecht has been made
chairman of the board of directors and
acting president of the New Orleans
Public Service, Inc., created recently to
control the New Orleans Railway &
Light Company under the recent reor-
ganization. Mr. Hecht is a command-
ing figure in the financial and banking
activities of New Orleans. His eleva-
tion to the highest position in this
service by the directorate is con-
spicuous proof of recognition of his
fidelity to the task of bringing about
the reorganization of the New Orleans
Railway & Light Company. As chair-
man of the committee representing the
R. S. Hbcht
holders of the 4 J per cent bonds, he ex-
ercised rare tact and diplomacy in
reconciling conflicting interests when
hope to do so had practically been aban-
doned. For four years he applied him-
self with tireless energy to attain the
end sought.
His versatility in other lines of ef-
fort is further attested by the fact that
he is at present president of the Hi-
bernia Bank & Trust Company, New
Orleans, one of the leading financial in-
stitutions of the South; president of
the Hibernia Securities Company, New
Orleans, New York, Atlanta and
Dallas, an institution of which he was
the founder, and president of the
Board of Commissioners of the Port of
New Orleans, a State institution de-
vised for the purpose of placing New
Orleans in the front rank as a port of
entry and export This latter organiza-
tion now owns and manages $55,000,000
of property on the river-front, repre-
sented by docks, warehouses and ele-
vators. It has also built and will soon
open for commerce an inner harbor or
navigation canal, at an expense up to
the present time of nearly $20,000,000.
Mr. Hecht is also vice-president of
the Union Indemnity Company, New
Orleans; vice-president of the Clearing
House Association; director of the New
Orleans branch of the Federal Reserve
Bank of Atlanta, the Mississippi Ship-
ping Company and the Federal Inter-
national Banking Company, New Or-
leans, formed under the Edge act, in
which organization he took a leading
part.
Rudolph S. Hecht was born in Ans-
bach, Germany, on June 3, 1885, and
after his graduation from a local col-
lege emigrated to the United States,
settling in Chicago in 1903, where he
entered the service of the National
Bank of the Republic as a clerk at a
salary of $30 a month. From that
position he was appointed, two years
later, assistant foreign exchange man-
ager of the Commercial National Bank,
Chicago. In 1906 Mr. Hecht came to
the Hibernia National Bank, New Or-
leans, where he rose from a minor of-
ficial position to vice-president and
finally to president, to which position
he was elected in 1918. He was then
thirty-three years of age.
Mr. Hecht is a man of unvarying
good humor, of exceptional affability
and courtesy, easy to approach, and an
attentive listener.
His duties as chairman of the board
of the New Orleans company will place
in Mr. Hecht's hands the financial man-
agement of the affairs of the company,
for which his varied experience as a
banker well equips him. He will also
have general supervision of the other
policies of the corporation.
operation of every member of the rail-
way section in increasing the member-
ship. Mr. Radley is safety engineei
of the Milwaukee Company.
G. F. Butler is general freight anc
passenger agent of the Norfolk & West-
ern Railway, Bluefield, W. Va. B. W
Herman held this position previously
A. L. Castle is now president of the
Honolulu (H. I.) Rapid Transit Com-
pany, Ltd., of which L. T. Peck was
formerly president. Mr. Castle has
been with the company for a long period
and before his election to the presi-
dency served as a vice-president. Mr.
Peck's retirement was noted in the
Electric Railway Journal for May 20,
1922.
W. A. Webb of Colorado has been
selected as chief railway commissioner
of South Australia at a salary of £5,000
a year. Mr. Webb was recently on the
staff of the United States Railway Ad-
ministration at Washington.
F. H. Harrington is now claim agent
of the St. Joseph Railway, Light, Heat
& Power Company, St. Joseph, Mo.
The position was formerly held by
E. E. Smith.
W. H. Sawyer, president of the East
St. Louis & Suburban Railway and of
the East St. Louis Railway Company,
East St. Louis, 111., which were recently
bought by the North American Com-
pany, has resigned from his position
as vice-president of the E. W. Clark
Management Corporation and from his
other connections with the E. W. Clark
Company.
Guy R. Radley, of the Milwaukee
Electric Railway & Light Company.
Milwaukee, Wis., has accepted the
chairmanship of the electric rail-
way section of the National Safety
Council for the coming year. He is a
man of experience, well known in the
Middle West for his ability to organize.
Mr. Radley has asked the hearty co-
John C. Welty, counsel for the North-
ern Ohio Traction & Light Company,
Akron, Ohio, died recently.
F. M. Hawkins, who has been asso-
ciated with the Crouse-Hinds Company
for more than twenty-five years, died
recently.
J. Houston Miller, Waxahachie, Tex.,
a member of the board of directors of
the Texas Electric Railway, is dead at
his home in Waxahachie. Mr. Miller
was seventy-one years old. He had
been prominently connected with the
Texas Electric Railway since it was
first projected by the late J. F. Strick-
land.
James F. Hogan, superintendent of
construction of the New York State
Railways, is dead. He had been in ill
health for some time and six weeks ago
went to visit his brothers in Bingham-
ton, thinking the change would benefit
him. He suffered a complete nervous
breakdown, however, and went to the
hospital. Mr. Hogan was born in Che-
nango Forks. He lived there through
his school days and later moved to
Cortland, where he worked on the Dela-
ware, Lackawanna & Western Railroad.
He moved to Syracuse about twenty
years ago and became roadmaster of
the D., L. & W. lines there.
Frank S. Gannon, from 1903 to 1906
vice-president Metropolitan Street Rail-
way, New York, died in New York Nov.
8. Most of Mr. Gannon's active life
was spent as a steam railroad operator.
Just prior to his connection with the
Metropolitan Street Railway he had
been third vice-president and general
manager of the Southern Railway, and
previously he had been successively
superintendent of transportation of the
Long Island Railroad, general superin-
tendent New York City & Northern,
general manager Staten Island Rapid
Transit Railroad and general superin-
tendent of the New York division of the
Baltimore & Ohio Railroad. Mr. Gan-
non left the Metropolitan Street Rail-
way in 1906 to become president of the
Norfolk & Southern Railway.
November 11, 1922
Electric Railway Journal
801
Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES
Average Supply Thirty Days
Census Report on Coal Situation So
Reports, With 28,000,000 Tons on
Hand Oct. 1
Official figures are available on the
coal supply situation. They were issued
under date of Nov. 7 by the Bureau of
Census under the authority of the
Federal Fuel Distributor. Between
Sept. 1 and Oct. 1 stocks increased
6,000,000 tons. Since Oct. 1 they have
increased as much again, if not more.
What is still more important the trend
of production is constantly upward and
coal is being added to storage.
If it were possible to compile the
figures as of the present moment the
situation would undoubtedly show that
conditions are greatly improved over
those of Oct. 1, the latest date for
which official data are available. As of
that date, reports from 306 electric
light plants collected in part through
the American Electric Railway Asso-
ciation and the National Electric Light
Association indicate that the electric
utilities at that time carried an average
supply of thirty days. Into this aver-
age, however, went many plants with
stocks much in excess of thirty days
and others whose reserves were danger-
ously low. With few exceptions, the
electric plants have less coal on hand
than they had a year ago.
This in itself might not appear to
be very reassuring, but sight must not
be lost of the constantly increasing
production. To the managers of plants
still suffering from the acute shortage
of coal, there is, perhaps, small comfort
in knowing that things have been
worse. But that is the fact. The com-
parative figures show it. Thus on Oct.
1. 1916, the estimated total commer-
cial stock of bituminous coal was
27,000,000 tons. On Oct. 1, 1917, it
was 28,100,000 tons. On Oct. 1, 1918,
it was 59,000,000 tons. For the cor-
responding period in 1919 and 1920 the
figures do not appear to be available,
although the tendency throughout these
years was downward at other periods.
On Nov. 1, 1921, the next nearest com-
parable date to Oct. 1 the supply was
48,500,000 tons. Last April the amount
available was 63,000,000 tons, but on
Sept. 1 it was only 22,000,000 tons,
climbing from that figure to 28,000,000
tons on Oct. 1, 1922.
Measured in tons, the stocks on Oct. 1
were about the same as the correspond-
ing day of the years 1916 and 1917.
Measured in terms of days supply, the
present stocks are larger, because the
present rate of consumption is still be-
low normal. Measured in either tons or
days supply, the present stocks are
BUSINESS ANNOUNCEMENTS
larger than those of June, 1920. If
evenly divided among all consumers the
stock on Oct. 1 would last twenty-two
days. The record stock of last April,
just before the strike, was sufficient
to last fifty-two days if evenly divided.
The low stock of June, 1920, was suffi-
cient for only fifteen days. But then
stocks are never evenly divided. In
every community there are consumers
who store virtually no coal and others
who carry stocks far above the average.
Statistics of Car Factories and
Repair Shops
The Census Bureau has just made
public some statistics for 1919 about
factories for the manufacture of cars
and railroad repair shops and the
number of cars manufactured in them.
They show that in 1919 there were
supply apparatus throughout the en-
tire Pittsburgh district. The railway
division has been changed to the
transportation division, with F. G.
Hickling as manager. A merchandis-
ing division has also been organized of
which F. C. Albrecht has been ap-
pointed manager. A transportation
division has been organized in the Phil-
adelphia office and Thomas Cooper has
been appointed manager. A central sta-
tion division has also been organized
with H. L. Moody as manager. Mr.
Moody will also be in charge of the sale
of supply apparatus in the Philadelphia
district, assisted by H. F. Brincker-
hoff, who has been appointed assistant
manager of the central station divis-
ion. W. P. Cochran will temporarily
have charge of the merchandising
division, which has been newly formed-
Similar changes have also been made
in the Detroit office. A central station
division has been established with L.
Whiting as manager. Mr. Whiting
will also have charge of the sale of
supply apparatus. F. D. Koelbel has
been made acting manager of a newly
created merchandising division. A
transportation division has been estab-
lished with R. L. Hermann as manager.
TABLE I-
-ELECTRIC CARS BUILT IN 1919
Class
Total
All Wood
?^umber
Steel Body
Steel Under With Wood
Frame Interior
All Steel
Value
Electric-railroad cars. . . .
Passenger
Freight and all other. .
2,049
1.814
235
73
41
32
938 899
840 898
98 I
139
35
104
tl4,264,946
12,131,561
2,133,385
TABLE II— STATISTICS OF CARS TURNED OUT BY MANUFACTURERS' SHOPS
IN VARIOUS YEARS
1919 1914 1909 1904
Electrio-railroad cars: . .„» .,., ., ...
Number 1.898 2,542 2,525 4.384
Value $13,502,653 $8,789,546 $6,626,357 $9,297,166
'''nSSactT. 1.726 2,335 2,345 4.008
Value $11,495,791 $8,075,710 $6,249,415 $8,809,261
Other varieties — ._, ,„ .__
Number "2 207 180 376
Value $2,006,862 $713,836 $376,942 $487,905
seven manufacturing establishments
building electric cars and 624 electric
railway repair shops. The former em-
ployed 3,286 and the latter 33,120 per-
sons. The value of the material turned
out by the manufacturers was $18,-
441,976 and by the repair shops $75,-
210,701. The electric cars built and
these various establishments are listed
in Table I.
Table II shows the cars built in 1919
and previous census years in manufac-
turers' shops. These figures do not
include the cars built in railway shops.
Railway Sales Double
That the railway industry is making
substantial recovery in its purchasing
this year is well indicated by the fact
that the General Electric Company has
made gross sales of railway equipment
and supplies during the first ten months
of 1922, which indicate that the total
business for the year will be about
double that for 1921.
Personnel Changes in Westing-
house Offices Announced
A number of changes in the per-
sonnel of the district offices of the
Westinghouse Electric & Manufactur-
ing Company have been announced by
W. S. Rugg, general sales manager.
In the Pittsburgh office, the power
division has been changed to the cen-
tral station division with Barton
Stevenson as manager. Mr. Stevenson
will also be in charge of the sale of
Metal, Coal and Material Prices
Metals — New York Nov. 7, 1922
Copper, electrolytic, cents per lb 13.80
Copper wire base, cents per lb 15 625
Lead, cents per lb 7 00
Zinc, cents per lb 7 40
Tin, Straits, cents per lb 37.00
Bituminous Coal, f.o.b. Mines
Smokeless mine run, f.o.b. vessel, Hamp-
ton Roads, gross tons $6 . 875
Somerset mine run. Boston, net tons 3.625
Pittsburgh mine run, Pittsburath. net tons 3 37
Franklin. (11. .screenings. Cbioago.nettons 2 625
Central, ni., screenings, Chicago, net tons I 87
Kansas screenings, Kansas City, net tons 2,50
Materlalc
Rubber-covered wire, N. Y., No. 14, per
1,000 ft 6.56
Weatherproof wire base.N.Y.. cents per lb. 16. 00
Cement, Chicago net prices, without baes $2 00
Linseed oil (5-bbl. lots), N.Y.,oentspergaL 92 00
Whitelead,(IOO-lb.kog),N.Y.,centsperIb. 12 125
Turpentine, (bbl. lots), N.Y., per gal.... $1.64
802
Electric Railway Journal
Vol. 60, No. 20
Track and Roadway
Toledo & Indiana Railroad, Toledo,
Ohio, is laying new rails in East High
Street, Bryan.
Chattanooga (Tenn.) Traction Com-
pany has begun extending its line
from Signal Mountain in the direc-
tion of Crossville.
Potomac Public Service Company,
Hagerstown, Md., is considering the ex-
tension of its tracks into the West End.
R. Paul Smith, an official of the com-
pany, has made a trip of inspection
through the territory.
London (Ont.) Street Railway in a
report to the City Council recommends
the construction of a new north and
south line on Colborne Street; also the
extension of Adelaide Street tracks
north from Oxford and the construction
of a new line up Quebec Street.
Toronto, Ont.— The City Council has
passed a resolution recommending that
the Toronto Transportation Commission
be requested to go ahead with the re-
habilitation of tracks between Avenue
Road and Spadina Avenue and between
Yonge and Church Streets. The esti-
mated cost is $86,000.
Pacific Electric Railway, Los An-
geles, Calif. — This company has filed an
application with the Board of Public
Utilities of the city of Los Angeles for
a franchise for the construction of a
second track on Front Street, Los An-
geles Harbor, between Fifth and Sixth
Streets, and on Sixth Street between
Front Street and Pacific Avenue. The
total length of the proposed second
track is approximately 3,100 lin.ft., and
the estimated cost of the proposed im-
provements is $120,000.
New York, N. Y.— Nine bids were
received by the New York Transit
Commission for the construction of the
subway portion of the Flushing exten-
sion of the Corona line of the Queens-
borough subway, together with the
ramp approach leading into the sub-
way from the drawbridge which will
span the Flushing Creek. The highest
bidder was T. A. Gillespie & Company,
$2,740,000, and the lowest bidder was
the Oakdale Construction Company,
Inc., $1,635,990.
Northern Ohio Traction & Light
Company, Akron, Ohio, is putting down
approximately one-half mile of double
track in Bedford, Ohio. Track extends
from Columbus Street to Solom Road.
The construction is 95-lb. rail. The
work cost $65,000. The company has
just completed the construction of a
double-track line extending from the
southern limits of Canton to a point
midway between Canton and Massillon.
The work is of open construction with
80-lb. rail on wood ties. The center
pole plan is used. The work cost about
$125,000.
Cincinnati (Ohio) Traction Company
on Nov. 1 completed one of the most
difficult track relaying projects en-
countered by its engineers in recent
years. The work was done on upper
Vine Street and involved the relaying
of 2 miles of single-track rails. Four-
teen curves were included in the 2-mile
stretch. The work was completed in
less than three months. Cars were
operated over the thoroughfare while
the work progressed as there was
absolutely no way of rerouting them.
Automobile and other vehicle traffic
also had to be contended with. Accord-
ing to Walter Draper, vice-president
of the company, the work was com-
pleted in record-breaking time, con-
sidering the conditions under which it
was done.
City Railway, Wheeling, W. Va., will
take up the car tracks on the East
Wheeling loop and on the Market
Street line from Eleventh Street to
below Sixteenth Street, in accordance
with the city demands. The Wheeling
Traction Company has agreed to build
a new track on Market Street from
below Sixteenth Street to Eleventh
Street, which will be placed in the
center of the street. The company
will also co-operate with the city in
the paving of this section of Market
Street and will be responsible for the
paving of the section occupied by the
car tracks.
Power Houses, Shops
and Buildings
iiiiiiiiiiriiimiLii
•fT""m"T"i"i"""i
Trade Notes
Northern Ohio Traction & Light
Company, Akron, Ohio, has begun the
construction of a brick freight house in
Barberton, Ohio. The new building is
to be 25 ft X 70 ft. About 300 ft. of
track, from Cornell Street over Hous-
ton Street to the building, is also be-
ing constructed. Cars will "Y" into
the house. The building will house the
Electric Package Agency as well as
the company's freight department.
The building and location represent a
$30,000 investment.
Indiana Service Corporation, Fort
Wayne, Ind., has started construction
work on the first two units of the shop
and carhouse lay-out at Spy Run Ave-
nue and Kamm Street in Fort Wayne.
The first unit will be a fireproof two-
story building which will contain three
car tracks on the ground floor. Pits
will be provided for the inspection and
making of repairs to city cars. The
second floor of this building will contain
the offices of the superintendent of the
car shops, the city superintendent and
the cashier. Rooms will also be pro-
vided for the operators of city cars.
The building will be 60 ft. by 250 ft.
The second unit will be a wash room,
30 by 220 ft. It will be but one story
and will be used as a place where city
cars will be washed and cleaned. Other
units in the general layout will be added
next spring, provisions being made for
trackage for 200 city cars. A rapid
completion of the work on the new car-
houses is necessary, according to S. W.
Greenland, general manager of the
company, because of the inability to
care at the old carhouses for the in-
creasing number of city cars owned by
the company.
Johns - Pratt Company, Hartford,
Conn., announces the appointment of
L. F. Carleton as district sales manager,
electrical division, with office in Boat-
men's Bank Building, St. Louis.
Dwight P. Robinson & Company,
New York, N. Y., has started work on
the design and construction of an ex-
tension to the plant of the American
Rolling Mill Company at Ashland, Ky.
The extension will include a jobbing
sheet mill, and a galvanizing plant.
This is one of several undertakings re-
cently awarded to Dwight P. Robinson
& Company.
Major Frederick Pope, first vice-
president New York Steam Corpora-
tion, and E. B. Powell, consulting en-
gineer Stone & Webster, Inc., sailed
for Europe on Oct. 28 on the Majestic
to make a study of recent developments
in European power-plant practice.
They expect to visit England, France
and Germany, returning to the United
States early in December.
Westinghouse Electric & Manufac-
turing Company has transferred its
Krantz works to Mansfield, Ohio, from
Brooklyn, N. Y. The Brooklyn works
was not large enough to furnish ade-
quate facilities to meet the impending
demand for production. The Mansfield
plant gives the works a location in the
central part of the country with easy
access to a large number of railroads
and to both the Middle West and East-
em offices of the Westinghouse com-
pany.
New Advertising Literature
General Electric Company, Schenec-
tady. N. Y.. has issued Bulletin 47,002.
It groups switchboard panels under two
general classifications, the vertical type
and the bench type. Slate and marble
are the two materials mentioned as be-
ing universally used for switchboard
panels. The title of the Bulletin is
"Switchboard Panels and Supportive
Framework."
Westinghouse Electric & Manufac-
turing Company, East Pittsburgh, Pa.,
has issued two attractive publications
containing suggestive ideas on the solu-
tion of two important problems con-
fronting the electric railway operator,
maintenance of equipment and proper
application of transportation methods.
The first book, "Electric Railway
Equipment — Helpful Hints on Its Main-
tenance," S. P. 1656, contains 112 pages
and is the first edition of what will
evidently be an encyclopedia of opera-
tion and maintenance of equipment. The
second book, S. P. 1655, is a twenty-
page publication entitled "Electric Rail-
way Transportation." The light-weight
double-truck car, the safety car and the
trolley bus are the three leading top'ca
discussed, with pictures portraying the
actual operation and installation of each
type in the United States and Canada
accompanying each discussion.
November 11, 1922
Electric Railway Journal
23
Does your public
believe in the
safety car?
The
PEACOCK
Staffless Brake
is visible evidence of safety
Prejudice on the part of both passengers and car
crews against the one-man car soon dies out
when convincing evidence of the safety and
economy of these little cars is offered.
Many companies require operators to make at
least one hand brake stop each trip at some
designated point. Not only does this make sure
that the operator will know what to do in an
emergency — it also engenders greater confidence
among passengers and operators.
But only with the most reliable and power-
ful hand brake equipment will such demon-
strations prove successful. PEACOCK
STAFFLESS BRAKES make good because
they have been specifically designed for safety
car conditions. They have maximum braking
power — several times that of the ordinary type
of brakes. They are truly safety brakes for
safety cars.
NATIONAL BRAKE COMPANY, INC
890 ELLICOTT SQUARE, BUFFALO, NEW YORK
Canadian Representative: Lyman Tube & Supply Co., Montreal, Can.
24
Electric Railway Journal
November 11, 1922
g| E;rLgirv:eers
jfor?), SJacon & Pavie
Incorporated
Business Established 1894
115 BROADWAY, New York
PHIIJU>I!I<PHIA CHICAGO SAN FKANOI8CO
STONE & WEBSTER
Incorporated
EXAMINATIONS REPORTS APPRAISALS
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
ELECTRICAI^-CIVIL— MECHANICAL
106 S*uth La Sail* StrMt
CHICAGO
ALBERT S. RICHEY
HUECTRIC RAILWAY ENGINEER
WORCESTER POUYTECHNIC INSTITUTE
WORCESTER. MASSACHUSETTS
C. E. SMITH & CO.
ConmdHng Enginttn
206S-7S Railway Ezehance Blig., St. LauU, Me.
Chicaco Kansaa CHy
lavastisalions, Appraiaals, Expert Testimony, Bridge
mad Structural Work, Electrification, Grade Croseing
Elimination, Fonnilations, Power Plant*
HEMPHILL & WELLS
CONSULTING ENGINEERS
Gardnw F. Weill John F. Layng Albert W. Hemphill
APPRAISALS
INVESTIGATIONS COVERING
Reorganization Management Operation ConstruotiMi
43 Cedar Street, New York City
WALTER JACKSON
Consultant on Fares, Buses, Motor Trucks
Originator of unlimited ride, tranaferable weekly
fm»». Campaigns bandied to make it a snecess.
143 Crary Ave., Mt. Vernon, N. Y.
THE J. a WHITE
ENGINEERING CORPORATION
Engineers — Constructors
Industrial Plants, Buildinfs. Steam Power Plants. Water
Powers, Gas Plants, Steam and Electric Railroads.
Transmission Systems
43 Exchange Place, New York
John a. Beeler
OPBtATING. TRAFFIC AND RATE INVESTIGATIONS
SCHEDULES— CONSTRUCTION— VALUATIONS
OPERATION— MANAGEMENT
52 VANDERBILT AVE.. NEW YORK
ENGELHARDT W. HOLST
Contulting Engineer
Appraisal*, Reports, Rates, Service InTestigatioB,
Studies on Financial and Physical Rehabilitation
Reorganization, Operation, Management
683 Atlantic Ave., Boston, Mass.
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Traffic and Reorganizaticm
Investigations
Fort Wayne, Indiana
PETER WITT
UTILITY CONSULTANT
466 LMd«r.N*wa Bldg., OoraUnd, O.
Parsons, Klapp, Brinckerhoff & Douglas
BCOKNB KLAFP W. J. DODOLAS
Engineers — Constructors — Managers
Hydro-electric Railway Light and Industrial Plant*
Appraisals and Reports
CLBTBLAND NKW TOBX
UTO Banns Bids. 84 Pine St.
DAY&ZIMMERMANN.Inc.
ENGINEERS
"Dxji^n , Co nstru ction
l^fporis, valuations, "Mana^emtnt
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.
November 11, 1922 ElectricRailwayJournal 25
srriiHiiiMiiiiMniii'iiiniiiniiiiiinirniriiiiuiiMiiriiiiMiitiniiiiiintniiinMiniiiiMninMniiiiiiiiriiirMnnnniiMiiMiiiiiiiiiiiiiiiiiniinir. 3"i>i*HiiMiiiiiiiMiiiiiiiiiminiiiiiitiiiiiiiiitiiHtiiiimuiiiiiiiiiiiiHiiuiiHimiHiiiittwi»iimimiiiiiiiMmiimiMWH^^^^
I "RIMCO" Insulated Screw Driver
= Tested and passed =
S " at 5,000 volts by i
I _, 1 e A fc ' '* Electrical Testing i
H The only a Art. '^j Laboratories of =
I Screw Driver 7./," NYCty. |
I for linemen and 8',i '."lOW" i
1 all high tension work " |
i Semi-soft rubber insulation bonded to metal by Elchemco process. =
i Insulation cannot crack or work loose. =
I i^^^S Rubber Insulated Metals Corporation |
i I m^^ 1 50 Church Street, New York City, U. S. A. |
i ^ytSSPvi Distributed ''(> Tlie Electric Service Supplies Co., and =
i ^5fil^^ other distributors =
I ^a«.»^'*- Export Distributor. I menmtional Western Electric Co. =
iiiiMiiiftiiiiritiiitiiiiiiiiiuliuiiiiMiiMiiiliiiiilriiiiiiiiHiiiiliiilriiiiiiiiiiiiiiiiiiiMiiiiiiiiitiiirMitiiiiiiiiiiniiiiiiiiiiiiMiiiiiiiiiiiiiiiifiKr:
tfiiitiwiiijtiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiniiiiiiuiiiiiirtiiiiiiiiiiiiiriiiiiiniiitiiuiiiiiiniiniiiiiiiiiiiiiiiiiiiii'.
I Transmission Line and Special Crossing |
I Structures, Catenary Bridges |
i WRITE FOR OUR NEW DESCRIPTIVE CATALOG I
I ARCHBOLD-BRADY CO. !
I Engineers and Contractors
SYRACUSE, N. Y.
uiiiiiiiiiiiiitiiriiiiiiiiiiiiiiiiitiiiiiiiliiiliiiiriiiiiiiiliiilliiilltlMtMiliiiiiiKiiiiiiiiiitiiiiiiiMililliiliitiiiiiiitiiriilMiriiiiiiitMllliiiiviiiiw
^iHiriiiiiitiiiiiMiiiiiiiiiiiiiiiiniiiifiiiMiitiiitiiiiiiniiiiiiitiiHiiiniiimMmimiiiiiiiiiniiiiiiiiiitiiiiiiiniiiiKiiiKiKiiiiiiitiiiiiiiiiiiiiiiL!
I The Corporation Service Bureau I
I D. H. Boyle, President L. A. Christiansen, Vice President I
I A. R. McLean, General Manager §
I LABOR ADJUSTERS I
I Investigations — Inspections — Confessions 1
I GENERAL OFFICES: I
I Suite 1215, Ulmer Building, Cleveland, Ohio I
i^iiiifiiiiiiiiritiiri(iiniiiiiiiiiiitiiri)iiriiiiiiir)irniiiiiiiiiiiriiuiitiiiiiiiiMiiiiitiiiMiiiiiiiiiitiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiri<iiiiiitir
|iiiiiiiiiiiiiiiiiiiiiiiiriiiiimiiiiiiiiiiniiiiiiiiiraiiiiiraiiiiiiiiiiiiiriiiim uiuiuiiiiiiiiiiiiiiiiiiiiiimi iiiiiiiiiiiiiiiiiiiiiimiinini
I Dwight P. Robinson & Company
I Incorporated |
I Design and Construction of I
I Electric RcilwayM, Shops, Power StatioiiM |
125 East 46th Street, New York
Chicago
Los Angeles
Youngstown
Montreal
Dallas
Rio de Janeiro
^iiiiiiiitiiiiiiHiiiuiiiiiiiiiiiiiiiiniiiiHiriiHiiiiiiiiiiiiiMiiiiitiiifiiiMiuiiiiiiiciiiiiiiiiiriiiriiiiiiiriiiiHiiiiiiMiiiiirMiiiiiiiiiiiiiiiiiricitin
KiiiiuniiinMiiniiiiiMiniiiMiniiuiiiiiiitiiiniiirininiiiiiiiiirriiiiiiriiniiiiiiriiiriiiiiiiiiiiiiiiiiiiiiiiiiiitriiiiiiiriiiiiiiiiiiMiiMiiriniiuiii
[ SERVICE EFFICIENCY ECONOMY f
I TIME-TABLE SERVICE |
TRAFFIC EXPERTS
I CITY AND INTERURBAN RAILWAYS =
i The J?s. H. Crosett Co.
S ENGINEERS
348 Carl St. |
San Francisco, Calif =
^•"iiiKiiiii tiiiiiiiiitiiiriiiiiiiiiiiirdiriiiiiiiiiiiiMitiiiiiiiiiiifiiirMirMlrniMliiimiiiiMiiiiiiii rMiriiiiiiiiiiiHiiriiiiiiiiiiiriiiiiiiiir
vmiiHinniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMtiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiHiiiiimiiiiiriiiiMiiiiiiMH
I The Most Successful Men in the Electric Railway I
I Industry read the |
I ELECTRIC RAILWAY JOURNAL |
I Every Week I
5mimiiiiiimmiminMiiminiinMiiMnmiMnmiiiiiiriiiiiiiMimnMiiiMiMiiiiiiiiiiiHiMnMniiiiMiiMiiMnMirMnMiiiinMniMniini^^^^
.'mrtimiiiiiiKii iiiiiiiiiiniiJiiMMinMiiiiiiiiMiiHniMiiiiMiiniiiiMiiiiiiMiiiMiitintiiiiiiiiiimiriiiriiiiiiiiiiimiiiiiiiiiiiiimirHiii'-
I THE P. EDWARD WISH SERVICE I
1 so Church St. 5tr€tl Riulway Inspuction 131 Stat* St. i
I NEW YORK DETECTIVES BOSTON |
?)llllllHlllllllitlllliUllillllMIIMIIMIIMItMIIII1IIIMMIIIIMUIIIMIIIMniniMllinillMltMIIIIMIIfllllllNMI1linirMlininMiniHlinllllllllHl7r
j:iiiuiitiiniiiiiniiiiiininiiMiiiMiiiiininiiiiiiiiiiNiuininiiiniiiMiiiiinMiMiiiiiniiiniHiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiniiiiMiiMiiMiiM
i When writing the advertiser for Information or f
I prices, a mention of the Electric Railway 1
I Journal would be appreciated. |
?niiiMiiiMnni(iiiiiiiiinniiiiuniNMiiiiiiuMniiiiiiiiiiiiiiNniiiaiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiifiiiiiiiiiirtiiiiiiiNiiiniiiiiiiiiiiiiiiHiR
7r
Helix Angle
Nuttall Silent Helical Gears
are making Wonderful records
They practically eliminate noise.
They minimize vibration and that means they
lengthen the life of the entire equipment.
Wear is minimized to such a point that we
predict mileages heretofore unheard of.
If they cost you three times as much as they do,
they would still make big savings in upkeep and
renewals.
Any road not using Silent Helical Gears should
get acquainted with our trial proposition. You
will want nothing else if you try just one set.
Every Gear Registered
All Westinghouse Electric & Mfg. Co.
District Offices are Sales Representatives
in the United States for the Nuttall Elec-
tric Railway and Mine Haulage Products.
In Canada: Lyman Tube & SMpply Co.,
Ltd.f Montreal and Toronto.
RDNUHALL COMPANY
PrrrSBURGH^ PENNSYLVANIA
iiniuiiiiiiiuiiiiMiuiiiiirjiuiijiiiiiiiiiiiiuimiiimimiiiiiiJiiiiiiiiiuiriiiiii iiiiiiiiiiniiiiiiuiiiiiHiiiiuiiuiiuimii
Electric Railway Journal
November 11, 1922
CARNEGIE Wrought Steel
GEAR BLANKS
The standard blanks
from which electric rail-
way motor gears are
cut. Because of de-
mand, leading gear cut-
ters carry Carnegie
Blanks in stock. On
your next order specify
them by name.
Made in a variety of sizes suit
able for every purp se.
Carnegie Steel Company
GENERAL OFFICES
Carnegie Building
PITTSBURGH, PA.
15S0
Service holds patronage — BUT
you can't give them service until they ride
I
'msatmmmat^
The Youngstown Municipal Railway Company
April 17,;io April 23nte22, (Incl.)
Pau bearer on e^talThe V
within the on* f JSe-l<trnit« o
seven (7) days ^m shown by d
Pass must be shown Comi-
(or one (I) passencagk .
000 51""
I'^Qllway ComtMny
.vn for a period cf
IS PASS.
ir and i« s^ood onlv
'ven the rii^ht to
':! pro-rata unused
••"^"^iaii^^CT^
And you can only get them to
ride by meeting competition.
Some of the largest Electric
Railways in the country are meet-
ing with much success as a result
of selling Weekly Passes. These
passes are sold at a set price, and
the holder is permitted to ride on
the cars of the Company for a
week. It is easy to understand
how this appeals to the people.
There is no doubt that the sale
of Weekly Passes by your Com-
pany would help you to solve the
problems of modern competition,
and increase your patronage.
Globe Ticket Company, 112 n. 12th street, Philadelphia, Pa.
November 11, 1922
Electric Railway Journal
27
Rattletrap Equipment
The antique trolley equipment of yesterday is
no more modern than the "makeshift" motor
TRUCK converted bus.
Passengers wont ride in rough-riding evil-
smelling buses any more than they will ride in
"Toonerville" trolleys — they expect a clean
smooth ride for their money.
MITTEN-TRAYLOR MOTOR BUSES are
the most modern and up-to-date passenger car-
rving automobiles now on the market.
' MITTEN-TRAYLOR MOTOR BUSES are
designed and built by men long experienced
in the electric railway field, plus automotive
engineers. They attract passengers.
MITTEN-TRAYLOR BUSES ride smoothly;
Operate economically and speedily;
They are well ventilated;
Well lighted and COMFORTABLE to ride in.
MITTEN-TRAYLOR, in a word, is a REAL
PASSENGER carrying automobile — Built to
augment your trolley lines, increase your revenue
and win for YOU the confidence and approval
of the public. Write for descriptive Bulletin.
MITTEN-TRAYLOR
N
O
R
R.
^kiladelpkicL
mNMHHMHi 1 1 1 1 1 tt 1 1 1
28
Electric Railway Journal
November 11, 191
THE NAME
HALE&KILBURN
Stands for Highest Standard in
Electric Car Seating
Write
for
Particulars
AllSteel
Seat —
Rattan Spring
Cushion.
Best Seats for One
Man Safety Cars
and Motor Buses
Best Seats for
City Cars
Interurban
Lines
One Man Cars
Trolley Buses
Hale & Kilburn Corporation
American Motor Body Co., Successor
Philadelphia
New York — Chicago— Washington — Atlanta
Liglit
Weiglit
Steel
Seat
Snringless
Cusliion
H & K Seats
are
Neatest
Lightest
Strongest
Simplest
Yet No Higher Price
Big ones
or
little ones
St. Louis Cars are
Quality Gars
Safe Cars
Economical Gars
Attractive Gars
St. Lqviis Ci^r^nmp^ny
St, Laviis, A\a.
"T^j Eirihplzc& a/'t/\e. Sz/tsiy Cs&r'
November 11, 1922
Electric Railway Journal
29
tftniiiiitMMiiiiiminminMimiiiMrMHiiiiiMiimiMinMiiiiiimimitinmirinmiiiiniiiiiiiiriiiiiiirnimriiiiiininiiiiimiMiiriiiiiimiik . H'<iiiii><<>iit>><)i>>><i"i<>ii<iiii>iiiii"iiniiniiniiuiiHiiMiimiiiiiiiiiiimimiimimiiiiimMmmiimmuiiiimmwiiiiiiHiiinM)^
Dossert
Connectors
X.
Making solderless connections 2-way, showing detail
Ho\v You Can Save
The Dossert Solderless, is the standardized
method of making electrical connections — because
the Dossert Tapered Sleeve principle is the accepted
method of giving better conductivity at the joint
than in the wire itself.
The Dossert 15th Year Book shows you the
economy of using these connectors for all your
wiring.
FREE
Dossert & Co.
242 West 41st Street
New York, N. Y.
^
I —
1
■
m
Long-Lived; Overhead
The engineers who selected Bates
Expanded Steel Poles for this instal-
lation had very deflnlte reasons for
their choice.
Bates poles are strong; when set In
ccmcrete they are not subject to rust,
rot or corrosion below ground; peri-
odic painting is cheap and absolutely
protects the pole above ground.
Bates poles are good for a life of
flfty years, at a conscrvatlTe estimate.
With all their advantages. Bates Steel
Poles now cost lesx than any other
type of poles in equivalent sizes.
The line shown here is part of the
recent electrification of the N. Y.»
N. H. & H. near Hartord, Conn.
Catalogues and data on reQueat.
Bates Expanded Steel Truss Co.
208 So. La Salte St., Chicago
District Officea in all Principal Citie»
jiruntiiiiriiHiifiiiiiniiiiii'iiiiniiiriiitiiiniUMiniiiMiniiniininiiiniiniiniiuiininiiiiiiminiiiiiiniiniiiiiniitiiiHiiitiiiiiiiniitiiiiR
giMiiHniiuiiuiiiniiniiuMiniinMiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiintiiiiiiiiiiiiiniiitiiiiiiniiiiiiniiUiiniiiiiiriiiriiirtiiiiiiiiiiiiiiiiiiiiniiu^
ELRECO TUBULAR POLES
'.iliiiiilirillildlllilliiiil iriiiiiilillJllliliijjiiiiiiiiiillllllllllllllilllliliiiiiiiiiiijiiiii I Ill illE
giiiiiiiiiiiiiijiiiiiiiiii II ftiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiimiii iiiiiiiiiiiimiimiiiiiriiiiiiiiiii:
^^;^,Ec>^^A.MELECTRIC PRODUCTS I
"bare copper wire and cable i
THE 'HVlRt LOCK
/ /
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
TMt CMAMrCRED JOINT
I COMBINE I
I Lowest Cost Lightest Weight |
I Least Maintenance Greatest Adaptability |
i Catalog complete with eoirlQeerinir data sent on request =
I ELECTRIC RAILWAY EQUIPMENT CO. |
I CINCINNATI, OHIO |
I New York City. 30 Church Street I
'^•tiiiiiitiiiiiiiniiiniiniiiiiiiniiiiMiiiiiiiiiiiiiiiiiiiiiiiiMiriiiiiiiiiiitHniiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiB
gniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiimiiiiiimiiiiiiiiiiiiimiiiiiiitiiiiiiiiiiiiimiiiiiiHiitiiiiiiiiiiiiiiiiiiimiiiiiuiiiiiiitiiiiiiiiiiiiis
I Peirce Forged Steel PiiiS |
I with Drawn Separable Thimbles |
I Your best insurance against insulator breakai* 1
i Hubbard & Company I
I PITTSBURGH. PA. |
nmtit iimiiiiMmmiHitMiiMiimiimrmimimiummiiMnMiiiiiMiniiuiiniiimuMUMiiiiiiimmiriiiiiiiiiiiiiiiriiiitiiiiiiiiiiiini^
^mniiiiiiiiiiiiiHiitiiiiMimiittiiniiiuiiniiiMiiiiiiMiiHiiiuiiiiiiuiiuiiiniiiiiih...iniiiiiiiiHii(iiiiiiiniiitiiiiiHiiiiiiiiniiiiiiitiiiiiii5
I AUTOMATIC SIGNALS
I Highway Crossing Bells
I Headway Recorders
I NACHOD SIGNAL COMPANY. INC.
I LOUISVILLE. KY.
luiuiiiiiiiMiittiiiiiiiiniiriiiitiiiiiriiiininiiiiiiiiiiiiiiniiiiiiiiuiiiiiiiiiiiifiiiiiiiiiiHMiiiiiiiiiiiiiHiiiniiiiiiiiiiiiiiuiiiiiiiiiiiiimiinii.^
Ree. U. S. Pat. Office
Galvanized Iron and Steel
Wire and Strand
Incandescent Lamo Cord
PAPER INSULATED
UNDERGROUND CABLE
MAGNETIC WIRE
I AMERICAN ELECTRICAL WORKS
I PHILLIPSDALE, R. I.
i Boston. 176 Federal: Chicaco. 112 W. Adams;
= Cincinnati. Traction Bldg. ; New York, 233 B'waj i
niriiiiiiiniiiiiiiiiiiniiitiiiniiiitiiiiiiiintiiniiiiiiiiiiiiiiitiiiiiiiniiiiiiiiiiniiiiiiniiniiiiiiiiiiiiiintiiiiitiiiiriiiiiiniiiiiiiriiiniiiiiiiiiiiB
iHiiiiiiiiiiiiiiiiuiiniiiiiiiiiiiiiiniiiiiMiiiiiiiiiiiiiriiiiiinMiiiiiiMniiiiriiiiitriiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiriiiiiiiiiiiiiiniiJiiiiriiniiitn]
I NASHVILLE TIE COMPANY
I Cross Ties: White Oak, Chestnut, and Treated Ties.
I Oak Switch Ties.
I Prompt shipment from our own stocks.
I Headquarters — Nashville, Tenn.
I A. D. Andrews, Terre Haute, Ind., Representative.
SiiiiiiiiiiiiiiiiiiiiniiiiriiiiiiiiiiiiiiiiiiiiiiiifiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniitiiiiiiiitiiiTiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiitiiiiiiiiilin
iiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiimiiiiiiniiifiifiiiiiiiniiiniiiMininiiiHiniiiininiiiiiiiiiiiiiiiifiiiiiiirriiitiiuiiiiriiriiiiiiiMiiniiiiiiiiiiniii:
U. S. Electric Contact Signals
for
Single-track block-signal protection I
Double-track spacing and clearance signals i
Protection at intersections with wyes s
Proceed signals in street reconstruction work =
United States Electric Sisrnal Co. I
West Newton, Mass. i
fiMimiuiinriinmiimiiMiiiiiiiiiinniuiiimiMiiimiMiiiiiimnMiiiiiiiMiituimimiimiiiiiiiiiimiiNumiuumniiiiMUMiiiuimuM
30
Electric Railway Journal November 11, 19\
" " '"' iii"iii""iiiiiiii""|! ^inniiiiiinmiiiuuiiuiiiwnuijuiuuiuiiiiiniiimuuuwiiimiiiuiiiuiimiiiuiuiimimmuiiuwiiiiuiiiiuMuiiiimiiu
American
Rail Bonds
GROWN
UNITED STATES
TWIN TERMINAL
SOLDERED
TRIPLEX
Arc Weld and Flame Weld
Stmd f»r mew
ItaH B*md hn^k
BARBOUR-STOCKWELL CO.^
205 Broa<iivay. Cambridgeport, Mjttt. *i^B
E»t«bIUhed 1«5S **^
Mntiufacturerc of
Special Work for Street Railways
Frogs, Crossing's, Switches and Mates
Tumcuts and Cross Connections
Kerwin Portable Crossovers
Ball vlll Articulated Cast Manganese Crossing!
STJMATFS PROMrrp' FURN)5HF,D
ml »■ 'ii*^ lYi ""-' -^-ftlti^j^MlfiMJHBMtetKli
American Steel & Wire
Company
CHICAGO
NEW YORC
i i
lllllllllllllllllllliilllltHitiiriiimiiiilllliililililiilllilliliiiiliiiiiiiniiiiMiiilllilMiiiiniitiitiitliiiiininiiiriiiMiiiiiiiiiiiiiiiiiuuiiiuiliJi
uniiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiniiiiiiiiiiiuiiiiiiiiiiiiiii iiiijiuiiiiiiiiiiiiiiiiiiini:
Chapman
Automatic Signals
Charles N. Wood Co., Boston
r,iiiiiiiiiiiiiitiiiiiniHiiniiiiiiiiiniiiiiiiitiiiiiiiiiMiiiiiniiiiiiiiuiiiiiiriitMiiiiriiniiiiiiiiiiiitiiiiininiitiiiiiiiiiiiiii>»iiiiiiimiiiiiiiiiii.'
-:iiiniiiiin)iimiiiiiiiiniiiiiiiiiMiiiniiiiiiiiiiiiiiiii
iliiiiiiiiiiiiiiiiiiJiniii
ANACONDA TROLLEY WIRE
ANACONDA COPPER
MINING COMPANY
RolXin.Q Mills Department
CHICAGO. ILL.
An
theamerican
dA brass company
'"^ General Offices
WATERBURY.CONN.
■■ iiiiiiiuiini
^iiMiiMiiiiiiiuiimiiiiitiiHiminiiiiiHiiiimiiiiiiiiiiiiMiiiiiiiiiiiiiiimiiiiiiiiiiiitiiiiimiiiiiiiiiiiiiiuiiiimmiiiiin
International Creosoting
& Construction Co.
Galveston, Texas
i Plant — ^Texarkana Beaumont GalrestoB
j MONEY SAVERS TO RAILWAYS
I Treated railway ties, poles, piling,
bridge timbers, etc.
See our full page advertisement
I in last week's issue.
ntiiiiiiiiniiiiiiniliiiiiiiiiiiluillllliiniiiiinilillliininiiiiiniiiiniiiliuiinilriiniiiiiiMllMiMiMniiniitiiiiiiiiiniiHiiiiiirtiiriirrrililM
aMilillililiiilllltiiiiriiriiiiiiiiiMiilliilniniiiiiiiiniiiiifiiirillliiiiiiiiiliiiiiiiiiriiilliiiliriiiiiiniiMiiiniiiiiiiiililiiKiiriiiiiiiiitiitiiiQ
I AETNA INSULATION LINE MATERIAL
i Third Rail Insulators. Trolley Bases. Harps and Wheels. Bronze and
I Malleable Iron Frogs, Crosainrs. Section Inaulators. Section Switdw*
Albert & J. M. Anderson Mfg. Co.
I— 288-93 A Street Boston. Mass.
EBtabllshed 1877
Branches — New York. 135 B'way.
I PlilUdelphta« 439 Real Estate Truat Bldg. CbicaffO. 105 So. Dearborn St.
I liondon, ■. C. 4. 38-39 Uppar Thames St.
.iilllimtmiiiiiiiiKiiiiiitiiiiiiiiiiiiniiriiMiiMHiiiii niiiiiiiini'-iiiiitiiniiiriiiiiiiiiiiiiiiiiiiiririiiHiiriiiiiiiiiiiMtniiiiiiiiiiiMi
SinilliiiiiiiiiitriiiruitiiiiiiMliniiitiiiiiiiiiiiiiiitllllllilllliiiilMiiiiiliiiiiiiiiiiiiiiiiiiitiiiilniiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiii iiiiiin
I
E
ROEBLlNt
'>iiitiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiriiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiii'~
luiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiciiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiniiiiiKiiiiinii iiihiiiiiihihiiiihiiiimiiiiiiiiiii
FLOOD CITY
Rail Bonds and Trolley Line Specialties
Flood City Mfg. Co., Johnstown^ Pa.
iiiiliiili)iiiiiiiiiiiii)iiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiitiiitiininiiniitiininiiiMiiMiiiitii)iiii'iniiniiiiiniiiiiiniiiiiiiin
^iniiniirinMiMiiMiiinMniiiMniiiiiiMniiiiiiniiiiiniitiiiiiiiiiniiiiiitiiiiiiiininiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiniiiiiiiiiii^
I INSULATED WIRES AND CABLES
I JOHN A. ROEBLiNG'S SONS CO., TRENTON, NEW JERSEY
^iiiiiitiiiniiniiiiiiiiniiMiiiiiiiitiiitiiiriiMiriiiiniiiiriiiiiiiiiiiiiMitiiiiiiriiiiMiiiniiiiiiiiiiiiitiiniitiiiiiiuiiiiiiiiiiiriiiiii
uiiuiniiiriitiirtitiiiriiirtiiiiiiiiiiiriiriiiriiiriniiniitiiriiiriitrirriiiriiriiitiiiiiitiiintriiitiiriiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiMii
I RWB DYNAMOTORS
i FOR
I CARBON ARC RAIL JOINT WELDING
I CARBON ARC RAIL BONDING
I CARBON and METALLIC ARC GENERAL WELDING
I Rail Welding and Bonding Co., Cleveland, 0.
'iiiiiiiiMiiiiiiiiiii<iiiiMiitiriiitiiriniiiiiiiuiiiiiitiirtiiiiiiiuiiiiiiirirriiiiii(iiiiiiiiiiMiiiiiiiiiriitiiiiiitriiiiiiiimMitiiiiiii(iii(ttiiijiHtiii
EiitliiiiuillllinliniiiiiitiniiiiliiiiiiinillliliilliMiintiiiiiitiiiiiiiiiniHiinillllllllliiiiliiliiiiniMitiiiliiiiiliriniiiiiiiitiiiiiiiiiilliiHllli;
Standard Underground Gable Co.
MannfafltorerB of
Electric Wires wid Oablea of all Uiidi;
also Gable TerminaU, ionotion Boxes, etc.
Boston Philadelphia Pittsburgh Detroit Nev York
San FraneUeo Ohlcaffo Washlnston St. Loula
i Ramipo Iron Works
i Established 1881
Ajax Forge Coinpany
Establish 188]
^jllliitlllllllilltiitiiniiiinriiniuillllillllliillilllllilliimilltMillllllliiliiiMimliiiii
iiiiiiiiiiiMiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiimiiiiin
I RAMAPO AjAX CORPORATION
i Successor
I HILLBURN, NEW YORK
I Chicago New York Superior, Wis. Niagara Falls, N. V.
i Automatic Return Switch Stands for Passing Sidings
i Automatic Safety Switch Stands
i Manganese Construction — Tee Rail Special Worlt
^iiiiiiiMniitiiiiiiitiiiiiiMiniiiiiiiiiitiitnitrittiimiiiiiiiiiiiiiMinMiiiuiiiMiiintiiiiiiHiMMtiiiiriitMiiMiiMiMiniiininiiHiiiitiiiitirHM
November 11, 1922
Electric Railway Journal
81
iliiiiiimiiiiiiiii iiiiiiiiniiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiHiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiuiiiiiiii luiiiiiiniiiiiiiiiiiiriiiiiiiiiiiiiiiiimiiiiimiin iiiiiiiiii iiiiiiiiiii niimiiiiimni|iiiiiiHiraiimiraiiira
The Indianapolis Switch & Frog Co., Springfield, Ohio I
Indianapolis Economy Products That Make Dollars "Grow" I
Indianapolis Solid Manganese:
Froga, Crosfiinrs, Mates and Ton^e-switchea. Super-quality
material. Par-excellent designs. Oirea manr lives to one. of
ordinary construction, and when worn down. CAN BB BE-
STORBD by INDIANAPOLIS WELDING.
Indianapolis Electric IVelder:
Efficient. Rapid. ECONOMICAL. Durable. Price. $2.00 (per
day for three hundred days) thoroughly dependable every day
in the year, upkeep about 75 cents per month. LAST A LIFE
TIMB.
Indianapolis IVelding Steel:
Fluxated heat treated Metal Electrodes, insure Uniform De-
pendable Welds that are from 76 per cent to 100 per cent more
efficient, than the "MELT." from the same Hiffli Grade basic
stock, untreated.
Indianapolis IV elding Plates:
Eliminate "Joints" and "Bonds" In Street Track. Hisher in
Strength and Conductivity than the unbroken Rail. Installed
according: to instructions, have proven THOROUGHLY DB-
PENDABLE. during 10 YEARS of "Time and Usage" TEST.
Extensively uBed in 48 STATES and COUNTIES. Recognized
as paramount MAINTENANCE ELIMINATORS.
Indianapolis Welding Supplies:
CABLES. HELMETS. LENSES. CARBONS.
Turntables:
Ball-bearing, tor ash-pits, storage yards, etc.
Indianapolis "Economy" Products
are Pre-eminently "Money Savers." YES— "Money Makers" for
Electric Railways.
uillliiiniiiiHiiiiliiililltiuiiiiiHiHiiiMniiiiiiiiniiiiiiKwiiiiMiiMiiiMiiHitiiiiiiiMnniMilMiltllltlllilltMilillHllltllliniiNiiinMiiMiiiMiMHlililiiiiiiiiiiiiiiiiitiiiHiitiiiniiitiiiiiiiiiiniiniiminiiiii^
lUlilimiinillllllllliiiiiniiuiiiiiijtiiniiiriiliMnMiiMliiiilMijrMlllliMlirifiiliiMniiniiniiniitMiniiiMiitliniiniiiriiiiiiiMlniiniitiliHiiMiiriiiiiiiiiiiiniiinliiriiniiniiniiitMininiiuiiniiniittMniiiiiiiiiiiiMinilllii^
THE BABCOCK & WILCOX COMPANY
85 Liberty Street, New York I
Builders since 1868 of
Water Tube Boilers
of continuing reliability
BRANCH OFFICES
BosTo.N. 49 Federal Street
Philadelphia. North American Buildine
Pittsburgh. Farmers Deposit Bank Building
Cleveland, Guardian Hnilding
Chicago, Marquette Building
Cincinnati. Traction Building
Atlanta. Candler Buildine
T-CSON. Ariz.. 21 .So. Stone Avenue
Fort Worth. Tex.. Flntiron 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-S Baronue Street
Houston, Texas, Southern Pacific Buildinir
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, Cuba, Calle de Aguiar 104
San Juan, Porto Rico, Royal Bank Building
niiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiimiiiummiimiiiiiiiniiiiiiniitiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiHiiiiiiiiiiiiu^
,iiiiiiiiitiiiiiiiiitiimiiitiiiiMiiiiiitfiiiiriiiimiiiiiiiiimiiiiiiiiiiiiiimiiiiiitiiiiiiiiiii)iiiiiii>iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii)iiiiiiiiiii'.:
High-Grade Track I i special trackwork |
Work I
Of the well-known WHARTON Superior Designs
and Constructions
SWITCHES— .MATES— FROGS— CROSSINGS
COMPLETE LAYOUTS
IMPROVED ANTI-KICK BIG-HEEL SWITCHES
HARD CENTER AND MANGANESE
CONSTRUCTION
New York Switch & Grossing Co.
Hoboken, N. J.
Steel Castings
Forcings
Gas Cylinders
Converter and
Drop Hammer
Seamless
Electric
and Press
Steel
I I Wm. Wharton Jr. & Co. Inc., Easton, Pa. I
i i (Subsidiary of Taylor-Wharton Iron & Steel Co., §
I I High Bridge, N. J.) |
i I ORIGINATORS OF I
I I MANGANESE STEEL TRACKWORK |
imiiiiiiiiiiiiiiiitiiiiMnMiuriiniirMiniiiiMiiMiNiiiiiiiiiiiiiiiiiiuiiiiiiuiiiiMiiiiiiMtiiiiiiiiiiiiiMiiiiiiiiitiiuiiiiriiiiiiiiiiiiiiiMiiiiiiii: ifinMiiriiiniiiiiiiiiiMHMiiniiuiiniiiiMiiiiinMnMiuiHiiiiiiMiiiiiiiiiiiiiiMtiMiiriiiiiiiiiiniiiiHniMniniiiiMiiiiiiiiiiniiiiiniiijiiiitiiin
iiiiiiiinMiiiiiiiiiiiiiiiiiiiimiiuiiiiiiiniiniiiiiiniiniiniiiiiiitiiuiiiiiiitiimiiiiiiiiiiiiitiiiMiiiiiiiiiitiiiiiiiiiiiiiiii)ii)iiiiiiiiiiniinii\
Corrugated Culverts
"ACME" (Nestable) and IMPERIAL Riveted Corrapated Culvcrta. |
Made of anti-corroeive Toncan Meftal. Write for prices. i
THE Canton CulvertCSiloCw
Ham Li r ACTu RA ■»
G^NToprf-OHio. U.S.A.
titnitiiiiiitiiitiMiiiiiiriiiiiiirtiiiiiiiriiiiiiiiiMiiMijiiiirMiiiiiiitiiiMiiiiiiMijiijjiiiiriiiiiiirniiiiiiiniMiiriiiriiiriiitiiiiiijiiiiHiiriuiiif;
&<ijirniiiiiuiiiuiiiuMiuiiiniiniiiniHiiiiiiiiiiiiHMiiiiiiMiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiMiiriiuiiniiitiiitiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii!i
Homflex Insula-
tion Paper has no
Krain. Folds with-
out craokine.
Peerless Insulation
Paper has 25 to
50 per cent higher
electrical resist-
NATIONAL FIBRE & INSULATION CO.
Box 4:34, Wilminston. Delaware
iiiiriiiiiiiiriiiiiiiiiiiiriiiiiiirriiiiniiriiiiiiiriiiiriiiiiiiiiiiiiiiiittiriiiiMiiiiiiiiiijiiiiiiiiiinitiiiriiiiiiniiiiiiiiitiiiMiiiiiiiiiiiii?
luiiiiiiiiiiiiiHiiiiiiiiiniifniiiiiiiiiiiiMiMiiiiiiitniniiitiiiiiiiniiitMiiiiiniiniitiiiiiiiHiiniiiuiiiiiuiiiiiiiiiiiniiniiniiuiiniiiMiuiiiiitiJMiniiiiiiiiiMiiniiH^
FOSTER SUPERHEATERS
A aeceiiity for turbine protection, engine cylinder eeonomy and utilization of superheat for all its benefits
POWER SPECIALTY COMPANY, 111 BROADWAY, NEW YORK
a— tsB Philadelphia Pituborrh KansAS Olty Dallas Ohicacro San PraneUoo Londoa. Bac
MuimiiiMiiMMiiiiiiiiiiiiiuiiniiimiiiiiMHiiftiiMMiiiiiMiiuiiniiiiiiiiiitiiiiiiiitiiiniiiiiiiiiiiiiiiiiiiniiiiiiiHimiiiiiiiiiiiiiimiK^^
32
Electric Railway Journal
November 11, 1922
«mimiiiiimiiiitiiniitiiiiiiiiiiiiMmitiiiiiiiiiiiiiti:tii!niiiiniiiiuiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiniiiiiiimiiiinn
I Car Seat and
I Snow Sweeper Rattan |
s For 60 years we have been the largest im- |
I porters of rattan from the Islands in the |
I Indian Ocean. It is therefore to be ex- i
pected that when Rattan is thought of our I
name, "Heywood-Wakefield," instantly |
comes to mind. I
uiiiiiiiiiiiiitiiiiiimiiiimiiiHiiiiiiiiuiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiniiiiiiiiiiimiiiiiiiiiiiiiiiiriiii iiiiiiuiiiiiiiiuiiiiiiiiiiiinii!
Follow that impulse and write us when in |
the market for : |
High Grade close woven Rattan Car Seat I
Webbing, canvas lined and unlined, in |
widths from 12 in. to 48 in. |
High Grade Snow Sweeper Rattan in I
Natural and Cut Lengths. |
High Grade Car Seats, cross or longi- |
tudinal, covered with Rattan, Plush or i
'Leather. |
HEYWOOD-WAKEFIELD
COMPANY
Factory: Wakefield, Mass. |
SALES OFFICES: I
Heywood-WaneHeld Co., Heywood- Wakefield Co. =
518 We8t 34th St., New York 1415 Mic.i (tan Ave.. Chic lio. |
E. F. Boyle, Monadnock Bldff., San Francisco, Cal. |
F. N. Grig's. 630 Louisiana Ave.. Washington. D. C. i
Railway and Power Engineering Corp.. Toronto and Montreal. |
G. F. Cotter Supply Co.. Houston. Texas. |
^iiiiiitiiitMniiM'*iiiiniiiiiniirMiiiiMiriiiininni|iiiiiiiiiin;iiiiiiiiiiniitiniiiiniiiiiiiiiiiuiuiiiiiitijniiuiiiiiitiiuittiniiiiiniiiiiHi
£itiiiiiiiiniltlllMniilllllltlllllfliuliiiiiiiirlllililltliiillilililiiuiiiiininHriiiiiHiiiniiiiiiiillMtilliiiMlliiiiiriniiiiitiiiiiiiniiiii]|litiiiii'j
We make a specialty of
ELECTRIC RAILWAY
LUBRICATION
We solicit a test of TULC
on your equipment.
The Universal Lubricating Co.
Cl«vei«n.J, Ohio
JiiitiiniiiiiiiiuiiiiiiimiiiimiiiiiMiiiiiiiiiiiiiniinininiiiinriiMiMiiiiiMiiiuiUMiiiiMtiiiMiiiiiiiiiiniuiiMininiMiniMiitiimtiiriiitiitn
uiiliiiiiiiiitiiniiiiiiiiiiimmiiiiHiiiiiiiitiiiiiniiiiiniiiiiMininiiiniiriiniiMitiitHiMrMiMiMitMriiitirtiniitiiiiitMiniMiHiMiiMiimiiii;^
im<m
KJDtWiaaPKSlI, WDS. M. §. iSl.
I Electrical Machinery, Steam Turbines, Steam Engines, |
I Condensers, Gas and Oil Engines, Air Compressors, I
I Air Brakes |
^iimiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiinnijiijiiijiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii'iiiuiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiE
Refinish Your Rolling Stock
The "SPRACO" Way
Save 50-80 per cent Labor Costs. On handy man with
"Spraco" Paint Gun easily outstrips 4 or 5 brush painters.
On Car Bodies — Under Rigging — Bridges — Elevated
Structures — Steel Frame Buildings — Tubular Poles, etc.
In fact every class of painting and finishing work.
Get a "SPRACO" Paint Gun — Compare Results
Send Today for "Spraco" Bulletin P-71
SPRAY
Engineering Co.
60 High St.
Boston, Mass.
^iiiiiiriiiiiiiiiiiitiiiiiiiimiiutiiniiiiiiiiiiiiuiiiiiiiiiiiMiiiiiitiiiiitiiitiiiiiiiiiiiiiiiiiiiiiiiiiiniiiniiiiiiiiitiiiiiitimiuiiiiitilimiitiinHn
t|iii[iirriiiiiiriiiiriiiMiiiiiiiiiiiii<iiiiiiiiiiiiiiMiiiiiiitiiiiiiiiiiiiiiiiiiiii)iiiiiiiiiiiiiiriiiriiiiiiMiiiiiiiiiiiiriiiiiiiiiii(tiiiiiMiiiiiiiiiriiitiiit
I RAILWAY MOTOR BRUSHES |
I Grade 402 has been proved by test the most economical and |
I latisfactory brush for standard slotted commutator railway i
I motors in hoth city and interurban service. One of a series of |
E standard railway motor brushes. |
COLUMBIA BRUSHES
i COST NO MORE — LAST LONGER I
i NATIONAL CARBON COMPANY. INC. I
I eUVELAND, OHIO SAN FRANCISCO, CAU |
^iMMiiiiiiuiniiiiiiniitiHiiMiHiiiimiiiiiiiiiiiiiiiHiiiiiiiiiniintiiiiiiniiiiiniiiiiMiiiiiiiiiHiiiiiMiniiiiiiMiiiHMiuiMiitiiiiiiiiH^
tiuMiiiniiiiiiiiiiiiiiniitiiiiiiiiiiMiriitiiiiimiiiiiiiiiiiiiiniiniiiiiiiiiriiiiitiiiMiiMiiii;iiiiiinmiiiiiiiiiniMiiniiiiiiiiiiii:iiimiiiiimTO
I A Single Segment or a Complete Commutator I
I is turned out with equal care in our shops. The orders we fill |
i differ only in magriiitude; small orders command our utmost care =
i and skill just as do larpe orders. CAMERON quality applies to i
I every coii or segment that we can make, as well as to every com- |
= mutator we build. That's why so many electric railway men rely =
I absolutely on our name. |
i Cameron Electrical Mfg. Co., Ansonia, Connecticut I
niuiiiiiinMiiiiiMiHiiiiiiiiiiiiiiiiiiiiiiiiniiifiiiiiiNiiiiiiininiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiuiiiiiiiiiiiiiiiiriiniiiiiiiiiitiiiu
tininiiitiiiiiiiiiiiiiiiriiiiiiiiiiiiitiiiiiiiiiiiiMiiiiiiiiMiiiiiHiiiiiiiiiiiMiiiiiMiiiiiiiiiiiiiiiMiiiiiMiiiiK (iiMiMiiiiiiiiMiiiiiiii lu -iMiiiiiiuiuituimniniiiiimmiinmiiiiiiimimiHimiiiiiiiiiimiimiuiiiiiiiiiiiminimiiiiiiiiiiimiiiiiiiiiiiiiiiN
BUCKEYE JACKS I
HACKSAW
?EEP
. ^conoMYI I
EFFICIENCY I I high-grade R. R. Track and Car Jacb.
BLADES
CLADIUMCXXInc 34ClifFStNewYopk
The Buckeye Jack Mfg. Co.
Alliance, Ohio
aiiiiiiiiiiiiiiiiiiiMitiiiiiinitiiiiiiiiiiiiinininiiniiiiininiiiiiniiiiiiiiiiiiifiiiiitiiiriKiiiriiiiiiiKniniuiiiMiiioinniiiniijiiiiiiuiiuiuia ^iiuiumn
iinnniiiniiiiuiimiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiimiiiuiiiiiiniiniiiiiniimiiiiiuir
November 11, 1922 ELECTRIC RAILWAY JOURNAL 35
•mmMiuiiiiiiiiiiiiiiiiiriiii iiiiiiiiniiniiiiiniiiiiiiiiiimiiiiimiiu niiiiimiiiiiiiii iiiiiiiiiiiitiiiiiiiiiiiiiiii ii^ ^■Hmiiiiiiiiiiiiiriiiiiiiiiiiniiiiiuiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiMiinm iiiii iiiiiiii iiiiiiiniiiiiiiiiiiiiiiiiiiiimimiin^
THE
Difference in Advertising
Is tiie
Difference in Men
The differences in advertising are the
differences which exist in men.
Just as some men are strong and virile
and interesting, so is some advertising.
And just as some men are ineffectual and
weak and boring, so is some other adver-
tising.
"Does it pay to advertise?" It pays
those men who are keen enough students of
their public to make it pay them. It pays
those men who are truthful, sincere,
interesting and believable.
It pays the men whose product deserves
the payment, whose brains are keen enough
to organize for success and judge enough of
the human mind to know how to tell their
story with sincerity and interest.
[ Published by the Electric Railway Journal in co-operation
I with The American Association of Advertising Agencies
liiuiiiitMniimiiiiiimimiitMiiiiiiiiitiiitiiiiiiiiiiniiiiriiiiiiiiiirriitiMiiiitiiiriiitiiiiillllllllltlitiiiiiiiniiiiiiiiiiiitiiiiiiiiiMiiiiiiriiii
HAULING
AND
HOLDING
THE Tribloc not only lifts and lowers — it hauls and
holds. Suspended from roller-bearing steel plate trol-
leys, mounted on overhead I-beam trackways, it may be
made to serve a complete bay, floor, or building. The
security of its mechanism lowers the load accurately into
place at lathe, forge, or press — and holds it steady there.
If rite for information on any type or capacity to 40 tons.
FORD CHAIN BLOCK CO.
SND & DIAMOND STREETS PH|1_ADEL.PMIA. PA.
^^ OVERSEAS RCPWCStNTATIVC ^
PARIS BRUSSEU8 TURIN BARCKUOMA Rro OE JANEIRO
Fonp Tmni.oi:
iinP ni
2319-D I
niiiiimiiiiimiiuiiniiniiHiiniiniiiMiiiimitiiiiiiniiiiiiiiiiiiiinMMiiiiiniiiMiiiiiniiiiiiniiiiiiiiiitiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiitiiiii?
aiiiiiiiiiiininiiintiniiniiinimiiniiiiiiuiiuiiiMiiiiiiiiiniiiiiininiiuiiiLiiiriiihiiiiiiniriiiiiiniuiiiiiiniiiiiiiniiiiniin miiillllllitllliniliiiiiiiiniiiiiiiMiiiiiiiiiiiiiiiiiiiiiiimimimiuiitlimiminiimiiiilii iiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiimiiiiin iimc
BOUXERS
'THE HOLDERS THAT HOLD"
for
Turning Boring Planing
Threading Knurling
Cutting-OfF and Side Work
J. H. WILLIAMS & CO.
"The Drop-Forging People"
BBOOKLTN BLTFAIX)
143 Bichards St.
143 Vulcan St.
CHICAOO
1143 W. 12« St.
I THE WORLD'S STANDARD
"IRVINGTON"
I Black and Yellow
i Varnished Silk, Varnished Cambric, Varnished Papar
I Irr-O-Slot Insulation Flexible Varnished Tubing
I Insulating Varnishes and Compounds
Irvington Varnish & Insulator Co. |
Irvington, N. J. |
Sales Representatives in the Principal Cities
?imiiiiiimimimiiuiiiiHimiiniiiiiliriiituiHiiiiiiliiHiiHiiiiiittiinMniiHilHiiliiuiiitii)iMininiii>iiniiniilriiiiiiHiiitiiiiiitriiilliiHi ~
MiiiiiiiiiiiiiiiiMiiiiiiriiirniriiiiitiiiiiiiiiitiniiiiiNiiriiiiiiiiiiiiiHliniillHiliiiliiiiiiuiiMlllllltiliniiniiniiiiiiitiiiiiiiMiiiiiiiiiiiiiiiiii!.
Company
:iiMliniiliiiiiriHliililliiiliriiiiMiiiiiri)iriiiriiiiiiiiiiiiiiiriiiiiuiiiiMiiiiiiilirliiiilriliiriiiMiiriiiiiiiiiitiiiitiiiriiril<llillMilMiiiiiilftilMlr.
£)iiMiiniiiiiiiiiii)iii;:iitii)iiiiiiiniiitMiiiiniiiiiiiiiiiriiriiniiiriiiiiiiiiiiiiiiiiiiiiiniifiiiitMiriiitiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiu
ELECTRIC CAR HEATERS
THERMOSTATIC CONTROL
Direct | |
Automatic | |
Registration I |
By the | |
Passengers | |
Rooke Automatic | |
Register Co. | |
Providence, R. I, | =
^iiriiiiitiMiiiiiiiitriiiniiMiiiMllllllltlinilitltiniiiiriiitiiiiniiiiiiriiriiiiriiliiiiiiitiiiniitiiiiMiiiiiiriiiiitiriniiiiitiiiMliiitlllllllllllllllr Hiiriliriiiiiiiillirliiriliiiliiilitriiiiiitiiiiiiitiiitiiii iiDiliniriliiiiiiMiiiiitiiiiiliiMiitiiiriiriMiriiiriiitiiitiiiiinniitiiltiiHliriluill^
^iiHMHKiHimiuHumuuiiuiiHiiiiiiiitiiMiiiiiwimiiiiiniiiiiniiiiiiitiHiiiiiininiitiitiiiiuiiiiiuiimiiiirifiiiiMiiiiiiiiHiiiiriiriiiti' jiihiiilllliiiiiiMiriinriiiiiiiiiiiriii iiiiir iiiiiniiiiiiniiiiiiniiiiiiiiMiiiiiiiiiiiiiiiiiiMiriiiuitiiiniiiiiiiiiiiuiiiiiiiiiiiiiiiiitivii
ELECTRO-PNEUMATIC
DOOR OPERATING DEVICES
i ^^^^ Manufactured by electrical enirincerH who w'll ^ "
H understand your insulating Droblcms and render
i intelligent service. Noted lor uniformity and auality. It will pay
I you to get in touch with
I The Sterling Varnish Co., Pittsburgh, Penna. f
s> iiiiuiuiiiiifiiiiiiiiiniiiiiminiiim iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiimiiijiiiiiriiniiirinmiiiiiiimiB
I Tickets and Cash Fares.
THE CLEVELAND
I accommodates both
The Cleveland Fare Box Co.
i CLEVELAND OHIO I
i Canadian Cleveland Fare Box Co.. Ltd., s
i Preston Ontario i
^jiniruiiuiiiiiinniiiiiiiiimiiiiiJiiiiiiHiiiiiiiuiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiKiriiiiiiiiriiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiHminiiiiiiMiuS
34
Electric Railway Journal
November 11, 1922
I""""" """"""i»>""»iiiiiiiiiiiiiiiiniji>ijiiriiiij iiiiiiiiiiiiiiimijiiiiiji>iJiiiiiiiiiJtiijiiiiiiiiiiiiiiiiiiii:immiinuiiinuimi!s ^"">""""""" "iiimiiinniii iiiiMjiiiiiiuiiiiiiiiiuimiiiiiiimmiui iiiiiiiiirii i i iiiiiiijiiiiiiriiMiuiir.
(Mu^
■J^^"-"^
JOHNSON
Universal I
Changer |
CORRECT IT
I USE LE CARBONE CARBON BRUSHES
Adjustable
The best changer on the market.
Can be adjusted by the conductor to
throw out a varying number of
coins, necessary to meet changes :n
rates of fares.
Flexible
Eacli barrel :i. separate unit, permit
ting the conductor to interchange'
the barrels to suit his personal re-
quirements, and to laoilitate the ad-
dition of extra barrels.
y^^.M /^
flf^"'^^^
COST MORE PER BRUSH
COST LESS PER CAR MILE
W. J, Jeandron
345 Madison Avenue, Nev; York
Pittsburgh Office: 634 Wabash BldfS.
1 San Francisco Office: 525 Market Street
I Cauadlan Distributors: Lyman Tube & Supply Co., Lta., I
I Montreal and Toronto f
iiiiiKii uiiiiriiiiiiiiiiiiinimiiiiiiiiii riiiiii iiiiiiiiiiiiii iiiiiiiiiiinii iiiiiiimiiimmiimiimiiitiiuiiniiJ
I JOHNSON FARE BOX COMPANY f
I Ravenswood, Chicago, III. i
:;iMniriiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiniiiiiii iiiiiiiiiiiii jiiiiiiii miiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiuiliiiiiiiin
Siiiiiiiiiiiiiiiiiiiiiiiiimtmiiiiiii iiiiiiiimiiiiiiimimiiiiraiiiuiuiiimiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiuiuiuiiiiiiiiiiii v.
International
Registers
Made in various types and sizes |
to meet the requirements of i
service on street and city system. |
Complete line of registers, ?
counters and car fittings. I
Type R-10
Exclusive
HEEREN
selling agents for
ENAMEL BADGES.
giliniMiiFiiiiiniiiiiiiiniiiiiiii>iiiiiirii[iiiiiiriitMirittMiitiMiii(ii)iiiiiiiiriiriiriiiniiiii(ii idiiii
llllllllllMllllllilltlltlltlUIIKIMIIIliS
The International Register Co.
I IS South Throop Street, Chicago, Illinois |
?illllullllllliillliiiiiliHiiliiii iilimiiilimiiiiiiiiiiiiif iiiiiirtlmiiiiiiiii iimiiiiiiiiiiiiitiiiiiiiiiiiiiiiiliiiiiiiniltiiiillllllo
uililinmilllliiiit iiiiniiMiriniiiiiiiiiiiiii mi iiiiiiiiiniiiiiiiiiii riiiiiiiMniiiMiiiiuiiiiiiiiir i iiiiraiiinii'-
1 KI.RCTRIC HEATEB IMllIU'MIUSTM . ., , .„ I
MOEEtJONES
"nOER-BRONZE"
AXLE
/ANDABMATU2E
BEARINGS
Jsoi always we cAeapesi, bui eVer
lowest in u/iimaie oosl
MOBE-JQNES BRASS &METAL CO.
St. Louis. Missouri.
GOLD CAR HEATING d
LIGHTING CO. .
NEW YORK CITY
PATENTED
TUKUMtMiTAT CONTRUL KMtU'MlOl'S
Address All
Communi- =
cations to |
BUSH I
TERMINAL I
(220 36th St.) I
Brooklyn, =
N. Y. I
Literature on |
Request
= = tuunmusxA-r uui^XKUL. KMl^U'MIUs'I'S Request =
= riiMiimiuiMiMitiiiiiiMimmmuiniiiMiiiirMniiiMiNiiiimniimimiiiiriiiiiiniiiiiiiniiimiMuiiimiMiMUiiiMiiMiiMiiiiiuimiiiimtr
i 9iiiiiiiiiiiiiiiiiitiinii)iHiiniitiiriiiiiiiiii niiiiiriKiiuiininiiiiiitiiiiiitiiniiiiiniiiiiniiiiiiiiniiiiiiiiiiiiiiiiHiHi uiiiiiiiuiiiiic
^Mumm^
PS
i i^ummni^
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 lime to ^t your cars readv for
next winter. Write for details.
The Peter Smith Heater Company
1725 Mt. Elliott Ave., Detroit, Mich.
^luiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiMiriiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiJiMiiiiiiiiimiiiiuiiiiiiiMiiiiiiiiEiiiiiiiF
aiiiiiiiiiiiiiiiiiiiiiiiiniiimiiiiiiiiiiiiriiii .iiiiiiiii iiiiiiiiiiimiii iiiiiiiii i iiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiii
PAIUWA\< I fTIUIT\( f>OMPAN\(
1 i
llllllllllllllllllllllllllllliillllllllllllllllllHIIIIIIIIIlllllNllllllllllllllllllllllllliilillliillllllllllllllllllllllllllilMllllilllllllllllllilllllllllllllR
^iilllllllllllMilllllillllllnillllilllliiiliiiiiiiiiiiiiiiiillilllillllllllllllllililllllliiiiiiiii)iiiiiiiiiiiiilllllllllllililiuiiiillililMliiiiiNiirillllir
Sole Manufacturers
I "HONEYCOMB" AND "BOtTND JET" VENTILATORS
I for Monitor and Arch Roof Cars, and all classes of buildings:
I also ELECTRIC THERMOMETER CONTROL
I of Car Temperatures.
I 141-151 WEST 32D ST. Write for 1338 Broadway
I Chicago, 111. Catalogue New York, N. Y.
'■ lliuilllliillllllllllllli nil liiiiiinililllllt iiiiiiiiilli mill tiniiii tiliiiiii"iiii iiiuiiiMiiiiiiiiiiiniiiR
aiiiiiiniiniiiiimHiiiiiiiiiiiiii i iiiiiTiiiiiiiiiiiiiiiiiiinm t ii tiiiiiiiiuiiiiiiiiiiiiiiiiii niiuiiiiiiiiiiBiiiiniu
PROVIDENCE H-B
A Style for f
Every Service |
Send for Catalog 1
BONNEY-VEHSLAGE I
TOOL CO. I
Newark, N. J. f
-«niiiiiiMiiiiiiiiiiiuilliiiiiiiilil iimiiiiiiiiiiMiMiiiiiiiiiiiiiiiiiiiii I iiiiniiiiiii miimimiii iiiiiiiJ
£' """"iiii niiiliiiiiiiiiiiiiiiiiliiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiMiniiniiiiiiMiiiiiiiiiiiiiiliiiiiiiniiiiiiiiiiiiiiililliiiiiiiiiiiiiiiiinr.
I SAMSON SPOT WATERPROOFED TROLLEY CORD I
FENDERS
LIFE GUARDS
The Consolidated Car Fender Co., Providence, R. I. I
Wendell &. MacDuHie Co., 61 Broadway, New York I
General Sales Agents |
iiiiiiiiiimiiiimiii iiiiiiiiiiiiiiiiiiiiiiiiiitiimiiiiiiiiii iii uiitimiiiiniiiiiiiiiiiimiiimiiiii iiiiii iiiiiiiiiiiiiraiiS
Trade Mirk Be(. U. a Pit. Off. I
i Made of extra quality Rtock flnnlr braided and imootlilT »->-^-^ i
S CareftUly Inspected and rtiaranteed free from ilawi. 1
I Samples and information gladly sent. =
I SAMSON CORDAGE WORKS. BOSTON, MASS. I
<iiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiuiiiiiiiiiniiiiiiii iiiiiiii iiiiiiiinniminiiiiiiiin r
November 11, 1922
Electric Railway Journal
88
Searchlight Section
EMPLOYMENT- BUSINESS OPPORTUNITIES- EQUIPMENT
TTXDISPLAYED— RATE PER WORD:
i^ositions Wanted, 4 cents a word, minimum
75 cents an insertion, payable In advance.
Positions Vacant and ali other classifications,
8 cents a word, minimum charge $2.00.
ProftcgaU, 4C cents a line an Insertion.
INFORMATION:
Box Numbers in care if any of our oflBces
count 10 words additional in undisplayed ads.
Discount of 10% if one payment Is made in
adranre for four consecutive insertions of
undisplayed ads (not including proposals).
DISPLAYED — RATE PER INCH:
1 to 3 inches $4.50 an inch
4 to 7 inches 430 an inch
8 to 14 inches 4.10 an inch
An advertising inch Is measured vertically on
one column, 3 columns — 30 inches — to a page.
iiiini[Tiirm][iiiimTrLi[iiii[TTinmimini||iiiirill[ll]|[D
POSITIONS VACANT
WANTED a good secretary also superin-
tendent of a hydro-electric interurban
railway company. This is said to be the
second best iron mining district in the
United States. Don't lose time but come
at once. Room 1, First National Bank
Bldg., Iron River, Mich.
POSITIONS WANTED
AUDITOR or assistant. Eighteen years of
experience in electric railway, light and
power industry. Middle West preferred.
PW-475, Elec. Ry. Journal, 10th Ave. at
36th St., N. Y.
ENGINEER of way and structures, eight
years in present position In charge of
design, maintenance and construction,
also electric welding work with fully
up-to-date company operating electric,
railway and gas utilities ; age 40, mar-
ried ; best references. PW-472, Elec. Ry.
Journal, Old Colony Bldg., Chicago, III.
POSITIONS WANTED
3000 TONS
60 lb. Relaying Rail
A.S.C.E. Section
and Angles
At Girard, Pa.
Buffalo HouseMrrecking
and Salvage Co.
Buffalo, N. Y.
MR. MANAGER — This is the age in which
practical experience is of vital impor-
tance in the Electric Railway Industry.
Are you in need of a capable, practical
experienced superintendent of transporta-
tion who is capable of taking over de-
tails and handling same in a manner
that would be a credit to your property?
Successful in public relations and recog-
nized as an economical operator. At pres-
ent with a large property but desire a
change on account of personal reasons.
Very successful in handling labor and
have made a study of safety work. A
proven record of 18 years on city, sur-
burban and interurban properties with
high grade references from leading men
in railway field is back of this ad. Would
prefer a large city and suburban prop-
erty that requires careful attention.
PW-470, Electric Railway Journal,
Leader-News Bldg., Cleveland, Ohio.
New Motor Repair Parts
IMMEDIATE SHIPMENT
We have in stock virtually every part
necessary to complete all of the types of
non-interpole motors. They are new and
were manufactured by either the Westing--
house Company or the General Electric
Company. They may be purchased at 3")
per cent less than the manuiacturers pres-
ent prices-
Send your orders to ua and deduct 25 per
cent from the current quotations.
What have you for sale?
TRANSIT EQUIPMENT CO.
Cars — Motors
501 Fifth Avenue. New York.
POSITIONS WANTED
SUPERINTENDENT with successful record
as statistician and operating head, ex-
perienced in interurban, safety car and
bus operation, can get desired results,
satisfactory relations with present em-
ployer, personal reasons lor desiring
change. Address, PW-469, Electric Rail-
way Journal, Leader-News Bldg., Cleve-
land, O.
WORKING barn foreman desires position.
Can do any kind of wiring, wind arma-
tures and controller repairs; 12 years' ex-
perience. PW-463, Elec. Ry. Journal,
Real Estate Trust Bldg.. Phila., Pa.
^nillllMHIItlMIIIKIIII I
llllliilillllliill,..
WANTED TO BUY
33 G. E. 88
RAILWAY MOTORS
state price and condition
W-476. Electric Railway Journal
10th Ave. at 3ath St.. New York City.
iiMiiiiiiiiiiiir
FOR SALE = i
STREET CAR HEATERS \
FOR SALE
20— Peter Witt Cars
.">0 — No. 10 Jewell, in good rep;ur. Excep-
tional bargain. Immediate delivery.
GRAND RAFID8 RAILWAY COMPANY
43 Ionia Ave.. N. W., Grand Rapids, Mioh.
IIHIIIIHIIIil, Mtll(lll,tlllliiltlMI,lilllll,IHIIIIIIII,)i,lll> I
Weight Complete, 33,000 lbs.
= Seat 53. 4 — G. E. No. 268-C Motors.
i K-12-H Control, West. Air Taylor Trucks,
i R.H. Type. Complete.
I ELECTRIC EQUIPMENT CO.
Commonwealth Bldg.. Philadelphia. Pa.
■ (■■IIIIKIIIIillll Illlllllltlllltlltltlimill l.llllirililUIIIIIMI
"The House of Dependable
Service"
NEW and
RELAYING
RAILS
of all Sections
HYMAN-MICHAELS CO.
People* Gas Building, Chicago, HI.
Branch Offices:
13:4 Woolworth Bldg.. New Tork
Ills Railway Exchange Bldg.. St. Loulj
ISIS Pint N^t'l Bank Bldg. PlttabDnk
Writm or v>ir» when in the marhat
to BUY or SELL
Pleaie Mention thla PuMleation
;|IIIIIU(
iimiiiimimiiiiiiimiinimiiiuiiiiiiiiMimiiiimiiiiiiiiiiiniiiiiiiiiiNiiriiiiiiraiiiiiiiimiiiiiiiiiiiMmiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiNiiiiiiiiiiiiiiiiiiiiimiiiiiiuiiiimim^
The Searchlight Advertising in This Paper
is read by men^'whose success depends upon thorough knowledge of means
to an end — whether it be the securing of a good second-hand piece 'of ap-
paratus at a moderate price, or an expert employee.
THE BEST PROOF
of this is the variety of this journal's Searchlight ads. Without a constant
and appreciable demand for such machinery or services, by its readers, the
market place which these ads represent could not exist for any length of time.
Are you using the Searchlight Section?
ViiimiimiiMnHiiimniiiniitiiiiiiiiillttiniMtiffnimiiiiiiimiiiiimifHiiiiiiiiiiiiiliiiiilliimliii
imiiimiiniimiiiiiiiiiMiiiHiiiiiinii
iiiiHiiiiHMmimiMiiiiiiiii
36
Electric Railway Journal
November 11, 1922.
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
Advertising. Street Car
Collier, inc., Jiarrou G.
Air Reeeivers. Aftercoolers
liiKersoll-Rand Co.
Anchors. Guy
Electric Strvioe Sup. Co.
Obio Brass Co.
Standard Steel Works Co.
Weatiuffhouse E. & M. Co.
Armature Shop Tools
Elco. Service Supplies Co.
Automatic Return Switch
Stands
Ramapa Ajax Corp.
Automatic Safety Switch
Stands
Ramapo Ajax Corp.
Bemie Car Truck Co.
Standard Steel Works Co.
Axles. Car Wheel
Bemis Car Truck Co.
Brill Co., The J. G.
Carnegie Steel Co,
St. Louis Car Co.
Wfstinghouse E. & M. Co.
Axle Straightenera
Columbia M. W. & M. I. Co.
Babbitt .Metal
Ajax Metal Co.
More-Junes Br. & Metal Co.
Babbitting Devices
Columbia M. W. & M*. I. Co.
Bailges and Buttons
Electric Si-rvice Sup. Co.
Internat'l Register Co.. The
Biitterief), Dry
National Carbon Co.
BearingH and Bearing Metals
Ajax Metal Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Gilbert & Sons. B. F, A.
More-Jones Br. & Metal Co.
St. Louis Car Co.
Westinghouse E. & M. Co.
Bearings, Center and Roller
Side
Stuck! Co.. A.
Bearings, Roller
Stafford Roller Bearing Car
Truck Corp'n
Bells and Gongs
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
Consolidated Car-Heating Co.
Electric Service Sup. Co.
St. Louis Car Co.
Benders, Rail
Railway Track-work Co.
Boilers
Babcock & Wilcox Co.
Bonding Apparatus
American Steel & Wire Co.
Electric Service Sup. Co.
Indianapolis Switch & Frog
Co.
Ohio Bra.sa Co.
Rail Welding & Bonding Co.
Railway Track-work Co.
Bonds, Rail
American Steel & Wire Co.
Electric Service Snp. Co.
General Electric Co.
Indianapolis Switch A: Frog
Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Wostinphouse E. & M. Co.
Book Publinhers
McGraw-Hill Book Co., Inc.
Brackets and Cross Arms
(See also Poles, Tles^
Post*, etc.)
Bates Exp. Steel & Tr. Co.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
Hubbard & Co.
Ohio Brass Co.
Brake Adjusters
National Ry. Appliance Co.
Wcstine-house Tr. Br. Co.
Brake Shoes
Amer. Br. Shoe & Fdry. Co.
Barbour-Stockwell Co.
Bemis Car Truck Co.
Brill Co.. The J. G.
Columbia M. W. & W. I. Co.
St. Louis Car Co.
Brakes. Brake Systems and
Brnke Parts
Allis-Chalmers Mfer. Co.
Bemis Car Truck Co.
Brill Co., The J. G.
Columbia M. W. ft M. T. Co.
General Electric Co.
National Brake Co.
Safety Car Bcvices Co.
St. Louis Car Co.
Wcptlnphoupe Tr. Br. Co.
Brooms, Track, Steel or Rat-
tan
Amer. Rattan ft Reed Mfg.
Co.
Bmshes. Cnrbon
General Elw'trio Co.
Jeandron. W. J.
Le Carbone Co.
National Carbon Co.
Westiughouse E. & M, Co.
Brushes, Graphite
^*atioual Carbon Co.
Brushes, Wire Pneumatic
ingersoll-Kand Co.
Brush Holders
Anderson Mlg. Co., A. &
J. M.
Columbia M. W. & M. I. Co.
Buses. Motor
brill Co.. The J. G.
Mitten-Traylor Incorporated
Republic Truck Sales Corp.
Bus JSeats
Hale & Kilburn Corp.
Bushings
Nat'l J-"ibre & Insulation Co.
Bushings, Case Hardened and
.\langanese
Bemis Car Truck Co.
Brill Co.. The J. G.
Cables (See Wires and
Cables)
Cambric, Tapes, Yellow &
Black Varnished
Ii*vington Varnish & Ins. Co.
Carbon Brushes (See Brushes
Carbon)
Car Lighting (Fixtures
Elec, Service Supplies
Car Panel Safety Switches
Consolidated Car-Heating Co.
Westinghouse E. ft M. Co.
Cars. Dump
Differential Steel Car Co.
Cars, Passenger, Freight
lilxpress, Etc.
Amer. Car Co.
Brill Co., The J. G.
Kuhlman Car Co.. G. C.
McGuire Cummings Mfg. Co.
National Ry. Appliance Co.
St. Louis Car Co.
Wason Mfg. Co.
Cars, Second Hand
Electric Equipment Co.
Car», Self -Propelled
General Electric Co.
Castings, Brass, Composition
or Copper
Ajax Metal Co.
Anderson Mfg. Co.. A. ft
J. M.
Columbia M. W. ft M. I. Co.
More-Jones Br. ft Metal Co.
Castings, Gray Iron and
Steel
Bemis Car Truck Co.
Columbia M. W. ft M. I. Co.
St. Louis Car Co.
Standard Steel Works Co.
Castings, Malleable and
Brass
Amer. Brake Shoe & Fdry.
Co.
Bemis Car Truck Co.
Columbia M. W. ft 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.
Circuit Breakers
General Electric Co.
Westinghuse E. ft M. Co.
Clamps and Connectors for
Wires and Cables
Anderson Mfg. Co., A. ft
J. M.
Dossert ft Co.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
General Electric Co.
Hubbard & Co.
Ohio Brass Co.
Westinsrhousc E. ft M. Co.
Cleaners and ScraperA-^
Track (See also Snow-
Plows, Sweepers and
Brooms)
Brill Co.. The J. G.
Ohio Bra-ss Co.
Root Spring Scraper Co.
Clnsters and Sockets
(5eneral Electric Co.
Coal and Ash Handlfne^ (See
Conveying and Hoisting
Mnchinerv)
Coil Banding and Winding
Machines
CoUimbia M. W. ft M. T. Co.
Electric Service Sup. Co.
Cnlls. Armature and FIMd
rmumbia M. W. & M. T. Co.
Economy Elec. Devices Co.
(rcnernl Electric Co.
Oolls, Choke and Kicking
General Electric Co.
Wostine-hoiise E. ft M. Co.
Coin-Count Ine Machines
Electric Service Sup. Co.
Internat'l RegiPter Co.. The
Johnson Fare Box Co.
Commatator Slotters
Electric Service Sup. Co.
General Electric Co.
Westiughouse E & M. Co.
Commutator Truing Devices
General Electric Vo.
Commutators or Parts
Cameron Elec'l Mfg. Co,
Columbia M. W. & M. 1. Co.
General Electric Co.
Westiughouse E. ft M. Co.
Compressors, Air
Allis-Chalmers Mfg. Co.
General Electric Co.
Ingersoll-Rand Co.
Westiughouse Tr. Br. Co.
Compressors. Air, Portable
Ingersoll-Rand Co.
Condensers
Allis-Chalmers Mfg. Co.
General Electric Co.
Ingersoll-Rand Co.
Westiughouse E. & M. Co.
Condensor, Papers
Irvington Varnish ft Ins. Co.
Connectors, SoIderLess
Dossert ft Co.
Westiughouse E. ft M. Co.
Connectors, Trailer Car
Consolidated Car-Heat'g Co.
Electric Service Sup. Co.
Ohio Brass Co.
Controllers or Parts
Alhs-Chalmers Mfg. Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse E. ft M. Co.
Controller Regulators
Electric Service Sup. Co.
Controlling Sj'stems
General Electric Co.
Westiughouse E. & M". Co.
Converters, Rotary
Alliw Chalmers Mfg. Co.
General Electric (^.
Westinghouse E. & M. Co.
Conveying and Hoisting Ma-
chinery
Columbia M. W. ft M. I. Co.
Cooling Systems
Spray Engineering Co.
Copper Wire
Anaconda Copper Min. Co.
Cord Adjusters
Nat'l Fibre ft Insulation Co.
Cord. Bell. Trolley 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 & Couplers
Electric Service Sup. Co.
Samson Cordage Works
Wood Co.. Chas. N.
Couplers, Car
Brill Co., The J. G.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Cranes
Alhs-Chalmers Mfg. Co.
Cross Arms (See Brackets)
Crossings
Ramapo Ajax Corp.
CroMslng Foundations
International Steel Tie Co.
Crossing Frog ft Switch
Ramapo Ajax Corp.
Wharton. Jr.. ft Co.. Wm.
Crossing Manganese
Indianapolis Switch ft Frog
Co.
Ramapo Ajax Corp.
Crossing Signals (See Sig-
nals, Crossing)
Crossings Track (See Track)
Special Work)
Crossings, Trolley
Ohio Brass Co.
Crushers. Rock
Allis-Chalmers Mfg. Co.
Culverts
Canton Culvert ft Silo Co.
Curtains and Curtain
Fixtnres
Brill Co.. The J. G.
Electric Service Sup. Co.
Morton Mfg. Co.
St. Louis Car Co.
Dealers' Machinery
Electric Equipment Co.
Derailing Devices (See Track
Work)
Derailing Switches
Ramapo Ajnx Corp.
Destination Signs
Columbia M. W. ft M. I. Co.
Electric Service &np. Co.
Detective Service
Wiph Service, P. Edward
Doe^. loathe
Williams ft Co.. J H.
Door Oneratlng Devices
Con. Car-Heating Co.
Nat'l Pneumatic Co.. Inc.
Safety Car Co.
Doors and Door Fixtures
Brill Co.. The J. G.
General Electric Co.
Hale and JCitburn Cor-p.
Doors, Folding Vestibule
Nat'l Pneumatte Co., inc.
Draft Rigging (See Couplers)
Drills, Ruck
lnj,'ersoll-Rand Co.
Drills. Track
American Steel ft Wire Co.
Electric Service Sup. Co.
Ingersoll-Iiand Co.
Ohio Brass Co.
Dryers, Sand
Electric Service Sup. Co.
Ears
Ohio Brass Co.
EUx-trical Wiree and Cables
Amer. Electrical Works
American Steel & Wire Co.
Roebling's Sons Co., J. A.
Electric Grinders
Rai 1 way Track -Work Co.
Electrodes, Carbon
Indianapolis Switch ft Prog
Co.
Railway Track Work Co.
Electrodes, Stwl
Indiauapolis Switch ft Frog
Co.
Railway Track-Work Co.
tracting and Operating
Allison ft Co., J. B.
Archbold-Brady Co.
Arnold Co.. The
BeeJer. John
Oosett Co., Jas. H.
Day ft Zimmermann
Feustel. Robert M.
Ford. Bacon ft Davis
Hemphill ft Wells
Hoist. Engiehardt W.
Jackson, Walter
Parsons. Klapp. Brinkerhoff
ft Douglas
Richey, Albert S.
Robinson ft Co., Inc..
Dwight P.
Sanderson ft Porter
Smith ft Co.. C. E.
Stone ft Webster
White Engineering Corp..
The J. G.
Witt, Peter
Engineers. Consultlnf. Con-
EnglncH, Gas, Oil or Steam
Allis-Chalmers M^g. Co.
Ingersoll-Rand Co.
Westinghouse E. ft M. Co.
Fare Boxes
Cleveland Fare Box Co.
Economy Electric Devices
Co.
Johnson Fare Box Co.
National Ry. Appllafice Co,
Fences, Woven Wire and
JFence Posts
American Steel ft Wire Co.
Fenders and Wheel Goards
Brill Co.. The J. G.
Cleveland Fare Box Co.
Consolidated Car Fender Co.
Electric Service Sup. Co.
Root Spring Scraper Co.
Fibre and Fibre Tubing
Nat'l Fibre & Insulation Co.
Westinghouse E. ft M. Co.
Field Coils (See Coils)
Flooring Composition
Amer. Mason Safety Tread
Co.
Floor Plates
Amer. Abrasive Metals Co.
Forglngs
Carnegie Steel Co.
Columbia M, W. & M. I. Co.
Williams ft Co., J. H.
Standard Steel Works Co.
Frogi & Crossings, Tee Rail
Ramapo Ajax Corp.
Frogs. Track
'See Track Work)
Wharton. Jr., ft (jo.. Wm.
Frogs. Trolley
Obio Brass Co.
Fuses and Fuse Boxes
Columbia M. W. ft M. I. Co.
Consolidated Car-Heating Co.
General Electric Co.
Wnstinghoupc "E. ft M. Co.
Williams ft Co., J. H.
Fnses, Reftllable
Columbia M. W. ft M". I. Co.
General Electric Co.
Oares. Oil and Water
Ohio Brass Co.
Gaskets
Power Speclaltv Co.
Westinghouse Tr. Br. Co.
Gas-FJertrlc Cars
General Electric Co.
Gas Prodncers
Westinghouse E. ft M. Co.
Gnftolfne Torches
Economy Electric Devices
Co.
Gates, Car
Brill Co.. The J. G.
Gear Blanks
Cambria Steel Co.
Standard Steel Works Co.
Gear Cases
Coiumoia M. W. ft M. I. Co.
Electric Service Sup. Co.
Wesling-hou^e E. ft M. Co.
Gears and Pinions
Bemis Car Truck Co.
Columbia M. W. ft M. I. Co.
Electric Service Sup. Co.
General Electric Co.
Natioual Ry. Appliance Co.
Nuttall Co.. R. D.
Tool Steel Gear ft Pinion
Co.
Generating Sets, Gas-Electric
General Electric Co.
Generators
Allis-Chalmers Mfg. Co.
Westinghouse E. ft M. Co.
Goggles, Eyes
Indianapolis Switch & Frog
Co.
Smith Heater Co.. Peter
Gongs (See Bells and (jiongs)
Greases (See Lubricants)
GrindtTs and Grinding Sup-
plies
Indianapolis Switch & Frog
Co.
Railway Track-Work Co.
Gri nders. Portable
Railway Track-work Co.
Grinders. Portable Electric
Railway Track-work Co.
Grinding Blocks and Wheels.
Railway Track-work Co.
Guard Kail Clamps
Ramapo Ajax Corp.
Guard Rails, Tee Rai! and
Manganese
Ramapo Ajax Corp.
Guards, Trolle^r
Electric Service Sup. Co.
Ohio Brass Co.
Hacksaws
Gladium Co., Inc.
Hammers, Pneumatic
Ingersoll-Rand Co.
Harps, Trolley
Anderson Mfg Co.. A. ft
J. M.
Electric Service Sup. Co.
More-Jones Br. & Metal Co.
Nuttall Co.. R. D.
Star Brass Works
Headlights
Electric Service Sup. Co.
Cfeneral Electric Co.
Ohio Brass Co.
St. Louis Car Co.
Heaters. Car (Electric)
Consolidated Car Heating Co-
Economy Electric Devices
Co.
Gold Car Heating ft Light-
ing Co.
National Ry. Appliance Co.
Smith Heater Co.. Peter
Heaters. Car, Hot Air and
Water
Smith Heater Co.. Peter
Heaters, Car (Stove)
Electric Service Sup. Co.
Sterling Varnish Co.
Westinghouse E. ft M. Co.
Helmets, Welding
Indianapolis Switch ft Frog
Co.
Hoists and Lifts
Columbia M. W. ft M. I. Co.
Ford Chain Block Co.
Ingersoll-Rand Co.
Hose. Bridges
Ohio Bf-ass Co.
Hydrau"c Machinery
Allis-Chalmers Mfg. Co.
Instruments. Measuring and
Recording
Economy Electric Devices
Co.
Electric Service Sup. Co.
(general Electric Co.
Westinghouse E. ft M. Co.
Insulating Cloth. Paper and
Tape
(General Electric Co.
Irvington Varnish ft Ins.
Co.
Nat'l Fibre ft Insulation Co.
Standard Undercround (Jnble
Westinghouse E. ft M. Co.
Insulating Compounds ft
Varn'shes
Sterline- Varnish Co.. The
Insnlatlng SUk
Irvington Varnish ft Ins.
Co.
Insulating Varnishes
Irvington Varnish ft Ins.
Co.
Sterling Vnmish Co.
Insulation (See also Paints)
Anderson Mfg. C^.. A. ft
J. M.
Electric Rv. Eouln. Co.
Electric Service Sup. Co.
General Electric Co.
Irvington Varnish ft Ins. Co.
-November 11, 1922
Electric Railway journal
87
S'""" '■" Hiniiiiminiiiiiiiiiiimimimiiiniiiiii iimiiinnniiminiiiiill miiiiiii iimi miiimniilllllllllllir ^riiriiiiiiiiiiilirailllllllllinimiiiiiiiiiiiiiiiiiiiiiiiuiliiiiiiiillllllllliimilllllllliniuilllililliiliiiiiiiiiiiiiilliiliniiiiillllllillllllliiini:s
A Really Useful
Wiring Handbook
This book will enable the
inexperienced as well as
experienced wiremen
to meet the require-
ments of th
National Elec
trical Code.
I I
Croft's
Wiring for
Light and Power
426 pages, flexible, pocket
size, $3.00 net, postpaid
A Wiring Handbook ^
That fits the requirements of the ^'
National Code. ^^'
That conforniB to the best Amerl- ^,'
can practice. ^*
That is indexed so that you can
find Instantly the (acts you
need. ^*'
That Is a common sense, practical
commentary on the National Electrical Code.
That tells how to Install wiring and appa- ^»'
ratus tor practically all services, under
practically all conditions.
That tells how to Install these so ^^'
as to be electrically sale and „'
mechanically correct.
That explains why Instal '
Intlons should be ma^e .
in a given way. ^,^
Examine it
McGraw-
Hill Book
Co,, Inc.,
370 Seventh
\venue, New
York, N. Y.
^' You may send me on
' 10 days' approval.
Croft's Wlrlnlt for Light
and Power, S3.00. 1 agree to
remit for the book or return It
,' postpaid within 10 days of receipt.
,'' Member of A. I. E. E.?
Subscriber to Electric Railway Journal?
Signed
for 10 days
FREE
Address Official Position
Name of Company F.E
I Compressor Efficiency at
Full and Partial Loads
I I Type "XCB" Air Compressors are equipped with the
I I 5-Step Clearance Control, which automatically causes the
I I compressor to operate at full, three-quarter, one-half, one-
I i quarter or no load, depending upon the demand for air.
I I This compressor can be big enough to deliver the large
I I volume needed during rush periods, without sacrificing
I I efficiency when the demand is lessened.
I I Bulletin 3042
I llngeBSollRaiid
I I ^r 11 Broadway, New York 615 0
I I If It's Compressed Air Consult Us
'iitiintiniiiiiiMiiuniiniiiitiiiuiiiMiiriiiriiiiiiiNttiiiiiiiiiiiiiiiinMiiiiitiiiMiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiNniiiiiiiiiiiiiHiH:
'iiiiiiiiiiiniiiiiiittiiniininriiiiiiiiriiriiiiiiiiiiiitiiitiiiiiiiiMiiiiitiiiiMiiiiiiiMiiMiiiiiriiiiiiiriiiiiiiiiiiriiiriiiiMiiiiiiiiiniiuMiiiiuMiiiir
aMimMiiiMiiiMmiiimiir.iiMiiMiimmiiiMMiiiinimiiiiiiMiiiiimimiiMiiuiMiiiiiiuiimiinimiinimiMiiHiiiiiiiiiiniimiiuiinimiL anMiiiMiimiiiinmniHiMHMiiuiiiiiimtmiiiiiiiiiMiiMiiiiiiiiMiimMiimimimimiiiHnnrMniiimnMimimiiMiiiiimitmiMiiiiirii'j
BETTER THAN BABBITT
wecart longer — runs cooler — costs less
used by electric railways at home and abroad
AJAX BULL BEARING ALLOY
made from the purest virgin metals to a scientifically correct formula by the
AJAX PROCESS which greatly increases endurance and wearing qualities.
THE AJAX METAL COMPANY
Established 1880
Main Office and Works: Philadelphia, Pa.
= B. A. Hegeman, Jr., President =
r Charles C. Castle, First Vice-President W. C. Llncoan, Mgr. Sales and |
i Harold A. Hegeman, Vice-Pres. and Engineering =
= Treas. FrwJ C. J. Dell, Secretary =
National Railway Appliance Co. |
i Grand Central Terminal |
I 452 Lexington Ave., Cor. 45th St., N. Y. |
I BR.VNCH OFFI(E.S: I
i Munsey BIdg-., Washington. D. C, 100 BoylBton Street, Boston. Mass. |
i 85 Union Trust Bide.. Harrisburs:. Pa. i
= Hegeman-Castle Corporation. Railway Exchange Blrts., Chicago. 111. =
I RAILWAY SUPPLIES I
■nrniy.<^q-|n-i-iiji;
^luiiiHiiiiiH'iiiniiiuiiiiimiiiniiiiiiMiiiHiiiuiniuuiiiiiiiuuiiiutiuiiiiiiiutiifiiiuiiiiiiiiiuiiniiuiiiiiuiuniiuiHtiiniiiruHiiituiJ^
jiiiiiititittiiiMiiiiiiriiiiiiiiiMiiniirniiniiitiiinii'i iiiiiiiiiiiiriiiriiimiiMimimiiniiMiiiiiiMiiiiiiMiiriiiiiiiiiiitiiiiiiiniiitiiiiiiM''.
Tool Steel Gears anil Pinions
Anderson SI <«k Adjust er?*
(ienesoo Paint Oils
Dunliiim Hopper Ouor Device
Feasihle Drop Brake Staffs
Fluxlinum Insulation
.ViiKle-Anierican V a r n i s h e 8,
Paints. Knamels, Surfaeerg.
Shop Cleaner.
Johnson Fare Boxes
I'eerless and Perrj- Side Bearings
Drew lAne Material and Railway
S pee i allies
Hartman CenterinRr Center Plates
Kcononiy Power Savins Meters
H & \V Kleetric Heaters
(larlund Ventilators
I'itt Sanders
National Safety Car Kquipment
Co.'s One-Man Safety Sara
Central Equipment Company's
Hand HoUIh
Tnemeo Paint & Oil Company's Cement Paint |
~iiiiiiiiniiiiiiinMiniiiiiiniiiiiiiMniiMiirMiiiiiMiiiiinuniHiiiniiiiiMniiiiiiiiiiiiiiiiiiiiiiHiitiiiMiiiiniMiiiiiiiiiiiiiiiniriiniiniiiniiii;
jirrMiiiiiiiiMiiMiiMnriiiiiiiirniiMiiriiiiininiriiiiiniiMiMiiiiniiiiiriiiiiiiriiiiiiiiiiiiitiiiiiiriiiiiiiiiiiirMiriiiiiiiiiiiiriiiriiiiiiiiiiiiiiiiir
STAFFORD
ROLLER BEARINGS
Cut Power Require-
ments in Half
Prevent hot boxes and
resulting journal troubles;
check end thrust and do
away with all lubrication
difficulties BECAUSE —
They Eliminate
Jonmal Friction.
Guaranteed Two Yean.
Atk for literature
sTArnmo nouxk BKAwm) \
CAH TfHICK VOnPOnATIO/^
The Differential Car
An automatic dump car, an electric locomotive, a
snow plow, and a freight car — all in one. Big
savings shown in track con-
struction and maintenance,
paving work, coal hauling,
ash disposal, snow removal,
and freight transportation.
The Differential
Steel Car Co.
Findlay, Ohio
E rii i.a.R.i. and MOB, Stand-
sard Journala; tteodily Applitd to
I Eftui^rment Now in Vte.
'■ I iiiimiiii ic iiiiiiiiiiiiiiiijiiuiiiiililiii I Miiiiiiiiiiinuiiriiiiniiiiiiiiiiiiriiiliuiiiuiiiiiiiiimiliiiimir 'jilllini iiiriiiriiiirijiiiiiiiiiiiiiiiiiii rijiiiiiii'imu liiiir iiiiii iiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiijiiiiiiii iie
38
Insulation, Slot
Irvinffton Varnieh & Ins. Co.
Insulators
(See also Line Material)
Anderson Mf&. Co.. A. &
J. M.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
Flood City Mfg. Co.
General Electric Co.
Irvington Varnish & Ins. Co.
Ohio Brass Co.
Westinghouse E. & M. Co.
Insulator Pins
Electric Service Sup. Co.
Hubbard & Co.
Insurance. F'ire
Marsh & McLennan
Jacks (Se« also Cranes,
Hoists and Lifts)
Buckeye Jack Mtg. Co.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Joints, Rail
(8ee Rail Joints)
Journal Bo.\es
Bemis Car Truck Co.
Brill Co.. The J. G.
Junction Boxes
Standard Underground Cable
Labor Adjusters
Corp. Service Bureau, The
Lamp Guards and Fixtures
Anderson Mfg. Co. A. &
J. M.
Electric Service Sup. Co.
General Electric Co.
Westinghouse E. & M. Co.
Lamps, Arc and Incandescent
(See also Headlights)
Anderson Mfg. Co.. A. &
J. M.
f.eneral Electric Co.
Westinghouse E. & M. Co.
Lamps, Signal and Marker
NicholsLintcrn Co.
Ohio Brass Co.
lanterns, Classlfloation
Niehols-Lintem Co.
Lathe Attachments
Williams & Co., J. H.
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, Wires,
etc.
Anderson Mfg. Co.. A. &
J. M.
Archbold-Brady Co
Columbia M. W. & M. I Co
Dossert & Co.
Electric Service Sup Co
Electric Ry. Equip. Co. '
General Electric Co.
More-Jones Br. & Metal Co
Ohio Brass Co.
Westinghouse E. & M. Co.
I'g'klng Spring Boxes
Wharton. Jr.. & Co.. Wm.
Locomotives, Electric
General Electric Co.
McGuire-Cummings Mfg Co
Westinghouse B. & M. Co
Lubricating Engineers
Galena-Signal Oil Co.
Universal Lubricating Co
Lubricants. Oils and Greases
Galena-Signal Oil Co
Universal Lubricating Co
Machine Tools
Columbia M. W. & M. I. Co.
Machine Work
Columbia M. W. 4 M. I. Co
Manganese Steel Castings
Wharton. Jr.. & Co.. Wm
Manganese Steel Guard Rails
Kamapo Ajax- Corp
Manganese Steel Special
Track Work
Indianapolis Switch & Frog
Ramapo Ajax Corp.
Wharton. Jr., & Co.. Wm
Meters (See Instroments)
Meters, Oar, Watt-Hour
Economy Electric Devices
Co.
Motor Buses
(See Buses, Motor)
Motor Leads
Dossert & Co.
Motormen's Seats
Brill Co.. The J. G.
Electric Service Sup Co
Wood Co.. Chas. N.
Motors. Electric
Allis-Chalmcrs Mfg. Co.
Westinghouse E. & M. Co.
Motors and Generators, Sets
General Electric Co.
NaUs
Cambria Steel Co.
Midvale Steel & Ord. Co.
Nuts and Bolts
Allis-Chalmers Mfg. Co.
Barbour-Stockwell Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Hubbard & Co.
Oils (See Lnbrlcants)
EiiBCTEic Railway Journal
Packing
Electric Service Sup. Co.
Power Specialty Co.
Westinghouse E. & M. Co.
Paiuts and Varnishes, Insu-
lating
Sterling Varnish Co.
Paints and Varnishes (Preser-
vative)
St. Louis Surfacer & Paint
Co.
Paints and Varnishes for
Woodwork
National Ry. Appliance Co.
Pavement Breakers
IngcrsoU-Rand 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. Co.
General Electric Co.
Wood Co., Chas. N.
Pinions (See tiiyirs)
Pins, Case Hardened, Wood
and Iron
Bemis Car Truck Co.
Electric Service Sup. Co.
Ohio Brass Co.
Wrstinghousc Tr. Br. Co.
Pipe iFlttings
Power Specialty Co.
Standard Steel Works Co.
Westinghouse Tr. Br. Co.
Planers (See .Machine Tools)
Plnles for Tee Rail Switches
Ramapo Ajax Corp.
Pliers — Rubber Insulated
Electric Service Sui>. Co.
Rubber Insulated Metals
Corp.
IngersoU-Rand Co.
Pneumatic Tools
Pole Reinforcing
Hubbard & Co.
Pole Line Hardware
Ohio Brass Co.
Poles, Metal Street
Bates Exp. Steel Truss Co.
Electric Ry. Equip. Co.
Hubbard & Co.
Poles, Trolley
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Nuttall Co.. R, D.
Poles, Tubular Steel
Electric Ry. Equip. Co.
Electric Scrvict^ Sup. Co.
Poles and Ties, Treated
International Oeosoting and
Construction Co.
Page & Hill Co.
Poles, Ties, Post, Piling and
Lumber
International Creosoting and
Construction Co.
N.ishvillc Tie Co.
Page & Hill Co.
Power Saving Devices
Economy Electric Devices
Co.
National Ry. Appliance Co.
Pressure Regulators
(Jeneral Electric Co
Ohio Brass Co.
Westinghouse E. & M. Co.
Pumps
Allis-Chalmers Mfg. Co.
IngersoU-Rand Co.
Pumps, Vacuum
Ingersoll-Rand Co.
Punches. Ticket
Bonney-Vehslage Tool Co.
International Reg. Co.. The
Wood Co., Chus. N.
Rail Braces & Fastenings
Ramapo Ajax Corp.
Rail Grinders (See Grinders)
Rail Joints
Carnegie Steel Co.
Rail Joints, Welded
Indianapolis Switch & Frog
Co.
Rails. Steel
Carnegie Steel Co.
Railway Safety Switches
Consolidated Car Heating Co.
Westinghouse E. & M. Co.
Rail Welding
Rail Welding & Bonding Co.
Railway Track-work Co.
Rattan
Amer. Rat. & Reed Mtg. Co.
Brill Co.. The J. G.
Electric Service Sup. Co.
Hale & Kilbum Corp.
McGuire-Cummings Mfg. Co.
St. Louis Car Co.
Registers and Fittings
Brill Co.. The J. G.
Electric Service Sup. Co.
International Reg. Co.. The
Rboke 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 Coils)
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse E. & M. Co.
Beplacers, 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 Co.
Westinghouse E. & M. Co.
Resistances
Consolidated Car-Heating Co.
Retrievers, Trolley (See
Catchers and Retrievers,
Trolley)
Rheostats
General Electric Co.
Westinghouse E. & M. Co.
Roller Bearings
Stafford Roller Bearing Car
Truck Corp.
Sanders, Track
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Ni<-hol8-Lintern Co.
Ohio Brass Co.
St. Louis Car Co.
Sash Fixtures, Car
Brill Co.. The J. G.
Sash. Metal. Car Window
Hale & Kiiburn Corp.
Scrapers. Track (See Clean-
ers and Scrapers, Track)
Screw Orivers, Rubber In-
sulated
Electric Service Sup. Co.
Rubber Insulated Metals
Corp.
Seating Materials
Brill Co., The J. G.
Seats, Car (See also Rattan)
Amer. Rattan & Reed Mfg.
Co.
Brill Co.. The J. G.
Halo & Kiiburn Corp.
Heywood-Wakeficid Co.
St. Louis Car Co.
Second Hand Equipment
Electric Equipment (^.
Secret Service
Corp. Service Bureau, The
Shades, Vestibule
Brill Co.. The J. G.
Shovels
Allis-Cnialmers Mfg. Co.
Brill Co.. The J. O.
Hubbard & Co.
Side Bearings (See Bearings,
Center and Side)
Signals. Car Starting
Con. Car Heating Co.
Electric Service Sup. Co.
Nat'I Pneumatic Co., Inc.
Signals. Indicating
Nichols-Lintern 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 Cutters
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. & M. I. Co.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
More-Jones Br. & Metal Co.
Nuttall Co.. R. D.
Smokestacks, Car
Nichols-Lintcrn Co.
Snow-Plows, Sweepers and
Brooms
Amer. Rat. & Reed Mfg. Co.
Brill Co.. The J. G.
Columbia M. W. & M. I. Co.
Consolidated Car Fender Co.
McGuire-Cummings Mfg. Co.
Special Adhesive Papers
Irvington Varnish Sc 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 & Wire Co.
Bemis Car Truck Co.
Brill Co.. The J. G.
Standard Steel Works Co.
Snrlnklers. Track and Road
Brill Co.. The J. G.
McGuire-Cummings Mfg. Co.
St. Lous Car Co.
Steel Castings
Wharton, Jr.. & Co.. Wm.
Steels and Steel Products
Morton Mfg. Co.
Steps, Car
Amer. Abrasive Metals Co.
Amer. Mason Safety Tread
Co.
Morton Mfg. Co.
Stokers, Mechanical
Babcock & Wilcox Co.
Westinghouse E. & M. Co.
Storage Batteries (See Bat-
teries, Storage)
Strain Insulators
Ohio Brass Co.
Strand
Roebling's Sons Co.. J. A.
Superheaters
Babc'ook & Wilcox Co.
Power Specialty Co.
.Sweepers, Snow (See Snow
Plows, Sweepers and
Brooms)
Switcli .Stands
Indianapolis Switch & Frog
Co.
Switch Stands and Fixtures
Ramapo Ajax Corp.
Switches, Selector
Nichols-Lintern Co.
Switches, Track (See Track,
Special Work)
Switches and Switchboards
Allis-Chalmers Mfg. Co.
Anderson Mfg. Co.. A. &
J. M.
Electric SeiTice Sup. Co.
General Electric Co.
Wcstnghouse E. & M. Co.
Switches, Tee Rail
Ramapo Ajax Corp.
Tampers, Tie
Ingersoll-Rand Co.
Tapes and Cloths (See In-
sulating Cloth, Paper and
Tape)
Tee Rail Special Track Work
Ramapo Ajax Corp.
Telephones and Parts
Electric Service Sup. Co.
Terminals, Cable
Stamiard Undergroimd Cable
Co.
Testing Instruments (See In-
strnnients. Kiectric:il Pleas-
uring. Testing, etc.)
Thermostats
Con. Car Heating Co.
(Sold Car Heating & Light-
ing Co.
Railway Utility Co.
Smith Heater Co.. Peter
Tickets & Transfers
Globe Ticket Co.
Ticket Choppers and Destroy-
ers
Electric Senrice Sup. Co.
Tie Plates
Cambria Steel Co.
Midvale Steel i Ord. Co.
Ties and Tie Rods, Steel
Barbour-Stockwell Co.
Carnegie Steel Co.
International Steel Tie Co.
Dfiyton Mechanical Tie 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 Miscellane-
ous
Amer. Steel & Wire Co.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Hubbard & Co.
R.iilwa.v Track-work Co.
Towers and Transmission
Structures
B,atcs Exp. Steel Truss Co.
Westinghouse E. & M. Co.
Track Expansion Joints
Wharton. Jr.. & Co.. Wm.
Track Grinders
Raihv.a.v Track-work Co.
Track. Special Work
Barbour-Stockwell Co.
Indianapolis Switch & Frog
Co.
New York Switch & Cross-
ing Co.
Ramapo Ironworks
St. Louis Frog & Switch Co.
Wharton. Jr., & Co.. Wm.
. Inc.
Transformers
Allis-Chalmers Mfg. Co.
General Electric Co.
Westinghouse E. & M. Co.
Trends. Safety. Stair Car Step
Amer. Abrasive Metals Co.
Amor. Mason Saf. Tread (3o.
Morton Mfg. Co.
Trolley Bases
Anderson Mfg. Co.. A. &.
J. M.
Electric Service Sup. Co.
General Electric Co.
Nuttall Co.. R. D.
Ohio Brass Co.
Trolley Bases. Retrieving
Anderson Mfg. Co.. A.'&
J. M.
Electric Service Siip. Co.
General Electric Co.
Ohio Brass Co.
Trolley Buses
Brill Co., The J. G.
General Electric Co.
Westinghouse E. & M. Co.
Trolley Materials, Overhead
Flood CMty Mfg. Co.
More-Jones Brass & Metal
Co.
Ohio Brass Co.
November 11, 1922
Trolley Shoes
Economy Elec. Devices Co.
Trolley and Trolley Systems
FordChain Block Co.
Trolley Wheels and Harps
Flood City Mfg. Co.
More-Jones Brass & Metal
Co.
Trolley Wheels, (See Wheels,
Trolley Wheel Bushings)
Flood City Mfg. Co.
More-Jones Brass & Metal
Co.
Trolley Wire
Amer. Electrical Works
Amer. Steel & Wire Co.
Anaconda Copper Min. Co.
RocbUng'a Sons Co., J. A.
Trucks, Car
Bemis Car Truck Co.
Brill Co.. The J. G.
McGuire-Cummings Mfg. Co.
St. Louis Car Co.
Tubing, Yellow and Black
Flexible Varnishes
Irvington Varnish & Ins. Co.
Turbines. Steam
Allis-Chalmers Mfg. Co.
(Jeneral Electric Co.
Westinghouse E. & M. Co.
Turbines. Water
Allis-Chalmers Mfg. Co.
Turntables
Indianapolis Switch & Frog
Co.
Turnstiles
Electri<- Service Sup. Co.
Ohio Brass Co.
Percy Mfg. Co.
I'pholstery Material
Amer. Rattan & Reed Mfg.
Co.
Valves
Westinghouse Tr. Br. Co.
Vacuum Impregnation
.\llis-Chalnu'rs Mfg. Co.
Varnished Papers
Irviiiytori V.irnish & Ins. Co.
Varnishe<l Silks
Irvington Varnieh & Ins. Co.
Ventilators. Car
Brill Co.. "fhe J. G.
National Ry. Appliance Co.
Nichols-Linteni Co.
Railway Utility Co.
St. Louis Car Co.
Welders. Portable Electric
Indianapolis Switch & Frog
Co.
Ohio Brass Co.
Railway Track-work Co.
Rail Welding & Bonding Co.
Welding Processes and .\p-
paratus
General Electric Co.
Indianapolis Switch 8c Frog
Co.
Ohio Brass Co.
Railway Track-work Co.
Rail Welding & Bonding C!o.
Westinghouse E. & M. Co.
Welders. Rail Joint
Indianapolis Switch & Frog
Co.
Ohio Brass Co.
Railway Track-work Co.
Ball Welding & Bonding Co.
Welders. Steel
Indianapolis Switch & Prog
Co.
Wheel Guards (See Fenders
and Wheel Guards)
Wheel I'resses (.See Machine
Tools)
Wheels. Car. Cast Iron
Bemis Car Truck Co.
Wheels. Car, Steel and Steel
Tire
Bemis Car Truck Co.
Carnegie Steel Co.
Standard Steel Works Co.
Wheels .Rolled Steel
Cambria Steel Co.
Midvale Steel & Ord. Co.
Wheels, Trolley
Anderson Mfg. Co., A. &
J. M.
Columbia M. W. & M. I. Co.
Copper Products Forging Co.
Electric R.v. Equip. Co.
Electric Service Sup. Co.
Oncral Electric Co.
More-Jones B. & M. Co.
Nuttall Co.. R. D.
Star Brass Works
Wh'stles. 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. Blec'I Works
Amer. Steel & Wire Co.
Anaconda Copper Mln. Co.
General Electric Co.
Indianapolis Switch & Frog
Co.
Roebling's Sons Co.. J. A.
Standard Underground Cable
Co.
Westinghouse E. & M. Co.
Woodworking Machines
Allis-Chalmers Mfg. Co.
Wrenches
Willisms ft Co.. J. H.
November 11, 1922
Electric Railway Journal
39
uiiiiiiiliililiiiiitriiiilimimiiirriiiiiii iiuililll!lllliuilllllilllllilliliriiiriijiiiiiiiiiiiiriiiiil iriiuiiiiMiiiiiniiiilliiil ': Miniuiiiiiuiiilliiiiiiiljriiii iiiii ill iiiiiii mill i .iiiiiiiiiiiiiniiiin:>iiiiiiniDlllllllullMiinHlMia|
The Kalamazoo Trolley Wheels
p. pini
I hskve 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 mislead 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. |
^iiiiiiiiniirriiiiiininiiiiiriiiiriiinniuittiiiiMriiiiiiiiiuiiniMnrHrMnMiiMiiiMiiiiiiniMiiiiitMiiiii;titiriiiiiiiiHiniti>itiiiii:iiMitiiiHi6
uiiirriinuniiiiiniiiiiiiiiiiiriiiitiiiiiiiitiiiiiiiniiiitiiiiiiniiniHMiniiitiiiMiiiiiMniiiitiiiiiiiMiiiiiitiiriiiititiiitiiiiiiiiiniMiiitiiirirring
Brake Shoes
II A. E. R. A. Standards
i I Diamond "S" Steel Back is the Best Type |
Standard
Patterns
for
^■(■'■•iiiiiiDiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiMiiiiiiiiiiHiiiiiiiniiuiiitiiiiiiMiiiiirMiiritrMii iiiiiiiiiiiiiiiKiiitiiuiiiiiiitiiiiiiiiiiriitiiit:
urriiMiiiiMUNiiiiiiiiiiiihiiiiiiiMiMiiirHuiiriMuiiiiniiiiiiMiriiiiiniiniitiiiiiiiMiuiiiniitiiiHiriiiiitiitiitMiiiiiiiiiiiiriMiiiiiriiiiiiiiMi^
SAFETY
CAR
D-67 for Narrow Treads
D-87 for Wide Treads
I American Brake Shoe and Foundry Co. I
f 30 Church Street, New York |
I 332 So. Michisfan Ave., Chicago Chattanooga, Tenn. |
= 5
i i
amillllllllllllllliiimiinTcn[uiniiiiriiiiiitiinnii-iiiitT<MiM"tii(rniiuittiiuniitiiiitiiniiitiiitrtiiTMir(iirii:iiiitiiiiMniiiiiiiiiiiiiiiuiiE
9MinniiMnrtmiHiimiiiiiiMiiiMimimiMiiMiiiriiiMiimiriiiMnii:jiniMiiMniiiiiiniiiimnimiinmiiinMiniiiMmimiimmiim^^
N-L
Indicating Signals
Mechanical Sanders
Ventilators, Smokestacks
Pneumatic Sanders
Selector Switches, Lanterns, etc.
•THEY'RE FORGED— NOT CAST
THAT'S WHY THEY LAST"
"c\ /7r
r\ r\_
COPPER
I THE NICHOLS-LINTERN CO. |
i 8404 Lorain Ave... Cleveland. Ohio =
niitiiiiiiiiiiiiiriniiiiiiiiiii)tMitiiiiiriiiiiiiiiii>iiiiriiiiiiittiitiiiiiiiittiiiiiiiiiiiiiiiiiii(iiriiiiiiiitiiiiiitiiii)iiiiiiiiiiiMii(iii)iiiiiiiiiiiiiiiir
aiinnitiiiiliiiiniiiitiiuiiiiiiNiiitiiitiiitiiiNiiiniitMiiiiiuiiiiiiiiiiniHMiiniitiiiiiiiiiiiiiiiiiiiitiiiiiiiMiiiiittiiiiiiiiiiiiiiMiiNiiiiiiiliii^
I Car Seating, Broom and Snow Sweeper I
I Rattan, Mouldings, etc. I
I AMERICAN RATTAN & REED MFG. CO. I
I Brooklyn, N. Y. S
I AMERICAN means QUALITY I
I RATTAN SUPPLIES OF EVERY DESCRIPTION I
4iiiliiliiiniii)iiiiiriiiiiiiiMiiiiiiriiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiitnriiiiiiiiiiiiiiiiiiiiiiiiiiiii)iiiiiiiiiiiiMMiiiiiiiitiiiiiMiiiiiii|tiiiMlmF
iLr-^U
m
i
i (No Alloy) i
I TROLLEY WHEELS |
i With no abrasive surface in the groove |
I there is a minimum wear on the wire. I
= s
= X
I Send for Particulars i
I THE COPPER PRODUCTS FORGING CO. |
I 1412 East 47th Street, CLEVELAND |
fiilrllilliiiMlllllilliiiill'lliMliilliiiiliiiirMliniiMliiiil rlliitliliiiit iiMiliiililtlllliiriKllliliiliiiiiiiiiiiitlilllllltlinilttllllllmilR
^iiiiiiiiiiiiiiiiiiMiiiiiH iiiimiiimiiimiimiiiiiiiiiiiiiiitiiiriiiiriiir iirini iiiiii iiiiiiiiiiiiiiiiiiiniiiiiiiiiiin^ ^ iiiiriiiiiijiiiiJiiiiiiiiiiiiuiiiii uiiiiiiiiiiiiiiiiiiiiiiiii t jjiiiiiiiiiiiiiiiiiniiiii iiiiiiiiriiiiiiniiiiiimiiiiiiii'^
Gets Every Fare
PEREY TURNSTILES I
or PASSIMETERS f
Use them in your Prepayment Areas and |
Street Cars |
Percy Manufacturing Co., Inc. I
.'iO Church Street. New York City I
•iiirtiiiiiiiiiiiitiiiii iniiiiiimimiiiiiiiiiiiniiiiiiiiiiiniiiiiiiiiiiriiiiiiiiiiiniiniitiiiniiiiiiiiriiHiiiiiniiiiriiiiiiiiiiiiiiiiiiiiiniiiiir
STUCKI I
SIDE I
BEARINGS I
A. STUCKI CO. I
Olivar Bldg. §
Pittsburgh, Pa. |
^lllllctiiiiiiiHliill iiiiiiriiuiiii iiilliiiiiiiriiiiliiiiiiiiiiniiiiMiillluiinil nii[!l i i i lliiti tiiniiniiniii;
£<iiiiiriiiiiiiiiiiitiiiiiiiiitiiiMiiiiiiniiiiiiiiiiiiiitiiiifiiiiiiiiiiMiitiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiriiiiiiiiiiiiiiiiiiiiMiir iriiuiiii!: .^iiiiiiiiniiiniiirMiiiiiiitiiiiiiiniiHiiitMiitiiinMiiiiiiiiiiiiiniiiniiiiiiiiiiiiiiiitiiiiiiiiiiiiiiimiiiiiiiniiiiiiniiiiiiiniiniiniiniiitiiiiiii!:
METER THE ENERGY f
that's what you want to save |
Tt\m double the strlnE by Inspecting cars on a kilowatt- E
hour basil Instead of mlleaie or tlme-basls. Ask for data. §
ECONOMY ELECTRIC DEVICES COMPANY I
L. E. Gould. 37 W. Van Buren St., Chicago |
GENEBAL AQENT: Llnd Aluminum Field Colls. ?
= DISTRICT AGENTS: Peter Smith Heatera, Wooda Itxk TUl =
= Fare Boxea, Bemlt Truck Specialties, Miller Trolley Shoes, =
iitiitiiiitiiiiiiniiitiiitiiiiiiiiiiiiMiitiiiiiininiiiuiiiiiiiiiiiiiMiiriMiiiiniiifMiiiiiiiiiiiiiiiiiiiiiniiitfiiiiiiitiiniiitiiitiirMiiiMniiiiiiiiiiic
I The Rex-L Turnstile
I Model SO
I Positive, tamper-proof, registering- device.
= Individual release for each person. Con-
i forms to U. S. Internal Revenue Repartment
i Rules. Used by Boston illevated Railway
i Company.
= Write us for consultation
I DAMON-CHAPMAN COMPANY
I Rochester, N. Y.
nniiiHiiniiiiiiiiiiiiitiiiniiiniiiiiiiniiHiiiiiiiiiiiitiiiniiHiiiiiiiiiiiiitiiii'iiiiiimiitiiiiiiiitMiiiiiitiiiitiiitiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiii?
I
40
Electeic Eailway Journal
November 11, 192!
ALPHABETICAL INDEX TO ADVERTISEMENTS
Page
Ajax Metal Co 37
Allis-Chalmers Mfar. Co 32
Allison & Co.. J. E 24
American Abrasive Metals Co.. 40
Amer, Brake Shoe & Fdry. Co. . 39
American Car Co 41
American Electrical Works 29
Amer. Mason Safety Tread Co. 40
American Rattan & Reed Mfff.
Co .- 39
American Steel & Wire Co 30
Anaconda Copper Mining Co ... . 30
Anderson Mff. Co. A. & J. M. . . 30
Archbold-Brady Co 25
Arnold Co.. The 24
Babcock & Wilcox Co 31
Barbour-Stockwell Co 30
Bates Expanded Steel Truss Co. 29
Beeler. John A 24
Bemis Car Truck Co. 40
Bonney-Vehslaffe Tool Co 34
Brill Co., J. G 41
Buckeye Jack Hfg. Co 32
Cameron Electric Mfg. Co 32
Canton Culvert & Silo Co 31
Carnegie Steel Co 26
Clevelaind Fare Box Co 33
Collier. Inc.. BaiTon G 10
Columb'a M. W. & M. I. C 14
Consolidated Car Pender Co. . . . 34
Consolidated Car Heating Co . . . 33
■Copper Products Forging Co 30
Corp. Service Bureau. The 25
Crosett Co.. Jas. H 25
Damon Chapman Co 39
Day & Zimmerman Co.. Inc 24
Differential Steel Car Co 37
Dossert & Co 29
Economy Electric Devices Co . . . 39
Electric Eauipment Co 35
Electric Railway Equipment Co. 29
Electric Service Supplies Co. . . . 11
Face
Feustel. Robt. M 24
Flood City Mfg. Co 30
Ford, Bacon & Davis 24
Ford Chain Block Co 33
"For Sale" Ads 35
Galena-Signal Oil Co 17
General Electric Co 19-22
Gilbert & Sons. B. F. Co 39
Gla<Iium Co.. Inc 32
Globe Tickfrt Co 20 |
Gold Car Beating & Ltg. Co 34
Page
Le Carbone Co 34
Hale & Kilburn Corp 28
"Help Wanted" Ads 35
Hemphill & Wells 24
Heywood- Wakefield Co 32
Hoist Englehardt. W 24
Hubbard & Co 20
Indianapolis Switch & Frog Co. 31
Ingersoll-Rand Co 37
International Creosoting & Con-
struction Co 30
International Register Co.. The. 34
Internal onal Steel Tie Co 0
Irvington Varnish & Insulator
Co 33
Jackson. Walter 24
Jcandron. W. J 34
Johnson Fare Box Co 34
Kuhlman Car Co 41
McGraw-Hill Book Co. . .Back Cover
McGuire Cummings Mfg. Co. . . . 18
Marsh & McLennan 6
Mitten-Tl'aylor. Incorporated.... 27
More-Jones Br.-iss & Metal Co.. 34
Morton Mfg. Co 40
Nachod Signal Co.. Inc 39
Nashville Tie Co 29
National Brake Co 23
National Carbon Co 33
National Fibre & Ins. Co 31
National Pneumatic Co.. Inc. ... 13
National Railway Appliance Co. 37
New York Switch & Crossing Co. 31
Nichols-Lintern Co 39
Nuttal Co.. R. D 25
Ohio Brass Co.
Page and Hill Co 15
Parsons. Klapp, Brlnckerhoff &
Douglas 24
Percy Mfg. Co.. Inc 39
Positions Wanted and Vacant. . . 35
Power Specialty Co 31
Rail We'ding & Bonding Co ... . 30
Uailway Track-work Co 8
Railway Utility Co 34
Ramapo Ajax Corp 30
Republic Truck Sales Corp..
Front Cover
Pal
Riohey. Albert S 2
Robinson i Co.. Dwight P 2
Roebling's Sons Co.. John A. . . . 3
Rooke Automatic Register Co. . 3
Rubber Insulated Metala Corp. . 2
Safety Car Devices Co
St. Louis Car Co 2
Samson Cordage Works 3
Sanderson & Porter 2
Searchlight Section 3
Smith t Co.. C. E 2
Smith Heater Co.. Peter 3
Spray Engineering Co." 3
Stafford Roller Beaiing Car
Truck Oorp'n 3
Standard Steel Works Co 1
Standard Underground Cable Co. 3
Star Brass Works 3
Sterling Varni.sh Co 3
Stone & Webster 2
Stucki & Co.. A 3
Tool Steel Gear ft Pinion Co.
Transit Equipment Co
U. S. Electric S gnal Co. . .
Universal Lubricating Co.
\V
■Want" Ads 3
Wason Mfg. Co 4
Wostinghouse Elec. St Mfg. Co.. .
Wcstingholise Traction Brake Co.
Wharton, Jr.. & Co.. Wm 3
White Engineering Corp.. The
J. G 2
Williams & Co.. J. H 3
Wish Service. The P. Edw 2
Witt. Peter 2
Wood Co.. Chas. N 3
I , iriiijiriiiiii milliimiiiiii iiiiiiiiiiliiliiliMim tiiiiiiiii iMiriiniiiiiiiiiiuiiil iiiiiiiiiiiiii^ gl|||l|l||l|Ulllllllllllllllllllllllllltlllllllllllllllllllllllllll»llll1IIIINIIIIIIIIIIIIIIIIIffllllllllllllllllllllllllllinmtmilllllllllll^
s
i
FERALUN*""^"^
Treads
I Car Steps
I Floor Plates
i S'.ation Stairs
i Door Saddles, etc.
I AMERICAN ABRASIVE METALS CO
I so Church St.. New York City
niiniiMniiniiiiniiiMniitinHniiirMUiiiiriiiMiiiitiiiMiiitrMiiiiiiiiMiiiiiMtiiiiiiiiiMiitiiniHiiiiHiiiMHiniiiiiiMiiiiiiiiiiiiiitiiitiiiiiiiii:
It'g iron find emery
cast toocth^
Any width, with or without nosing
;masoN'
SAFETY TREAD
I for car and sta'.ion steps
.'standard for 15 pears
I American Mason Safety Tread Co., Lowell, ftlass.
S Stanwood Steps and KarboUth Flooring
= Branch offices In New York and Philadelphia
= Joseph T. Ryerson & S<m. Chicago, \Vt*st^ni Dlatributerg
^iiiiiiuiiijiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiii^
HiMimimiiiiiiiimniiiiimnnmMiiunMirnMniiiiiiiiiiMiiiniiiiMiNiMmnMninniiiiMuiiiMiniMiniiMiiniiiiiiuiin^ uiinwiiiMiiiuinMiriiimiMiMirMiMitiiNiimiHiMnMiiHiMiMiiiiitiiiininiMiiniiiMHiuiiMiiniiiiiniiniiiiiinMUiiiMiimimimiiiiii
§ "Boyerized" Products Reduce Maintenance
5 BemiB Trucks Mantrane^e Brake Heads
= Case Hardened Brake Pins Mang-anese Traneom Platea
i Case Hardened BuBhinrs Manganese Body BushincB
I Case HardeJied Nuts and Bolts Bronze Axle Bearlno
= Bemis Pins are absolutely smooth and true in diameter. We
1 carry 40 different sizes ot case hardener pins in 6tod(. Samples
1 furnished. Write for full data.
I Bemis Car Truck Co., Springfield, Mass.
'^iiiiiiniiiMiiiniiuiniiiiiiiiiiiiuiiuiiiiiuiuiiuiniiuiinMiiitiiiiiiHiiiMuiiiiiiiiiuiiniiiiititiiinniiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiitiiiiti
SS New Users in the Last 4 Months =
KASS SAFETY TREADS f
present an Unusual Combination |
I in that they g-iye BETTER RESULTS AT LESS COST |
I Manufactured and Sold by i
I Morton Manufacturing Company, Chicago |
^iiiiiiiiiiitiiuiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiniuiiniuiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiimiiiiuiiniuiitiiiiiuiiuiniiiiiitiiiiiiiiiiiitiiiiDtiitn
November 11, 1922
Electric Railway Journal
Low Operating Cost Favorable to
Brill Rail-less Cars
The successfully and economically
operated Brill Rail-less Cars en-
able railways to make service ex-
tensions to points where the initial
cost of rail service would now be
prohibitive. The operating cost
of Brill Rail-less Cars is almost
equally as low as the modern light-
weight cars and, particularly
where there is every indication
that traffic will ultimately be de-
veloped to warrant the laying of
rails and operation of Safety Cars,
this type vehicle is admirably
adapted.
The Brill Rail-less Car is pro-
pelled by two (2) 25-hp. motors
at 550 volts, mounted in tandem
amidship and driving the rear axle
through a propeller shaft. Its
seating capacity is 30.
The J. G. Brill Company
P j-iiu.-a.de: UP Mi-A., Pa..
m
American Car Co.
ST uours ts/lO.
C.C.KuhlmanCar CcD. — Wason Manf-cCo.
CL-EVEl-ArsJO. OHIO.
P»R ir>)CFIEt_D. MASS.
-ii
Electric Railway Journal
Sent on approval
No
advance
remittance
Small
monthly
payments
See this
Library Edition of STEINMETZ
for 10 Days FREE |
The nine volumes which Dr. Steinmetz has contributed on the subject of electrical engineering are now available in a
handsome specially bound set. To those who know what the great books have meant in the development of electrical
engineering theory and practice — this announcement needs no elaboration. The Steinmetz books have been called the
foundation of electrical practice. Their recognition is world-wide. In Europe, Japan, South America — in every corner
of the globe — they are accepted standards and guides.
Put STEINMETZ
in your library —
Have this handsome set with its full treatment of the
theory and special problems of electrical engineering at
your command. The handbook and the practical treatise
may give you the simple fact you need — but Steinmetz
gives you the theory and its application — ^the real solution
of the problem.
4
Keep in touch
with STEINMETZ
Put Dr. Steinmetz's books in your library. They bring
you in convenient form the results of his study and ex-
perimentation a^ Chief Consulting Engineer of the Gen-
eral Electric Company. They form a complete presen-
tation of modern electrical engineering' theory.
Get the STEINMETZ Set
and the STEINMETZ Habit—
No Money Down —
Only $4.00 in ten days and $4.00 per
month for eight months.
Yon can secure the STEINMETZ ELECTRICAL
ENGINEERING LIBRARY for ten days free.
Simply fill in and mail the coupon below.
This will not obIig:ate you to purchase. You
merely agree to return the books, post-
paid, in ten days, or to remit S4.00 in
ten days and $4.00 per month for
eight months. Take this oppor-
tunity to see for yourself what
these books are and how useful
they could be to you. Remem-
ber that they are the latest
revisions of the Steinmetz
books In a handsome spe-
cially boxuid library edi
tion at a price a little
less than the reg-
ular editions of
the books.
McGraw-
Hill Book
Co., Inc.
370 Seventh
Avenue, N. Y.
You may send me on
approval for 10 days
free examinatton tli©
STEaXMETZ BLeCTRICAL
ENGLNEEEINO LIBRABY. I
agrtie to return the books, i>ost-
paid. In 10 days or remit 94.04
in 10 days and |4.I0 per month for
eight months
SubBcriber to Electric Ry. Jownalf.
Mem. A. I.
B.f.
Nams
Addreeg
Official Position
Nams 0/ Company B. 11-11-lS
(cGraw-Hill Co., Inc.
November 18, 1922
Monthly Mechanical and Enfj^^,^^^
Twenty Cents Per Copy
BRANOH
HOUSTON, TEXAS.
STAFFORD ROLLER BEARIMG
CAR TRUCIQ^^e^ORPORATlON
LAWTON
MICHIGAN
Electric Railway Journal
November 18, 1922
No Resistor is Better
Than Its Grids
The underneath view of this car shows a very efficient manner of
attaching Westinghouse Resistors to the car sills on the side
opposite the Westinghouse HL Control equipment, so as to
equalize the load.
The two resistors each contain thirty grids, having the following
qualities:
Design: Laid out by engineering specialists to
provide for proper ohmic values, capacities and
mechanical strength.
Castings: Moulded from accurate patterns, care-
fully cleaned, and the casting then dipped in
rust- and heat-resisting paint.
Contact Surfaces : Accurately ground, assuring full
area electrical contact and perfect mechanical fit.
Material: Uniform and free from hard spots.
Suspension: Three-point suspension results in
maximum rigidity with maximum flexibility,
preventing the mechanical strains which other-
wise may result from a non-uniformity in
thickness of the insulation between the grids
in resistors which are repaired and restored to
service.
Economize by Making Westinghouse
Grids Your Standard
Rough and jerky acceleration, resulting from the
use of inferior grids, increases the maintenance
cost on the other parts of the car equipment, both
electrical and mechanical.
Wes'.inghouse Electric A Manufacturing Company
East Pittsburgh, Pa.
VESTINCH0USE1
ELECTRIC
Westinghouse
Vol. 60, No. 21
New York, November 18, 1922
Pages S03-838
Jt«^
Hbnby W. Blake, Editor
CONTENTS
Editorials 803
Oil and Waste Reclaimed with Profit in Milwaukee 805
A largre reduction in lubrication costs has been brought about
through the use of a very comprehensive system of oil and waste
reclamation. Apparatus installed to do this work and the process
are described in detail.
Increasing the Weld Section in the Seam-Weld Joint 808
A. development in rail joints designed primarily to give large area
of weld section under the outside of the head.
New Akren Viaduct Eliminates Bad Hills and Saves
Railway $14,500 Annually 809
Burning Anthracite Mine Waste in Pulverized Form. . . .809
Vocational Education in the Electric Railway Business 810
Bt H. M. Robinson.
Northern Texas Traction Company conducted successful class in
foreman training in co-operation with state board.
Pulverized Fuel for St. Louis Utility 810
Mexican Railway to Be Electrified 811
Thirty miles of single track between Orizaba and Esperanza to
be equipped for electric operation at once.
Mammoth Steam Turbine for Brooklyn 811
Equipment and Its Maintenance 812
Utilities Commissioners Meet in Detroit 819
Valuable reports were presented by committees on motor vehicles,
public ownership and operation, safety rates, service, statistics and
accounts, and allied topics. Abstracts of a number of the reports
are given below.
Street Paving with Regard to Electric Railway Tracks 822
The Paving Tax Burden Should Be Eliminated 823
British Municipal Tramways Men Meet 825
News of the Electric Railways 827
Financial and Corporate 831
Traffic and Transportation 833
Personal Mention ■ 835
Manufactures and the Markets 837
McGraw-Hill Co., Inc., Tenth Ave. at 36th St., New York
Cable Addrmi : "Machinist, N. Y."
JaUES H. McOSAW, PrMldwit Publllherj of
A«THOB J. Baldwin, Vice-President
Ualoolu MuiB, Vice-President
Bdwaed V. CoNKLiN. Vloe-Presldent
J^uas H. MoGbaw.Jb., See. snd Treas.
Wabbinoton :
Colorado Building
Chioaoo: ^f^i^^t
Old Colony Building ^m-re>^
pbil&i>elphia:
B«al Estate Trust Buildlne
Clbtbland;
Lesder-News Building
St. Louis :
Star Building
8ak Feanoiboo*
Blalto Building
Lohdon:
< Bouverle Street, London E. C. 4
Uaaber Audit Bureau of Circulations
Member Associated Business Papers, Inc
The annual subscription rate is {4 In the United States, Canada. Mexico, Alaaka.
Hawaii, the Phillpiilnes, Porto Rico, Canal Zone, Cuba, Honduras, Nicaragua, Domin-
ican Henubllc, Salvador, Peru, Colombia, BoUrla, Ecuador, Argentina, Spain and
Shanghai, China. Extra foreign postage In other countries $3 (total $7, or 29
shillings). Subscriptions may be sent to the New York ofQce or to the London office.
Single copies, postage prepaid, to any part of the world, 20 centa.
Change of Address — When change of address Is ordered the new and the old address
must be given, notice to be received at least ten days before the change takea place.
Copyright, 192S, by McGraw-Hill Company. Inc.
Published weekly. Entered as second-class matter, June 23. 1908, at the Post Ofllca,
St New York, under the Act of March 3, 1S7». Printed In U. S, A,
Anuriean Mac^inUt
Power
Chemical and
Uetallwgical EnoineerUm
Goal Aoa
Engineeritv and Af<nin« Jovrnal-Preti
Inpenif^ia JnterruiciofuU
Bue TrtpruportatUm
Electric Railway Journal
ElectTiral World
Electrical Merchandising
Jovrnal ot Eleciricitv and
Weetem Indrntry
IPuUiehed in Ban Franciteo)
Indtutrial Engineer
(PuUiilhed in ChuHWO)
American Machinist — European
. Edition
IPuUiahed <n London)
[The following statement is the
eighth of a series of advertisements
of the McGraw-Hill Company pic-
turing the influence of the engineer in
the affairs of the world. It appeared
in the issue of the Ne<w York Times
fur Nov, 10,]
The Sway of Influence
THE institutions of the earth, like a set of
ninepins, have been striking at each other in
efforts to save themselves. This has come about
through the balance of influence being on the
destructive side, leading men into a succession of
perils.
Less than a decade ago the industries of our
country had assumed the role of victors before
circumstance had put them to the test. There
followed an upheaval of our triumphant routine,
when our gods of achievement were thrown down.
We then became aware of the tragic fact that
we had developed the mechanics of production,
but not the science of economic production. We
are now learning, at the cost of billions of wealth
and years of hardship, that we have never known
statistical accuracy and proved control.
So the sway of influence has at last been di-
rected toward constructive service. The swirl
of thought and action, of effort without direction,
has been given a check.
This has coine about through the increasing
power of the engineer. By right of ability he
has grasped the banner of influence from the
clutch of chaos and has placed it above the
stronghold of unified service. In so doing he
has accepted the gigantic task of giving us serv-
ice based on economics, prosperity secured by
progress.
From the designing of a labor-saving machine
to the drafting of a sane law of international
intercourse; from problems of education to the
laying down of principles of ethics; from ques-
tions of transportation to questions of industrial
management — in all these the voice of the engi-
neer is acquiring the influence of authority.
It is the practical, the demonstrated ability of
the engineer that has brought him this power of
influence. His training in analysis, in creating
the means and methods for elevating the activi-
ties of men, and his ability to detail, in exact and
tangible manner, the complex answers to the
problems of industrial life — these have fitted him
for leadership.
Circulation of this issue, 5,700
Advertising Index — Alphabetical, 60; Classified, 56, 58; Searchlight Section, 55
Electric Railway Journal
November 18, 192;
The Cost Sheet Tells
USERS of Westinghouse-National air com-
pressors have only to refer to the monthly
production cost chart to find evidence of a sub-
stantial saving in power.
Insofar as the compressor is concerned, there is
no vexatious upward curve to indicate expensive
waste.
Westinghouse - National motor - driven com-
pressors are the most satisfactory units built for
al,l classes of industrial service, and are particu-
larly adapted for the railway shop, car barn or
power station — or for portable track construc-
tion outfits.
Furnished in all types and sizes, always with
the famous automatic control feature, which is
responsible for the positive saving of power
that is distinctive of Westinghouse - National
machines.
Pictured helow, Westinghouse-
Sational .iVS Air Compressor,
furnished in low pressure sizes
u! iaO to SIO cu. ft. displace-
nteiit, and in hioh pressure sizes
from ISO to .US cu. ft. An ideal
unit for raiUnty s/tops and power
• stations.
Westinghouse Traction Brake Company
General Offices and Works: Wilmerding, Pa.
SAVES
POWEI
Westinghouse-
National
3VS Compressor
OFFICES:
Boston, Mass.
Chicago, lU.
I'olumbns, 0,
Denver. Colo,
Houston, Tex,
Los Angeles
Mexico City
St. Louis. Mo.
St. Paul, Minn.
Ne»v York
Pittsburgh
Washington
Seattle
.San Francisco
Write for literature giving full details of
Westinghouse-National Compressors and
the power-saving Automatic Control with
which they are equipped.
November 18, 1922
Eleotbic Railway Jouenal
You can replace the car —
But what about the riders?
When the conductor signals "Come Ahead!" the
tracks may be clear but, if the wheel jumps the wire,
it is easy enough for a train to come in sight and run
down the car before the conductor can realize what's
up, race to the rear end and place wheel on wire.
If he fumbles, if he loses the race —
But you don't need to take the chance of that kind of
an accident. Put National Trolley Guard over your
trolley wire at grade crossings.
National Trolley Guard is open wire mesh, formed
into a trough which is inverted over the trolley wire.
When the wheel jumps it runs on the Guard which
furnishes power to carry the car and its passengers into
the clear.
When National Guard prevents just one accident it
pays for itself a thousand times oyer. It is the best kind
of insurance because it prevents instead of repaying.
May we tell you more about it?
The
Ohio
Mansfield,
Brass
Co.
OhiaU.S.A.
New York Philadelphia Pittsburgh Charleston. W.Va. Chicago Los Angeles San Francisco Paris. Trance t
roducts: Trolley Material, Rail Bonds. Electric Railway Car Equipment, High Tension Porcelain Insulators, Third Rail Insulator*
i EiiECTRic Railway Journal November 18, 1922
^ Jnsurance plus
Jy(arsh ^Sn\-L>ennan Oer^ice
OTHER THINGS BEING EQUAL— Marsh and
McLennan would not be carrying the insurance for a
great number of the largest public utilities in America.
The public is no more interested in where you buy
your insurance than they are interested in where you
buy your rails or cars or other equipment.
Marsh & McLennan solicit your insurance solely
because they can render you a service that will decrease
your insurance costs.
On one large Eastern Corporation, for example, we
were able to reduce the insurance rate from $17.50 per
thousand to $4.30 per thousand. Why not buy your
insurance where you can buy the most for your money?
We will be glad to outline this service to business
executives who are interested in reducing insurance
costs.
MARSH & MCLENNAN
175 W.Jackson Blvd. Chicago. HI.
Minneapolis
Denver
San Francisco
Winnipeg
New York
Duluth
Seatle
Montreal
Detroit
Columbus
Cleveland
London
November 18, 1922
Electric Railway Journal
^■=31
There are 468 SQuare inches of bearing
in each pUUe o/ a steel ttoin tie.
THE TIE-PLATE IS PART OF THE TIE
To help increase the life of wood ties
by preventing rail cutting, many Engi-
neers favor tie-plates.
The principle involved has been ex-
tended and developed in STEEL
TWIN TIES in which the tie-plate
is part of the tie.
The plates provide a larger bearing
than is possible with wood ties on two-
foot centers. They distribute the
wheel loads on top of the concrete of
the track foundation instead of at some
point six to eight inches below the base
of the rail. Hence there is more con-
crete in bearing with less total concrete
required. The ulimate result is better
track at a lower first cost.
THE INTERNATIONAL STEEL TIE COMPANY
Cleveland, O.
Steel Twinlie Track
Electric Railway Journal
November 18, 1922
What International Service
Means to You
IT is a fact that we are in the center of the largest timber
producing area in the Southwest; that we have 120
acres in excellently drained yards for seasoning ties; a re-
liable corps of inspectors, expert supervision of treatment,
efficient plant facilities to treat 300,000 ties per month, and
an entire tie producing organization capable of meeting the
most exacting tie requirements.
Important as these advantages are, there is yet another
and far more important reason why International Service
compels recognition.
It seems opportune and pertinent to say that the one com-
mending thought, purpose, and ambition of the Interna-
tional Company is to produce sound, durable ties of uniform
size in strict accordance with A. R. E. A. grades.
Not to be egotistical, we believe that our purpose and
ambition have been successful. Executives and engineers
have expressed their faith in our integrity, our ability to
serve and our knowledge of the timber business by their
implicit confidence in our production and inspection. Such
faith can only be justified by works, and no greater tribute
can be paid to, or desired by any organization.
International Creosoting and Construction Co.
General Office — Galveston, Texas
Plants: Texarkana, Texas Beaumont, Texas Galveston, Texas
November 18, 1922
Electric Railway Journal
Order
Now
For
The
Long,
Cold
Nights
Ahead
Keystone-Hunter
Destination Signs
Golden Glow
HEADLIGHTS
These Signs and Headlights, with the assis-
tance of Safety Car Lighting Fixtures on
the inside, radiate to the people shivering
in the street, an atmosphere of warmth
about your cars. There's nothing attractive
about poorly illuminated, signless cars —
especially on zero nights. Golden Glow
Headlights identify your cars in general
and make it easier for the motorman and
opposing traffic. Keystone-Hunter Illumi-
nated Signs identify your cars in particular
and make it easy for the night rider to pick
the right car. Safety Car Lighting Fix-
tures enhance the interior attractiveness of
your cars and afford your riders greater
eye comfort.
Write for data sheets.
Elixtric Service Supplies Co
Manufacturer of Railway Material and Electrical Supplies
PHILADELPHIA NEW YORK CHICAGO
ITtli and Cambria Streets 50 Church St. Monadnock Bldg.
-, Branch Offices: Boston, Scranton, Pittsburgfi
Canadian Distributors: Lyman Tube & Supply Co., Ltd., Montreal, Toronto, Winnipeg, Vancouver
OAK LANE
Key stone- Hunter Illuminated Signs (They're white by day).
Golden Glow Headlights for either port-
able or permanent installation on the dash.
10
Electric Railway Journal
November 18, 192J
J"
Where Everything Electrical Is Brought To You
The service you render by bringing close together the
suburbs and the trading districts is much like that we
can render you.
Our nearest Distributing House brings to you standard
electrical products of a long list of manufacturers.
It enables you to get for your outside plant everything
f tom the tops of the poles to the bottoms of the holes —
Power Apparatus for your shop — Lighting Equipment
for cars, stations, yards, shops and offices — Intercom-
municating Systems for controlling car movements and
communicating in the shops, offices, yards and barns —
and standard Electrical Supplies of every kind.
The House nearest you offers this time and money
saving.
Address it.
'esterti Electric
Company
OFFICES IN ALL- PRINCIPAL' CITIES
November 18, 1922 ElectricRailwayJoueNAL U
Modernize/ Pneumatize!
If Crowds Would Stand in Line
// passengers would take their time, if people
would be cautious and deliberate and reason-
able, if —
But — ^we all know that they won't do any such
thing! Give them the slightest opening and they
will leap off and on moving cars, hang on steps
and running boards, and do almost everything
else they shouldn't do.
So — to save them from themselves, it is neces-
sary to make cars proof against the recklessness
of the American public. Many roads have
already accomplished this by equipping cars,
both old and new, with —
The Complete
National Pneumatic "Rushour" Line
Door and Step Operating Mechanismi Door and Step Control
Safety Interlocking Door Control Motorman's Signal Lights
Multiple Unit Door Control
Manafactwred in Canada by
Dominion Wheel tt Foundries, Ltd.
Toronto, Ont.
National Pneumatic Company, Inc.
50 Church St., New York McCormick Bldg., Chicago
Works: Rahway, N. J.
12
Electric Railway Journal
November 18, 1922
What Determines the Choice of Poles?
Every buyer of poles is concerned
primarily with securing the most obvious
value for the investment which is to be
made in the whole line.
Value consists of pole strength to
guarantee safety to the line and the
service, fair assurances of long life,
suitability for the particular construction
contemplated, moderate cost of mainte-
nance, and the original cost of poles and
erection.
Bates Expanded Steel Poles have
unusual strength, ample for safety in
any present types of overhead construc-
tion. They have demonstrated their
value in this particular in hundreds of
instances.
Bates Poles have a life of at least fifty
years, far beyond the safe life of other
types. The uniformity of Bates Poles is
assurance that the whole line is good for
this life. Maintenance charges are quite
moderate, for periodic painting is easy
and cheap, and thoroughly protects the
pole.
Any type of overhead construction
can be erected on Bates Steel Poles,
taking full advantage of their superior
strength and life.
With the extra strength and life of
Bates Poles, their present low price
becomes an advantage that cannot be
overlooked. Bates Poles give more in
service, and cost less than any compar-
able type of pole.
Our engineering department is at your seroice With data
gathered from years of experience in pole line construction
Bates Expanded Steel Truss Co.
208 South LaSalle St., Chicago
Ml
ONEPIECET\
EXPANDED
STEEL
mis
November 18, 1922
Electric Railway Journal
13
SAN DIEGO
Economy Meter with Power Saving and
Car Inspection Dials
Buys
Economy Meter
Car-Inspection
Dials
To Completely Equip
Entire System
This well-known city system first installed
100 Economy Power-Saving Railway meters
in 1917. Then, as new cars were placed in
service, it purchased additional meters; ten
in 1918, ten in 1921 and ten more in 1922.
The last two orders were for meters of the
car Inspection Dial Type; and now material
has been ordered to convert the 110 old
type meters into the car inspection type,
so that all cars may be inspected on the
basis of actual work done (kw. hrs.).
The Watchdog of Your Power and Equipment
This is a rugged watt-hour meter. Top dials for
motormen's power-saving records. Lower dials
for car inspection use.
When the meter-driven hand on Dial A reaches
the marker set for this car at 6, the barnman
knows that the brakes and controllers have done
their work and are due for an inspection equiva-
lent to that otherwise made daily.
Likewise Dial B shows when the car has done
sufficient work to require oiling. This supplants
the usual time or mileage period for oiling.
Dial C shows when the car has done sufficient
work to require general inspection.
After any inspection the meter-driven hand is set
back to zero by means of its reset rod at the
bottom of the case. A lock prevents unauthor-
ized resetting of inspection dials.
The Economy meter with car inspection dials is
readily adaptable to any electric car or
locomotive operating condition.
It is a "power-saving device" with a double
value.
Let us quote you prices and answer detailed questions
Economy Electric Devices Company
Sangamo Economy Railway Meter
General Sales Agents
Lind Aluminum Field Coils
L. E. Gould, President
1592 Old Colony Building, Chicago
14
.Electric Railway Journal
November 18, 1922
m
(0)Y(D)1U
IMUCATING
VARNISHES &
COMPOUNDS
THE STERLING VARNISH CO
^-«BURCH.PENN/V.
C CONTENTS 5 U S GAL/P'
GftADt
iLECTfllCAL' , ,
|:H&UlATt]R;S (;^
llEEHNICALCDAIiNes'
I
^ STIRLING ^
Usersof STERLING VARNISH
not only obtain materials well
adapted to their needs but also
sound, practical information as to
how to employ them.
STERLING COPAD
EE
V* ' ■ ■ RE-OROeR 8V eXACI TRADE NAME I
&in§gURGH PAyUS.A.j
The new Catalog of The Ster-
ling Varnish Company, which
should be on the desk of every
"live" executive or engineer in-
terested in such products, will be
mailed free to those requesting
it. It not only contains much real
information on the varnishes
themselves but also facts as to
their care and use. Moreover the
engineers of the company are
able to help customers upon such points as can-
not be taken up in this small booklet.
Those who "shop" for varnishes on the price
per gallon basis, besides getting only what they
pay for, miss this service which has already
effected much saving to even the largest varnish
consumers. So write for your copy of the Catalog
using your company letter head. Look into your
insulating varnish problem after you have care-
fully read it over and see how many hazy points
are cleared up and then to obtain the best varnish
and intelligent engineering service, USE
mmss^mmM
e '^ERUNG VARNISH COMPAH(y.PdTSBURGH.PA.
November 18, 1922
Electric Railway Journal
15
UNIVERSAL"
"ATLAS" "RECIPROCATING"
Rail Grinding Machines
Repeat Orders Come of Themselves
Even without solicitation, numerous orders are coming in from satisfied
railway customers for more and still more track grinding equipment. About
half the operating companies in this country are now using one or more
of these machines.
Two things account for this: — First, a growing appreciation of the real
ultimate economy of rail grinding as a means of retarding depreciation ;
Second, the eminently satisfactory and efficient work done by our machine
wherever they have been used.
Is your equipment as complete as it should be?
Diamond Brand Grinding Wheels
Our Atlas and Universal Grinders give best results when supplied with
Diamond Brand Grinding Wheels. They are properly made, using only
the highest quality cutting abrasive. Many of the leading manufacturers
of special work buy them in large quantities.
See if you have them in stock.
Railway Trackwork Company
3132-48 East Thompson Street, Philadelphia, Pa.
16
Electric Raicway Journal
November 18, 195
Snow Fighting Equipment
Selected Snow Sweeper
Rattan on Hand,
Ready for
Immediate Shipment.
Standard Single Truck, Steel Underframe
Long Broom Sweeper
Approximately ninety-five per cent of all
the electric snow sweeping equipment,
which is used in the United States and
Canada, is of McGuire-Cummings make.
The car illustrated here is one example.
The brooms are so arranged that they will
clean both rails ahead of the car; the side
plows will clear 4 ft. 0 in. outside of rails.
It requires two 25-hp. motors to propel
the car, and one 25 to 40-hp. motor geared to
drive brooms at 300 to 350 r.p.m.
Blueprints and specifications
submitted on request.
wi
ill be
End view of Standard Single Truck
Sweeper.
McGUIRE-CUMMINGS MANUFACTURING CO.
GENERAL OFFICES
111 WEST MONROE STREET
CHICAGO, ILL.
City and Interurban Cars and Trucks, Safety Cars, Combination and Woric Cars,
Snow Sweepers, Electric Locomotives.
November 18, 1922
Electric Railway Journal
17
Lubrication — a subject
worthy of discussion
Realization of the fact that lubri-
cation is a regulating factor in
operating expenses that may run
into many thousands of dollars,
makes the selection of proper lu-
bricants a much more important
matter than the mere purchase of
oils.
The opinions and judgment of
practical mechanical and operat-
ing heads are invaluable in arriv-
ing at a decision that will return
your road the best service value.
Galena Oils have been specified
on hundreds of electric properties
because they have given conclu-
sive proof of their ability to deliver
exceptional service, keep equip-
ment in perfect running order and
reduce to a minimum the expenses
of repairs and time losses, that,
with inferior lubrication, run into
high figures.
"When Galena Service Goes In —
Lubrication Troubles Go Out!"
'i, '"it"
•••1'" ^'3"VKS^ i. '-'Hl.iW
Galena-Signal (Ml Gbmp
Newark Franklin, Pa. ^ Chicago
and oflflces in principal 'cities »
18
Electric Railway Journal
November 18, 192!
Our New Railway Catalog is ready
A
An equipment catalog with
textbook information on prac-
tically everything electrical
used in the operation of
electric railways in any
service.
It has been compiled for you.
It is now being distributed.
The G-E Sales office nearest
you will deliver your copy
soon.
General Office
Schenectady. N.Y
O
Sales Offices in
all large cities *°'''
lABOLD V. BOZBLL
;onsultlng Editor
lENRY H NOKBIS
Sngineering Editor
;.W. SQUIER
tssoclate Editor
;arl \v. stocks
Associate Editor
)ONALD F.HINE
UsocJate Western Editor
I. E. TLIMPTON
Sditoi'ial Itepresentatire
Volume 60
Consolidation of Street Railway Journal and Electric Railway Review
HENRY W. BLAKE, Editor
New York, November 18, 1922
BABBY h. BBOWN
Managinf Editor
N. A. BO WEBS
Paciflc Coast Editor
H. S. KNOWI.T0.N
Men England Editor
G. J. MiCMURRAY
NewB Editor
PALL WOOTON
Wasiiiiigton Representative
ALEXANDER McCALLUM
British News Representative
Number 21
Europeans Thinking of
Radical Revision of Car Design
ON PAGE 825 is reported the belief of E. S. Raynor,
a British tramway manager and engineer, that
•adical revision of electric railway car design should
)e considered. His thinking is in the direction of
jreatly reducing the unsprung weight and the total car
iveight and eliminating the solid axle. He also criti-
:ised as crude and inefficient the present braking mech-
inism. The conviction of some European engineers
ilong this line seems to be strong, for recently the
operating company in Paris has placed in operation a
iingle-truck car with a body-mounted motor connected
jy drive shaft to each axle, the latter being split and
jrovided with differential and the brakes being of the
;ransmission band type. Discussion of such car design
las come out now and then in conversation in this
lountry, but it has been considered so radical that the
»uthors have felt compelled to keep their thoughts out
)f public print. To date, all discussion of the subject
is purely speculative, but there is certainly food for
thought. The advantages of placing the heavy electric
motors in position to have their weight entirely sprung
jre very important in their relation to track and car
maintenance and car-riding qualities. But so radical a
departure from well-established designs has very serious
drawbacks and would therefore have to have very posi-
Mvf merits in order to receive serious consideration.
advancement over another who goes about his duties
with a "don't care" attitude. Hope puts us in a working
mood, and a 5-cent increase in a shop man's rate of
pay shows that his efforts are appreciated.
Improve the Morale
of Your Shop
IN A RECENT discussion between two mechanical
men, the rolling stock of an electric railway was
referred to as being kept in almost perfect condition.
"How does the master mechanic do it with the poor
5hop facilities which he has?" was asked. A visit
to the shops disclosed two essentials which were incor-
porated in the organization that are most vital to the
success of any undertaking. They are: Co-operation,
ind pride in the work accomplished. A thoughtful
master mechanic recognizes that proper credit for the
work completed must be given to all, as the conscien-
tious and skillful working out of each detail is necessary
for producing a high-class completed unit. A mechanic
will take pride in producing good work if allowed to
io so. Sufficient time is also required for honest work.
No first-class job is completed in a hurry except by
accident. A satisfied mechanic will measure aright
the time necessary for doing a good job. It is true
that without adequate tools and proper routing methods
shop output is limited greatly, but without men proud
of their work and earnestly striving for results the
po.ssibilities of economy will never be realized.
Proper recognition of satisfactory work is one of the
essentials of increased effort. Advancement in position
with increased remuneration is an important step toward
increasing shop morale. A man's pride and interest
in his work will decrease when they fail to secure
The Square Deal
in Regard to Track Paving
ON ACCOUNT of the wealth of information which
was brought out in the papers and discussions at
the Philadelphia Engineers' Club conference on track
paving, this paper has in three successive issues de-
voted liberal space to a report of the conference. Way
engineers throughout the country, and managers as well,
will find much to think about in the discussions which
took place. The conference, of course, did not settle the
mooted questions which are involved in this complicated
subject, but the joint consideration of the paving prob-
lem by railway and municipal engineers marks a step
in the right direction. The discussion brought out In
sharp relief the radical differences in points of view,
the differences in part being due to different assump-
tions of fact and in part to the respective affiliations of
the engineers. What is needed first would seem to be a
formulation of those fundamentals upon which all can
agree. Questions of fact ought to be demonstrable, and
a sufficient volume of agreed-upon data ought to be pos-
sible of assembling. Once the facts are agreed upon, an
equitable allocation of maintenance charges is possible.
City engineers may ultimately develop data to show
that streets with tracks cost more to maintain than
those without tracks. Just how much the difference in
maintenance cost is, if any, and how it varies with the
different types of track and pavement construction
await determination. But whatever the result, it must
be remembered that some streets must contain tracks,
for without them adequate transportation for a city of
any size cannot be furnished. If there were no tracks,
the present cars or their transportation equivalent would
be obliged to run on the paving, causing greater wear
as well as frightful traffic congestion — wear that, under
present laws, would be paid for almost entirely by the
city. The track structure transfers the railway load to
a separate, independent foundation, thus relieving the
■ paved surface of a large transportation load. Obviously
this is good economics. It does bring in the complica-
tion of paving around the track, but that complication
can be simplified with good engineering.
The fair solution to the whole problem seems to in-
volve the paving and maintenance of the paving of the
entire street by the municipality, with types of paving
selected with due regard to the presence of the track.
The railway should build track of such types as will de-
teriorate the paving as little as possible. Relieved of
the present paving obligation the railway might equi-
tably be required to pay for actual damage done to the
paving, as was suggested by Mr. Davison at the Phila-
delphia conference, where damage is done by movement
of track and vibration at joints and special trackwork.
804
Electric Railway Journal
Vol 60, No. 2
Efficient Lubrication
Requires Clean Oil
ONE of the most trying problems in electric railway
maintenance is that of keeping dirt and water out
of bearings. Electric railway car equipment operates
under extremely trying conditions, and the oil used for
lubrication soon becomes filled with impurities that
greatly reduce its efficiency as a lubricant. In order
to prevent serious damage to the bearings, the waste
and oil must be replaced at regular intervals. The
master mechanic is then confronted with another prob-
lem, that of salvaging as much of the oil and waste as
possible. If the impurities are removed, the oil can be
returned to service, and if waste is carefully cleaned
and sorted much of it can be saved for future use.
Every electric railway, therefore, has need for simple
and effective oil and waste purifying equipment.
Many railway officials look upon an oil purifying de-
vice as being primarily a means of conserving oil. While
operation of the oil reclaiming plant of the Milwaukee
company described in this issue returns the old oil for
reuse in 98 per cent original condition at a cost per gal-
lon just one-quarter that of new oil, the more important
economy effected by such apparatus is the protection
it affords against damage to the operating equipment.
An armature wrecked because of faulty lubrication will
require more money to put it back into service than can
be saved by much oil economy. Lubrication affects the
service and reliability of the equipment and ultimately
public sentiment. In addition, it is a fundamental ele-
ment in maintenance costs, but not through the quantity
of oil saved. When compared with other items of operat-
ing expense, the item of lubrication appears infini-
tesimal.
The big point then when oil and waste reclamation
is considered is to be sure that when reused and re-
turned to service, the oil and waste are free from all
of the contaminating elements that will damage the
bearings.
Real Shop Improvements
Are the Order of the Day for 1923
THIS is the time of year when the wide-awake elec-
tric railway master mechanics and the super-
intendents of equipment, are planning how they can
reduce maintenance costs for the coming year. Most of
them are well aware that parts of their shop layout are
not what they ought to be, but shortage of funds, or
perhaps lack of sufficient determination, or both, have
interfered with the carrying out of choice projects.
The shops suffered possibly more than other parts of
electric railway properties, due to war and post-war
conditions. Managers knew that the equipment depart-
ment would "worry through" somehow, and regretfully
but firmly tied another knot in the purse string. It is
high time now, however, that the shops be brought back
to first-class condition, for good maintenance work can
be done only with good maintenance facilities. Invest-
ment in such facilities is a perpetually paying one, be-
cause the results continue indefinitely.
In looking toward 1923, equipment men will naturally
have in mind the work which has been done on their
behalf by Engineering Association committees. Years
of hard work have been put in by these committees with
a view to improvement in shop layout and procedure.
During the past two years the efforts have crystallized
in definite recommendations. While the suggestions as
to shop layout may seem primarily applicable to new
shops, they have an important function to perform wit
respect to existing shops. They furnish a gage b
which the merits of a particular layout can be estimatec
The recommendations might well be studied with Iocs
conditions in mind. Such study would naturally lea
to the laying out of a general program of desired ini
provements. If all of these improvements cannot b
made at once, the alternative is to pick out for the pres
ent those things which promise the greatest immediat
and prospective saving. Reinforced with the results o
this analysis, the equipment superintendent might wel
go to the manager with some tangible recommendations
backed up by figures as to the saving to be effected b;
a given investment. Thus reinforced, he ought to hi
able to get a reasonable appropriation for improvement
for his department in the 1923 budget.
Too Slow Speed and Too Safe Operation >
Are Imposed Upon in Traffic
ON THE surface cars of a certain metropolis th
habitual rider becomes impressed if not exasperate
with the extremely slow speed of operation. The ca
is almost the slowest vehicle on the street. The excus
is the heavy traffic, but close observation in variou
cities where traffic congestion is comparable does no
convince one that the excuse is controlling. In thi
particular case t^e reason lies in two causes: Firs!
because the cars are equipped with but two old motor
with low gear ratio and have very slow acceleration
Second, because of their slow movements, the cars ar
constantly imposed upon by the truck and taxi drivers
teamsters and most all the "professional" drivers, thu
pyramiding the factors causing slowness.
One almost feels that the cars are operated to
safely, for the drivers seem to depend confidently oi
the motorman giving way to them— and he does, in
variably. In cities where the street cars operate a
high rates of speed, the truck and taxi drivers am
teamsters have a wholesome respect for the right of wa;
of the rail-bound unit. They do not impose on i
because of the danger of collision. But there is m
such danger, virtually, in the city in question becausi
of the sluggish movement and the ultra-cautious opera
tion. So the vehicle of the multitude is continually heli
back while the competitive taxi of the individual cut
in or swings around in front of the car if this offer
advantage in making speed.
The taxi drivers know the sales value of speed, bu
this railway management does not, for the speed o
the cars is barely faster than walking.
This local situation could be changed, materially witl
the installation of some modern equipment — an(
aggressive motormen. And one wonders if a few bumpi
wouldn't be well worth while in overcoming the blas(
ignoring of cars by the drivers of vehicles, thus makini
for speed and giving better service to the greates
number.
The street car does not need to be the pokey
antiquated vehicle of days gone by. There are availabl'
modern street cars capable of even more "get up and go'
in their movements than can be mustered by the newei
form of mass transportation — the bus. The street cai
is not an antiquated vehicle, as a type, but there ar(
antiquated street cars and antiquated operation in exist
ence here and there, to the discredit of the industr:
and also to the financial ill-being of the particular com
pany.
I
November 18, 1922
ELECTRIC Railway Journal
805
Oil and Waste Reclaimed with Profit in Milwaukee
A Large Reduction in Lubrication Costs Has Been Brought About Tlirough
the Use of a Very Comprehensive System of Oil and Waste Rec-
lamation— Apparatus Installed to Do This Work and
the Process Are Described in Detail
THE waste and oil used in the motor, axle and
journal housings of electric railway cars soon
become contaminated with dirt,' water and other
impurities which impair the efficiency. By removing
these impurities, the oil and waste can be restored to
nearly their original condition and thus an increased
service can be obtained. The Milwaukee Electric
Railway & Light Company in its Cold Spring shops
undoubtedly has the most complete oil and waste
reclamation plant of any electric railway, and a study
of its methods and equipment will be of value to other
electric railways.
After the car body has been raised, the trucks run
out and the motors lifted off in the truck overhauling
shop, the waste and oil are removed from the various
bearing housings. A galvanized-iron pail is used to re-
ceive the waste, and as soon as the pail is full it is
emptied into rectangular containers approximately 3 ft.
X 3 ft. X 4 ft. high, three of which are provided in a con-
venient location. Two of these are used for the oil-
soaked waste removed from axles and journal bear-
ings, and one is used for armature bearing waste.
The waste removed from the armature bearings is thus
kept separate, but no attempt is made to keep the
axle and journal bearing waste separate. The waste
accumulated in the truck overhauling shop containers is
sent in to the reclaiming room. Galvanized iron cans
2 ft. in diameter by 3 ft. 6 in. high are used for trans-
porting the waste from outside shops. In the Cold
Spring truck overhauling shop, which is adjacent to the
oil reclaiming room, the waste is handled and taken to
the oil and waste reclaiming room in a wheelbarrow
with a special galvanized iron basket.
The waste received in the reclaiming shop is first
sorted and any which is badly discolored or which has
an excessive amount of foreign substance in it is thrown
INTERIOR OF OIL, HOUSE, SHOWING ARRANGEMENT OF EQUIPMENT USED IN OIL EXTRACTION AND
IN WASTE RECLAMATION
A. Extractor of oil from waste. B. Liquid receiving tank. C. Gravity tanlc. D. Oil purifier. jB. Storage tank.
F. Barrel for oil supplied on requisitions.
806
Electric Railway Journal
Vol. 60, No. 21
out and scrapped. The remainder goes into a centrif-
ugal oil extractor made by the Oil & Waste Saving Ma-
chine Company, Philadelphia, Pa. The size used by the
Milwaukee company has a capacity of about 200 lb. of
waste, and under average conditions this amount of
waste yields about 20 gal. of liquid. An accompanying
illustration shows the construction of this separator.
The waste is placed in the basket of the extractor,
care being taken to have it evenly distributed and only
loosely packed. No material is allowed to remain above
SECTION OP MACHINE FOR EXTRACTING
OIL FROM WASTE
A. Steam exhaust. B. Removable cover to basket. C. Basket,
D. Felt washer. E. Bushing. F. Shaft. G. Water Inlet. H.
Fat discharge, /. Overflow. J. OH reservoir for oiling machine.
K. Turbine nozzle for revolving machine, L. Union, M. Steain
supply valve for turbine. N. Steam supply pipe. O. Blow-off
valve, P. Steam supply valve for boiling or washing nozzle. R.
Boiling nozzle or washing nozzle. S. Step bearing. T. Drain to
sewer, U. Valve for drawing off wash water. V. Valve for
reclaimed oil extracted by machine. W. Valve for controlling
wash water inlet, X. Turbine blades,
the rim of the basket. The cover of the machine is
then closed, this being provided with a ga.sket so as to
make it steam-tight. A steam turbine is used to rotate
the basket, and after the lid of the machine has been
closed the valve to the turbine nozzle is opened. The
steam exhausted from the turbine passes up through
the waste in the basket and thus heats it. An average
steam pressure of 130 lb. is used in the Milwaukee in-
stallation. After the steam has been turned on it takes
about ten minutes to bring the machine up to speed,
and an additional fifteen minutes to complete the
extraction. The basket is revolved at a speed of be-
tween 700 and 800 r.p.m. The centrifugal action throws
the waste to the outside wall of the basket and the
pressure exerted removes the oil. The action of the
steam heats the waste and oil to about 200 deg. F.,
and at this temperature the oil becomes quite fluid and
flows out at the bottom of the basket. The walls of the
basket have holes, and inside the basket is a screen
to keep the waste from clogging these openings. The
heated oil flows freely from the extractor to an adjacent
receiving tank. Some very fine fibers and ends of the
waste follow in with the oil, and in order to prevent
clogging the oil first passes through a screen at the
opening to the receiving tank. This receiving tank is
of rectangular shape and has a capacity of approxi-
mately 45 gal. As soon as the oil has been removed, the
machine is stopped by closing the steam supply valve
and by applying the brake. In the Milwaukee installa-
tion an average of 3,500 lb. (dry weight) of waste is
reclaimed per month. The time required to charge the
machine with waste and empty it is 0.25 man-hour. No
attention is required after the machine is placed in oper-
ation. The extractor is entirely a self-contained unit
and the installation and piping are fully illustrated in
the accompanying photograph. In the Milwaukee in-
stallation the cover of the extractor is handled by a
chain which runs over a sheave mounted on the wall.
A counterweight is fastened to the lower end of this
chain, which balances the weight of the cover.
The waste is removed from the basket of the extractor
by means of a pitchfork and is placed on a sorting table,
and the liquid removed from the waste is held in readi-
ness for the purifying process. The liquid from the
receiving tank is pumped by a centrifugal pump through
a pipe which leads upward and across the top of the
room to a gravity tank in the corner of the room. This
tank has a capacity of about 70 gal. and is provided
with a float with a gage to indicate amount of oil in tank.
From the gravity tank the oil is led through a 1-in.
diameter pipe to the purifier. This pipe has a steam
connection for the purpose of heating the oil as it is
being conducted to the purifying machine. The dis-
tance from the settling tank to the steam connection
is about two-thirds the total length of the pipe. The
proper location for this connection was found by trial.
If the steam enters the pipe too near the settling tank
it retards the flow of oil, and instead of mixing with it
as it flows toward the purifier the steam passes back
through the oil and escapes through the settling tank.
The valve which governs the flow of oil through the
pipe is located just underneath the tank and has a
long handle so that it can be operated from a position
adjacent to the purifier. The steam connection is opened
so as to heat the pipe before the oil is allowed to flow.
The temperature of the oil as it enters the purifier is
usually about 195 deg. F. The water used in the purifier
is also heated to about 210 deg. F. in a similar manner.
The oil purifier is a most important part of the
reclaiming equipment. The machine used was made by
the De Laval Separator Company, New York, N. Y.,
and in outward appearance is very similar to the
large centrifugal separators employed in creameries
throughout the country. It is motor driven through
a belt, and in starting the machine the motor is
started first and the machine is then brought up
to speed by tightening the belt on the driving pul-
Tables for Sorting Waste a.nd Cleaning Oh, I'i-rifier
ley. The starting of the machine takes approxi-
mately five minutes. The purification of the oil is
accomplished by means of centrifugal force. Liquids
of different specific gravities are thus instantaneously
separated and any solid impurities are removed. As the
pressure exerted by centrifugal force is several thou-
sand times greater than that of gravity, the process is
November 18, 1922
Electric Railway Journal
807
much more rapid and the purification much more posi-
tive and complete than by the gravity method. In the
De Laval bovs^l the effect of this centrifugal pressure is
multiplied by a series of disks, which are placed so
as to divide the liquid into thin sheets or layers. This
is of particular advantage as it brings about a finer
purification with less centrifugal force than if the entire
contents were treated in a mass.
The principal part of the purifier and one with which
the user should become very familiar is the revolving
member known as the bowl in which purification takes
place. An accompanying illustration shows a cross-
section of the bowl of the No. 600 purifier used in
Milwaukee. The bowl is revolved at a speed of approxi-
mately 6,000 r.p.m., and while revolving the liquid to
be separated enters the bowl at the top opening marked
"Used Oil" in the accompanying diagram. It then
passes down through the center tubular shaft to the
bottom of the inner chamber where the heavier and
more easily removed substances are thrown out and
held in the sediment pocket. After passing down
through the tubular shaft and out through the slots
in the bottom of the inside shell, the liquid is carried
up between the disks where it becomes separated and
is distributed in thin layers between the disks. Here,
due to the centrifugal action, separation takes place.
The water and sludge, being heavier than the oil, are
thrown outward to the periphery of the bowl and
pass upward along the outer edge of the disks to the
discharge outlet.
The oil, being lighter, passes inward between the
disks, where the thin layers are subjected to tremendous
centrifugal force, which throws out the remaining
traces of impurities and water. These impurities are
forced along the lower surface of each disk toward the
center shaft, thence upward to the oil discharge outlet.
The bowl of the purifier is surmounted by three covers,
each provided with a spout. The top one serves as an
everflow outlet. The purified oil is collected in the
second cover and discharged through the attached spout,
where it runs by gravity to a storage tank.
The sludge comes out at the bottom spout of the ma-
Wakte Satirating Tanks with I'lmpino Equipment and
r'ONTHOLS TO THE VaRIOI'S COMPARTMENTS OF EACH TANK
chine with the water and is run directly into the sewer.
The extremely heavy sediment which cannot be carried
out by the sludge remains inside the bowl to be cleaned
out after such a quantity has accumulated as will clog
the passages. This method permits of from 40 to 90
gal. of oil to be handled before sludging occurs at the
purifier. A bench and 'small tank are provided to facil-
itate the cleaning of the disks and bowl of the purifier.
One and a quarter man-hours are ordinarily required
to purify 50 gal. of oil and to clean and assemble the
machine. An average of 1,200 gal. of oil is purified
per month. A conception of the amount of oil re-
USED OIL
puRineo oil! ^■I^Rinto oil
Cross-Section of Oil Pirifier Bowl
claimed by the Milwaukee property may be gained from
the fact that approximately 15,000 gal. of pure oil is
produced per year. The base of the oil purifier covers
a floor space of 17 in. x 21J in., and it is bolted down
by four bolts.
In passing from the purifier to the storage tank the
oil runs through an open trough. Pure oil is almost
transparent and the use of the open trough enables the
operator to observe the oil as it comes from the ma-
chine. Whenever observation shows that the" oil is
becoming slightly discolored, the extreme end of the
trough is lifted up so that no more oil can pass through
it and the machine is then closed down and cleaned.
The pure oil storage tank is rectangular in section
and is located just to the right of the oil purifier. This
tank is equipped with a hand pump for use in delivering
the oil to the saturating tank or to barrels as desired.
For convenience in keeping a record of the amount of
oil supplied on requisitions for use in the overhauling
shops, a barrel has been installed just to the right of
the purified oil tank. This barrel is filled and then
any oil requisitioned is taken from the barrel. A
record is thus readily obtained of the number of bar-
rels of oil which have been furnished.
A row of saturating tanks is installed along the wall
opposite to that which contains the oil purifying equip-
ment These waste saturating tanks were manufactured
by the Milwaukee Oil Pump & Tank Company, Mil-
waukee, Wis. Four tanks are used for waste saturation.
808
Electric Railway journal
Vol. 60, No. 21
and each of the tanks is provided with three compart-
ments. This separating of the tanks into compartments
is convenient, as waste can be saturated in one compart-
ment while waste in the second compartment is
draining, and the third compartment can be used for
supplying waste at the same time. Vertically the tanks
are separated into three sections; the top is for the
reception of the waste, the middle section is a drainage
space and the bottom of each tank is used for receiv-
ing oil from the waste in the process of draining in
the top compartment. Steam coils located underneath
the tank maintain a waste and oil temperature of ap-
proximately 120 deg. F. during the saturating and
draining process. Each tank is provided with a centrif-
ugal pump in the piping, which enables the operator
conveniently to use any accumulation of oil in the bot-
tom for saturation. Signs installed on the wall above
the tanks indicate the use to which the waste is in-
tended to be put. There are two containers for waste
used in armature bearings,
one for journal bearings and
one for axle bearings.
The waste removed from
the oil extractor is placed on
a sorting table. This has
a pipe framework and gal-
vanized iron top. The top is
about 40 in. from the floor,
which is a convenient height
for sorting the waste. Two
sides of the top have guards
about 4 in. high. These
guards prevent the waste
from falling to the floor as
it is removed from the oil
extractor by a pitchfork.
The under part of the sort-
ing table is used for storage
of various materials. Insert-
ing, the waste is graded and
is then placed on a drying-
rack. In the process of oil
extraction the waste has ac-
cumulated some moisture, so that it is necessary to dry
it before it is again used. The drying rack has a pipe
framework and a large mesh wire top. When thoroughly
dry, the waste is placed in the saturation tanks, where it
is immersed for twelve hours in the heated oil and is
then drained for an additional twelve hours. Experience
has shown that proper treatment of the waste enables it
to absorb about 2 lb. of oil per pound of dry waste. Re-
claimed waste is used for repacking axle and journal
bearings only, while new waste is used for armature
bearings. Whenever new oil is put in the saturating
tanks, this is accomplished by raising a barrel above the
tank by an air hoist and letting the oil flow by gravity
as desired.
The electric car oil used on this property is furnished
by the Texas Company and is a straight mineral oil of
two grades, viz., summer and winter electric car oil.
While the viscosity of the summer grade is considerably
higher than that of the winter grade, the effect as re-
gards reclaiming and purifying is identical with that
of the winter grade.
The reclaimed oil is tested frequently by means of a
glass test, a method now used on a large number of
electric roads. In this test two pieces of thick glass
3i in. wide by 12 in. long are used. The oil is placed on
the glass and its color is observed. This can be com-
pared with new oil or with oil before reclaiming as
desired. Accompanying illustrations show a compari-
son of two samples of oil, one of the oils before it has
been subjected to the reclaiming treatment and another
of the same oil after treatment. The difference is quite
apparent. The lubricating value of reclaimed qjl is equal
to that of unused oil and is used for same purposes.
GLASS TEST OF OIL.
At left — Glass dipped in oil
Just taken from dirty waste.
Al right — Glass dipped in oil
which had been run through
the purifier.
Increasing the Weld Section in the
Seam -Weld Joint
A Development in Rail Joints Designed Primarily to Give
Large Area of Weld Section Under the
Outside of the Head
THE Third Avenue Railway System, in New York
City, is trying out a modified form of seam-weld
joint which was devised by E. M. T. Ryder, way engi-
neer of that system. The fundamental purpose in the
new design is to give a cross-section of weld much
greater than that in the usual form of seam-weld joint.
The extra section of weld is provided by means of
extensions of the joint plates. As applied by the Third
Avenue System, the extension on the outside plate pro-
jects upward to the rail-head surface and at such a
distance from the side of the rail head as to provide
a trough which is filled with the welding metal. A
similar extension may be made if desired on the inside
plate projecting under the surface of the tram of the
rail in such away as also to provide a trough. The
welds between the bottom of the plates and the base
of the rail are made in the usual fashion.
This design aims to give the maximum cross-section
of welding material at the head seam, which is the
point where it is most needed as most fractures of
the seam start under the head on the receiving side
and failure occurs progressively. Theoretically the most
desirable place for the seam weld is under the rail
head as the point of heaviest load would ordinarily be
at about the inside edge of the fish plate, which place
is of course impracticable to reach.
In the new design the welding material is at the
outside of the rail head, but it is not felt that this will
make a serious difference in the result, especially as it
permits the fish plates to
have full bearing across the
fishing area, which is not
possible with the designs
now in general use. The
provision of the troughs for
the welding metal is a great
convenience in welding and
insures the best possible job
in applying the welding metal
whether by metallic or car-
bon electrode method.
One objection to the ex-
tension of the joint plate
outside of the rail head
is interference with paving.
In practice, however, this proves not to be serious.
Again, when the joint plate is brought up level with
the rail surface, as shown in the illustration, there will
be a small ridge of metal left as the rail head wears
down. This can easily be ground off or, as has been
suggested, the upper surface of the joint plate can be
chamfered off so as to lower its edge a half inch or so
without reducing the area of weld in contact with the
rail head. Mr. Ryder has been granted a patent on
this invention.
Cross-Skctiox of Rail Joint
I)ESioNED TO Provide Large
Cross-Section of Weij)INO
Metal
November 18, 1922
Electric Railway jouknal
809
New Akron Viaduct Eliminates Bad Hills
and Saves Railway $14,500 Annually
WITHIN the next sixty days interurban and city
cars and electric freight trains of the Northern
Ohio Traction & Light Company, Akron, Ohio, will be
crossing the Cuyahoga Valley on the new $2,000,000
viaduct recently completed at Akron, establishing new
time records and eliminating one i-mile hill having an
average grade of 10.5 per cent and another of almost
equal length having an 8 per cent grade. The viaduct
extends northward from Main and Furnace Streets, close
to the main business center across the valley to North
Hill, a distance of 3,000 ft. It is a concrete structure with
thirty-four major piers measuring from 27 to 36 ft. in
width at the base and sunk to an average depth of 38
ft. The percentage of grade is 1.48. The structure
is built to allow for 5 ft. 8 in. of contraction and
expansion.
Work began on the viaduct June 1, 1919. Approxi-
mately 280 men worked on the job steadily. The height
at the lowest point in the valley is 135 ft. and the
longest arch span is 191 ft. There are twenty-nine
arches. The roadway width is 52 ft. with a 10-ft. walk
on each side.
In the track construction the company used 100 lb.
Carnegie rail in 60-ft. lengths, with special track-
work at the south approach to provide for turning
freight and express cars down Furnace Street to the
company's big warehouse a few blocks away, thereby
keeping these cars off the city streets as much as pos-
sible. The company's terminal building for passenger
traffic, built two years ago, was located with this
viaduct project in mind and it is less than two blocks
from the south approach.
With the operation of cars across the viaduct, the
Northern Ohio Traction & Light Company begins pay-
ment to Summit County of an annual rental of $15,000.
This rental is in lieu of the company's estimated share
in the cost of construction — 6 per cent on $250,000. Its
use means a reduction of six to ten minutes in the
running time of trains to Cleveland, Kent, Ravenna and
New Viaduct Which Has Been Built Over the Cuyahoga
Vallet. Akron. Ohio
city cars to Cuyahoga Falls and the North Hill section
of Akron. A total of 140 interurban and suburban
trains will go over the structure daily in addition to the
Cuyahoga Falls and North Hill city cars.
In addition to the saving in time, there will be a big
saving in power, equipment and maintenance to the
company. Accurate figures as to this saving are not
available at this time, but some idea of the saving may
be obtained from the following: The weight of the
company's standard interurban cars is 72,000 lb. The
3,000-ft. grade eliminated is 9.5 per cent. Without the
viaduct, the average time required to climb the 2,200-ft.
north hill alone is ninety seconds, and the energy con-
sumption on the hill is at the rate of 13.09 kw.-hr. per
car-mile as against a probable 2 kw.-hr. per car-mile
on the viaduct. The actual energy now used in going
up the north hill by the standard interurban is -5
kw.-hr. The maximum current demand for the hill is
1,010 amp. There is also the improvement in safety
to be considered. The hill on the north is one of the
most dangerous in the country, while the south hill is
almost equally bad, although much shorter. These hills
have been the cause of numerous accidents and many
Concrete Structure Eliminates Two Bad Hills
special operating rules which will practically be elimi-
nated by the use of the viaduct.
The cost of the track on the viaduct and the connec-
tions was $224,381. The daily saving in operating
expenses resulting from this investment and the $15,000
annual rental is as follows:
Saving in equipment released J3.60 per day
Saving in brake shoes, wheel wear and armature
repairs 5.00 per day
Saving In energy 61.40 per day
Saving in platform time 20.50 per day
$90.50 per day
Annual operating saving {33,032.50
Six per cent interest on investment and rental 18,462.80
Net saving $14,569.70
Burning Anthracite Mine Waste
in Pulverized Form
ACCORDING to a report recently received from the
. Quigley Fuel Systems, Inc., an important series of
tests on burning mine wastes was recently completed
by La Societe des Mines de Houille de Blanzy, at Mont-
ceau-les-Mines, France.
The fuel that was used averaged the following
analysis after drying: Ash, 29.2 per cent; volatile
matter, 11.2 per cent; fixed carbon, 59.1 per cent,
and moisture, 0.5 per cent. The coal ran about 10,728
B.t.u. per pound and the fusing temperature of the ash
was from 2,120 deg. F. to 2,228 deg. F.
The test consisted of an uninterrupted thirty-day
run of 704 hours, employing a B. & W. boiler having
2,368 sq.ft. of heating surface and having neither a
superheater nor economizer. During this period the
hourly evaporation for each 10 sq.ft. of heating surface
was 30.19 lb. of water per hour, the guarantee being
29 lb. Evaporation of from 36 to 45 lb. was easily
attained for periods of several hours at a time.
The average evaporation per pound of coal was 6? lb.
of water, the guarantee being 5.5 lb. During periods
of more than forty-eight hours, the evaporation per
810
P:lectric Railway Journal
Vol. 60, No. 21
pound of fuel was maintained between 7.61 lb. and 7.65
lb., equivalent to an efficiency of 85 per cent.
The smoke leaving the stack was light and of a clear
color and caused no deposit of dust in the neighborhood.
Coal preparing and burning equipment consisted of
one five-roller pulverizer, one dryer, two powdered-coal
feed controllers and two low-pressure burners at the
combustion chamber, with the necessary blowers for
supplying air for carrying the coal from the powdered-
coal feeders into the burners. The equipment for the
powdered coal installation was manufactured in France
by the French-Quigley Company, with the assistance of
the American company mentioned earlier.
Vocational Education in the Electric
Railway Business
3 Northern Texas Traction Company Conducted Successful
Class in Foreman Training in Co-operation
With State Board
By H. M. Robinson
Mechanical Engineer, Northern Texas Traction Company,
Fort Worth, Tex.
IN 1917, to encourage vocational education, the federal
government passed what is known as the Smith-
Hughes act, the provisions of which are not as widely
known as they should be. Under this act the govern-
ment appropriated during 1921-1922 more than $4,000,-
000 for vocational education. The money is apportioned
among the states, which add equal or larger sums from
state funds. Thus last year $10,000,000 was spent by
the states in addition to the above-mentioned appropria-
tion, making a total of $15,000,000.
The vocational work comprises three divisions : trades
and industries, agriculture, and home economics and
teacher training. Each division is directed in each
state by a director or supervisor who works under
the direction of a state board for vocational education.
The state board in turn functions through local school
boards and school snperintendents.
Teachers for the vocational work are recruited from
t-he trades, and by aid of a course in trade analysis and
methods of teaching, and a few lessons in practical
teaching, they are able to teach their particular trades
in a practical manner.
An example of the application of this vocational train-
ing in co-operation with the state board is the foreman-
ship class conducted by the writer for the Northern
Texas Traction Company. This was the first foreman-
ship class to be held in Texas and, as far as I know,
the first class of its kind to be held in the street railway
industry. The company provided the classroom and
light, and cigars for the men at each meeting. As the
class was held outside of working hours there were no
wages involved, attendance being voluntary. The cla.ss
cost the company but a small sum.
Twenty-two men were enrolled in the class, the fore-
men representing all departments except transportation.
The transportation men will be cared for in a class
for inspectors which is planned to be held beginning
this fall.
The foremen's class ran from Oct. 4, 1921, to April
25, 1922, classes being held Tuesday and Thursday even-
ings from 7 to 9. There were fifty-five meetings of two
hours duration each, a total of 110 hours.
The course was divided into three main parts, cover-
ing respectively materials, equipment, processes and
operation, and the "man factor." Each topic was sub-
divided so that supervision, cost elements and man-
agerial problems of each of the three main parts could
be taken up separately.
No Formal Text Vsed in the Course
Before each class I prepared a schedule of topics to
be covered during the lesson, but it was my policy to
do as little talking as possible. During the meeting
I would suggest a topic for discussion and ask the men
to express their ideas freely. Frequently arguments
would develop and these were of great benefit to the
class because eventually some definite idea would come
out of the argument. Frequently I would supplement
the men's ideas with remarks of my own and also quote
from any source from which I could draw information
pertaining to the subject at hand. The members of the
class expressed their ideas freely, and if others dis-
agreed with them the correct solution was brought out
sooner or later to the satisfaction of all.
During each meeting I kept notes on the subjects
discussed and the agreements reached, supplemented by
any other information I could get, and had these mimeo-
graphed and' distributed at the next meeting. They
served as a review of the previous meeting.
The benefits derived from the class were noticeable,
both in the way the foremen handled the men under
them and in the way they went about their work. Dur-
ing the course the class analyzed the foreman's job, and
at its completion all members expressed surprise at the
vast amount of detail that a foreman should take care
of if he is onto his job.
Officials of the company attended several of the meet-
ings and joined in the discussions, and their ideas were
well taken or criticised by the members of the class.
When the course was complete the company gave a
dinner at a local hotel to all members of the class. This
served to end the course fittingly and let the men know
that the company appreciated their efforts at self-im-
provement. At the dinner all members of the class who
had attended 60 per cent or more of the meetings were
presented with state certificates recording the fact that
the recipients had completed a course of 110 hours in
foreman training.
What If the Nickel Fluctuated Thus?
The Berlin Municipal Railway System, which includes
the elevated, the subway and the surface lines, has
stopped printing the fare on its tickets, as formerly,
because the exchange value of the mark changes so
rapidly and the fare has to be changed. At the end of
September the single fare rate was 10 marks, with
transfer for 5 marks more, but an increase in both rates
was expected shortly.
Pulverized Fuel for St. Louis Utility
PULVERIZED coal will be used in the new Cahokia
station of the Union Electric Light & Power Com-
pany, St. Louis, Mo. The Lopulco system of the
Combustion Engineering Corporation has been adopted
for the preparation and burning of the fuel, and the
Quigley transport system of the Quigley Fuel System,
Inc., for the transporting of the fuel in its pulverized
form. This system provides an interesting plan for
weighing the fuel. Below the floor level of the pulveriz-
ing room will be placed a series of five blowing tanks,
which serve an equal number of twin pulverizing units,
November 18, 1922
Electric Railway Journal
811
These blowing tanks will rest on platform scales, the
dial of which will indicate to the operator in the pul-
verizing room the amount of fuel in the tank.
The fuel will feed into these tanks by gravity from
fuel bins in the pulverizing room. Each charge will
be weighed and then elevated by compressed air to a
height of about 75 ft. through 4-in. pipes. By mean?
of a simple system of switching valves and parallel
distributing mains, cross-connected, any blowing unit
can discharge into any of the eight inclosed storage
hoppers in the boiler house. These hoppers sei-ve the
four pairs of boilers of 1,800 hp. each, comprising the
first group of boiler units to be installed.
The fuel requirements for the first section of the
plant, 60,000 kw., which is now under construction, is
estimated as 1,000 tons per day, which will be prepared
and transported in sixteen hours. The ultimate capacity
of the plant will be about 240,000 kw.
The firms of McClellan & Junkersfeld, New York City,
are engineers and constructors for this plant.
Mexican Railway to Be Electrified
Thirty Miles of Single Track Between Orizaba and Espe-
ranza to Be Equipped for Electric Operation at Once
— ^Beginning of Main-Line Electrification
THE International General Electric Company has
received an order from the Mexican Railway Com-
pany, Ltd., Mexico City, for the electrification of 30
miles of single track between Orizaba and Esperanza,
which is on the main line between Mexico City and
Vera Cruz. The approximate cost of the electrification
project will be between $2,000,000 and $2,500,000.
This is the first main-line steam road electrification
to be undertaken in Mexico. It will be carried out on
the oldest and largest railway in the country. Electri-
fication was decided upon on account of the heavy grades
and increasing traffic. Indefinite postponement of the
necessity for double tracking the road and a saving
which will pay for the entire cost of electrification in
five or six years are indicated. The system will be oper-
ated at 3,000 volts, direct current, power to be supplied
by the Pueblo Tramway, Light & Power Company from
its hydro-electric plant 5 miles from Orizaba.
The contract calls for ten 150-ton locomotives inter-
changeable for freight and passenger service, equipment
for an automatic substation, the trolley overhead and
feeder lines and fittings complete, as well as the super-
vision of the complete installation.
The electrification of this portion of the Mexican Rail-
-teSf°
Some Steep Grades Are Shown- on This Profile of the Rail-
road Connecting Metxico City and Vera Cruz
way is the beginning of the main-line conversion, and
extensions will follow as it becomes necessary to in-
crease the capacity of the single track or the number of
electric locomotives. The total route mileage of the sys-
tem is 403 miles. It rises from sea level at Vera Cruz
to a maximum altitude of between 2,500 and 2,800
meters. Grades as steep as 5i per cent are encountered.
while the ruling grade on the electrified portion will be
about 4.7 per cent.
The locomotive will be similar in general to the stand-
ard articulated truck design furnished for the Detroit
tunnel, the Baltimore & Ohio, the Butte, Anaconda &
Pacific, the Chicago, Milwaukee & St. Paul, and other
railroads. In order to provide the necessary tractive
Lines of the Mexican Railway Which Will Be Partly
Electrified at This Time
effort without exceeding 50,000 lb. weight per axle, each
unit will consist of three articulated trucks instead of
two as in former designs. These will, however, be
placed under a single cab.
All six axles will be driving axles, each twin-geared
to a 1,500-3,000-volt motor. The contract provides for
three running speeds with an additional arrangement
for shunting the fields on light grades or with light
trains. Full regenerative control will be provided and
the equipment will be suitable for either independent
or multiple-unit operation. The n>aximum rigid wheel-
base will be about 9 ft. 2 in.; and the length over all,
about 52 ft.
Mammoth Steam Turbine for Brooklyn
THERE is now under construction at the works of
the Westinghouse Electric & Manufacturing Com-
pany the largest turbine generator ever constructed in
a single unit. It is for the new Hudson Avenue power
plant of the Brooklyn Edison Company and will have a
rating of 62,500 kva., three-phase, 60 cycles, 13,800 volts
at 80 per cent power factor. The turbine will operate
at 265 lb. steam pressure, 200 deg. F. superheat, and
29 in. of vacuum.
For use in 'connection with this unit two 70,000-sq.ft.
surface condensers are also under construction.
French Water-Power Development and
Railroad Electrification
VICE-CONSUL FULLERTON, Lyons, France, in a
report to the United States Department of Com-
merce, gives data regarding the rapid development of
French water powers. The electrification of the rail-
roads is playing an important part in this development.
In 1913 only 930,000 hp. was generated by water, while
in 1921 the total was 2,100,000 hp. Of this total 650,-
000 hp. is used for lighting, heating and minor motor
power; 1,300,000 hp. for industrial purposes; 50,000 hp.
for traction, and 100,000 hp. for agriculture and other
miscellaneous uses. Important individual projects men-
tioned by Mr. Fullerton include the Rhone development,
which has the navigation and irrigation phases as well
as its power features; and the project for harnessing
the hydro -electric portions of the river Dordogne, in-
volving seven generating plants and the world's largest
dam at Chambon. A considerable part of the Dordogne
power will be required for railroad electrification.
Equipment and Its Maintenance
Short Descriptions and Details of New Apparatus of Interest
to the Industry. Mechanical and Electrical
Practices of All Departments
New Line Car Built in Trenton Shops
An Emergency Repair and Wire Stringing Car with Closed
Section Provided with Bins and Racks Carries
Materials for Repairs and Replacements
ACCOMPANYING illustrations show a new double-
. truck line car recently constructed in the shops of
the Trenton & Mercer County Traction Corporation.
The car was designed by Herbert Krouse, master
mechanic of the company, to meet a long-felt need for a
car which would combine the features of an emergency
repair car and a wire stringing car. The underframe
was constructed from an old abandoned passenger car,
but all other material used was new. The car as con-
structed has an over-all length of 32 ft., and is provided
with an inclosed body 23 ft. long and 8 ft. 2 in. wide.
The roof is arched to provide sufficient drainage. The
interior of the closed portion is provided with bins and
racks to give ample storage space for carrying a full
supply of line materials for repairs and replacements.
A tower has been fitted to the roof of the closed portion.
This has a revolving platform and can be rapidly raised
or lowered by a very simple, manually operated device.
When raised to its extreme height the platform reaches
a point 16 ft. above the rail, and when placed at right
angles to the center line of the car has sufficient pro-
jection over the side of the car to meet all requirements
for line work.
The open end of the platform is arranged for mount-
ing the wire reel, and due to the large space provided
the necessity for hauling a trailer car is done away
with. A sheave is mounted at the edge of the roof and
acts as a guide for the wire as it leaves the reel. This
is also an aid in aligning the overhead wire as it is
strung. The car is wired for double-end operation, the
control equipment being mounted inside the closed por-
tion. The open section of the car is not of sufficient
length to make operation from this end hazardous.
Other items of equipment include straight air
brakes, electric heaters, high-powered Golden Glow
headlights with dimming attachments, and mechanical
Sanders provided with 2-in. iron pipes instead of sand
hose ordinarily used.
Automatic Control of Fire in Car Shops
A RECENT instance of the control of fiire by auto-
matic sprinklers in the freight car erecting shop
at the Turcot Works of the Canadian Car & Foundry
Company, Ltd., near Montreal, Que., Canada, is of par-
ticular interest to engineers having to do with the
construction and maintenance of railway shops.
This erecting shop is a large one-story building,
80 X 800 ft., all one area. The walls are of brick and
glass in metal sash; the roof, light planks supported
by unprotected steel beams and trusses. The distance
from floor to roof is 39 ft. Five tracks run the length
of the building. At the time of the fire they were filled
with box cars, seventy-flve in all. The shop is equipped
throughout with a dry-pipe automatic sprinkler system
controlled by six automatic air valves. Five metal fire
curtains under the roof divide the system into six sec-
tions.
The fire broke out early in the morning of Oct. 17,
in a box car spotted in the center of the building. It
was discovered by the watchman who gave the alarm.
A line of hose was stretched by the night shift at the
plant, and before this was brought into play the sprin-
klers overhead began to open. The fire burst through
one end and the doors of the car and ignited the corners
of near-by cars. The water from the sprinklers
blanketed the blazing car and extinguished the fire in
the near-by cars, thus confining the fire to the locality
of origin. As the fire was directly beneath one of the
divisional fire curtains the sprinklers in two sections
opened, ten in one and eleven in the other, twenty-one
in all. The principal fire damage was to the burned box
car, but no practical loss resulted as the car was to be
rebuilt. The entire damage to the building amounted
to only $50.
Open End op Cab Used por Wibb Stbinoino. A Tower la Fitted to the Roop
November 18, 1922
Electric Railway journal
813
Extension Lights with Reel Attachment
AMONG the conveniences installed in the inspection
if~\.pits of the new carhouse for the Department of
Street Railways, city of Detroit, Mich., are extension
lights with a reel attachment. This provides a very
neat arrangement and increases the life of the cord, as
it is never left lying on the floor where it is subject
ixsiK.TiNG Resistance Grids with Portable Light with
Cord Extension from Reel
to the deteriorating effects of oil, grease and other abuse
through being stepped on or mistreated. The trade
name of the equipment is "Reelite" and is manufactured
by the Appleton Electric Company, Chicago, 111. An
accompanying illustration shows the installation of one
of these reels in the shop pits and the convenient use
that can be made of it.
An Unusual Job of Lathe Work
ACCOMPANYING illustrations show an unusual job
I\. that was done at the West Springfield shops of the
Indiana, Columbus & Eastern Traction Company re-
cently. It was found necessary to overhaul an outfit
used to drive a large air compressor. The outfit con-
sisted of an old-type railway motor mounted in the
usual manner on a car axle carrying both car wheels,
one journal being cut off close to the hub of the wheel.
and the wheel faced off to fit into a recess in the flywheel
of the compressor, to which it was bolted with six bolts.
In overhauling this outfit, it was found that the faced-
off portion of the car wheel was out of true, so that
it was necessary to reface it. It was also desirable
to face the wheel with the axle running in its own
bearings.
To accomplish this the complete motor was set in
place and lined up in a lathe. The wheels were rotated
by means of the motor using the slide rest of the lathe
to hold the cutting tool. As first mounted, it was
found that the speed was too fast to get a satisfactory
job, so an arrangement was resorted to by which the
wheels were driven from the lathe spindle. As shown
in the illustration, the center of the axle was about 5
in. higher than the lathe centers. Therefore a heavy
bar of steel shown at A in the second illustration with
a hole to fit over the journal was clamped to the wheel
next to the lathe spindle, and a heavy bracket or arm
shown at B extending out somewhat past the steel bar
was bolted to the lathe chuck. When the lathe was
stai'ted this arm came in contact with the bar, thus
rotating the wheel to which it was attached. The
arrangement gave a slightly non-uniform motion on
account of the two centers not being in line, but this
variation in speed was not found objectionable, and a
good job was secured.
Germans Experts on Fuel Combustion
THE chief mechanical engineer of the United States
Bureau of Mines, 0. P. Hood, recently returned from
a visit to Europe, during which he made an economic
survey of the power and fuel situations in several coun-
tries. He was particularly impressed by the fact that
no smoke issues from the innumerable tall chimneys in
the industrial communities of Germany, in spite of the
feverish manufacturing activity in these communities.
Moreover, the average German plant burns fuel having
only a third of the heat value of the commercial coal
used in America.
Mr. Hood concludes that the Germans have studied
combustion to good purpose, as evidenced by the absence
of smoke. He states that briquetting is common prac-
tice in Europe, and recommends it for the recovery of
fine coal in this country. He was also impressed by
the research work being done by Great Britain, along
fuel lines, in the great laboratory at Greenwich. As a
result, he states, the British are well advanced in work
which the United States has not even started.
OtTFiT FOR Driving Compressor, Showing Wheel
Which Required Refacino
Arrangement Adoi'tkd for Driving the Axle
FROM THE Lathe Chuck
814
Eli, c TRIG Eailway Journal
Vol. 60, No. 2
Special Lathe Attachment Facilitates
Reboring of Compressor Cylinders
THE time of setting up compressor frames for the
reboring of cylinders has been shortened consider-
ably through the use of some special attachments for
a 44-in. lathe in use in the shops of the Wheeling Trac-
tion Company, Wheeling, W. Va. A special face plate
with holes drilled for fastening the various types of
^^^l^ffiHV
^^^^^^^^^^^^^^^^H
riH
^^
Special Tools for Keboring Compressor Uyunders
Save Considerable Time
compressor cylinders is used. This is fastened to the
base on which the tool post of the lathe is ordinarily
located. The face plate is accurately machined, so that
the compressor frames can be installed readily without
danger of their being out of alignment. The boring is
done by a special boring bar which is attached to the face
plate of the lathe. This boring bar is made in two
pieces. A casting carefully machined is used for bolting
to the face plate and in this is pressed a steel boring
bar. This is carefully lined up so as to assure accuracy
in boring. Through the use of these attachments about
half the time ordinarily taken for setting up a com-
pressor frame for reboring is saved.
Modernizing Old-Style Field Coils
THE Grand Rapids (Mich.) Railway Company has a
number of GE-57 motors in service. As originally
furnished this type of miotor has field coils wound in a
brass shell, the coils being wound with ribbon in two
sections. In rewinding these fields, difficulty was found
in insulating the edges of the winding and grounds
were more frequent on this type than in other field
in service, and when a ground once occurred it wa
necessary to tear the coil apart and rewind it in orde
to locate the ground.
With the intention of making a field coil less liabl
to trouble and which could be more easily repairec
William Goldner, master mechanic of the railway, cor
ceived the idea of making a form-wound coil, whic
could be fitted into the old shells. In order to use
coil of this type with the old field shell it was neces
sary, of course, to divide this through the center core
so that the shell could be installed in two parts. I
installation the bottom part. of the field shell is firs
placed in position, then the form-wound field coil ove
this and then the top part can be inserted. A canva
gasket is installed at the top and bottom of the forn
wound coil which provides additional insulation an
prevents grounding.
The old metal field shells are used by sawing thes
apart and then by beveling the corners so as to mak
certain that when these are placed inside the forn
wound coils there is no danger of damaging the ii
sulation. Accompanying illustrations show the ol
type of field shell, the new type as used by cuttin
apart, and a form-wound coil as is now used.
In order to wind the new type of field coil a specii
form consisting of three parts was made up, as show
in another illustration. One end of the form is remo^
able and a filler piece is used to fill up the space c
the coil, while the first section of ribbon is woun
in place. With the first section completed, the fille
piece is removed and the second section can then b
added.
Through this rearrangement of the field coils muc
time is saved in winding, and grounding in the she
has been entirely overcome. The form-wound co
permits better insulation, and should a ground occu
the point of the short circuit can be readily locate
without tearing the coil completely apart.
Effect on Special Trackwork of Reversing
Direction of Car Movement in Vancouver
ON JAN. 1, 1922, the British Columbia Electr:
Railway, Vancouver, B. C, reversed the directio
of operation of its cars, changing to the right-han
rule of the road from the previous left-hand operatioi
This change was accomplished with little difficult:
thanks to adequate preparation, but there were natural!
some incidental effects which could not be prevente(
The general story of the change-over was covered i
articles by W. G. Murrin, assistant general manager, i
1
^K^. ^s^
No. 1 — Metal Field Shell as Originally Used. No. 2 — Field Shell Sawed in Two Pieces as Used
Coil. No. 3 — Form-Wound Field Coil Ready for Instaij-ation. No. 1 — Winding
Form for Use with New Type Field Coil
WITH New FlKLD
I
November 18, 1922
ELtCTBic Railway Journal
815
the issues of this paper for Nov. 19, 1921, and May 27,
1922. A. C. Eddy, engineer of way, has recently fur-
nished additional information regarding a few track
troubles which developed.
The principal difficulty experienced at the time of
the change-over was in the facing switches at junction
points, street intersections, etc. The cross-overs were
all changed over, and the switches became trailing
switches. The facing points at the intersections,
although they were all manganese tongues of modern
design, had become somewhat worn through service.
When the traffic started against these points there was
considerable trouble with the switches splitting — thai
is, there was a slignt movement of the tongue on the
floor of the switch after the passage of the first truck.
An attempt was made to build up some of these un-
even floors with shims and with the electric welder, but
with rather unsatisfactory results. It was impossibk
to do accurate grinding on the electric weld with
portable hand grinders, and the shims rapidly wore
out. It was necessary, therefore, to replace several
of the facing switches with new switches. In some
cases facing switches were transferred from one track
to the other, thus keeping them in the original direction.
Another trouble that developed was the breaking of
rail ends, due to the pounding of the wheel on the high
rail. Before the traffic changed over there was a drop
from one rail to another at a number of joints, and
in several cases the rail had become slightly cupped,
although the company endeavors to keep cupped rails
built with the electric welder. When the traffic was
reversed, there was a jump at these points instead of
a drop, and some breakage occurred as mentioned. The
broken joints were repaired by putting in sections of
slightly worn rail, and the low rail was built up to the
level of the high one.
Thk Compact Storage Battery Unit Which Has a Tractive
Kffort of 1,000 Lb.
This tractor, which has been in use since 1918, is a
four-wheeled machine equipped with forty Edison cells.
The unit, which weighs 2,580 lb., has a drawbar pull
of 1,000 lb. and a maximum speed unloaded of 7 m.p.h.
Roughly, its over-all dimensions are 77 in. x 40 in. The
maximum turning radius is 71 in. The controller is
designed with three speeds forward and two reverse
and in such a manner as to eliminate the use of
resistances.
The trailer was made by the Mercury Manufacturing
Company, Chicago.
Battery Tractor Switches
A STORAGE-BATTERY tractor is used exclusively
by the Cleveland (Ohio) Railway for switching
passenger trailers about the Harvard shops. The
tractor has demonstrated its flexibility even to the
extent of pulling up a trailer to be coupled to a motor
car as is shown in an accompanying illustration.
Handling trail cars in this manner rather than with
electric switchers saves considerable time in moving
cars around among the various shops by eliminating
trips out to the transfer table in order to reach a car
on another track.
SwiTCHi.NG Cars in the Shops of the Cleveland Railway.
There Is Even Room for the Tractor to Maneuver
Between the Two Cars Bei.vg Coupled
Painting Methods of Texas
Electric Railway
Efficient Results Have Been Obtained Through the Use of
Oil Enamel for Painting Rolling Stock — Varnish Is
Not Used Over the Enamel
By W. W. Bunnell
Foreman Painter Texas Electric Railway, Dallas, Tex,
THE painting of cars has always been a problem that
is open to betterment, but results obtained on our
property indicate that the problems in regard to paint-
ing have been largely solved through the introduction
of oil enamel. We have obtained approximately three
times as great service from our equipment painted with
oil enamel as was obtained by the use of the old varnish
system. We are now bringing cars into the shop after
more than four years of service which are still in
excellent condition, and are turning them out again
from the paint shop in from five to seven days.
We find that the doors and sash are the first to break
down and to need repainting. Our method of repainting
doors and sash that are in bad condition and weather
beaten consists of scraping off all loose paint and then
sandpapering the surface. A straight coat of lead and
raw linseed oil is then applied or a good wood primer
of a color suitable to the standard body color which
we are using. All nail and screw holes are puttied with
hard putty and then a second lead coat is applied, which
is followed with a knifing coat. Finally two coats of
oil enamel are applied. We use an imitation mahogany
color for city cars and imitation oak for interurban cars.
In painting a new all-steel car we are veiy careful
to remove all mill scale and rust. Great care is used to
-see that the iron is particularly bright, clean and free
from rust. We then apply a coat of red lead and fill
all the largest holes and file marks with hard-drying
putty. A knifing coat is then applied which is well
sanded, and then one coat of a good sealer is applied.
This is followed by two coats of oil enamel, the second
816
Electric Railway Journal
Vol. 60, No. 21
coat being applied twenty-four hours after the applica-
tion of the first coat. We letter and stripe the cars the
next day after the application of the last coat of oil
enamel.
Method Used in Refinishing Cars
In repainting cars which have been previously fin-
ished with oil enamel, we first clean and touch up the
bare spots and then apply one coat of oil enamel and
the necessary lettering and striping. This puts the
car in good condition for service again. Cars that are
in very bad condition have the paint burned off down
to the wood or steel and we then follow the same method
of repainting as for a new car.
We also use oil enamel for finishing the inside of
cars and find that it works equally well on wood, steel
or agasote, and the extreme hot weather which we
have here in the South does not seem to affect it when
used on roofs. Our headlinings are finished in white,
as we have found that this color greatly increases the
Tilting Mechanism for Headlights
Prevents Glare
A FEW months ago the Indiana, Columbus & Eastern
Traction Company was involved in an accident
which resulted apparently from a driver mistaking the
interurban car in the dark for some other conveyance.
The driver was trying to cross the street diagonally in
front of an oncoming car and was struck and killed.
All cars of the company are equipped with a powerful
arc headlight, capable of throwing a strong beam some
2,000 ft. in advance of the car. A small "bull's-eye"
semaphore lens is also mounted directly beneath the
headlights. The government of Springfield, Ohio, in
which the accident occurred, would not permit the arc
light to be burned inside the city limits and for this
reason only the small lamp was used.
Following this accident, the traction officials took up
the problem with the city government in an effort to
eliminate or at least reduce the hazard. As a result.
Mechanis.m I'OK Tilting .'^^rc Headuqhts on Interurban Cars, a.nu, at Kiuht, I^evkr and Co.vnecting
Mechanism for Tilting Headuohts
illumination over headlinings that are finished in darker
shades.
Results of tests indicate that white and light buff colors
reflect approximately 80 per cent of the artificial light.
Pale gray reflects 60 per cent, pea green 50 per cent,
and the dark greens and browns 15 per cent. White
oil enamel seems to have a luster that reflects and
throws off light to a very marked degree so as to increase
the efficiency of the lighting system and thus give
the same intensity of illumination with less lamps and
consequently with an appreciable reduction in powe*-
consumption.
For painting baggage cars, express cars, work car
tool boxes and the like, we simply give them a coat of
a good primer and then apply one coat of oil enamel.
The lettering and numbering are done with an imitation
gold ground in the same vehicle. For painting roofs
we are using a paste paint thinned with raw linseed
oil and fish oil used in equal parts, with about 2 lb.
of melted paraffin wax to 5 gal. of oil. This is a gov-
ernment specification for a canvas preservative, and
we are getting very good results from its use. We have
come to grief in attempting to use varnish over the
enamel, as we found that it is certain to check and
alligator.
the city oflicials approved the suggestion made by the
traction men that the arc headlights be kept burning
within the city limits but be tilted downward to an
angle so that the center of the beam of light would
strike the ground approximately 35 ft. ahead of the
car.
By this means it was felt that the light would
prove ample, so that an oncoming interurban car could
be readily distinguished and at the same time the tilting
of the headlight would avoid a glare of light in the eyes
of motorists and pedestrians. This suggestion was
tried out and has met with success. As a result all of
the cars of the company have now been equipped with
a mechanism for tilting the headlight.
Accompanying illustrations show the mechanism and
the mounting provided. A strap iron bracket is added
to the dasher of the car just underneath the front
window. The support for the headlight hangs from
this bracket, the upper end fitting into slots, which
enables the bottom end to be moved in and out by a
connecting arm at the bottom. This tilting device is
operated by the motorman from the inside of his cab
by means of a small lever located just to the left of the
air-brake operating valve. The headlight fits to its
support in the usual manner, and can be removed readily
t
November 18, 1922
Electric Railway Journal
817
by lifting off. The mechanism was designed by F. J.
Foote, superintendent of motive power and equipment
for the Indiana, Columbus & Eastern lines, and has been
approved for service by the city authorities in Spring-
field, Ohio.
Cream Separator Cannot Be Used for Oil
SOME rolling stock engineers have tried to utilize an
ordinary cream separator for purifying and reclaim-
ing oil. The separator used for this purpose looks like
a cream separator on the outside, but it is constructed
on a different principle. The cream separator is a pro-
portional proposition. No matter what fluid goes into
it there will always be a discharge from both the cream
and skimmed milk spouts. The operation of the oil
purifier, however, is governed by the specific gravities
of the liquids going into it. If clear water is put into
the machine there will be no discharge from the oil
outlet, while if pure oil enters the machine there will be
no discharge from the water outlet. From this ex-
planation it will be seen that there is really no relation
between the mechanisms of the oil and the cream
separators, except that in both cases centrifugal force
is used.
What's New from the
Manufacturers
New Developments in Color Light Signals
THE General Railway Signal Company, Rochester,
N. Y., has recently placed on the market a long
range, unit-type, color light signal which has advan-
tages over former types of color light signals and which
is particularly suited to the protection of electric rail-
way traffic. A satisfactory color light signal for fast
electric railway service must give a distinct indication,
clearly visible under adverse sunlight conditions, at a
reasonably long distance. When the proper lenses have
been used and lamps accurately focused, little difficulty
has been experienced to secure a signal of the proper
range but, due to the irregularities in lamps, it has
been necessary to make adjustments to secure the cor-
rect focus each and every time a lamp is replaced.
These adjustments have not always been accurately
made with the result that the range of the signal has
sometimes been reduced to the point where the signal
indications were not satisfactory.
In the new color light signal a double filament lamp
is so placed that the effective light from both filaments
is in the focal center of a doublet lenae, thereby giving
the maximum range for the combined wattage of both
filaments. To insure that signals will retain the long
range secured in the factory by accurate focusing, all
lamps are rebased, using the single contact medium
bayonet base, and all lamp receptacles are jig-set.
Therefore in changing lamps in the field no adjustment
for focus is necessary.
Three Unit Color Light Signal — at Left, Front View
Signal on Top op Mast — Center, Rear View — At Right,
Bracket Mounted Signal.
The signal has a range of 4,500 ft. under adverse
sunlight conditions and maintains this range in service.
The advantage of using a double filament lamp so made
that both filaments will not burn out simultaneously
will be evident to users of light signals. The signal
has the further advantage of unit construction through-
out. Each light unit is complete within itself, the
signal being composed of these units bolted together.
The doublet lenses used in each unit are so mounted
that both lenses may be easily removed as a unit or
either lens may be removed without disturbing any
adjustments. The unit construction permits of any
combination of lights after installation and greatly
simplifies the stocking of parts. For example, suppose
two indication signals are originally installed and later
it is desired to change to three indication signals — all
that is necessary is to add another unit to each signal.
A single-light unit may be used as a take siding signal
or for other special purposes.
Each light unit is equipped with a range finder which
enables one man to focus the signal to any point desired
on the track. Provision is made for the easy adjust-
ment of the signal for grade or curve. The signal
may be mounted on top of a 5-in. signal mast or by
the use of brackets one or more signals may be mounted
on the same mast. Backgrounds may or may not be
used, as desired.
New Trolley Frog and Insulated
Adjustable Crossover
AMONG the new devices recently introduced by the
L Ohio Brass Company, Mansfield, Ohio, is the BC
trolley frog. A trolley wheel travels through this switch
pan on its groove instead of on its flange. It can be
placed, successfully, closer to the track switch point, thus
reducing the drag and consequent wear on the main line
trolley wire. The runners are high enough so that the
trolley wheel flanges do not cut the pan of the frog.
The BC frog is provided with 6-in. cam tips. It has
six pull-off eyes.
Another new development is the type C insulated ad-
At Left and Center, New Trolley Froo. At Right, Insulated Adjustable Crossover
818
Elsctric Railway Journal
Vol. 60, No. 21
justable crossover, which is used at trolley wire cross-
ings where it is desired to insulate the two wires from
each other. Ordinarily the crossing is installed without
cutting either of the wires. However, if desired, the
insulated leg may be used as a section insulator. In
that case the trolley is dead ended in the rocker clamp
lugs on the main beam. These clamps have a cam action
so that the higher the trolley tension the tighter their
grip on the wire.
The crossing is adjustable from 90 to 45 deg. The
angle may be reduced to 20 deg. by sawing off the ends
of the fiber runner pieces. These runner pieces are
renewable, as are aLso the 6-in. cam tips.
Motor-Driven Chain Hoist
AN ELECTRICALLY OPERATED chain hoist,
l\ known as the Motorbloc, has been placed on the
market by the Motorbloc Corporation of Philadelphia,
Pa. This new device has been developed to serve the
operations lying between the
field of the standard hand
chain hoist and that of the
usual form of traveling elec-
tric hoist.
The Motorbloc is a rug-
ged, portable hoist, which
can be installed without en-
gineering preliminaries in
any location where electric
current is available. The
self-contained pendant con-
troller permits convenient
operation by plugging into
the nearest electric circuit.
It consists of a standardized
chain hoist of steel construc-
tion, electrified by the appli-
cation of a specially designed
heavy-duty motor, reduction
gearing and slip friction
clutch, applied by means of
a malleable iron supporting
bracket comprising a self-
contained electrifiying unit,
to which the pendant con-
troller is also attached. In
this way a mechanism has
been developed for the elec-
trification of the standard spur-geared chain hoist in
capacities ranging from i to 10 tons.
The pendant controller is operated by the fingers of
one hand, leaving the other hand free to guide the load.
This arrangement makes it possible for one man to
accomplish what would otherwise require two or more
men for lifting and placing the same load. The 1-ton
size complete weighs 148 lb.
Motor-Operated Chain
Hoist
Glue Pot with Automatic Heat Control
GLUE is more readily applicable and possesses the
greatest holding quality at a temperature of 140
deg. to 150 deg. F. When permitted to heat to a tem-
perature of 176 deg. or more it loses its tensile strength.
Generally if cooled to 104 deg. or less there is a decided
fluctuation in the strength and holding quality.
To meet these requirements of proper heating tem-
perature J. D. Wallace & Company, Chicago, 111., have
brought out an automatic heat-control device and in-
corporated this in a new bench glue pot, which keeps
the temperature of the glue between the limits of 140
and 150 deg. F.
A tube is installed immediately above the heating
element containing a sensitive volatile substance, which
contracts and expands with the change in temperature
Sectionai. View op Glue Pot with Automatic
Heat Control
and provides a dependable action of ample power to
actuate the control switch. When the heat reaches the
proper temperature the control turns off the current.
When the temperature falls a few degrees the heat is
turned on again, and the action is entirely automatic.
A temperature gage dial which constitutes a part of the
equipment shows the heat attained and, together with
a jewel set in the base casting, acts as a visible chr^ck
on the heat maintained.
This bench glue pot functions either as a water bath,
hot air or dry heat pot and can be operated from any
electric lighting circuit by merely turning the switch.
The glue container is of cast aluminum, supported by
special retainer lugs which prevent floating when the
pot is but partly filled. Part of the bail extends across
the center of the pot as a brush wiper to eliminate
overflow and dripping.
New Line of Small Vertical Air Compressors
THE Ingersoll-Rand Company, New York, announces
a new line of small vertical air compressors known
as Type 15. These are either belt or motor driven. The
motor-driven units have the motors mounted on a com-
mon sub-base. Special features include a constant-level
lubrication system, constant speed unloader for plain
belt-driven machines, centrifugal unloader for start and
stop control machines, and increased size of water
reservoir cooling pot. A bulletin has been issued which
gives a detailed description of the important features.
Small Vertical Air Compressors
Novhnber 18, 1922
ELECTRIC Railway JouRffJtt-
819
Utilities Commissioners Meet in Detroit
Valuable Reports Were Presented by Committees on Motor Vehicles, Public Ownersliip and Operation,
Safety, Rates, Service, Statistics and Accounts, and Allied Topics — Abstracts
of a Number of the Reports Are Given Below
DURING the week just closed the
American Association of Railway
and Utilities Commissioners has
been holding its thirty-fourth annual
meeting at Detroit, Mich. Abstracts of
a number of committee reports pre-
sented are ' given below. A report of
the meeting and discussion will ap-
pear in a later issue of this paper.
Motor- Vehicle Transportation
The committee on motor-vehicle
transportation is a new committee of
the association, the present being its
first report. Director E. V. Kuykendall,
Washington (Department of Public
Works), is chairman. The committee
pointed out that the study and regula-
tion of motor-vehicle traffic is in a
formative period, but transport regula-
tion which fails to embrace this impor-
tant facility is necessarily illogical and
incomplete. The remarkable develop-
ment and growth of motor-vehicle
transportation are rapidly compelling
its regulation. The general trend to-
ward some degree of uniformity of
regulation among the states is an in-
fluence toward the general assumption
of regulatory powers over motor trans-
portation throughout the nation. There
should be no disposition on the part of
regulatory bodies to evade a responsi-
bility which they must inevitably as-
sume sooner or later.
Regulatory powers of some character
are now vested in regulatory bodies in
at least twenty-five states, in the
Hawaiian Islands, in the Philippine
Islands, and in the District of Columbia.
Some states have recently assumed the
exercise of regulatory powers over
motor-vehicle transportation under old
general statutes, authorizing the regu-
lation of common carriers, while others
having very similar laws have not con-
strued them as applicable to motor
vehicles, or at least have not yet be-
gun their regulation thereunder.
There are so many distinctive fea-
tures in relation to auto transportation
that more satisfactory results can be
achieved by the enactment of new
legislation recognizing the essential
differences between auto and rail trans-
portation.
Practically all new legislation on the
subject requires auto transportation
companies to furnish some sort of bond
or insurance to protect the traveling
public in case of negligence resulting
in death, personal injury or damage to
property. In fact, many states not ex-
ercising general regulatory powers
over auto transportation have statutes
requiring the furnishing of such bonds
or insurance. Statutes of this kind
might properly prescribe maximum and
minimlum amounts, but between those
levels the regulatory body should be
authorized to exercise discretion.
In most jurisdictions exercising regu-
latory powers over auto transportation
the statutes require the securing of a
certificate of public convenience and
necessity as a prerequisite to beginning
operation. Many statutes, however, fix
a test date and provide that all persons
actually operating in good faith on such
date shall be granted certificates with-
out regard to the question of public
convenience and necessity. The time
so fixed is usually a date prior to the
enactment of the statutes. The certif-
icate-of-public-convenience feature, at
least as to all new operators entering
the field, is desirable and should be a
requirement of every statute. In no
other way can responsible operators,
adequate equipment and reliable serv-
ice be encouraged. Actual experience
has proved its benefits to the public by
eliminating needless duplication of
facilities, and tending toward economy
and efficiency of operation in all lines
of utility service. It is more essential
in the regulation of motor-vehicle
transportation than in any other field
for the reason that it is a character
of business that may be entered with
a minimum of investment.
Many difficult problems are encoun-
tered in determining whether public
convenience and necessity justify* the
granting of certificates to stages and
trucks operating in competition with
railroads. Transportation by rail and
water is undoubtedly the economic
backbone of the country. It moves
goods and persons in large masses at
comparatively low cost. The automo-
bile, on the contrary, supplies indi-
vidual transportation at comparatively
high cost. The bus and the stage come
into the heart of the big city, meander
through the little one, stop almost
everywhere for everybody. The trucks
will come to you for the goods you
want to move. Automotive transpor-
tation, the committee stated, is not now
and probably never will be in a position
entirely to take the place of railroads.
We need both rail and automobile in
a healthy national life. We cannot
afford to impose impossible burdens on
automobile transportation, neither can
we allow the railroads to become
crippled or paralyzed. Ways and means
should be studied to correlate the
services.
Stated briefly, the wishes of the
majority of the residents of a given
locality constitute an element to be con-
sidered in determining whether public
convenience and necessity warrant the
establishment of automotive transpor-
tation. If this principle is observed
by regulatory bodies, it will result in
the establishment of the new and
modern modes of transportation in com-
munities only to the extent that public
sentiment is ripe to demand and re-
ceive them. The committee did not
wish to conyey the impression, how-
ever, that stage or truck s.eryice. should:
be permitted in every instance where
popular sentiment seems to demand it.
There may be other conditions which
would outweigh the element of popular
demand.
As to the effect on highwaySj. where
the evidence indicates that the opera-
tion of a stage or truck line w«uld
result in damage disproportionate to
the benefits to be derived from the serv-
ice, then the regulatory body should
as a matter of common sense and
justice to the public at large refuse,
the certificate. More people are incon-
venienced by ruined roads than are
benefited by stage or truck service.
In order to avoid confusion as to the
intent of statutes, the committee ex-
pressed the belief that the statute
should place under the control of the
regulatory body all motor vehicles
which perform a common carrier serv-
ice, whether operating regularly and
between fixed termini or otherwise, ex-
cept those operating exclusively within
the corporate limits of cities or towns.
Every regulatory body, continued the
committee, assuming the regulation and
control of motor-vehicle traffic in a
thorough and efficient manner should
take notice at the outset that the task
is great. It seems to have been the
experience of commissions which have
assumed this burden that the regulation
of motor-vehicle traffic is approximately
equal in time and trouble to all the
other work of the regulatory body
combined. This is especially true dur-
ing the first year or two of regulation.
A more extended abstract of this re-
port will appear in the December issue
of Bus Transportatimi.
Public Ownership and Operation
In its report this committee, of
which Commissioner A. G. Patterson,
Alabama, is chairman, pointed out that
the committee was created in 1917, and
that it has made four reports. The
conclusion reached in the last report
was to the effect that private owner-
ship and operation under public regu-
lation is logical, just and equitable, and
the best system for conducting the busi-
ness of public utilities that has been
or can be devised to meet the needs
and requirements of both the utilities
and the public served by them. While
conditions have changed materially
820
Electric Railway Journal
Vol. 60, No. 21
since the last report was made, these
have not changed the inherent basic
principles upon which the conclusions of
last year's report were predicated.
Referring to the federal control of
American railways, adopted solely as a
necessary war measure, the report
points out that its effect in practice
included the following unfavorable
elements:
1. Loss of normal incentive for econ-
omy and efficiency on the part of sub-
ordinates.
2. Loss of competition and the ad-
vantage accruing therefrom.
3. Loss of efficiency by reason of the
necessary adoption of certain policies,
such as: Organization of a highly cen-
tralized management, issuance of uni-
form orders without regard to varying
local conditions, disregard of the fun-
damental relationship which should
economically always exist between
revenues and expenses, maintenance
policy adopted and failure to provide
necessary additions to and renewals of
plants and plant equipment, extrav-
agant distribution of freight car equip-
ment, and labor policies involving the
abolition of piece work and the adop-
tion of the standardization of wages by
general classification.
The com:bined effect of the above was
to increase the operating ratio from
70.6 per cent in 1917 to 81.5 per cent
in 1918, to 85.3 per cent in 1919, to
93.7 per cent in 1920, and to 82.6 per
cent in 1921.
Continuing, the report stated that
the public utility business is essentially
a private business, always provided
that the public be given fair and ade-
quate service at a reasonable cost or
rate. It is, of course, always under-
stood that reasonable rates shall be
based upon the fair value of the prop-
erty owned or held by the utility and
devoted exclusively to public service.
Also, in order to secure a continued
adequate service, reasonable allowance
must be made in the construction of
rates for maintenance, depreciation,
reasonable contingency reserve, etc.
On the other hand, the report stated
that many utilities are bringing to
bear every known pressure that their
high degree of business organization
and money affords, in order to block
or prevent public utility commissions
from justly reducing the prevailing
high rates. Also the various highly
organized labor organizations are like-
wise resisting reductions in wage scales.
On the one hand, the committee pointed
out, litigation to delay rate reductions
must be made at the expense of the
public. As to the labor situation,
although government ownership and
operation of public utilities is not the
most desirable, efficient or e<Jonomic
method of operation, unless such ami-
cable adjustment can be arrived at be-
tween labor and capital as to insure
to the public adequate and efficient
service at reasonable rates, or unless
other adequate, efficient and prompt
means be devised to secure the same
results, it is almost certain, as is
presaged in President Harding's ad-
dress to Congress on Aug. 18, 1922,
"that the inherent right of the public
to such service at reasonable rates will
in fact ultimately force upon the na-
tion public ownership and operation of
its public utilities."
Taking up for discussion the Railway
Labor Board, the committee pointed
out that the existing dual system of
control of the railroads of the country
is a failure. It is now agreed, or will
soon be agreed, that the Railway Labor
Board must go. In the opinion of the
committee, the only logical, reasonable
and practical solution of the present
perilous situation is to abolish the board
and transfer its functions to the Inter-
state Commerce Commission; and then
enact a law "with teeth in it" which
will enable the commission to enforce
its decrees and orders. The proper
solution of this problem will have a
tremendous effect in retarding the
sentiment favoring government owner-
ship and operation of railroads and
other public utilities, which sentiment,
it must be admitted, is rapidly growing
among certain classes and in certain
sections of the nation, and which, if it
should be adopted as a national policy,
would prove to be a most destructive
and disastrous governmental experi-
ment.
Safety of Operation of Public
Utiuty Companies
The report of the committee on
safety of operation of public utilities,
of which Commissioner John F. O'Ryan,
New York (Transit Commission), is
chairman, was presented with the
thought of offering general ideas along
the line of safety rather than suggest-
ing a concrete plan. It seems neces-
sary, stated the report, that some move-
ment be inaugurated which will result
in a more general agreement as to
what safety standards should be, and
then when the standards have been de-
termined to make every effort to have
them adopted and enforced by the reg-
ulatory bodies of the United States.
Of the forty-eight railway and utility
commissions in the United States,
twenty-nine have adopted safety rules
relating to the construction and oper-
ation of electrical supply and signal
lines, and of these about eight follow
the National Electrical Safety Code, or
vary from it only in unimportant de-
tails. Five have recommended this code
as the proper one for use by the util-
ities, while the balance have deviated
from the code in important matters or
have not followed the code to any con-
siderable extent. In view of the work
which has been done by the engineers
of the United States Bureau of Stand-
ards, and of the fact that the American
Engineering Standards Committee has
approved the National Electrical Safety
Code (with the understanding that a
sectional committee will revise or will
consider revisions of Part 2 of the
code which may be deemed necessary
by interested parties), it appears that
this code can without error be adopted
as a guide.
It is suggested that safety rules fol-
lowing the N. E. Safety Code be worked
out with the aid of an advisory com-
mittee, composed of persons interested
in all industries and utilities affected
by the rules.
The committee further recommended
that special efforts be made by the asso-
ciation to impress upon the manage-
ment of utilities, first, the economic
value of safety work; second, that the
facts which were prominent a few years
ago have quite disappeared; third, that
some sound, reasonable plan should be
followed consistently.
PuBuc Utility Rates
The committee on public utility rates
for 1922, of which Commissioner Lewis
E. Gettle, Wisconsin, is chairman, dealt
largely with the subject of hydro-elec-
tric power. It pointed out that in the
early days of public utility regulation,
commissions naturally gave much at-
tention to the problem of formulating
such types of rates as would secure
the most equitable distribution possible
of the cost of service. The same prob-
lem confronted the utility interests
themselves. What may be termed the
mechanics of rate making wnll always
constitute an important study, but the
committee stated that there are no
recent developments to report upon at
this time.
The committee discussed the rela-
tion of kind and location of power
plants to rates for electrical energy,
with particular reference to the hydro-
electric plant, taking the position that
proximity of a city or village to a
water-power development should not
give it . a priority of interest in that
development. As this matter is some-
what analagous to the subject of pay-
ing and non-paying lines in electric
railway systems, the following sugges-
tion of the committee will be of inter-
est: The transmission lines which make
possible the delivery of the energy gen-
erated by water power plants to the
community in which it is to be used
should be treated to all intents and
purposes as if they were part of the
power plant. The power system could
not exist without the market, and the
facilities which make it possible to
reach the market, assuming that good
business judgment has been exercised
in their construction, must in practice
be regarded as part of the power sys-
tem, and the cost incident to transmis-
sion be regarded as part of the power
cost, or else there will be many in-
stances in which the development of
hydro-electric plants will be delayed
awaiting the growth of a near-by mar-
ket, if not prevented altogether.
Railway Service Accommodations
AND Claims
The report of this committee, of
which Commission President George E.
Erb, Idaho, is chairman, pointed out
November 18, 1922
Electric Railway Journal
821
that service, to reach its maximum of
value to the public, must be furnished
in quantity and character and at times
as necessity requires. The public, how-
ever, is quite prone to ask for and
expect service not demanded or war-
ranted by the traffic afforded. The
carriers, on the other hand, while dili-
gent in affording service which they
deem warranted by the traffic, are too
often negligent and careless in afford-
ing the accommodations, reliability and
safety which give the service the value
which it should have. Service and ac-
commodation, on account of the inti-
mate contact of carriers and patrons
in the transaction of business, are
matters productive of much friction,
resulting in dissatisfaction and conse-
quent complaints to the regulatory
body. In no other utility field are com-
missions called upon to handle so many
essential causes of friction between the
utility and its patrons.
Continuing, the report stated that in
considering the service which may
justly be expected and required of a
carrier, it should be borne in mind, (1)
that the carrier can only be required to
furnish service for which, as a whole,
it is reasonably remunerated, and (2)
the patron can only demand that serv-
ice which, as a whole, will reasonably
remunerate the earner. It is not to be
understood, however, that each partic-
ular class of service is to bear a pro
rata of the reasonable remuneration.
The problem to be met and solved
by the carrier is to afford that service
which as a whole will best serve the
needs, by the development of the
natural resources and establishment of
industries within the territory served
and, as a whole, afford reasonable re-
muneration for the service afforded.
Most commissions throughout the
country have been called upon during
the year last passed to consider appli-
cations for permission to discontinue
or curtail service heretofore afforded.
Service once furnished for any con-
siderable time tends to stimulate certain
lines of activity, build up certain in-
dustries and results in certain invest-
ments. The discontinuance or serious
curtailment of such service, after same
has existed for any considerable time,
results in killing these activities, de-
stroying these industries, and partially,
at least, destroying the values of these
investments, and should only be per-
mitted by a regulatory body after full
notice to the public, full notice to the
security holders, and full opportunity
on the part of both public and security
holders to be heard, and, after full
investigation, an unquestionable neces-
sity therefore shown, and only to the
extent absolutely necessary to avoid
confiscation.
The report then went on to empha-
size, in detail, the importance of
relieving freight-car shortage and
improving distribution through co-oper-
ation between the I.C.C. and the state
commissions; the duty of the railways
to provide satisfactory station facil-
ities; the importance of establishing
good public relations between the man-
agement and the public through cour-
teous and respectful employees, etc.
Car Service and Demurrage
The committee on this subject, of
which Commissioner Alexander For-
ward, Virginia, is chairman, stated that
car service was hardly an acute prob-
lem anywhere since 1920, until the be-
ginning of the railway strike in July,
1922. It was impossible to report this
year on the result of the strike.
In recent years most demurrage mat-
ters have been handled by agreements
between a committee of railway traffic
executives appointed by the American
Railway Association and a committee
of the National Industrial Traffic
League. In most cases the I.C.C. has
accepted almost all agreements regard-
ing demurrage rules and charges en-
tered into by these committees. An
exception occurred in 1921 when an
agreement was entered into for an in-
crease in the demurrage charges con-
tingent upon modification of certain
traffic rules. The committee of the
league agreed that the carriers might
file tariffs carrying these increased
charges on less than thirty days stat-
utory notice. This caused a dissen-
sion among the members of the league,
and the I.C.C. refused to approve the
demurrage agreed to between the
league and the committee of the car-
riers.
While a number of decisions have
been rendered by the I.C.C. during the
past year on the subject of demurrage
charges, practically all are merely in-
terpretations of the rules with a view
of determining whether or not the car-
rier has made the proper charge to the
shipper; though some, however, relate
specifically to the reasonableness of the
charge itself.
While the action of a committee like
that of the National Industrial Traffic
League, the report concludes, may not
always meet with the approval of all
the membership of the organization, it
would seem that as a general proposi-
tion it saves much labor and obviates
many disputes to have some such
agency created to deal with the carriers
on questions of demurrage rules and
charges.
Statistics and Accounts of
Railroad Companies
The committee on this subject, of
which Commissioner B. H. Meyer, I.C.C,
is chairman, dealt largely with the
steam railroad situation, particularly
with reference to the extensive inves-
tigations now being conducted by the
Bureau of Accounts of the Interstate
Commerce Commission and the Railway
Accounting Officers' Association. The
I.C.C.'s program of revision, however,
was stated by the commmittee to apply
also to the accounting classification for
electric railways and other common
carriers. While these groups of car-
riers are not affected by new legislation
in the same degree as the steam roads.
the accounting regulations applicable to
some of them are incomplete and gen-
erally should be brought up to date in
the light of the experience gained in
their practical application.
The report called attention to the
fact that under the transportation act
of 1920 the I.C.C. is required to pre-
scribe foij all carriers subject to the
act "the classes of property for which
depreciation charges may properly be
included under operating expenses, and
the percentages of depreciation which
shall be charged with respect to each
of such classes of property." The com-
mission has established a depreciation
section within its Bureau of Accounts
to collect the data necessary fbr this
action. Depreciation accounting under
its present regulatien is mandatory
with respect to equipment, but optional
as to fixed improvements. The deter-
mination of the rates of depreciation
and the classes of fixed improvements
which shall be considered depreciable
for accounting purposes has been left
to the judgment of the carriers, who,
however, miust be prepared to justify
the rates employed.
Early in the course of its investiga-
tions and study of the subject the com-
mission perceived the advisability of
dealing with each class of carrier
separately and it seemed advisable from
the progress made to proceed with the
telephone companies first.
The above excerpts from the report
of the committee are given to indicate
where the work of the I.C.C. with re-
spect to electric railways stands. As
stated earlier, most of the details in
the present report relate to steam
railroads.
Safety of Railroad Operation
The committee on this subject. Com-
mission Chairman C. C. McChord, I.C.C,
chairman, called attention to the neces-
sity for extending the installation of
preventive safety appliances. The
need for a systematic program for ex-
tension of the automatic block sys-
tem, pointed out in previous reports,
was reiterated. During the year ended
Jan. 1, 1922, there was an increase of
but 517.6 miles of road of automatic
and 66.5 miles of road of non-automatic
block signal systems in the United
States. Attention was called to the fact
that in June, 1922, the I.C.C. issued an
order requiring each of forty-nine rail-
roads to install on one passenger engine
division on a designated portion of its
line, on or before Jan. 1, 1925, auto-
matic train stop or train control de-
vices, applicable to its need and accord-
ing to the prescribed specifications and
requirements.
Automatic train stop or train control
devices, as defined by the commission's
order, comprise a system or installation
so arranged that its operation will auto-
matically result in either one or the
other or both of the following condi-
tions: (1) Automatic train stop; the
application of the brakes until the train
has been brought to a stop. (2) Auto-
matic speed control; the application of
the brakes when the speed of the train
822
Electric Railway Journal
Vol. 60, No. 21
exceeds a prescribed rate and continued
until the speed has been reduced to a
predetermined and prescribed rate.
In regard to maintaining power
brakes, the report pointed out that the
efficient braking of a train can be se-
cured only by the maintenance in the
proper condition of the brakes on each
individual car. No car should be con-
sidered as satisfactory for service un-
less its brake equipment is free from
excessive leakage, it has the proper
length of piston travel and its triple
valve has been cleaned and oiled within
the prescribed period.
Railroad Rates
A report of the committee on rail-
road rates, written by the chairman.
Commission Chairman Campbell Rus-
sell, Oklahoma, dealt largely with the
relation of the Interstate Commerce
Commission and state commissions
with respect to jurisdictions. The cen-
tral feature was an account of the co-
operative plan developed as a result of
a suggestion made by Commissioner
C. C. McChord of the I.C.C. to Commis-
sioner C. D. Jackson, Wisconsin, pres-
ident of the association. A committee
was appointed by the latter to confer
with a committee of the I.C.C. and as
a result on May 3, 1922, a formulation
of the plan was issued. The states
generally have given approval to this
plan, notwithstanding that by so doing
they lessened the chances, for the time
being at least, of securing any amend-
ment to the transportation act.
The co-operative plan grew out of the
fact that conflicts of jurisdiction be-
tween the two systems of public regula-
tion have arisen from time to time,
resulting in litigation and action by
the courts. It was recognized, how-
ever, that the federal and state com-
missions were alike created in the pub-
lic interest and have a common purpose,
namely, the maintenance of a trans-
portation system which will in all
respects best meet the public needs.
In general the co-operative plan pro-
vides for conferences and joint hearings
where petitions are filed with the I.C.C.
alleging that intrastate rates unjustly
discriminate against interstate com-
merce, or persons or localities engaged
therein. It was recommended that joint
conference be held on complaints, at-
tacking interstate rates in those cases
where the decision of the I.C.C. appears
likely to affect, in substantial and im-
portant respects, the relationship be-
tween state and interstate rate struc-
tures. Likewise, conferences should be
held in the case of complaints attacking
intrastate rates in those cases where
the decision of the state commissions
appears likely to affect, in substantial
and important respects, the relationship
between state and interstate rate
structures.
The report concluded with the state-
ment that practice has gradually drifted
away from state regulation of state
railroad rates to the federal control of
such rates. The I.C.C, under the
transportation act of 1920, exercises
supreme control over railroad rate
regulation. Unless there is a repeal or
amendment of this act, the states them-
selves, except in a co-operative way
with the I.C.C, can have very little to
do with railroad rate regulation.
Street Paving with Regard to
Electric Railway Tracks
At Closing Session of Conference Held Under Auspices of Engineers' Club of)
Philadelphia Prominent New York Attorney Gutlined Situation in Clear-Cut
Fashion, Answering the Question "What Should Be the Responsibility of
the Street Railway Company as to Cost of Installation and
Maintenance of Paving?"
THE third and concluding session of
a conference on street railway
track paving and allied topics, held
under the auspices of the Engineers'
Club of Philadelphia, occurred on the
evening of Oct. 9 following a dinner
served under the auspices of the club.
Reports of the earlier sessions of the
conference were given in the issues of
this paper for Nov. 4,. page 747, and
Nov. 11, page 788. A full report will
be published in an early issue of the
club's publication, Engineers and Engi-
neering. The presiding officer at the
evening session was Dr. Robert H. Fer-
nald, president of the club and profes-
sor of mechanical engineering Univer-
sity of Pennsylvania.
The paper of the evening was by
A. T. Davison, general counsel Third
Avenue Railway System, New York
City, in which the author covered the
subject in a lucid, impartial and con-
vincing manner. An extended abstract
of the paper is given elsewhere in this
isEue.
C. M. Pinckney, New York City, took
issue with Mr. Davison, claiming that
the street railway should not be entirely
free of the paving obligation, although
in its present form under conditions of
modern traffic, the obligation is not
scientifically sound. The track, said
Mr. Pinckney, does injure public prop-
erty, but the difficulty is to measure the
extent of the damage. He suggested
that observation should be made of a
street in which part is occupied by a
surface railway, the occupied and un-
occupied parts being paved alike. He
pointed out also that railway franchises
were granted to a certain extent be-
cause the public thought that the rail-
way would provide paving. Divided
maintenance of the streets, he con-
tinued, is bad for everyone concerned.
One party should do the whole thing.
Following Mr. Pinckney 's general re-
marks, an animated dialogue occurred
between him and Mr. Davison. Mr. Da-
vison's questions were intended to bring
out Mr. Pinckney's ideas as to the rela-
tive reasonableness of the paving and
other charges exacted from the street
railway and the license fees paid by
owners of motor vehicles; also whether
it is better to tax the railways for pav-
ing, with consequent higher fares or
poorer service or both, or to pay the
cost from the general budget. The de-
bate, if such it may be called, did not
serve to bring the debaters into agree-
ment, but did bring out the really
fundamental questions involved. Mr.
Pinckney concluded by saying that if
the railways could demonstrate to the
public that the amount of damage done
to paving is not equal in cost to the
expenditure on maintaining track pav-
ing, the matter would be equitably ad-
justed. These two speakers continued
to debate the question as to whether it
would be practicable to do as Mr. Davi-
son suggested in his paper, namely,
assess on the street railway the cost
of the damage which its tracks cause.
Mr. Pinckney thought it would not, on
account of the enormous amount of
detailed investigation required. He
preferred making an assessment at
some agreed-upon figure.
This closed the discussion, but some
communications were received by title.
An essay upon the subject of reciprocal
obligations of the railroad and the
municipality as it relates to repairs to
pavements, by A. P. Hartmann, city
engineer of Yonkers, was presented in
printed pamphlet form. Abstracts of
other typical communications follow:
Are Car Tracks a Necessary Evil?
George W. Tillson, consulting engi-
neer, LaGrange, 111., wrote that street
car tracks in a street are a nuisance,
but necessary. During the last few
years much discussion has taken place
as to whether the company should lay
and maintain the pavement in the track
area, this obligation having been im-
posed upon nearly all street railways in
the past. The question of this obliga-
tion is complex, it being the fact that
the cost of pavement and its mainte-
nance must be paid for by the general
public or by the car rider or by the
abutting property owners.
In Mr. Tillson's opinion, in no case
should the abutting property on a
street be put to extra expense on
account of the existence of a car track
upon its surface. The cost per yard for
any pavement on a street car track, he
stated, is considerably more than on a
street where there is no track. This is
true also as to maintenance. From 1913
to 1918, inclusive, the cost of repairs to
asphalt pavements in Brooklyn, N. Y.,
on streets with car tracks averaged 3.9
cents per square yard, while on streets
without tracks it was 2.2 cents. This
was on more than 40,000,000 sq.yd. of
pavement. Previous to 1907 the Phila-
delphia Rapid Transit Company was
required to pave from curb to curb all
streets upon which its cars were oper-
ated. In that year a contract was
entered into between the city and the
company under which the latter pays a
lump sum annually.
As a street car company operates in
a public thoroughfare, where it has no
inherent right, it must pay something
for the privilege of operating. Admit-
November 18, 1922
Electric Railway Journal
823
ting that the company must pay for its
franchise, the principal conditions to be
determined are the amount of the pav-
ing to be laid and maintained, if any,
and what shall be done about snow
removal.
In Mr. Tillson's opinion it is logical
to expect a railway to construct and
maintain the pavement in and between
its tracks and such a distance outside
the rails as may be disturbed in repair-
ing or laying new tracks, and it should
remove the snow from the same area.
These points should be carefully con-
sidered, however, when the rate of fare
is fixed. Mr. Tillson expressed the be-
lief that all investors in a deserving
public utility should have a fair return
on their money. He believes further
that as a general proposition where a
needed public utility, operating under
a long franchise, which In a business
way cannot pay dividends on account of
the advanced costs of operating, it
should be permitted to increase its rates
for service rather than to modify fran-
chise conditions and so decrease costs.
G. Tracy Rogers, president Waverly,
Sayre & Athens Traction Company,
Binghamton, N. Y., sent a letter in
which he spoke of the effort being made
in New York State so to amend the law
as to relieve street railways from the
unjust and unfair obligation of paving.
He spoke of one property in which he
is interested where if 4he company
forced to do certain paving, it will have
to go into bankruptcy.
C. E. De Leuw, consulting engineer,
Chicago, sent a contribution in which
he traced the history of the paving
burden and said that any charges which
are not solely the result of creating
transportation and which are assessed
against the car rider prevent his ob-
taining service at cost. Therefore, from
the financial side alone all charges such
as the maintenance of paving, sprink-
ling and sweeping the right-of-way, and
the like, should be borne by the public
rather ^han the car rider through pay-
ment of fares. However, as track and
paving are of intimate construction and
design, and as the tracks cannot be re-
paired without the removal of the pav-
ing, it is a difficult matter to draw a
sharp line of demarkation in making a
separation of the direct charges. Fur-
ther, paving will be disintegrated
should the rails be poorly secured to
the ties or should the track founda-
tions fail.
In view of the conditions outlined
Mr. De Leuw suggested that a separa-
tion of track and paving be made and
that the burden of cost to the car rider
be held to the lowest possible amount,
as determined solely by the actual value
he receives from his purchase of trans-
portation.
The Paving Tax Burden Should Be Eliminated*
The Legal Aspects of This Mooted Question Are Set Forth and the Situation
as it Exists Today in Most Urban Communities So Explained
By a. T. Davison,
General Counsel Third Avenue Railway System, New York City
ALL PAVING requirements are tax
burdens. Not only have the courts
upheld the imposing of street paving
obligations on street surface railways
as an exercise of the taxing power, but
from a practical and accounting stand-
point as well the paving charge must
be regarded as tax. The payment annu-
ally by street surface railways of large
sums of money for paving and mainte-
nance of paving in the so-called rail-
road area secures nothing of value to
them. No property, either of a revenue-
producing nature or otherwise, is added,
and the only purpose served is to add to
the convenience of the people of the
municipality and particularly to a class
of persons (owners of motor vehicles,
both passenger and freight-carrying)
who are not patrons of the street rail-
way.
The attitude and policy of the several
states toward street railways, in com-
mon with other public utilities, has been
radically changed during the last two
decades. Formerly the railways were
regarded as profit-making corporations,
privately owned and privately managed,
from which large revenues by way of
taxation could be collected because of
their ability to meet these tax require-
ments by reason of the fact that at that
♦.Abstract of paper before conference for
iliscussion on "Design and Construction of
-streets for Street Railway Trafflo," held
' the E^iglneers' Club of Philadelphia,
• 'et. 9, 1922.
time they were unburdened with rate or
service regulations by public utility
commissions. Now all is different. The
states have, by assuming control of the
earnings, service and even accounting
methods of the street railways, changed
their policy toward these public utilities
and converted them into publicly man-
aged properties. Hence the munici-
palities must also change their attitude
with respect to the street railways and
no longer treat them as privately man-
aged properties able to meet any and
all taxes imposed upon them.
Problem Not Affected Fundamen-
tally BY Ownership
There is, and can be, no distinction
between the use of the public streets by
the public when riding in private vehi-
cles and the use of such public streets
by the public when riding in street cars.
The street railway corporation does not,
and cannot, under our regulatory and
public service commission laws, use the
streets for private profit, because the
capital invested can never under these
laws make any profit over and above a
fair return on the capital invested. If
the municipality itself owned and oper-
ated the railways the paving would be
taken care of by the general tax levy.
In such cases the investment of capital
would still be necessary. It makes no
difference whether the municipality
earns enough money to pay the interest
on its bonds, or whether the investors
is who have loaned their money for public
utility purposes receive a return on the
money they have invested.
The position of that class of persons
who loan their money to a street rail-
way in order that the public transpor-
tation may be furnished is parallel
with, and no different from, the case of
the investors in municipal bonds the
proceeds of which are used for the pur-
pose of the construction of a street rail-
way. If, as we all agree, a municipality
which owns and operates a street sur-
face railway should not be required to
allocate and charge to and collect out
of the fares received any expense of
paving, no more should the street rail-
way, which is constructed by capital
invested by investors of the same char-
acter as investors in municipal bonds,
be required to bear paving burdens.
Paving Charge Affects Rate of Fare
All money paid by street railways for
paving obligations must be charged to
operating expenses and paid out of the
fares collected. Since the operating ex-
penses must include paving obligations,
the public is required to pay just that
much more in its rate of fare. In the
last analysis the cost of paving require-
ments must come out of the passenger,
provided the rate of fare is sufficient to
cover a fair return on operating ex-
penses including paving charges.
In practically all municipalities,
street railways are the only means of
public transportation. If persons were
not carried on street cars, they would
necessarily be carried in other vehicles
which would use the streets in greatly
increased numbers and thus greatly in-
crease the wear on and deterioration of
the pavement by vehicular traffic.
Admitting for a moment that street
railways do cause damage; so do other
vehicles, and yet no attempt is made to
make them pay. The streets are there
to be used by the public and, in pro-
portion to the volume of the public
actually served or carried, the damage
caused by street cars as compared with
other vehicles is negligible.
If vehicular traffic were entirely ex-
cluded from that portion of the street
known as the railroad area and the
street railway lines were given the ex-
clusive use of such area, no greater
paving obligations could possibly be im-
posed than is now imposed, to wit, to
construct and at all times maintain
the pavement in that area.
Inasmuch as the paving in the
streets, including that portion in the
-so-called railroad area, is used by all
classes of vehicles and so is subject to
the wear of such vehicles, the only fair
method of placing the paving burden
where it should lie is to include the ex-
pense of paving and maintenance of the
entire streets in a general tax levy, of
which the street railway would pay its
share as a large taxpayer.
Some Convincing Data on the
Subject
A canvass of the subject made by
the American Electric Railway Associ-
ation in January, 1919, .showed that
only nine companies located in nine
824
Electric Railway Journal
Vol. 60, No. 21
states of the Union and two companies
located in Canada reported that they
are not compelled to pay for original
paving. Only seven companies located
in seven states reported that they are
not compelled to pay for paving re-
newals and maintenance. Twenty-five
companies located in seventeen states
and one company located in Canada re-
ported generally that they are com-
pelled to pay for repaving when the
streets have been torn up by the
municipality for purposes other than
repairing for street railway purposes.
Although there are varying condi-
tions with respect to the requirements
for original paving and for renewal
and maintenance, nevertheless the gen-
eral situation throughout the country
is approximately the same. The street
railways are carrying an unwarranted
and unfair tax burden in the obligation
to construct and maintain paving.
The paving obligations now imposed
on street railways are a relic of the
days of the horse cars. Although the
necessity for the statute disappeared
with the removal of the horses from the
cars, the statute still remains and the
amounts required to be paid thereby
have, as a result of the improved art
and increased cost of street paving,
multiplied many times.
From 1911 to 1920, the street rail-
ways of New York State each year ex-
pended for paving alone an average of
23.4 per cent of their net income, ap-
proximately 5 per cent of the total op-
erating expenses. During the same
period in the metropolitan area, for
every dollar spent for track and road-
way purposes, other than paving, from
40 to 80 cents additional was expended
for paving.
In streets where street railways op-
erate, new and more costly types of
paving are constantly being substituted
for pavement which is still in good con-
dition, for the simple reason that the
railway companies must finance a large
part of the cost of such improvements,
the remainder generally being assessed
upon the municipality at large.
On streets where there are double
tracks, the street railways are required
to pave and keep in repair from 18 to
19 ft. of the roadway, or from one-third
to two- thirds of the entire paving obli-
gations on those streets. The per-
centage which the area maintained by
street surface railroads bears to the
total paved area in those streets is as
follows in several cities: New York,
35 per cent; Utica, 38.6 per cent; Syra-
cuse, 46 per cent; Rochester, 56 per
cent.
The use of private automobiles and
motor buses has decreased the riding
on street cars, reducing the income of
the street railways, and at the same
time these motor vehicles have greatly
increased the wear and tear upon the
pavement in the streets upon which
they operate. The vehicular traffic in
the railroad area amounts to from 40 to
more than 90 per cent of the total
vehicular traffic in the streets. The
railway company not only pays for the
pavement worn out by vehicles, but ow-
ing to the large proportion of vehicles
using the railroad area, it pays for a
larger proportion of damage done by
vehicles than is borne by the municipali-
ties with respect to the remainder of the
street.
The only theory upon which the
present drastic paving obligation could
be justified, if at all, would be on the
theory that all vehicular traffic was ex-
cluded from the railroad area.
Paving Charge Is Illogical
The obligation on street railroads to
do any original paving should unques-
tionably be entirely eliminated. Obvi-
ously the only purpose of paving the
railroad area is to make it more con-
venient for purpose of travel by
vehicles other than street cars. In
other words, the presence of the tracks
in the streets has nothing to do with
the requirement that the street should
be paved.
If the municipalities are to assume
the responsibility for placing direct
paving burdens on street railways, re-
gardless of the effect of such action,
then the most which the street railway
should be required to do in the way of
keeping pavement in repair is to re-
store to its former condition so much
of the pavement of the streets as shall
have become in need of repair in con-
sequence of the existence and use of
their track. If, as has been argued by
some, the work of modern electric cars
causes vibration, which is increased by
flattened wheels or defective rolling
stock, and thus the pavement is caused
to be disintegrated, the obligation to
restore to its former condition so much
of the pavement as shall have become
in need of repair in consequence of the
existence and use of such track fully
meets the situation.
The same argument applies to the
claim by city engineers and authorities
that the street pavement adjacent to the
railroad track is weakened by reason of
the many and several lines of cleavage
or joints existing here, allowing con-
siderable surface water to percolate
through these joints into the subsurface
and weakening the foundation of the
roadbed. It also applies to the claim
that it is impossible to maintain any
modern satisfactory pavement adjacent
to any car-track construction, unless
such construction is made rigid, and if,
as has also been claimed in this connec-
tion, the companies usually refuse to
do this because of the cost involved. It
applies further to the claim that where
tracks exist it is practically impossible
to make repairs without removing at
least 9 ft. of paving space on extended
reconstruction work; that long before
the expiration of the life of the road
pavement the railway companies are
compelled to disturb the pavement to
shim joints, renew bonds, replace
broken rails and retighten joints, and
that in doing this work it is necessary
to disturb fully 20 in. of pavement on
each side of the rail and much more
than this in cases where it is necessary
to replace the ties.
If, as has also been argued, the life
of the roadbed of a railroad company
is about twelve years and the life of a
durably constructed pavement is more
than twenty years; and if, as is claimed,
engineers generally hold that no mat-
ter how well a pavement is constructed
it will heave along the rail line and
does not settle back in the spring as it
should; and if, as is also argued, the
life of a pavement on any street on
which the street cars are located is re-
duced 50 per cent, the answer is still
the same.
Commission Ought to Decide
Matter
The question may be asked: "What
tribunal is to determine whether the
need of repair is in consequence of the
existence and use of the track?" Ob-
viously, if no other tribunal is selected,
the courts must determine this. How-
ever, because the question is somewhat
technical, it would seem appropriate
that all questions under such obliga-
tions should be referred to and de-
termined by the public utility commis-
sion which has control of the street
railway in question. The repair itself
should not be delayed pending de-
termination of responsibility. In case
of dispute or refusal of the railway to
make the repair, the city itself can do
the necessary restoration and then re-
cover from the railway such amount,
if any, as the public utility commission
shall determine should be paid.
There is no legal obstacle in the way
of altering the present paving obliga-
tions, notwithstanding that such pav-
ing obligations are embodied in the fran-
chises themselves. The United States
Supreme Court has upheld the authority
of the state to alter the obligations
contained in franchises granted by
municipalities and accepted by the
street railway companies.
Executive Committee on Welded
Rail Joints Holds Well
Attended Meeting
THE executive committee of the com-
mittee on welded rail joints operat-
ing under the auspices of the American
Bureau of Welding met in the rooms
of the American Society of Mechanical
Engineers, New York, Nov. 13. Those
present were G. K. Burgess, chief of
the Division of Metallurgy, Bureau of
Standards, Washington, D. C, chair-
man; E. M. T. Ryder, Third Avenue
Railway, New York, N. Y.; W. Sprara-
gen, National Research Council, New
York, N. Y.; C. A. Adams, Harvard
University, Cambridge, Mass.; R. C.
Cram, Brooklyn Rapid Transit Com-
pany; G. C. Hecker, New York, N. Y.;
E. J. Mcllraith, Philadelphia Rapid
Transit Company; H. M. Steward, Bos-
ton Elevated Railway, and W. W.
Wysor, United Railways & Electric
Company, Baltimore, Md.
The committee discussed details of
making the bending and tensile tests
previously outlined. Mr. Steward ex-
hibited a number of photographs show-
ing results of tests made at the Massa-
chusetts Institute of Technology. It
was decided that the auxiliary head for
the Emery testing machine,- which is
to be used in the tests, should be
November 18, 1922
Electric Railway Journal
825
adapted to take 7-in. rails only. The
rotary service testing machine was dis^
cussed and a communication from Mr.
Ryder was read setting forth his views
in regard to essentials in making these
tests. Copies of this letter are to be
mailed to every member of the com-
mittee on welded rail joints, with a
request for each member's opinion in
regard to the matter under discussion.
A sub-committee on the design of the
rotary testing machine was appointed,
with W. W. Wysor as chairman. A
resolution was passed thanking the
American Electric Railway Engineer-
ing Association for the fund provided
and several other resolutions were
adopted regulating the procedure for
disbursement of the fund, for approv-
ing bills, for requisitions and for ac-
counting methods. The style of letter-
head to be used by the executive com-
mittee was approved. Impact tests
previously outlined were discussed and
the committee members expressed them-
selves as considering this a most vital
part of the tests to be made. A com-
mittee to work out details and equip-
ment for making these tests was ap-
pointed, with E. J. Mcllraith chairman.
British Municipal Tramways Men Meet
Feature of Principal Interest Was Discussion on Decrease of Car Weight and
Provision of Better Suspension, Better Bearings, Etc. — Brief
Abstracts of a Few Papers Are Given
AT THE annual conference of the
. Municipal Tramways Association
held in Newcastle-on-Tyne Sept. 13, 14
and 15, several papers were presented
and discussed. Perhaps the most inter-
esting paper from the American point
of view was one on tramway rolling
stock by E. S. Rayner, general manager
and engineer of the Hull Corporation
Tramways. In the course of this he
said that in the endeavor to emulate
steam-road rolling-stock practice the
tramway designer and engineer had
forgotten or neglected the essential dif-
ference between the resilient sleeper
track of the railroads and the super-
solid rigid track of the tramways. The
mistake was that tramway engineers
had attempted to build their rolling-
stock on the same principles as they
built their track. Rigidity has been
their fetish. Existing troubles are
traceable to this rigidity together with
the excessive 'unsprung weight on the
axles, and the inadequate spring sup-
porting of the remainder of the weight.
Weight has been increased out of all
proportion. Present double-deck cars
weigh from 11 to 15 tons, while the
weight might be easily below 9 tons.
There is no reason why tramcar con-
struction should not follow that of the
motor vehicle. The outstanding feature
of the latter is the small amount of
unsprung weight, due to the type of
drive adopted, the propeller shaft with
bevel or worm gearing. There is no
insurmountable difficulty in adopting
this type of drive for tramway work.
The evil of unsprung motors has dis-
appeared. With a worm drive the gear
ratio can be increased, the speed of the
motors increased, the weight reduced,
and a smooth start obtained with a com-
paratively low starting current. The
road clearance can be increased and
smaller wheels can be used. The prin-
cipal drawback of the worm gear is the
amount of wear between the worm and
the wheel, but the advantages are well
worth a little extra cost.
Another bad feature of tramway
work is the solid axle without a differ-
ential, causing slip between wheels and
rails on curves, producing wear of the
rail and torque on the axle. Nearly the
whole of this can be eliminated by the
use of a split axle. In regard to bear-
ings, insufficient advantage has been
taken of roller and ball bearings. The
saving in friction amounts to about 20
per cent, but the principal saving is
in the decreased starting effort, and the
reduction in the cost of lubrication
attention, inspection, and renewal.
Mr. Rayner said that he is convinced
that the greasing staff can be reduced
by 50 per cent and the repair bill cut
down by a similar amount. There will
be no dropped armatures, smoking axle
boxes or worn axles. As to brakes, they
need redesigning. The weight of the
brake rigging of an ordinary tramcar is
about 600 lb., while the brake gear on
a motor vehicle weighs about 100 lb.
There should be no serious difficulty in
applying the ordinary internal expand-
ing brake of an automobile to tramcar
practice. Equal braking power can be
obtained with a fraction of the force
required with the existing design. The
weight of a truck designed on the lines
suggested can be decreased at least 25
per cent over present designs. Wheels
and axles can also be reduced.
Mr. Rayner said that the Hull tram-
way department is now working on the
design of a new car embodying the
points discussed. This car will have a
split back axle with a double worm
drive and two high-speed motors sus-
pended clear of the axle. The wheels,
other than the drivers, will be free and
drum brakes will be used. A continu-
ous frame will carry the body, which
will be kept low and platform canti-
levers will be omitted. The spring ar-
rangement will be kept as flexible as
possible and the weight will be reduced
to the lowest possible figure compatible
with safety and stability. Ball and
roller bearings will be used throughout.
The other papers presented at the
meeting dealt with subjects of less
interest to American operators as they
related to British conditions. Ernest
Hatton, engineer and general manager
of the Newcastle Corporation Tram-
ways, argued in favor of the penny
fare for short distances, instead of hav-
ing a minimum of lid. or 2d. He based
himself on actual experience in New-
castle. Henry Mattinson, general man-
ager of the Manchester Corporation
Tramways, introduced a discussion on
the highway cost borne by tramways,
and insisted that relief must be ob-
tained from the heavy burden of local
rates on the value of the tracks and of
maintenance of the road surface be-
tween the rails and between the tracks,
as required by British law. P. M. Heath,
town clerk, Manchester, discussed the
legal aspect in Britain on the question
of liability for damage done by elec-
trolysis of pipes and other under-
ground structures by leakage of electric
current from the rails of tramways. He
dealt especially with the fact that it is
now a settled law that the negligence
of the Postmaster-General in selecting
the places for his telegraph or telephone
cables did not relieve tramway under-
takers from paying the cost of altera-
tions of these cables necessary to rem-
edy damage by electrolysis from tram-
way currents. A change in the law
appears necessary.
Motor Bus Association Organized
THE National Motor Transport
Association, composed of bus com-
panies operating passenger-carrying
buses over regular routes, was organ-
ized at a meeting held Nov. 16 at the
Hotel Pennsylvania, New York. Better
bus transportation service throughout
the country is the association aim.
Letters were read from bus operatore
in a number of states. At the meeting
it was decided that there should be
three classes of membership : operators,
manufacturers and individuals. Patrick
Healey, president of the Connecticut
Motor Stage Association of Waterbury,
Conn., was elected president, and E. B.
Burritt, formerly secretary of the
American Electric Railway Association,
was elected manager.
Personnel Experts Confer
A THREE-DAY national forum of
personnel experts was held in
Pittsburgh, Pa., Nov. 8 to 10 under the
auspices of the National Personnel
Association. Among the notable re-
ports presented was one dealing with
co-operation with engineering colleges,
outlining ways and means by which,
through the association, assistance can
be rendered by industries to the col-
leges. The committee on shop training
reported that at no previous time has
there been the same appreciation by
wage earners of the value of practical
education which pertains to their job.
One committee reported on psycho-
logical tests and rating scales, stating
that these are used today by a number
of corporations and their use is being
extended within those companies and
to still other companies. A few com-
panies are now satisfied that their
devices are really worth while and
have incorporated them as a part ol
the regular machinery of administra-
tion. A larger number of companies
are feeling their way and trying out
the tests usually upon restricted groups
of employees. Other topics considered
at the meeting were immigration, trade
apprenticeship progress, economics for
employees, industrial and public school
relations, personnel problems of small
offices, job analysis, etc.
Electric Railway Journal
Vol. 60, So. 21
Traffic Signal Colors Being
Studied
THE American Electric Railway
Association is one of about forty
interests represented on the sectional
committee on colors for traffic signals
organized under A.E.S.C. procedure.
This committee will investigate the
use of various types of semaphores
and silent policemen, as well as the
efficiency of all color signals now in
use as traffic signals. The reason for
adopting certain colors for specific
uses will be ascertained. Original
studies of specific colors for definite
uses will be made as a check upon pre-
vious researches and to establish cer-
tain colors for traffic signals. Non-
luminous signs and signals will also
be made the subject of research. The
chairman of this sectional committee
is Charles J. Bennett, State Highway
Commissioner of Connecticut.
C. E. R. A. Meeting
THE Central Electric Railway Asso-
ciation will hold its annual meeting
in Louisville, Ky., at the Seelbach Hotel
on Jan. 18 and 19, 1923.
Safety Institute Awards Medal
ON NOV. 2 the Safety Institute of
America awarded to Judge Elbert
H. Gary the Louis Livingston Seaman
medal for "conspicuous achievement in
the conservation of human life." The
award in particular recognized Judge
Gary's work in connection with the
recent "safety week" campaign con-
ducted in New York City. This cam-
paign, said Arthur Williams, president
of the Institute, resulted in the saving
of forty-seven lives, assuming that
without it the same number of persons
would have been killed as last year,
. even allowing for seven persons who
died later from safety week accidents.
ELECTRIC CARS
SERVE YOU
IN ALL KINDS OF WEATHER
The Safety Institute awards several
safety medals annually, among them
the Anthony N. Brady medal, which
goes to encourage safety among the
electric railways of the country.
A Transportation Lesson
from the Circus
AT A MEETING of the American
Society of Terminal Engineers,
held in New York City on Nov. 14, the
subject of discussion was freight con-
tainers. J. C. Bonner, president Bon-
ner Railwagon System, Inc., contributed
a paper in which he referred to the
demountable container, or a van-body
equivalent, as the beginning in the
journey from unscientific toward scien-
tific terminal freight handling. He
then went on to draw an analogy
from the ways in which circus vans
are transported from city to city, to
show that scientific loading of wheeled
"strided" containers is to be had with
minimum of time and cost. The nat-
ural evolution, he said, is from the
circus type of four-wheel strided con-
tainer to an automatic wagon, which
will be at home anywhere. This, of
course, is the fundamental principle of
the Bonner System.
A.E.S.C. Calls Conference
on Numbering of Steel
AT THE request of the United States
Bureau of Standards, the Ameri-
can Engineering Standards Committee
has called a conference to attempt to
determine the desirability of applying
a uniform numbering system to forging
steel, casting steel and structural steel,
including plate, tool steel, or other
steels not so classified. The conference
will be held in Room 704, Department
of Commerce Building, Washington,
D. C, at 10 a.m., Dec. 6. All who are
interested are invited to attend.
A Square Deal For
Hectric Railways
MEANS
Square Meeds For Us
American
Association News
"i"iii'i'i"iii'ii "iiin iiimi
J^iiii null 1 111111'
Suggestions on Publicity Desired
THE association office has sent to all
members of the American Associa-
tion copies of the report of the com-
mittee on publicity for the past year,
with a request from the committee on
publicity that the members read the
report carefully and send in sugges-
tions for improving the publicity
service.
To California for the Mid- Year?
SECRETARY WELSH is sending out
a second letter to member companies
requesting an expression of opinion as
to the desirability of accepting the invi-
tation of the California members to
hold the mid-year meeting on the Pacific
Coast. Only 168 replies to the first
letter were received from 612 member
companies. It is urged that the secre-
tary be advised by letter as to the feel-
ing about the advisability of the Cali-
fornia mid-year meeting. The com-
ments of W. R. Alberger, San Fran-
cisco, in extending the invitation, were
published in Electric Railway Journal,
page 682, issue of Oct. 21.
Advertising Posters Effective
THE advertising section of the
American Association reports that
the posters recently issued for the pur-
pose of helping make good will for the
railways are proving effective. A new
edition is about to be issued. Executive
Secretary Welsh desires to ascertain
the probable demand so as to determine
the number to be printed.
IP o|
^B
ELECTRIC
RAILWAYS
pay for the
paving between
the rails
Trucks and other Trciffic
wear it out!
Would You
Build Near
A "JITNEY"
Line?
Think of the increase in values of
property near a» ELECTRIC LINE
and what the Electric Car means
to YOU EVERY DAY!!
Heavily Loaded Trucks
and Wagons Slow Up
Electric Cars
When Your Kiddies
Are On An ELECTRIC CAR
Y.ou Know They Are SAFE
Posters Desig.ned by .V. K. K. A. -Vdvertusing Section to Foster Good Relations Between PrBLic a.vd Electric Railways
News of the Eledric Railways
FINANCIAL AND CORPORATE TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
miiTtiiiMiiiinni
Seeks to Revoke Charter
City of Birmingham Claims Right to
Regulate Fares — Jitney Also Issue
— Improvements Sought
A suit filed against the Birmingham
Railway, Light & Power Company by
the City Commissioners in the state
courts at Birmingham recently has
been transferred to the United States
District Court, owing to the fact that
the company has been operated by a
receiver for some time.
This suit, as filed by the city, would
revoke the charter of the company, were
it decided in favor of the city. The city
contends that the charter issued to the
company several years ago, and which
fixes the fare at 5 cents, still regulates
the amount of fare, regardless of the
fact that in 1920 the State Legislature
of Alabama created a Public Service
Commission and empowered it with the
right to fix the charge of all public
utilities corporations.
Belated Fare Increase
The company contends that the crea-
tion of the state commission with the
right to fix rates of all public utilities
invalidates that portion of a city char-
ter which refers to rates. Officials of
the company say they do not know
when this suit will likely be heard. In
the meantime the company is collecting
an 8-cent fare and an additional 2 cents
for transfers, as allowed by the state
Public Service Commission, June, 1921.
All during the world war the com-
pany operated on a 5-cent fare. After
the war the fare was first raised to 6
cents, then to 7 cents and then to the
present rate. The company claimed
that neither the 6 nor the 7-cent fare
would pay operating expenses. Accord-
ing to officials of the company the pres-
ent fare is barely paying these ex-
penses, and the company has no capital
for extensions or improvements of the
system. An official of the company says
that the suit filed by the city against
the company has so greatly impaired
the credit of the company that it is im-
possible to borrow money for extension
or any other purpose.
Real estate men and others who have
property to develop in various pai'ts of
the city are interested in the extension
of street car lines to this property.
Owing to these facts these citizens have
taken the matter up with the City Com-
missioners with a view to a settlement
of the pending suit against the com-
pany. Various meetings and confer-
ences have accomplished nothing, and
the case still remains on the docket of
the United States Court, to be set for
a hearing at some future date. With
this suit off the court dockets the com-
pany claims its credit would be restored
and it would be enabled to borrow suffi-
cient money for a number of necessary
extensions.
Another matter which has entered
into these discussions is that of the
jitney. Recently a large number of
streets, over which lines of the Birming-
ham Railway, Light & Power Company
are operated, have been paved. The
company has been taxed several thou-
sands of dollars by the city for the
paving work between its tracks. The
company says if it has this paving
done, and by so doing places the streets
in condition for automobile traffic, it
will be creating an opposition to its
business by aiding in the establishment
of additional jitney lines. This, offi-
cials of the company say, should be
remedied in some way. This matter
has been taken before the City Com-
missioners, but ^no action has been
taken one way or the other.
Real estate men and other citizens
who have discussed the situation with
members of the City Council are not
entering into a discussion of fares
charged. What they want is an ami-
cable adjustment of the pending suit,
filed by the city against the company,
in order that the railway's credit may
be restored to enable the company to
secure sufficient funds for the many
needed extensions of its lines at this
time.
Commission Proposals Receive
Cold Reception
Mayor Hylan and the Board of Esti-
mate of New York indicated on Nov. 9
that they would act to forestall any
measures or projects set forth by the
Transit Commission until after the new
Legislature convenes and the Demo-
cratic Governor takes office in January.
Plans calling for the expenditure of
$119,000,000 in the Transit Commis-
sion's program were virtually rejected
on Nov. 9 by the Estimate Board upon
the Mayor's recommendation.
The commission's routes for Manhat-
tan and its tunnel route to Staten
Island, costing $30,000,000, and $25,-
000,000 respectively, were sent back to
the commission for alteration. Its
Queens-Brooklyn, Jackson Avenue,
Roebling Street, Bedford Avenue cross-
town subway route, estimated at $64,-
000,000, also received a cold reception.
The $600,000,000 transit scheme con-
cocted by the Mayor was favored over
the plans of the Transit Commission.
Mayor Hylan declared that he had in-
vestigated the commission's Queens-
Brooklyn crosstown project apd found
it inadequate. Action would have been
taken on Nov. 9 to reject the plan had
not William G. Fullen, counsel for the
commission, appealed for an opportun-
ity for the Transit Commissioners to be
heard before final action was taken.
Extension Granted for Report
More Time Granted in Which to Effect
Financial Changes in the Cin-
cinnati Street Railway
Committees of the Cincinnati (Ohio)
Traction Company and the Cincinnati
Street Railway have been given until
Dec. 1 to announce a plan for meeting
the financial situation that confronts
the Cincinnati Traction Company, the
operating company, that is satisfactory
to Mayor George P. Carrel's traction
committee.
The extension of time was granted
the committees on Nov. 10, after Walter
Draper, vice-president of the traction
company, and Attorney Robert Taft,
representing the railway, reported to
the city's traction committee that com-
mittees of the two railway companies
are making progress as to a reorganiza-
tion, but that they would like more
time to report. Delay, they said, was
occasioned by the illness of W. Kesley
Schoepf, president of the traction com-
pany, and Judge Rufus B. Smith of the
street railway company.
The Mayor's committee several
months ago urged representatives of the
Cincinnati Street Railway and the
operating company to work out a solu-
tion of the difficulties that beset them.
At a recent meeting of the Mayor's
committee the announcement was made
that several conferences had been held
by the representatives of the two com-
panies and it was likely that a report
would be submitted on Nov. 10.
An executive session was held by the
Mayor's committee on Nov. 10, after
Messrs. Draper and Taft appeared be-
fore the committee and asked for an
extension of time. At the conclusion of
the meeting the following letter, which
purports to be the action of the com-
mittee, was sent to the Cincinnati Trac-
tion Company and the Cincinnati Street
Railway over the signature of Mayor
George P. Carrel:
In reply to your request for additional
time to formulate a plan to solve the trac-
tion situation in Cincinnati, I hereby beg
to acknowledge same by reporting to you
the resolution passed by the committee
unanimously as follows:
Be it resolved, That it is the sense of
tliis committee that the request of your-
two companies, to wit, until Dec. 1 is
granted witli tlie understanding that if no
positive announcement of your plans, ac-
ceptable to this committee is made by that
time, this committee will act as it sees fit.
That the two committees should not
be permitted to delay their report too
long again was urged by Froome
Morris, vice-mayor. It was pointed out
that the question of again deferring
collection of the franchise tax from the
traction company must come up Jan. 1.
Collection of the tax must be deferred
if fares are to remain at 7i cents. The
franchise tax amounts to the sum of
$3.50,000 a year.
828
Electeic Railway Journal
Vol. 60, No. 21
Ordinance Defeated — Traction
Tie-Up No Nearer
Settlement
Voters of East Liverpool, Ohio, at an
election on Nov. 7 defeated by a big
majority the initiated railway ordinance.
Principals in the traction tie-up inti-
mate that there are no further moves
towards resumption of service in East
Liverpool and Columbiana County
which has been at a standstill since
May 1 when carmen employed by the
Steubenville, East Liverpool & Beaver
Valley Traction Company walked out
following a lockout. The ordinance
voted on was proposed by the railway
as a step toward solving the con-
troversy. It provided for an increase
in fares and would place the East Liver-
pool situation in the hands of the State
Public Utilities Commission. Liverpool
turned out strong against the passage
of the ordinance.
Future Action Depends on
Court Ruling
A mandamus action has been insti-
tuted in Columbiana County court to
compel the railway to operate under
the award of the arbitration board and
no further steps will be taken until the
court rules on the action. A decision
is expected in the near future.
The Trades and Labor Council of
Wellsville recently held an open meet-
ing, with the railway situation the
topic of discussion. Opinions were ex-
pressed but a solution of the problem
seemed remote. It was stressed at the
meeting, as contended by the men since
the inception of the tie-up, that the em-
ployees are not on strike, but that they
refuse to operate cars because of a
lockout.
Very little has been accomplished in
numerous endeavors to bring about a
settlement of the controversy which has
caused Columbiana County to be with-
out railway service for a period of six
months. The East Liverpool and Wells-
ville City Councils have held sessions
frequently for the purpose of discussing
a probable solution, but practically
nothing has been accomplished. It was
hoped by the company that the passage
of the ordinance would be a step toward
some solution, but its defeat practically
brings the situation back to the status
of affairs at the inception of the tie-up,
while the citizens of Columbiana County
await the court decision on the man-
damus action which may or may not be
a step toward ending the tie-up.
The strike on these lines has been
referred to in previous issues.
Resumption Promised Soon
Announcement was made on Nov. 14
from an official source that the cars of
the Steubenville, East Liverpool &
Beaver Valley Traction Company
would begin operation within three or
four days between the Pittsburgh &
Lake Erie station, Beaver, and the Ohio
State line.
Definite notice will be given the men
employed on the lines prior to sus-
pension last May that they will be re-
engaged if they will apply to the com-
pany, C. A. Smith, general manager, is
reported to have said, but that the places
will be given to workers from outside
if the members of Division 52 do not
accept within the time limit.
General Manager Smith expressed the
opinion that the 25-cent fare provided
for the 11-mile stretch in Pennsylvania,
which is the same distance to East
Liverpool and Wellsville on which the
company was allowed to charge 5 cents,
will be sufficient to pay operating ex-
penses with the proper allowance for
maintenance, repair and return on in-
vestment.
General Manager Boyce, of the
Beaver Valley Traction Company, stated
that such arrangements had been made
to operate cars in connection with the
Beaver Valley lines through Beaver.
Ohio Railway Men Discuss
the Bus
The bus transportation situation in
Ohio was discussed at a meeting of the
executive committee of the Ohio Elec-
tric Railway Association, held in the
office of President F. W. Coen in the
Williamson Building, Cleveland, re-
cently. The meeting was called pri-
marily to ascertain from the committee
members what effect the bus was hav-
ing on electric transportation in their
respective communities. The question
of traction companies operating bus
lines in connection with their business
also was discussed. It was the sense of
the meeting that something should be
done in a legislative way to compel
buses to be operated under conditions
similar to those which govern the oper-
ation of electric cars. Another meeting
to discuss this subject will be held in
President Coen's office on Nov. 20.
Representatives of electric railways in
adjoining states will be present to give
their views on the bus transportation
problem.
Governor Smith Refuses
to Comment
Abolition of the Transit Commission
and its replacement by a new city de-
partment to be known as the Depart-
ment of Transportation, headed by a
commissioner appointed by the Mayor,
was forecast as one of the first acts of
the new Legislature by Comptroller
Charles L. Craig in an address on
Nov. 13 before the West End Associa-
tion at the Hotel Ansonia. Mr. Craig
reviewed the transit situation in the
city at length, explaining that the
Board of Estimate had rejected all the
plans of the Transit Commission for
new lines because they connected with
the lines of the present operating
companies.
The following day Alfred E Smith,
Governor-elect, declined to state
whether or not Charles L. Craig, comp-
troller,, had represented correctly his
views on the city transit situation. Mr.
Smith in fact is reported to have de-
clined to comment in any way on the
comptroller's remarks and said that he
was very busy with the consideration
of other matters.
Commission Orders Viaduct
to Be BuUt
The Public Service Commission of
Louisiana, through Huey I. Long, chair-
man, and Francis Williams, commis-
sioner, on Nov. 11 issued an order com-
manding the Southern Pacific Railroad
to build the viaduct over its tracks,
shop and switching yards, at Newton
Street, in Algiers, opposite New
Orleans. The railroad is given thirty
days within which to file plans with the
commission for approval and ninety
days for completion of the work. This
is the controversy in which the South
New Orleans Light & Traction Com-
pany has been involved, work upon
which the traction company pleaded its
inability to undertake, on account of
lack of funds, when the viaduct was
ordered closed by City Engineer
Klorer.
Counsel for the railroad signified its
intention of resisting the efforts of the
state to place the expense upon the
company and it is likely that the case
will now go to the courts. This strug-
gle has been referred to previously in
the Electric Raihvay Journal.
Buffalo Still Shows Signs
of Strike
Intimidation tactics are being used
from time to time by striking platform
employees of the International Rail-
way, Buffalo, N. Y., and their sympa-
thizers, but car riding continues almost
normal with more than 450 cars in
operation on the local lines of the com-
pany during peak hours. Another in-
terurban car on the old Buffalo-Niagara
Falls line was wrecked several days ago
by the placing of a heavy granite
gravestone on the track. The speeding
car was derailed and several passengers
seriously injured. Local cars of the
company are stoned from time to time
and several arrests of strikers have
been made.
The results of the November election
in Buffalo show the influence of the
strike on the masses which make up the
majority of the electorate of the city.
Robert C. Lacey, former president of
the Central Labor Council and chair-
man of the arbitration committee of the
council, who is under arrest in connec-
tion with the finding of dynamite after
the wrecking of the high-speed line car
on the Buffalo-Niagara Falls interur-
ban division, was elected a member of
the State Senate by a large majority.
The referendum on municipal bus lines
advocated by Mayor Frank X. Schwab,
v;ho has been fighting the railway com-
pany since the outset of the strike July
1, was carried by an overwhelming
majority.
Striking employees of the Interna-
tional re-elected their officers a month
in advance of the regular election date.
A meeting had been called to discuss
relief funds when it was suggested that
the present officers remain for another
year. Such a motion was carried de-
spite the by-laws of the organization
that the election shall be held by secret
ballot.
November 18, 1922
Electric Railway Journal
829
Detroit Vote Changes Municipal
Railway Plans
Three propositions sponsored by the
Mayor and the Department of Street
Railways were defeated at the Nov.
7 election in Detroit. The proposal for
termination of the permit to the Detroit
United Railway to operate interurban
service within the Detroit city limits
was defeated by a large majority vote.
The charter amendment proposed for
removing from the street railway sys-
tem, the cost of paving, repairing and
watering between car tracks was re-
jected and the proposed $5,000,000
issue of public utility bonds for exten-
sions, additions and betterments of the
Municipal Street Railway system failed
to receive the necessary 60 per cent
of the votes cast. Brief mention of all
this has been made before in the Elec-
tric Railway Journal, but not in its
local aspects.
Relative to the failure of the bond
issue to carry the Mayor stated that
he believed that the voters were not
thoroughly familiar with the proposi-
tion and that as a result of the vote,
the public must wait for several much
needed extensions.
No announcement has been made as
to what steps will be taken in the case
of the Detroit United's interurbans.
The proposition backed by Mayor
Couzens would have barred the inter-
urbans from Detroit city tracks after
Dec. 31, 1924. The possibility of ac-
tion by the city to obtain a new track
rental agreement with the Detroit
United Railway has been suggested.
The present purchase agreement under
which the city took over the Detroit
United Lines provides for arbitration
of the interurban question. The Mayor
believes that the city is not being paid
sufficient money by the Detroit United
Railway for use of the city tracks, the
present sum amounting to approxi-
mately $80,000 a month.
Plans for extensions to the muni-
cipal railway to be carried out next
spring had been formulated, but they
will have to be considerably changed
as a result of the outcome of the
popular vote on the bond issue.
way of the Northern Pacific, making
the lease privileges on the land of rail-
roads as well as others valuable.
I. C. C. Rules on Leased Lands
Railroads which lease lands along
their right-of-way to private users
must charge rentals equal to the sums
which private owners would charge for
similar property, or the transaction
thereafter wall be considered by the
Interstate Commerce Commission as a
form of rebating in violation of law.
The commission on Nov. 6 held that
in some cases the fixing of a low rental
charge in leases of lands to large ship-
pers had been "in practical effect" a
reduction of transportation charges
amounting to a refund.
The commission based its conclusions
chiefly upon facts brought at Spokane,
Wash., and at Fresno, Calif. At Spo-
kane it was found that a city had prac-
tically grown up around the right-of-
Trackless Trolley Application
Before Rochester Council
Since mid-summer the possible use
of the trackless trolley in Rochester,
N. Y., has been under consideration. If
Charles R. Barnes, local railway com-
missioner there, was not the originator
of the idea, then he certainly was one
of its first advocates. Along with
James F. Hamilton, president of the
.\venue from North* Street to Portland
Avenue.
Pursuant to authority contained in Para-
graph 16 of the service-at-cost contract,
between the city of Rochester and this com-
pany, dated Aug. 1, 1920, the commissioner
of railways and this company have deter-
mined that the interests of good service
make It proper and necessary to install the
trackless trolley method of transportation
on said streets to supplement surface rail-
road car operation. This method of trans-
portation can be installed in a short time
and is a feasible and proper method of
transportation over and across Driving Park
Avenue Bridge and will be of great con-
venience to many citizens of Rochester who
are now compelled to walk or take a cir-
cuitous route of surface railroad cars.
It is understood that the company's
plans for installing the new lines are
well along in their development, but
nothing further about them will prob-
ably be done until after the Council has
acted on the application.
Dash I>ines Show Routes of Proposed
Trolley Buses
company, he was reported months ago
as looking into the matter. Three lines
were then reported to be in prospect.
Gradually the plan unfolded itself until
late in September, in fact on Sept. 25,
the railway applied to the Council for
permits. The outstanding feature of
the cross-tovm line is that it cross con-
nects seven north and south railway
lines. The company's application said:
New York State Railways respectfully
petitions your honorable body to grant to
it consent and permission to construct and
maintain necessary poles, overhead trolley
wires, guy wires, feeders and appurtenances
in the streets hereinafter named, for the
transmission of electric current for power
and to operate in said streets by means of
said electric power a system of trackless
trolleys or trolley buses for the conveyance
of passengers. The streets and avenues on
which said permit Is requested are Dewey
Avenue, from the end of your petitioner's
existing electric railway line to the north
city line ; also, on Dewey Avenue, between
Driving Park Avenue and Selye Terrace ;
on Selye Terrace, between Dewey Avenue
and Pierpont Street ; on Pierpont Street,
between Selye Terrace and Driving Park
Avenue ; on Driving Park Avenue, between
Dewey Avenue and St. Paul Street ; across
St. Paul Street to Avenue E ; on Avenue E
from St. Paul Street to Conkey Avenue ;
on Conkey Avenue from Avenue E to Ave-
nue D ; on Avenue D from Conkey Avenue
to North Street ; and on North Street from
Avenue D to Clifford Avenue ; on Clifford
San Francisco Charter Amended
to Permit Purchase of San
Mateo Railway Line
At the general election on Nov. 7,
San Francisco voters approved by a
vote of almost two to one, an amend-
ment to the city charter authorizing
the purchase by the city, under certain
conditions, of the line of the Market
Street Railway which extends into San
Mateo County as far as the city of
San Mateo.
Authority was given in an amend-
ment passed on Nov. 2, 1920, for the
city to arrange the purchase of the
private company's property within the
city; the new amendment extends this
authority to include the San Mateo line,
which is the only part of those prop-
erties outside the city limits.
The new amendment, which merely
adds two paragraphs to article 12 of
the city charter, is as follows:
The City and County of San Francisco
shall have power to purchase the whole or
any part of the street railways, street rail-
way system, street railway properties,
equipment, franchises or other property
operated, owned or controlled by the Market
Street Railway Company and situated
within the city and county of San Francisco
and the county of San Mateo, and to own.
operate, improve or extend the same, and
any indebtedness incurred for such pur-
chase shall not be subject to the limita-
tion of Section 9 of Article XII of the
Charter.
Proceedings for such purchase may be
taken pursuant to the provisions of this
Article XII of the Charter, or by Initiative
of the registered voters as provided in
Chapter III of Article XI of this Charter,
which is hereby declared to be applicable
in the matter of the purchase provided tor
in this section. Such purchase or acquisi-
tion shall not, however, be consummated
or become effective in the event such pur-
chase shall involve the incurring of indebt-
edness or liability exceeding in any year
the Income or revenue provided for such
year, unless the same shall be approved by
two-thirds of the qualified electors voting
thereon, as specified in Section 18 of Arti-
cle XI of the Constitution of the State of
California.
Seeks Franchise Extension
The Niagara, St. Catherines & To-
ronto Railway, St. Catherines, Ont.,
wants an extension of its franchise in
return for extensions and improvements
in service. About three years ago, de-
spite promises from the company, the
St. Catherines City Council turned
the proposition down because Sir
Adam Beck assured the aldermen the
hydro-radials were coming and the rail-
way would be made a part of them.
830
Electric Railway Journal
Vol. 60, So. 21
Five Dollars a Day
Detroit Experiments With Flat Rate
for Eiglit-Hour Day on Its Munic-
ipal Railroad
A new pay plan has been put in
effect on the Trumbull line by the De-
partment of Street Railways in Detroit
for a month's trial. The proposed
scheme puts the men on a daily instead
of an hourly basis and provides for a
basic rate of $5 for eight hours work.
If the schedule being tried out on the
Trumbull line proves satisfactory, it
will be extended to include car oper-
ators on all other municipal railway
lines in the city.
Five Cents Additional for One-Man
Car Operators
Platform men other than operators
of the one-man safety cars will be put
on an eight-hour day at the present
rate. Operators of one-man cars will
receive an increase of 5 cents an hour.
The minimum monthly wage rate for
all platform employees for the first
six months will be $80. After six
months' service employees will be en-
titled to seven days vacation annually
with full pay.
After one year the wage rate will be
15.40 for eight hours for operators of
one-man cars, and $5 for eight hours
for other platform men. For time in
excess of eight hours, the man will be
paid time and one quarter and no pro-
vision is made for free transportation
of men while not in uniform. Motormen
and conductors will receive 50 cents a
day in addition to their regular wage
scale while instructing students.
Officials of the railway men's union
at first voiced objections to some of the
provisions and wage scales announced
by the city department. The main
objections were made on the grounds
that the new proposition would virtually
amount to a reduction of wages for the
majority of the men. One point men-
tioned in particular was the proposal
to reduce the rate for overtime from
time and one half to time and one
quarter. While the men's counter plan
did not differ materially from that
proposed by the city, the men were
asked to make such revisions as they
desired and return with them to a later
conference. The main points of differ-
ence between the city and the men were
in regard to the recognition of the
union through the signing of an agree-
ment along the line of the one which
the men formerly had with the Detroit
United Railway, and the question as
to free transportation for men not in
uniform.
No Friction Noted
According to a statement made by
Garrett Burns, business agent for the
men, the men were satisfied with the
recording of an understanding as to
wages and working conditions in the
form of incorporation in the minutes
of the Street Railway Commission, the
courtesy of thirty days' notice before
changes could be made, and the under-
standing that in negotiations with the
men on working conditions, the city
would deal with the representatives of
the employees in their associated char-
acter. He further stated that the men
would rather deal with the Mayor and
members of the Street Railway Com-
mission than any other men in Detroit,
the little differences that originally
arose having been adjusted. At no
time was any friction between the men
and the city noted and at no time did
the Mayor and other city officials evi-
dence that they had any purpose of
destroying the associated character of
the employees, they having no purpose
of denying the employees the right to
function as an associated body of em-
ployees in dealing with the manage-
ment in effecting and maintaining
mutual and collective arrangement of
wages and working conditions and ad-
justments of other matters which may
arise.
In a signed statement given to the
press the Mayor stated that the city
had had no dealings with Division No.
26 of the Amalgamated Association of
Street & Electric Railway Employees.
Some of the men discussed working
conditions just as any committee of
employees would do, or the same as
any lawyer or other representative of
a corporation would do. The Mayor
denied the intimation that the city
officials had backed down from their
stand on recogrnition of the union, and
on monthly contract as to wages and
conditions.
Minnesota Road Being Extended
Extension of the Electric Short Line,
operating from Minneapolis to Hutchin-
son, Minn., 44 miles westward to Clara
City, Minn., is promised in an applica-
tion of the company to the Interstate
Commerce Commission for authority to
issue $660,000 of fifteen-year 5 per cent
bonds. Officers of the company expect
approval and they say disposal of the
bonds will finance the work, which
should be completed in 1923. Of this
distance 15 miles have been railed and
27 miles graded. The new territory has
lacked rail access to the Twin Cities
and it is rich in possibilities for dairy
extension and sugar beet raising. The
cars are operated by gas-electric en-
gines.
Work on the extension was begun
in 1916, but was halted by the war,
and it was not resumed until April 21,
1922. Towns already are springing up
along the line in expectation of rail
service after forty years wait. The
first is Cedar Mills, 11 miles west of
Hutchinson; Marsh, Cosmos, Thompson,
Lake Thorpe, Lake Lillian, Roseland,
Prinsburgh and Clara City. The next
extension will be to Montevideo, a divi-
sion point on the Milwaukee road coast
line from Minneapolis to the Pacific. At
present 60,000 cu.yd. of earth is being
moved a month and half a mile of steel
is being laid a day. The steel being
laid is 72 lb., with 18 in. of gravel bal-
last. The maximum grade is one-half
of 1 per cent.
$12,000,000 to Be Spent
on New Project
A new railroad, to be known as the
Missouri Hydro - Electric Interurban
Railroad, is being formed by the M. G.
Shaner Company, Sand Springs, Okla.
The company expects to begin construc-
tion work soon and has announced that
it will spend $12,000,000 on the project.
The road will traverse the counties of
Texas, Dent, Shannon, Reynolds, Iron,
Washington and St. Francois. The
new railroad, the promoters assert, will
make connections with eleven other
standard gage railroads.
The proposed railroad will be ap-
proximately 300 miles long and the elec-
tric power to run it will be supplied by
a dam and power plant which it is pro-
posed to build on Current River near
Round Springs. The company will be
chartered for fifty years and will
do a general freight, passenger, mail
and express business. The territory to
be served is rich with ore and minerals
and is without railroad facilities of any
kind.
May Abolish Terminal Point. — The
North Adams, Mass., City Council will
appoint a committee to investigate the
feasibility of abolishing the use of Main
Street as a terminal point for trolley
lines running into the city.
Scale in Force for Another Six
Months. — An announcement has been
made by A. E. Reynolds, general man-
ager of the United Traction Company,
Albany, N. Y., of a continuation of the
pay scale which terminated on Nov. 1.
The scale guaranteed until May 1 is 45
cents an hour for operators of two-men
cars and 50 cents an hour for one-man
car operators.
Applies for Charter. — The Arkansas
City, Winfield & Northern Interurban
Railroad has applied to the Kansas
Court of Industrial Relations at Topeka,
for a certificate of authority to do busi-
ness as a public utility and to issue
$100,000 in bonds. This company owns
the interurban line between Winfield
and Arkansas City. It recently was
taken over by the Arkansas Valley
Interurban and is to be entirely rebuilt.
Camden Employees Meet. — A general
meeting of employees of the Camden,
N. J., division of the Public Service
Railway was held recently at the New-
ton Avenue carhouse in the interest of
the safety first work. The Mayor of
Camden and the public service director
of safety education were the principal
speakers. The Mayor said he was in
full accord with the company's efforts
in behalf of safe travel in the city of
Camden. Director Van Brunt ex-
plained to the men the new Schaefer
system of resuscitation. The meeting
was pronounced a real success.
November 18, 1922
Electric Railway Journal
831
;.iniiiniiiin]iTiimiiiiu]i][nniinnn:
IJimUillllJJUtimTrFiriiTiiiiiiiTTiimiTTTTTTn
Opportunities in Traction
Bonds
Philadelphia Expert Calls Attention
to Well Secured Issues Quoted
at Discount
Attention was called by "The Bond
Man," writing in the Philadelphia
Public Ledger of Nov. 13, to the "Avail-
ability to Investors of Certain Traction
Bonds." That was the caption. Of
such .securities the writer stressed par-
ticularly secured underlying issues of
railway companies affiliated with strong
light and power companies. To utility
men the facts used by "The Bond Man"
to get his message across are not new,
but the method of their use was. The
writer said :
Mention has been made in tliis column
en more than one occasion that tlie time
probably has arrived for those investors
who choose to buy good securities at low
price.* to give some consideration to certain
of the traction issues and particularly to
the secured, underlying bonds of railway
companies that are affiliated with strong
electric light and power corporations, and
in some instances also the bonds of inter-
urban lines.
Electric railways have been and prob-
ably will continue to be the chief means
of local transportation, and in this connec-
tion there are fundamentals whose influence,
while occasionally interfered with, is sure
to have constructive effect in time. The
only way in which people can be effectively
transported, in modern, clean cars, at rea-
sonable speed and at low cost, is by moving
as large a number as possible in one opera-
tion. This is the real answer to the Jitney
and the omnibus, and it Is the reason why
travellers return to the trolley after having
experimented with these and other more
costly methods of movement.
In addition, people have become recon-
ciled to increased fares, there is not so
much political aggression as formerly and
the movement of population from city cen-
ters to the suburbs constantly increases.
Mention is next made to the increas-
ing adoption and use of the weekly pass
and to the improved condition of the
industry generally, Mr. Todd's figures
as given at Chicago being quoted.
As if that were not enough "The
Bond Man" went right ahead and as-
sumed the responsibility for making
specific investment suggestions. Among
the issues which he cited as worth con-
sidering at present prices were the fol-
lowing:
Birmingham Railway, Light & Power
general 4 is, due 1954, at about 78.
Detroit & Port Huron Shore Line
first .5s, due 1950, at about 85, and De-
troit, Monroe & Toledo Short Line first
5s, due 19.3.3, at about 90.
Easton Con.solidated Electric Com-
pany OS, due 1949, at about 78.
Lackawanna & Wyoming Valley
Rapid Transit Company collateral trust
5s, due 1951, around 89.
West Penn Traction Company 5s, due
1960, at about 85.
The Public Service Railway, the
transportation department of the Pub-
lic Service Corporation of New Jersey,
has underlying bonds outstanding that
are quoted very low. Jersey City, Ho-
boken and Paterson first 4s, due 1949,
are selling at about 60. They have been
in the market as a promptly paying
interest-bearing obligation since 1889.
North Jersey Street Railway first 4s,
due 1948, sell at about 66. These have
been outstanding since 1888.
In each instance "The Bond Man"
cited how the issue was secured by
property, collateral or direct guarantee.
Will Apply for Bond Issuance
to Finance Improvements
The Indiana Service Corporation
Fort Wayne, Ind., is making applica-
tion for the issuance of $750,000 of
first mortgage bonds to cover the cost
of additions to property of the corpora-
tion made during the last three years.
Due to the fact that the company has
only been paying to its security holders
3 per cent on the money in the property
it has been able to invest from earnings
the sum of $900,000 in improvements to
property. This is the money which has
gone into the building of new lines, pur-
chase of cars and building of sub-sta-
tions to improve the service.
These bonds, when authorized by the
commission, will be put into the treas-
ury of the company to be held until ad-
ditional new construction work is re-
quired. At that time the bonds will be
sold to the public and the cash thus
obtained used to make additions and
improvements. A detailed list of the
construction work done and its cost has
been furnished the commission which
will make an investigation to determine
how the money was spent before
authorizing the bond issue.
Kokomo Property Included
in Consolidation
Announcement has been made that
the properties of the Indiana Railway
& Light Company, Kokomo, the Wa-
bash Water & Light Company, the
Public Service Company, Rochester, the
Noblesville Heat, Light & Power
Company, the Sheridan Water, Light &
Heat Company, the Logansport Utility
Company and the Roann Light & Power
Company, all located in north central
Indiana cities, have been purchased by
the Northern Indiana Power Company.
These properties all have been con-
nected by transmission lines and the
actual consolidation of the companies
will be completed in a short time.
The value of the properties which
have been purchased is approximately
$8,000,000 and the total of stocks and
bonds to be issued by the new company
is approximately the total of the pres-
ent outstanding stocks and bonds of
all the companies. The purchase of the
properties has been completely financed.
It is the intention of the new owners to
connect the plants as soon as possible
with the super-power plant for which
preparations are being made in the coal
fields of the Wabash River.
The Northern Indiana Power Com-
pany is owned by the Brewer interests.
One Man-Car Operation
Decreases Cost
According to figures compiled by
general Superintendent D. W. Hen-
derson, the Seattle (Wash.) Municipal
Railway cleared $22,087 above all
actual expenses of operation and main-
tenance and payment of interest and
principal during the month of Septem-
ber. This takes into consideration $20,-
000 actually set aside during the month
for depreciation charge, instead of
$57,093 marked off on the books for
this item, but not actually accumu-
lated. The gross revenues for the
month were $508,303, and the total ex-
penses, including $70,250, the monthly
apportionment on the annual payment
of principal, were $486,216. If the full
$57,093 depreciation is counted, the
railway failed by $15,005 to clear a suf-
ficient amount to meet the month's ap-
portionment of the annual installment
on principal. The operating expense,
$384,582 for September was $33,889
less than for the same month in 1921.
The decrease in cost, according to Su-
perintendent Henderson, has resulted
largely from increased operation of
one-man cars.
President Explains Need
for Surplus
Harry Bronner was elected a director
of the Third Avenue Railway, New
York, at the annual meeting of the stock-
holders, succeeding the late E. M. Burg-
hard. In commenting on the operations
of the company. President Huff indi-
cated that there would be a continuance
of the present policy in maintaining a
substantial safety fund. The com-
pany's present surplus of approximately
$3,000,000 in cash. Liberty bonds and
Treasury notes was not excessive, said
Mr. Huff. His statement was brought
out when a question was raised as
to the right of the board to withhold
four years' interest payment on the 5
per cent adjustment bonds, when the
books show quick assets, exclusive of
materials and supplies, amounting to
$4,795,933. There is still 20 per cent
unpaid interest on these bonds.
Railways Organize to Effect Re-
sumption of International
Trade and Traffic
As a result of a recent conference in
Paris of the International Railways, a
permanent organization has been
created for the study and resumption
of international trade and traffic. The
delegations were not confined to Europe,
but included Japan and China as well.
The headquarters of the International
Railways will be in Paris and its offi-
cial language will be French. A French-
man, M. Mange, was elected president
of the managing committee and this
fact coupled with the designation of
Paris as the seat of the Union, has
made the French capital the headquar-
ters of the railways from the Atlantic
to the Pacific. The general assembly
of the Union will meet in ordinary ses-
sion every five years.
832
Electric Railway Journal
Vol 60, No. 21
Financial
News Notes
Co-Receiver Appointed. — J. S. Pevear
has been appointed co-receiver of the
Birmingham Railway, Light & Power
Company, Birmingham, Ala., with Lee
C. Bradley. Mr. Pevear is manager of
the company.
Dividend Declared. — The Middle West
Utilities Company, Chicago, 111., has
declared a dividend of $1.25 on the pre-
ferred stock, payable on Dec. 15, to
stockholders of record Nov. 30. This
is the first dividend at the rate of $5.
Approve Bond Issue. — Ashtabula,
Ohio, voters, on election day, Nov. 7,
approved a bond issue for $60,000 to be
used in the purchase of new street cars
and improvements to the municipally
owned traction system. The vote was
2,618 in favor of the bonds and 1,129
against.
Common Stock for Sale. — A block of
comimon stock of the Newport News
& Hampton Railway, Gas & Electric
Company, Hampton, Va., is being
offered by John Nickerson, Jr. The
stock, on a 5 per cent dividend basis,
is offered at $59 a share to yield 8.47
per cent.
Director Named. — By unanimous vote
of the city sinking fund trustees S. 0.
Richardson was named the new mem-
ber of the board of directors of the
Community Traction Company, Toledo,
Ohio. He fills the place of W. L. Milner,
who represented the city's stock and
bond interest in the company.
Line Bought. — At a special master's
sale at Phillipsburg, N. J., on Nov. 3,
the property of the Northampton,
Easton & Washington Traction Com-
pany operating between Phillipsburg
and Washington, N. J., and which has
been in the hands of a receiver, was
purchased by an attorney for the bond-
holders for $25,000.
Sale of Carhouse Postponed. — The
sale of the carhouse owned by the
New York Railways located between
Thirty-second and Thirty-third Streets
and Fourth and Lexington Avenues,
New York, N. Y., which was to have
been auctioned off at the County Court
House a few days ago by Joseph P.
Day, has been postponed until Nov. 20.
Property Reorganized. — It is an-
nounced that the Pottstown & Phoenix-
ville Street Railway Company, Potts-
town, Pa., has been reorganized, with
John J. Tyler, president; C. Taylor
Leland, secretary and general manager;
Charles W. Rambo, treasurer, and
Harry Swinehart, superintendent. Sev-
eral improvements to the property are
contemplated at once.
Hearing Held on Discontinuance.
On petition of the receiver for the
Northern Massachusetts Street Railway,
Athol, Mass., the State Public Utilities
Commission gave a hearing on Nov. 10
on the proposed discontinuance of the
Athol and Orange track in West Main
Street, Orange. Suspension is sought
owing to the small amount of traffii
at that end of the line.
Additional Bonds Authorized. — The
Public Service Commission has author-
ized the Southern New York Power &
Railway Corporation to issue $300,000
additional first 6s, due April 1, 1928, to
be sold at not less than 85 and interest.
The Associated Gas & Electric Com-
pany has underwritten the issue and
agreed to take an additional $200,000
when the approval of the commission is
obtained.
Property Sold. — The Asheville &
East Tennessee Railroad, which oper-
ates between Asheville, N. C, and
Weaverville, Tenn., was sold on Oct.
23 by an order of the Superior Court
to Morrison & Risman Company of
Buffalo, N. Y. The price was $15,500.
It is said that the new owners intend
to dismantle the railway and sell the
property piecemeal, if the sale is con-
firmed by the court.
Dismantling Road. — Workmen are
engaged in tearing up the rails of the
interurban branch of the Cleveland
& Erie Railway which operated be-
tween Erie, Pa., and Conneaut, Ohio.
The work of dismantling has been
under way for several days, and while
it is in progress a number of bus line
operators have made application for a
franchise to operate between the two
cities. The line had been operating
twenty years.
Seeks to Abandon Line. — The Boise
Valley Traction Company Boise, Idaho,
recently applied to the Public Utilities
Commission for permission to abandon
permanently its Tenth Street line, to
build two blocks of new track and to
acquire the Eighth Street line from the
Boise Street Car Company. The com-
mission authorized temporary abandon-
ment of the Tenth Street line last June.
The city has given its approval for the
building of the new line.
Sale Approved. — Sales of the prop-
erty of the Springfield Terminal &
Power Company, Springfield, Ohio, for
$87,000 has been approved by Judge
John Weld Peck of the United States
District Court at Cincinnati. The prop-
erty was bid in by Joseph Schoenthal,
representing the Central Trust Com-
pany, Chicago, 111., acting as trustee
for the security holders. The sale fol-
lowed the recent bankruptcy action
brought against the company by its
creditors.
Gold Bond Offering Announced. —
Beverly Bogart & Company are offer-
ing $4,000,000 first refunding mortgage
6 per cent gold bonds series A of the
Cincinnati, Newport & Covington Rail-
way, Covington, Ky., a subsidiary of
the Columbia Gas & Electric Company.
The bonds, dated July 1, 1922, and
due July 1, 1947, are offered at par and
interest. They are callable during the
first five years at 107i. A majority of
the corporation's $3,709,000 bonds
which matured on July 1 have been ex-
changed for this new issue.
Agreement Has Commission's Ap-
proval.— The Chicago, Aurora & Elgin
Railroad, Chicago, 111., will lease twenty
passenger cars and one electric locomo-
tive to Alfred E. Pfahler. An agree-
ment to this effect was recently ap-
proved by the Illinois Commerce Com-
mission. The railroad has been au-
thorized to issue and deliver to Mr.
Pfahler $470,000 equipment trust cer-
tificates as consideration. The details
of the reorganization of the Chicago,
Aurora & Elgin property and the plans
under which this rolling stock has al-
ready been secured have been given
previously in this paper.
Preferred Stock Offered.— J. G. White
Company, Inc., Spencer Trask & Com-
pany and Marshall Field, Glore, Ward
& Company are offering 12,000 shares
of 7 per cent preferred stock of the
East Penn Electric Company. The price
is $92.50 per share and accrued divi-
dends. This stock has no par value
and is redeemable in whole or in part
on any dividend date at $115 per share
and accrued dividends. The proceeds
will be used for plant extensions. The
East Penn Electric owns or controls
some public utility properties supplying
most of Schuylkill County, Pa., vrith
electric light, power and railway service.
Holders of Crosstown Bonds Or-
ganize.— A committee consisting of
Henry W. George, treasurer of the
Metropolitan Life Insurance Company,
as chairman, John W. Flatten and Wil-
liam Carnegie Ewen has been formed
in the interests of the holders of the
first mortgage 6 per cent forty-year
bonds of the Central Crosstown Rail-
road, New York, N. Y. The committee
made this statement: "The properties
of the New York Railways, lessee of
the properties of the Central Cross-
tcwn Railroad, having been placed in
the hands of a receiver and the receiver
having been ordered by the court ap-
pointing him not to pay the principal
and interest on said bonds, due Nov. 1,
1922, and the trustee under the mort-
gage securing the bonds having gone
out of existence, the committee has
agreed to represent and protect the in-
terests of the holders of the bonds."
Prepared to Absorb Subsidiaries.—
Preparations are under way for the
absorption by the Interstate Public
Service Company, Indianapolis, Ind., of
its seven subsidiary corporations said to
be worth near $6,002,000. The Inter-
state Company will request authority
of the Public Service Commission of
Indiana for the issuance of $3,100,000
of securities and authority to assume
the $2,075,000 of underlying obligations
or bonded indebtedness of the sub-
sidiaries. The subsidiary properties to
be taken into the Interstate Company
are the Hydro-Electric Light & Power
Company of Connersville, Hawks Elec-
tric Company of Goshen, Middlebury
Electric Company; Electrical Transmis-
sion Company of Northern Indiana;
Winona Electric Light & Power Com-
pany; Southern Indiana Power Com-
pany and Indianapolis & Louisville
Traction Railway Company.
November 18, 1922
Electric Railway Journal
833
Dallas Case Before Court
Fare Issue Must Be Argued on Its Merits
— City Made Party to Suit
Started by Taxpayer
That the city ordinance passed by
the city of Dallas, Tex., on June 24,
1922, extending for one year the 6-cent
fare ordinance granted the Dallas
Railway should be held inoperative but
not void is the substance of an opinion
written by Chief Justice George Sar-
geant of the Fifth Court of Civil Ap-
peals at Dallas. The decision was
handed down by that court in the case
wherein F. J. Geller, et al., sought by
mandamus to compel the City Com-
mission to submit the fare extension
ordinance for a referendum vote of the
qualified voters of Dallas. The case
was decided on appeal from the Forty-
fourth District Court of Dallas, which
had held that the fare extension ordi-
nance was legally passed by the City
Commission and was legally in effect,
and that no referendum could be or-
dered.
New Franchise a Contract
As originally entered in the Forty-
fourth District Court, complainants in
the suit alleged that under the provi-
sions of the franchise granted the
Strickland-Hobson interests on Jan. 8,
1917, was a contract entered into be-
tween the city and the company
whereby the company bound itself to
charge a fare of 5 cents during the life
of the contract. It was further al-
leged that the fare ordinance enacted
on June 24, 1922, was in effect a fran-
chise grant, and could not become ef-
fective except by ratification of the
voters of the city in a referendum elec-
tion and that no emergency existed
which warranted the City Commission
in enacting the fare ordinance to be-
come effective immediately.
District Court Reversed
In reversing the decision of the
Forty-fourth District Court and in re-
manding the case to that court for trial
on its merits, Justice Sargeant upheld
the allegations of the complainant in
nearly every important particular.
In summarizing his opinion, Chief
Justice Sargeant said:
We conclude that a franchise Is not a
fixed contract but one subject to constant
regulation by the governing body of the
municipality granting It ; that the ordi-
nance involved in this case was not one
granting a franchise but one regulating the
rate schedule ; that such regulatory ordi-
nance could not go into effect immediately
because none of the exceptions creating an
emergency existed ; that the suspension
of the prescribed method of passing ordi-
nances was not required for the immediate
preservation of the public peace, health or
safety ; that the declaration of the Board
of Commissioners declaring an emergency
existed did not create such an emergency,
was not binding and conclusive, but was
subject to Judicial ascertainment ; that the
emergency clause in the ordinance in ques-
tion is void, but that the ordinance Itself
is not void but merely inoperative until it
.shall have been published for the thirty
days required by law. And if within thirty
days referendum is demanded by the elec-
torate of the city of Dallas in the manner
provided in Art. 8, Sec. 2 of the city charter,
then such referendum must be held and the
ordinance ratified by the people before it
will take effect.
Appellant (P. J. Geller) had no adequate
legal remedy by mandamus because the
declaration of an emergency, coupled with
the provision that the ordinance should
take immediate effect, cut off his right to
file his protest and to proceed under it.
It may be that the proceeds accruing to
the company under the 5 -cent schedule are
wholly insufflcient to enable it to make
the necessary returns on Its investment and
properly to carry on its business, but, if
.such is a fact, this can be shown to the
electorate, in whom the power of refer-
endum resides, and the people will see that
a Just and fair rate Is fixed, not confis-
catory but adequate.
The Judgment of the trial court sustain-
ing appellee's general demurrer and special
exceptions is here reversed and this cause
remanded to such court for trial on its
merits.
Since the development j'ust noted the
city of Dallas has been brought into
the contest against the 6-cent fare
extension granted the Dallas Railway,
which extension is being contested by
Mr. Geller. The latest move by those
opposing the fare increase is the filing
of a petition with the City Commission
asking that the Dallas Railway be
directed to issue a receipt for every
6-cent fare collected and that the 1-cent
increase be impounded so that it may be
available for refunds to patrons of the
traction company in case the 6-cent fare
is knocked out. The commission re-
ceived the petition and referred it to
City Attorney J. J. Collins for recom-
mendation.
In the meantime preparations are
being made for the rehearing of the
injunction case, which was recently re-
versed and remanded by the Fifth
Court of Civil Appeals. The matter
was taken to the latter court on appeal
•when the case was thrown out of court
by John W. Pope, sitting as special
judge in the Forty-fourth District
Court when he sustained the general
demurrer filed by attorneys for the
traction company. The case was re-
manded by the Appellate Court for
hearing on the issues, and the case will
be heard by Judge E. B. Muse in the
Forty-fourth District Court.
The Dallas Railway continues to
charge a 6-cent fare and is not issuing
receipts for fares collected.
Traction Company. The pass system
was started on Monday, Nov. 13, at
$1.25 against a cash fare of 8 cents and
a ticket fare of 7J cents (four for 30
cents). If the pass meets with popular
and financial success, it will be ap-
plied also to Oil City, which has the
same scale of fares.
Day & Zimmermann Install
Weekly Pass at Frank-
lin, Too
Following the, installation on Nov. 6
of a weekly pass for the Washington-
Alexandria section of the Washington-
Virginia Railway, Washington, D. C,
reported in the Electric Railway Journal
for Nov. 11, Day & Zimmermann, gen-
eral managers of that property, have
arranged to try the same plan on the
Franklin (Pa.) city lines of the Citizens'
Rerouting Plan Advanced
This Is One of the Matters Before the
Louisville Railway — Transfers
Also Considered
Plans are being discussed by the
Louisville Railway and city of Louis-
ville relative to rerouting cars and the
disposition of one-man cars on several
of the smaller lines. Some time ago
an agreement was reached calling for
the use of about 100 one-man cars, but
decision was reserved at that time as to
lines on which the new cars would be
used. Tentative plans call for rerout-
ing some of the lines and looping
them in the downtown district, instead
of running them straight through from
one side to the other. Nothing definite
has been decided upon as yet, and the
company isn't ready to discuss the
plans.
Union Depot Planned
News also broke during the past few
days regarding a plan for installation
of a union depot or central station in
the downtown section for all interurban
cars entering the city. At present two
stations are now in use. All of the
cars going across the river to southern
Indiana now leave a station on Third
Street, this being the Interstate sta-
tion. The Louisville Railway handles
all of its interurban business from its
own station at Jefferson and Green
Streets between Third and Fourth. Both
stations are small and inadequate, and
in the case of the Interstate a goo<l
deal of switching is required on a busy
street. The company is refusing to dis-
cuss this plan at the present time, and
won't say whether it has optioned,
bought, or even decided on any specific
property.
New Transfer in Prospect
There is also considerable discussion
concerning possible use of a new trans-
fer usable on any line, except for a re-
turn trip over the line originating.
However, the company refuses to com-
ment on this matter. It is one of many
ideas advanced, including the sale of
weekly or monthly tickets good for un-
limited use.
Although Louisville is on a 6-cent
ticket fare, or 7-cent cash fare, many
7-cent cash fares are being paid daily.
Some people apparently don't want to
be bothered with tickets, and some of
those who ride only now and then, among
them many auto owners, don't care to
carry tickets, while the negroes and
poor whites except a few of the more
frugal never have seemed to care to
make a 30-cent investment. It is being
shown daily in Louisville that the cash
fare of 7 cents is a considerable revenue
producer over a ticket fare of 6 cents.
¥
SM
Elkctric Railway Journal
Vol. 60, No. 21
Agreement Carried Out —
Fares Reduced
Fares in San Antonio, Tex., were
reduced by the San Antonio Public
Service Company, which owns and op-
erates the electric railway system in
that city, from 8 cents to 6 cents on
Nov. 4. This action was taken follow-
ing an agreement with Mayor O. B.
Black and city officials under which the
city's jitney control ordinance will be
strictly enforced. The jitney ordinance
has been tied up in the courts ever since
its enactment on Dec. 1, 1921, during
which time the jitney drivers have ex-
hausted every legal means at their dis-
posal to prevent enforcement of this
ordinance, but the case was decided fav-
orable to the city of San Antonio by the
Supreme Court of Texas sitting at Aus-
tin on Nov. 1. The ordinance pro-
hibited the operation of jitney buses
within the city of San Antonio except
on certain streets, and these streets
were so designated that jitneys operat-
ing on them would not come in compe-
tition with the street cars. Six specific
routes are established in the ordinance
and regulations covering the operation
of jitneys are prescribed.
Within one hour after the mandate
of the court declaring the ordinance
valid had been issued and Mayor 0. B.
Black had announced that the provi-
sions of the jitney ordinance would be
enforced the police had arrested
seventy-five drivers of jitneys on
charges of violating the provisions of
the ordinance. With the enforcement
of the jitney ordinance, Mayor Black
addressed a letter to the company ad-
vising that the jitney ordinance was
being enforced and calling on the com-
pany to carry out its part of the agree-
ment and reduce fares to 6 cents. The
reduction was put into effect im-
mediately.
Steps Toward Permanent
Fare Settlement
Steps are being taken by the receiver
of the Denver (Colo.) Tramway looking
toward a more permanent settlement of
the fare situation in Denver. A short
time after the appointment of the re-
ceiver a petition was filed in the Fed-
eral District Court for an injunction
to restrain the city from enforcing a
6-cent maximum fare ordinance upon
the ground that it was confiscatory. At
the preliminary hearing the city
claimed that the company was bound
to carry passengers under a 6-cent fare
provision in its franchise, upon the
theory that this constituted a contract.
This contention was overruled by the
lower court and the ordinance held con-
fiscatory and a cash fare not to exceed
8 cents or two tickets for 15 cents was
permitted to be charged by the court.
On appeal, this ruling was sustained by
the Circuit Court of Appeals.
The present proceedings are in the
same case, but on an application to
make permanent the temporary injunc-
tion which was granted at the prelim-
inary hearing. The court has entered
an order that the case must be ready
for the presentation of testimony on
the value of the property not later than
March 1, 1923.
Delos F. Wilcox has been retained by
the city of Denver as its valuation ex-
pert and he is now engaged in inspect-
ing and valuing the company's prop-
erty, and in connection with this has a
copy of the inventory originally
brought down to Dec. 31, 1917, and
later supplemented to Aug. 31, 1922.
A. L. Drum & Company, consulting en-
gineers, Chicago, have been retained by
the receiver to handle the details of the
valuation.
Morris County Traction New
Jersey's First Pass User
New Jersey entered the ranks of
users of the unlimited-ride weekly pass
on Sunday, Nov. 12, through the leader-
ship of the Morris County Traction
Company. This company operates an
extensive cross-country and private
right-of-way system through a number
of small towns, some of which are of
suburban and others of more industrial
type. The pass is being introduced in
two zones at the industrial end of the
line, namely, between Wharton and
Dickerson Bridge or Kenvil, and Whar-
ton Junction and Rockaway. The cash
fare per zone is 7 cents and the corre-
sponding pass for each is sold at $1.
Before installing the pass the com-
pany sent out circulars to its patrons
urging their consideration of the
merits of the weekly pass, and suggest-
ing that each family have not one but
two passes on hand. In the announce-
ment the company said that for the
steady, everyday customer the best
value can be obtained through the use
of the unlimited ride transferable
weekly pass.
Will Take Over Erie Passenger
Traffic
The passenger service of the Erie
Railroad between Bradford, Pa., and
Salamanca, N. Y., will be taken over
by the Olean, Bradford & Salamanca
Railway.
The Erie depot has been leased to
the traction company and will be used
for the sale of tickets to all points
served by the Erie system.
Passenger service on the local branch
of the Erie was abandoned during the
shopmen's strike owing to an alleged
shortage of fuel and promise of early
resumption of service was made at that
time. Recently, however, announcement
was made that an arrangement had
been made with the Olean, Bradford &
Salamanca Railway to take over the
passenger traffic.
Interline tickets will be sold by the
company at the Erie station to all points
served by or connecting with the Erie
Railroad. The regular railroad tariff
will be in force through railroad tickets
with connections at either Salamanca
or Olean. Fare to Salamanca or Olean
alone remain at the same rate charged
by the traction company.
The traction company's terminus at
Salamanca is at the Erie station.
Transportation
News Notes
liiimiiHiiiiiniiiiiNlliiiir' ' i'ii'"niiMimiii]iii]niLiiiiiiiiD
iiiniiiiiJiujjjiSI
Passengers Must' Call Streets. — All
cars of the Los Angeles (Calif.) Rail-
way are to be equipped with signs read-
ing "Please call your street." The com-
pany has received many suggestions
about this matter.
Vote for Six-Cent Fare Retention. —
Voters of Piqua, Ohio, on Nov. 7 voted
in favor of continuing the 6-cent fare
on the lines of the Dayton & Troy Elec-
tric Railway which controls the Piqua
Street Railway. The company had an-
nounced that it would discontinue serv-
ice if the 6-cent rate were discontinued.
Arranging for Pass System. — The
V'aldosta (Ga.) Street Railway is plan-
ning to put on sale a weekly pass school
ticket good for any number of rides for
50 cents. A weekly transferable pas.s
to sell for $1 is also under consideration.
The company has already received per-
mission from the Georgia Public Serv-
ice Commission to try these passes out
for a period of three months.
Conducts Safety Campaign. — The
Chicago, South Bend & Northern In-
diana Railway, South Bend, Ind., is
conducting a safety-first campaign. As
a special inducement for its employees
to prevent accidents, the company has
offered $200 to those making the best
showing. Two contests, one for city
operators and one for interurban oper-
ators, have been started. The divisions
have been divided into teams and will
be scored according to accidents of all
types.
Seeks Sunday Tickets. — Asking that
Sunday school pupils be provided with
street car tickets for Sunday at the
same rate as those sold to the pupils
of the public schools. Rev. J. P. An-
shutz, rector of Trinity Episcopal
Church, Tacoma, has written a letter
to the Tacoma Railway & Power Com-
pany. He recommends a sale of ten
tickets for 25 cents good for use on
Sunday until 2 p.m. The letter refers
to the part the company could play in
making available for the children the
resources of the churches in the city of
Tacoma.
Suggests Safety Stop Lights. — Wil-
liam Jerome Kuertz, street railway
director of Cincinnati, Ohio, is investi-
gating the feasibility of a plan pro-
posed by the Cincinnati Automobile
Club that cars operated by the Cin-
cinnati Traction Company should be
equipped with safety stop lights. Mr.
Kuertz said that such a plan is in effect
in Cleveland. The system provides for
lights of one color while the car is in
motion, another while the car is com-
ing to a halt and still another while
the car is at a standstill. Mr. Kuertz
said that the Automobile Club regards
the plan as a big step in the direction
of safety.
November 18, 1922
Electric Railway journal
835
Clinton E. Morgan Is Now
Vice-President
Arnold Bennett in one of his little
homilies says that the path to Mecca is'
extremely hard and stormy and that the
worst of it is "you never quite get there
after all." For most people that is,
perhaps, true, if they sit in judgment
on their own accomplishments, but
others often see something accom-
plished, something done, and a goal
reached, where the capable but modest
individual himself remains filled with
the consciousness of the emptiness of
his own attainments.
Fortunately for most of us, others
pass judgment in the matter of our
achievements. That is just what the
directors of the Brooklyn City Railroad
hrve been doing. In consequence they
lisve niaflj General Manager Morgan
vice prthident, saying 'n effect that
Iheii' property is well on the road to
Me'-a And such certainly appears to
be tne fact, for the company has re-
cently declared a dividend of 20 cents
a share payable on Dec. 15.
The facts speak for themselves. For
the year ended June 30, last, the income
statement of the Brooklyn <" ity Rail-
road showed a surplus after all chary;es
of $1,765,528, equivalent to $1.47 a
share (par $10) earned on $12,000,000
of capital stock. For the first quarter
of the current fiscal year the surplus
after charges was $460,311.
A Remarkable Showing, Indebb
This showing is all the more remark-
able in the light of the fact that as
recently as Oct. 19, 1919, the property
of the Brooklyn City Railroad was re-
turned to its owners following a default
by the lessee, the Bi-ooklyn Heights
Railroad, in the payment of the install-
ment of rent due on Oct. 1, 1919, in
accordance with the terms of the lease,
which called for annual payments total-
ing 10 per cent on the stock of the
Brooklyn City Railroad.
Only as recently as Jan. 17, 1921, the
|:ompany began collecting a second 5-
iMnt fare on its Flatbush Avenue line,
in order to increase its revenue and
•rve adequate service to the public.
rapid has been the recovei'y of the
iroad since then, however, that the col-
ection of the second fare has now been
lUspended. This is sound business from
;he point of view of better public rela-
;ion3, and is in accord with ideas of
nanagemnnt expressed previously and
jublicly by Mr. Morgan. Some of these
?/iew3 Mr. Morgan incorporated in a
)aper which he read at the recent an-
lual convention of the American Elec-
rii Railway Association in Chicago.
It is not on record that Mr. Morgan
■educed to dollars and cents in his
ianer at Chicago the ideas of selling
-portation that he has applied in
; "iklyn, but the directors of the
Brooklyn City Railroad have now done
that very forcefully for him. Inci-
dentally, as stated before, they took
occasion publicly to recognize the rec-
ord that Mr. Morgan has made by elect-
ing him vice-president in addition to
general manager. Previous to going to
Brooklyn in February, 1920, Mr. Mor-
gan received his railroad training on
properties in the Middle West. In all
Mr. Morgan is the responsible operat-
ing official for 525 miles of surface
railway track in Brooklyn operated by
seven companies.
Duties Rearranged on Columbus,
Newark & Zanesville Line
Because of increased duties, F. G.
Clunis, who has been serving as divi-
sion superintendent of the Columbus,
Newark & Zanesville traction line, as
well as manager of the Columbus Inter-
urban Terminal Company at Columbus,
Ohio, has been relieved from the former
duties and will devote his full time
hereafter to his duties as terminal
manager.
E. J. Lemasters, for seventeen years
assistant superintendent of the Colum-
bus, Newark & Zanesville line, has been
promoted to be division superintendent
of the line.
This announcement was made on
Nov. 11 by John S. Bleecker, general
manager of the Columbus, Newark &
Zanesville Traction Company. Divi-
sion offices of that company will be
transferred to Newark, while Mr.
Clunis will retain the terminal office in
Columbus.
The changes were made, according to
Mr. Bleecker, because it was thought
that better results could be secured by
having the division offices in Newark
rather than Columbus, and because the
duties of both offices were becoming so
heavy that it was impossible for one
man to handle them properly.
Dr. Conway's Book Delayed
Lawrence Chamberlain, of Lawrence
Chamberlain & Company, New York,
N. Y., chairman of the committee on
education of the Investment Bankers
Association of America, in presenting
the report of that committee at the re-
cent meeting of the bankers in New
York said that Dr. Thomas Conway, Jr.,
has been repeatedly delayed in his liter-
ary work. His promised book on "Pub-
lic Utility Securities" was due last Sep-
tember. The illness of his statistician
for a period of months and his own
varied engagements have been the lead-
ing.causes of the delay. More recently
the untimely death of Robert M. Stin-
.son has thrown on him, as technical
adviser, an unexpected amount of pro-
tective committee work. Mr. Chamber-
lain said that Dr. Conway now hopes
to have his book before the committee
by Feb. 1. Dr. Conway is well known
in electric railway circles as a consult-
ing expert on fares and finances. He is
president of the Chicago, Aurora &
Elgin Railroad.
"Jack" Shannahan's Record
Reduced to Figures
Tucked away in most unexpected
places, sometimes, are the records of
what men in industry are doing. Thus
a balance sheet or an income statement
may contain silent data that are a
more accurate record of the measure
of a man than any amount of ordinary
biographical facts. Everybody in the
railway business knows, for instance,
that John N. Shannahan, the second
vice-president of the American Electric
Railway Association, has done a mighty
good job in rehabilitating the utility
properties at Newport News and
Hampton, but few of them have, per-
haps, had a really accurate idea of his
actual accomplishments along this line.
Certainly, they would never learn about
them from "Jack" Shannahan himself.
He is not that manner of man. But
a statement recently issued by a finan-
cial house in New York in re'atlon to
a block of the common stock of the
Newport News & Hampton Railway,
Gas & Electric Company, of which Mr.
Shannahan is president and operating
head, has spread nn the record for the
benefit of those who care to look beyond
the figures the story of the accomplish-
ment of Mr. Shannahan.
Earnings Put Back Into Property
Thus it is learned the company was
organized in 1914. Since that time
the properties taken over have been
welded into an efficiently operated unit
with a balance for the twelve months
ended Aug. 31, 1922, equal to $9.62 a
share on the common stock. The pre-
ferred stock has always been in the in-
vestment class, dividends having been
paid regularly since its creation. The
present common dividend is at the rate
of 5 per cent per annum, and the ex-
pectation is that the directors will
maintain at least this dividend. More-
over, the value of the equity in the
property, based on the average repro-
duction cost during the years 1917 to
1921 inclusive, less depreciation, is
equal to $129 a share of common stock.
Incidentally the advertisement offering
the stock pays a silent but none the
less striking compliment to Mr. Shan-
nahan as a successful public utility
operator.
Mr. Burritt with New Motor^
Transport Association
E. B. Burritt, formerly secretary of
the American Electric Railway Asso-
ciation, has been elected manager of
the National Motor Transport Associa-
tion, organized in New York on Nov.
16. The new association will be com-
posed of bus companies operating pas-
senger carrying buses over regular
routes. Mr. Burritt has been active
for some time in he'ping to organize
the bus men nationally.
836
Electric Railway Journal
Vol. 60, No. 21
New Offices for Monongahela
Property — T. R. Norris
Promoted
Made effective by an order just
issued, the general superintendent of
railroads of the Monongahela Power &
Railway Company will maintain offices
in Fairmont, W. Va., instead of Clarks-
burg, with a divisional superintendent
in charge of the company's affairs in
Clarksburg. This order, issued by
W. C. Kline, manager of railways,
means that J. I. Reals, the general
superintendent, will open offices in the
Railroad Building in Jefferson Street
and conduct his portion of the affairs of
the company from that point. It is
announced that Theodore Randolph
Norris will be the divisional superin-
tendent at Clarksburg.
Mr. Norris has been in charge of the
engineering crews of the company in
Clarksburg for the past five years, and
his promotion will be a popular one,
for he is well liked both by the public
and his fellow employees. No stranger
to the railroad operating game, he has
spent much time in the business before
going with the local company. He is a
native of South Carolina and came to
the local system from the Carolina,
Clinchfield & Ohio Railway at Erwin,
Tenn. He was with an engineering
outfit in the world war, doing service
at the front.
Mr. Reals has been with the company
for a number of years and has resided
in Clarksburg.
Sport Writers Turn to Mr. Stigall
for Help
E. E. Stigall, purchasing agent of
the Kansas City (Mo.) Railways, is
declared by sports writers of that city
to be one of the most enthusiastic foot-
ball rooters in that city. In fact, writ-
ers there turn to him for "dope," as the
rough material is termed out of which
-stories are made. Mr. Stigall was
graduated from William Jewell College
at Liberty, Mo., and never misses any
of the big college games in that section
of the country. Last year he took his
vacation during the football season and
he made it include the Yale-Princeton
and the Harvard-Yale games. So far
this year he has seen the Princeton-
Chicago game at Chicago, the Okla-
homa-Kansas game at Lawrence, Kan.,
and the Nebraska-Kansas game, also at
Lawrence. He also expects to see the
i ale-Princeton and the Harvard- Yale
contests.
Barron G. Collier, Deputy Police
Commissioner
The Department of Public Safety,
the newest branch of the New York
city government, opened on the morn-
ing of Nov. 13 at Police Headquarters
under the direction of Barron G. Col-
lier, Special Deputy Police Commis-
sioner, who will have charge of the
work to decrease the hundreds of avoid-
able accidents in this city every year.
Mr. Collier has a staff of expert
safety men, Including Marcus Dow,
who is president of the National Bu-
reau of Safety and head of the safety
service of the New York Central Rail-
road; Frederick J. Hall, formerly with
the Habirshaw Electric Cable Com-
pany, and Police Lieut. Edward Walsh.
Mr. Walsh said:
Without the understanding of the people
generally and without the co-operation of
the press and of the people we cannot most
quiciily and effectively achieve the purpose
of this bureau. Chiefly we are loolcing to
the homes and to the individual members
cf families for help in making New Tork
the safest city in the world.
The majority of accidents in this city —
accidents which took the appalling total of
3,483 human lives last year — are due to
easily preventable causes, chief of which is
individual carelessness. It is toward the
abatement of individual carelessness that
our people and this department of safety
must first devote their thought.
Be cautious and alert and vou will 1k-
sufe.
Makes Plan for Fate of Utilities
Public utilities, traction companies
especially, are menaced today by some
of the restrictions and regulations im-
posed on them by the government, and
many of them have failed and defaulted
on their bonds because of such condi-
tions, John S. Bleecker, general man-
ager of the Indiana, Columbus & East-
em Traction Company, Cincinnati,
Ohio, declared in an address in Spring-
field, on Nov. 7.
Approximately $15,000,000,000 is in-
vested in public utilities of the country,
the meeting was told. To impress his
hearers, Mr. Bleecker compared this
sum with the national debt of $23,000,-
000,000. Of the total invested, approxi-
mately one-fifteenth, he said, is invested
in Ohio utilities.
The speaker made a plea that his
hearers take greater interest in the
fate of the utilities, emphasizing that
practically every person in the country
was hit when utilities were unable to
operate at a profit.
J. S. Pevear has been appointed co-
receiver of the Birmingham Railway,
Light & Power Company, Birmingham,
Ala., with Lee C. Bradley. Mr. Pevear
has been in active charge of operation
of the Birmingham property since 1916.
At one time he was president of the
New Orleans Railway & Light Com-
pany.
Hugh Smith, superintendent of the
Pinawa hydro-electric plant of the
Winnipeg (Man.) Electric Railway, has
left the company's employ after several
years of service. He has gone to Van-
couver Island, B. C, where he has
started business for himself. C. Fer-
guson, who has been in the company's
electrical department for some time,
has taken Mr. Smith's position at
Pinawa.
S. A. Lane, known among most of
the people in Arkansas as "Gus," the
general manager of the Bell Telephone
Company in Arkansas and one of the
most popular and influential young men
in the ^tate, was recently honored by
being elected the head of the Arkansas
Association of Public Utilities. His
election took place at the close of its
fifteenth annual session in Hot Springs,
Ark.
S. Wilkins has resigned as engineer
of maintenance of way and structures
with the Winnipeg (Man.) Electric
Railway after fifteen years of service
with the company. Mr. Wilkins has
gone to the Pacific Coast and has not
made any definite plans regarding the
future. His successor with the com-
pany has not yet been appointed.
S. H. Anderson, in addition to his
duties as electrical superintendent of the
Pacific Electric Railway, Los Angeles,
Calif., has been appointed acting me-
chanical superintendent, vice Fred F.
Small, who has been temporarily as-
signed to the study of problems in con-
nection with single units for use on
street car lines and on Southern
Pacific lines where the present returns
are not satisfactory.
M. A. Welsh, superintendent of the
Waterloo, Cedar Falls & Northern
Railway, Waterloo, la., recently wrote
a suggestion to the Ford Car Company
that it instruct its demonstrators to
emphasize the necessity of exercising
care at railroad crossings when they
are explaining the car to a purchaser.
It is Mr. Welsh's belief that impres-
sions made on the "new" automobilist
will prove lasting. The F<yrd News of
Nov. 1 contains a reprint of Mr.
Welsh's suggestions
Robert F. Andrews, one of the pio-
neers in the Ohio electric interurban
industry, died recently at the age of
sixty at his home in Cleveland Heights.
In recent years Mr. Andrews was not
identified with the electric railway busi-
ness, but twenty-five years ago he was
active in and around Cleveland and East
Liverpool in proimoting and operating
some of the first interurbans in those
sections. Besides his wife, Mr. An-
drews is survived by two sons and two
daughters.
Luke Robinson, who was superin-
tendent of the Montreal Park & Island
Railway from 1895 to 1900, died on
Nov. 11 as a result of injuries received
when he was run down by an automobile
in White Plains, N. Y. Mr. Robinson left
Montreal in 1900 and went to Paris to
work on street railways in the suburbs
of the French capital. In 1903 he re-
turned to the Montreal Street Railway
as general superintendent, which posi-
tion he held until he received an ap-
pointment as general manager of the
Dallas (Tex.) Street Railway. The
owners of that railway, who were also
interested in Standard Varnish, later
took him into the Varnish Company.
When he left them about three years
ago he had charge of the insulating
section of the business. He then went
into business for himself in New York.
His whole career, in fact, had been one
of progress and advancement, he hav-
ing risen from a platform employee of
the railway system at London, Ont.
November 18, 1922
Electric Railway Jouen al
837
Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES BUSINESS ANNOUNCEMENTS
Power Plant Improvements
Going Forward
The Louisville (Ky.) Railway is
steadily improving its Riverside povsrer
plant, and eventually will discard the
old station on Campbell Street, and
produce all of its power at the River-
side plant, at a considerable reduction
in operating costs.
Just recently the company moved two
500-hp. B. & W. water-tube boilers
to the Riverside plant from Campbell
Street, and installed Westinghouse un-
derfeed stokers to supply these two
with fuel. The plant already had eight
500-hp. boilers at Riverside, these hav-
ing chain grate stokers. The present
big battery of ten 500-hp. boilers
operates two 6,000-kw. units.
The eight boilers already in opera-
tion were hooked up to one large
smokestack. The company has just re-
cently completed a second brick stack,
16 ft. at the bottom, 209 ft. high. It
was installed by Heinicke, New York
and Indianapolis. New soot blowers,
meters, new boiler feed pumps, etc.,
were installed. Surface condensers are
used for all condensation at the new
plant.
This new stack is equipped for taking
care of eight boilers, the same as the
first stack. The company may shortly
move two more boilers from the Camp-
bell Street house and attach them at the
Riverside plant. It still has eighteen
boilers, all of 500 hp., left in the old
plant. Plans call for eventually placing
two more steam turbines in the River-
side plant. One of 3,500-kw. capacity
will be moved from the old plant, and
another will have to be bought.
At the present time the Riverside
plant is carrying about 80 per cent of
the twenty-four-hour output of current
and about 60 per cent of the peak loads,
the old station coming in on the peaks
and in emergencies.
It may be some time yet before the
company completes its plans for bring-
ing all of its power together in the one
plant, and dismantling the old plant en-
tirely. However, the enlarged newer
station could be operated at a big sav-
ing to the company. When the new
plant was built some years ago it was
planned to move the old plant equip-
ment gradually, but then with the war
and high prices, along with small earn-
ings and inability to secure an advanced
fare for some years, the company was
forced to sidetrack all of the plans
which it had made.
The Riverside plant is conveniently
located as to water as well as rail and
river shipments, and can handle its coal
very economically. At present other
than surplus yard stock of some three
months supply carried at all times, the
company dumps cars direct to hoppers,
from which small cars carry it to the
feed bunkers. Loading from yard stock
to hoppers is now done by portable
conveyors, but eventually a locomotive
crane will be installed in the plant for
this purpose.
Extensive Track Work Under-
taken in Minneapolis and
St. Paul
Seasonal track work by the Twin
City Lines (Minneapolis and St. Paul,
Minn.) has included numerous exten-
sions of existing lines with standard
construction and granite block, concrete
or tai-via paving; readjustment of
some tracks to grade with paving, re-
newal of expensive layouts and of rail-
road crossings, also renewal of wood
ties on some unpaved streets. In all
1,100 tons of steel were laid in 1922.
The standard construction is 9.3-lb.
T-rail.
Memoranda of the work for the sea-
son includes:
John.son Street from Bioailwuy to IStli
Avenue NB., double track replaced with
standard construction and paved with first
class granite on concrete foundation ; i mile.
Chicago Avenue, Thirty-ninth to Forty-
fourth Streets, same type of reconstiuction
paving, 3.300 ft.
Tenth Avenue SE., Eighth Street to Como
Avenue, same class of work. 500 ft.
West Broadway, Girard to Second, Logan
Avenue.s, double track renewed, granite
blocks, 3,000 ft.
Nineteenth Avenue line, on Morgan Ave-
nue, West Broadway to Nineteenth Avenue,
on Nineteenth Avenue to Upton Avenue.
3,100 ft double tiack, several blocks diit
on concrete paving, new line ready Dec. 1.
Johnson Street, Eighteenth to Twenty-
fifth Avenues NE., readjusted to grade, con-
crete paving, 2,600 ft.
Johnson Street, Twenty-fifth to Twenty-
ninth Avenues, readjusted to grade, tarvia
paving, 2,550 ft.
Minnehaha Avenue, Franklin Avenue, to
East Twenty-fifth Street, and on Twenty-
fifth Street, .Minnehaha Avenue to Thirty-
.sixth Avenue, tracks readjusted and paved
with concrete, about 7,600 ft.
Important special work layouts and rail-
road crossing at Twenty -seventli Avenue
and Twenty-seventh Street, at Bloomington
Avenue and Lake Street, First Avenue N.
and Sixth Street, First Avenue N. and
Fifth .Street. Hennepin Avenue and Sixth
Street, Bryant Avenue and Thirty-eighth
Street. Lyndale Avenue and Lake Street.
Hennepin Avenue and Lake Street.
On 5,300 ft. of street railway tracks have
been laid to side of street to make room
for sewer work, then replaced.
The company ha.'^ constructed and oper-
ated since Sept. 11 two short extensions
aggregating 2,700 ft. of double track, on
Chicago Avenue, Forty-sixth to Forty-eightli
Streets and on Thirty-eighth Avenue N.,
Penn to Thomas Avenue.'!.
A considerable amount of mainte-
nance work has been performed, some
of which, such as repairs to track and
paving on different streets, had accu-
mulated from previous years. One of
the most extensive of these jobs was
relaying a large amount of creosote
block paving on Hennepin Avenue be-
tween Summit Avenue and Thirty-first
Street, about IJ miles of double track.
Repairs have been made on other
streets amounting in the aggregate to
a large amount, but nothing so exten-
sive has been found necessary as was
required on Hennepin Avenue, where
conditions have clearly demonstrated to
the engineering department the failure
of creosote block paving as a material
to utilize in street railway tracks.
In St. Paul about li miles of double
ti ack were rebuilt with 93-lb. rail from
Victoria Street to Nina Avenue. Inci-
dental to this channels for cable equip-
ment had to be removed, a laborious
task due to the character of the cement
used in setting them.
Tracks were readjusted to grade on
Randolph Street for 2 miles, Snelling
Avenue to West Seventh Street, two-
thirds of which was paved with tarvia
macadam, and one third concrete.
Copper Price Trend Upward
Copper prices have moved within
narrow limits. The tendency, however,
has been slightly upward. Most pro-
ducers are asking 131 cents to the end
of the year, with the result that 132-
cent copper has been difficult to get.
The volume of buying has been good.
Price of electrolytic copper for domes-
tic shipment is 13i to 131 cents a
pound delivered to end of January and
13i to end of April. Price of Lake
copper is 14 cents a pound delivered
to end of January. Price aside ship
New York is 13.70 cents. Prices for
European destinations are at levels
corresponding with 14 cents c.i.f,
Hamburg or London.
Foreig:n and domestic sales of copper
for October are estimated at 110,000,-
000 to 120,000,000 pounds. This com-
pares with estimated sales of 130,000,-
000 pounds in September, 100,000,000
in August, 125,000,000 for July, 140,-
000,000 for June and 210,000,000 pounds
for May.
Total sales for last six months are
estimated at 820,000,000 pounds, or an
average of 135,000,000 pounds a month.
Shipments during the last six months
have averaged better than 160,000,000
pounds a month.
It is explained that the difference
between sales and shipment averages
is due partly to conservatism of esti-
mates, but mainly to the fact that sales
during the first five months of the year
were considerably higher than ship-
ments, making a considerable advance
buying that appeared as shipments
during the last six months.
Metal, Coal and Material Prices
Metata— New York Nov. 14, 1922
Copper, electrolytic, cents per lb 13. 875
Copper wire base, cents per lb I5.62S
Lead, cents per lb 7 05
Zinc, cents per lb 7 65
Tin, Straits, cents per lb 36.75
Bituminous Coal, f .o.b. Mines
Smokeless mine run, f .o.b. vessel, Hamp-
ton Roads, gross tons $7 125-
Somerset mine run, Boston, net tons 3 75
PittslJurgb mine run, Pittsburgli, net tons 3 37
Franldin. 111., screenings, Cliioago, net tons 2 625-
Central, HI., screenings, Chicago, net tons 1.87
Kansas screenings, Kansas City, net tons 2.50
MaterlaU
Rubljer-covered wire, N. Y,, No. M, per
1,000 ft 6.50
Weatherproof wire base.N.Y. .cents per lb. 16 00
Cement, Chicago net prices, without bags $2 20
Linseed oil (5-bbl.Iot»), N.Y..cents per gal. 90 00
Whitelead,(IOO-lb.keg),N.Y.,cent8perlb. 12 125.
Turpentine, (bbl. lots), N.Y., per gal »l . 57
838
Electric Eailway Journal
Vol. 60, No. 21
F. F. Rohrer Made General Con-
tract Manager of Westinghouse
Company
F. F. Rohrer, ass.stant to the mana-
ger of both the power and the railway
departments of the Westinghouse Elec-
tric & Manufacturing Company, has
been appointed general contract mana-
ger of that company. Mr. Rohrer will
hereafter be a member of the staif of
W. S. Rugg, general sales manager.
In his new position, Mr. Rohrer as-
sumes responsibility for service to cus-
tomers under contracts and will have
general supervision of all contract and
order work of the company. In addi-
tion to this general work, he will con-
tinue to have direct charge of the
contract work of the power and the rail-
way departments, which duties he per-
formed in his previous position.
Mr. Rohrer was born in Harrisburg,
Pa., on April 22, 1876. He entered the
employ of the Westinghouse Company
as a student in 1896. After serving
in the shops for four years, during
which time he obtained extensive train-
ing in the manufacturing and the test-
ing departments, he was transferred to
the sales department. His services in
the latter department have included a
number of positions of responsibility.
During the world war Mr. Rohrer
was a member of the Committee of the
War Industries Board appointed to
conserve the production of turbine-gen-
erating equipment for government
needs. After the armistice was signed
he became the representative of the
Westinghouse Company in the settle-
ment of contracts which were termi-
nated as a result of the ending of the
war. When this work was completed
he served in the capacity of assistant
to the managers of both the power and
the railway departments, which posi-
tion he held until his present appoint-
ment.
Manafacturers' Association
to Meet
The fall meeting of the Stoker Manu-
facturers' Association will be held at
The Homestead, Hot Springs, Va., on
Nov. 21-23 inclusive. Committee re-
ports and addresses will feature the ses-
sions. Golf tournaments will be the
main diversion.
wi'll'lT Ill rlillF iilluriiimiFlllFllFlTTllTTllT [II 1 1 1111 INI HI 177777711101
Rolling Stock
Altoona & Logan Valley Electric
Railway, Altoona, Pa., will soon receive
a number of newly built one-man cars
of the double-truck type.
Ashtabula, Ohio. — -A bond issue of
$60,000 has been approved to be used
to purchase new cars and otherwise
improve the municipally-owned traction
system.
I" iiiiiiilllllllilimilini
IIIIIIIIIIFmiFFFFFIIIIIIITFII
Track and Roadway
Los Angeles (Calif.) Railway will
soon start on a big construction job in-
volving intricate special work at the
Temple Block and Plaza. Another con-
struction of importance is the double
tracking of a part of Temple Street line
west of Park View.
Berkshire (Mass.) Street Railway is
replacing 9 in. with 6 in. rails in West
Street, Pittsfield, because the one-man
cars do not require such heavy rails.
In connection with repaving operations
the tracks in New West Street and on
the curve at the junction with West
Street are being moved to the west
side of the street.
Public Service Railway, Newark, N. J.,
is laying double trolley tracks on the
White Horse Pike, between Park Av-
enue, Collingswood, and the city line,
for the contemplated rerouting of the
Haddon Heights branch. When the
work is completed the cars will run
down Haddon Avenue and White Horse
Pike to the cut-off now being built by
the company.
Trade Notes
■I'liiiiii""! MiFiiiiiinn]
iiiiiiiii iimmitii
Sandusky, Norwalk & Mansfield Elec-
tric Railway, Norwalk, Ohio, received
permission from the Willard City Coun-
cil on Nov. 6 to lay a Y in Woodland
Avenue at city hall.
Power Houses, Shops
and Buildings
United Electric Railways, Providence,
R. I., will take bids shortly on the erec-
tion of a one-story 535-ft. x 170-ft. brick
and steel carhouse on North Broadway,
in East Providence. The authorities
have issued the building permit and
preliminary work is now being done by
the company.
Cincinnati, Milford & Blanchester
Traction Company, Cincinnati, Ohio,
has been awarded the contract to fur-
nish Blanchester and adjoining village.s
with light and power. Work will be
started on 9 miles of new electric line
between Newtonville and Blanchester to
connect with the Blanchester city line,
on Dec. 1. The traction company's
power plant is located at Milford.
Interstate Public Service Company,
Indianapolis, Ind., operating the inter-
urban line between Louisville, Jefiferson-
ville and Indianapolis, will jo n with
the Louisville Railway in building a
union interurban station for use of all
electric roads entering Louisville. The
Louisville Railway owns a number of
traction lines besides the city street
railway. The street railway and most
of the interurban lines out of the city
are built to wide gage whereas the
Interstate and one or two other lines
out of Louisville are built to standard
gage.
Fort Wayne & Northwestern Rail-
way, Kendallville, Ind., has decided to
close its power plant at Kendallville
and purchase power from the Indiana
Service Corporation, of Fort Wayne.
The company believes that the expense
of overhauling its plant would be too
great. The Kendallville plant will be
closed in about two months. Towns
along the line will be supplied with elec-
tric current as heretofore, but twenty-
four-hour service will be given instead
of twenty-hour service as formerly. The
arrangement includes the lighting of
the city of Auburn.
Johns-Pratt Company, Hartford,
Conn., announces the appointment of
George Saylor as Western sales man-
ager, electrical division, with head-
quarters at 36-37 South Desplaines
Street, Chicago.
Detroit (Mich.) Stoker Company
announces the appointment of R. L.
Beers as chief engineer. He will be in
direct charge of the design and applica-
tion of the company's single retort and
multiple retort underfeed stokers. Mr.
Beers has been associated vrith the
Underfeed Stoker Company of America
as testing engineer and as assistant
chief engineer.
L. A. Christiansen, vice-president of
the Corporation Service Bureau, Cleve-
land, Ohio, has been commissioned to
make certain investigations in regard
to tramway conditions in the European
countries. Incidentally Mr. Christian-
sen's trip will enable him to visit his
old home in Norway after &n absence
of thirty-six years. Mr. Christiansen
has booked passage and is sailing on
Nov. 24.
The Florandin Equipment Company.
New York, N. Y., which is New York
representative of the Conveyors Corpo-
ration of America, Chicago, is also
representing the Perfection Grate &
Supply Company, Springfield, Mass.,
manufacturer of hand stokers and soot
cleaners. C. H. Florandin, of this sales
organization, has a wide acquaintance
among the power plant engineers of
New York and New Jersey, and, no
doubt, will be successful in handling
the new line.
Link-Belt Company, Chicago, III., an-
nounces the promotion of W. W. Sayers
to the position of chief engineer of the
company's Philadelphia works and
Eastern operations. For many years
Mr. Sayers was a popular representa-
tive of the company in its Chicago ter-
ritory, in the lines related to power
house machinery, coal storage, Peck
carriers, crushers, etc., and later in
charge of the locomotive crane depart-
ment. His headquarters will be at the
Philadelphia office for the future.
New Advertising Literature
EHectric Service Supplies Company,
Philadelphia, Pa., has issued a new cir-
cular, No. 186, describing the Keystone
overhead material.
R. D. Nuttall Company, Pittsbargh,
Pa., has published Bulletin No. 35, a
nineteen page booklet describing Nnt-
tall products for electric railway
service.
St. Louis Car Company, St Loais,
Mo., has issued Catalog No. 101 describ-
ing and illustrating a number of the
latest types of seats manufactured in
the shops of the company for city, sub-
urban and interurban cars. Bulletin
No. 102 has also been issued covering
the St. Louis No. 7 single truck lor
safety cars.
November 18, 1922
Electric Railway Journal
21
PEACOCK
Heavy Electric Traction
America's leading traction systems are equipped with
PEACOCK IMPROVED BRAKES
On one of the fastest and finest interurban systems, the
Chicago, North Shore & Milwaukee Railroad, and on
one of the newest and biggest subway lines, the New
York Municipal Railway, Peacock Improved Brakes
are installed on every car.
These lines have the most improved and reliable air
brake equipment on the market. But the engineers
responsible for designing and operating these cars were
fully aware that for the auxiliary or emergency hand
brakes, only the best should be used. And, after thor-
ough investigation of all that the market offered — they
specified Peacock Improved Brakes.
For your new cars or tor the old ones you are plantung to rehabilitate
order Peacock Brakes.
National Brake Company Inc.
890 EUicott Sq., Buffalo, N. Y.
Peacock Improved Brake
22
Electric Railway Journal
November 18, 192-2
^^MM^&^^^^£^
jforl), SSacott & "5>avi6
Incorporated
Business Established 1894
lis BROADWAY. New York
PHILADELPHIA CHICAGO SAN FRANCISCO
STONE & WEBSTER
Incorporated
EXAMINATIONS REPORTS APPRAISALS
ON
INDUSTRIAL AND PUBLIC SERVICE PROPERTIES
NEW YORK BOSTON CHICAGO
SANDERSON & PORTER
ENGINEERS
REPORTS, DESIGNS, CONSTRUCTION, MANAGEMCNT
HYDRO'ELECTRIC DEVELOPMENTS
RAILWAY, LIGHT and POWER PROPERTIES
CHICAQO NEW YORK SAN FRANCISC <
The Arnold Company
CNGI N EERS— CONST RUCTORS
ELECTRICAL— CIVIL— MECHANICAL
106 Sauth La Sail* StrMt
CHICAGO
ALBERT S. RICHEY
K^ECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER. MASSACHUSETTS
Parsons, Klapp, Brinckerhoff & Douglas
WH. BABCLAT PABSONB
COOBNE KLAPP
H. H. BBDrKESHOFF
W. J. DOCOLA8
Engineers — Constructors — Managers
Hydro-electric Railway Light and Industrial Plaat*
Appraisals and Reports
CLBVKLAND
1S70 Banna Bids.
NBW YOBK
84 Pine SL
C. E. SMITH & CO.
Consulting Engineer*
2065-75 Railway Exchange Bldg., St. Louis, Mo.
Chicago Kama* City
InTeatiKatioiu, Appraisals, Expert Testimony, • Bridge
and Structural Work, Electrification, Grade Crosaing
Elimination, Foundations, Power Plsuita
HEMPHILL & WELLS
CONSULTING ENGINEERS
Gvdner F. Wells John F. Layng Albert W. Hemphill
APPRAISALS
INVESTIGATIONS COVERING
Reorganization Management Operation Conttruotion
43 Cedar Street, New York City
THE J. a WHITE
ENGINEERING CORPORATION
Engineers — Constructors
Industrial Plants, Buildlnfs, 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
OPERATION— MANAGEMENT
52 VANDERBILT AVE.. NEW YORK
ENGELHARDT W. HOLST
Consutting Enginmar
Appraisals, Reports, Rates, Service InTestigatieB,
Studies on Financial and Physical Rehabilitation
Reorganisation, Operation, ManagenMBt
683 Atlantic Ave., Boston, Mass.
WALTER JACKSON
Consultant on Fares, Buses, Motor Trucks
Originator of unlimited ride, transferable weekly
pass. Campaigns handled to make it a success.
143 Crary Ave., Mt. Vernon, N. Y.
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Traffic and Reorganizatiim
Investigations
Fort Wayno, Indiana
A. L. DRUM & COMPANY
Consulting and Constructing Engineers
VALUATION AND FINANCIAL REPORTS
RATE STUDIES FOR PRESENTATION TO PUBLIC SERVICE
COMMISSIONS
CONSTRUCTION AND MANAGEMENT OF
ELECTRIC RAILWAYS
76 West Monroe Street, 215 South Broad Street
Chicago, III. Philadelphia, Pa.
DAY&ZIMMERMANRInc.
ENGIHEER^
'D£ji^n. Construction
"Rf ports. Valuations, management
NEW YORK PH1L\DELPHIA Chicago
PETER WITT
UTILITY CONSULTANT
456 Leader-News BIdg., aavoUnd, O.
November 18, 1922
Electric Railway Journal
23
■
1
■
AMERICAN BRIDGE COMPANY
EMPIRE BUILDING, 71 BROADWAY, NEW YORK
Manufacturers of Steel Structures of all classes, particularly
BRIDGES AND BUILDINGS
Sales Offices:
NEW YORK, N. Y 71 Broadway St. Louis. Mo Miberty Central Trust Bldg.
Philadelphia, Pa Widener Building Denver, Colo J^irst National Bank Bldg.
Boston, Mass 120 Franklin Street SaltLakeCity, Utah....WalkerBankBuilding
Baltimore, Md Continental Building Dululh, Minn Wolvin Building
PinSBURGH, PA Frick Building Minneapolis, Minn 7thAce.&2dSt.,S.E.
Buffalo. N. Y Marine National Bank r, .c ^ . n
Cincinnati, Ohio Union Trust Building ,, „ /".^^'^ Coast Representative:
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 5e//i>ig Building
CHICAGO. II. f 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.
■
□
JAMES E. ALLISON & GO.
Consulting Engineers
Specializing in Utility Rate Gases and
Reports to Bankers and Investors
1017 Olive St., St. Louis, Mo.
The Corporation Service Bureau
D. H. Boyle, Preaident I.. A. Christiansen, Vice President
A. R. McLean, Oen«ral Manager
LABOR ADJUSTERS
Investigations — Inspections — Confessions
GENERAL OFFICES:
Suite 1215, Ulmer Building, Cleveland, Ohio
Dwight P. Robinson & Company
Incorporated
Design and Construction of
Electric Railways, Shopt, Power Stations
125 East 46th Street, New York
Chicago Youngstown
Los Angeles
Montreal
Dallas
Rio de Janeiro
THE P. EDWARD WISH SERVICE
BO Church St. Strest Rmilwmy /lupoctton 131 Stat* St.
NEW YORK DETECTIVES BOSTON
J. N. DODD
1211 Chestnut Street, Philadelphia, Pa.
Planning and Equipment of City Rapid Transit Linea
Special Investigations
Byllesby
Engineering & Management
Corporation
208 S. La Salle Street, Chicago
New York
Tacoma
KELLY, COOKE & COMPANY
Engineers
149 BROADWAY
NEW YORK
424 CHESTNUT STREET
PHILADELPHIA
Whan wrltinc tha adrartlsar for InfannatloB
prlcM, a mantian of th* Electric Railway
Journal would be apprsdatad.
SANGSTER & MATTHEWS
Consulting Accountants
ValaaMon aod Bate Bpeeiallste
Depredation ConaoUdatlona Rate Sckadnlee
Beporta to Bankers
2S Broadway, NEW YORK
134 South LaSalle Street, CHICAGO
24
Electric Railway Journal
November 18, 1922
The cross-^foads
inqtiify and
a symbol of the service of McGraw-Hill Publications
to the engineer and industry
American Machinist
Serves the men responsible for results
wherever any kind of machinery is made
or used. The recognized clearing house of
the better ways of doing things in the
machine shop, of the new ideas in machin-
ery and of the most approved methods in
shop management. $5.00 per year.
American Machinist — European Edition
Published in London (for 23 years) by
a special staff who thoroughly understand
the needs and wishes of the machinery
manufacturing executives of Great Britain
and the European Continent. 35 shillings
per year.
Bus Transportation
"■ A transportation engineering and busi-
ness paper of the passenger bus industry —
including automotive buses, tracliiess trol-
leys and any other self-propelled buses. It
covers managerial, organization, operating
and maintenance problems, complete news
of the industry and details of equipment.
J2.00 per year.
Chemical and Metallurgical Engineering
Exponent of the fundamental engineering
principles on which the chemical, metal-
lurgical and allied industries are based.
The scope of its editorials and articles may
he summarized as the engineering, tech-
nology and economics of those industries.
$4.00 per year.
Journal of Electricity
and Western Industry
Reports Western events, advocating
economy, efficiency and convenience of elec-
tric power for all industries of the West,
manufacturing, agricultural, mining, mer-
chandising and home-building. $2.50 per
year. (Published in San Francisco.)
Electrical Merchandising
The monthly magazine of the electrical
trade. It gathers from the field new selling
ideas and effective commercial and finan-
cial methods and disseminates these facts
among those who sell, manage and finance
electrical appliances, equipment, supplies
or service. $2.00 per year.
Electric Railway Journal
The engineering and business newspaper
of the electric railway industry. It thor-
oughly covers corporate policies, construc-
tion, managerial, operating and mainte-
nance methods, legal and financial news,
equipment and supplies and all phases of
public relations. $4.00 per year.
Electrical World
The executives' and engineers' paper. In-
cluding in its scope public policy matters
and the outstanding commercial situations.
It presents llie latest authoritative infor-
mation on the activities of the central sta-
tion, the industrial electrical engineer and
on the scientific, manufacturing and com-
mercial fields of electricity. $5.00 per year.
Engineering and Mining Journal-Press
Recognized as the standard authority on
metal mining, milling, refining and on the
mineral industries. Reports on methods,
processes and improved equipment used in
the leading mines, mills and smelters.
Gives authoritative summaries of market
conditions and prices. $4.00 per year.
Engineering News-Record
Records the intimate technical details
concerning notable operations, keeps Its
readers abreast of current engineering and
construction practice, and reports promptly
and accurately the civil engineering and
construction news of the day. $*.M per
year.
Industrial Engineer
Devoted to the maintenance and opera-
tion of electrical and associated mechanical
systems in mills and factories. It la read
by the practical men in these plants who
take up the work where the consulting, de-
signing and Installation engineers leave off.
$2.00 per year. (Publislied in Chicago.)
Ingenieria Internacional
Presents tlie latest information on the
current achievements, practices, equipment
and apparatus of the five major branches
of engineering in all parts of the world,
with special reference to their applicatiim
and use in the Spanish-reading countries.
$5.00 per year. (Printed in Spanish.)
Coal Age
Devoted to the mining and marketing of
coal. Presents new methods, new equip-
ment, new construction, current news, pro-
duction statistics and market dat». $9.*t
per year.
Power
It reports every phase of the progress in
the generation and transmission within the
power plant — including steam, oil, gas and
water-power prime movers, and electrical
refrigerating, ventilating, pump and ele-
vator auxiliary equipment. $3.00 pe» y«»r.
If you are not already a regular reader of the McGraw-Hill Publication which serves your industry,
• B__aai>_aaiBa>BaiB_aa check the coupon helow and return it at once b>b__>b — ___aiai____aB
Promotion Dept., McGraw-Hill Company, Inc., Tenth Ave. at 36th St., New York
I I Please enter my subscription to the publication checked below. Fj Please send me copy of the publication checked below.
Name Position. .. :....
Company..
Address
B.KJ. 11 IB-S
^ .^:* ''<^
^nlvet}^ One the Leader in Its Field
^^
November 18, 1922
Electric Railway Journal
26
^ FIBRE
CONDUIT
/\£sM
Fibre Conduit offers several important
installation economies.
For example: SPKFD. A trench 1500
feet long can be opened, conduit laid,
concrete poured, and the trench back
filled in one day.
Consider what this means in reduced
costs, reduced obstruction of highways
and reduced liabilities.
From 12,000 to 15,000 duct feet of
Fibre Conduit can easily be laid in one
working day.
Furthermore, the Fibre Conduit, by
reason of its flexibility, readily adapts it-
self to curved streets, grade changes and
other special requirements.
Orangeburg is the only cbhduit which
permits the interposing of a concrete fire-
resisting barrier between adjacent cables.
Plan for Fibre Conduit.
JOHNS-MANVILLE Inc., Madison Ave. at ^Ist St., New York City
Branchti in 5b Largt CttUs
KorCana.ia: CANADIAN JOHNS-MANVILLE CO.; Ltd.. Toronto
Johns-MAnville
Sole Selling Agents
26
^6-
1
1
i
1
1
S
t
a
as^^ssss^^st
Electric Railway Journal November 18, 1922
XJ
^^Slt^
-w 1
1 1 i^.
-J
Carson Street, Pittshurgh, luhere Thermit
Insert ff^elds have recently been installed.
This city has many miles of Thermit track,
some sections having welds ten years old and
stilt in excellent condition.
Vnretouched illustration of a Thermit Weld
installed in Carson St. Puzzle, find the
Weld! {See arroiu at to=u'er central part
of picture.)
Rail Joints
"WhehThey're Bad They're Just Horrid!"
A maintenance-of-way engineer "rang the bell" recently when he
declared that rail joints were like the proverbial little girl
"11' ho had a little curl
Riijht in the middle of her forehead."
In other words, when they're bad they're "just horrid!"
Rail joints and the costs of maintaining them will always be just "horrid''
unless you eliminate them by means of
THERMIT INSERT WELDS
Give a continuous running surface to the rail and make the joint last fully as
long as the rail.
An inspection of the earliest Thermit. Insert Welds installed in Milwaukee.
Pittsburgh, San Antonio and Youngstown cannot fail to convince you that
'*The First Cost is the L,ast Cost*'
Metal & Thermit Corporation
120 Broadway, New York
PITTSBURGH
CHICAGO
BOSTON
S. SAN FRANCISCO
TORONTO
November 18, 1922
Electric Railway Journal
27
7«Ntf
mfi
ACliE iriESTABLE)
- <J|]llNCMl>
CORRUCATH)"™'€U LVERTS
Water has been running through this "ACME"
(Nestable) Corrugated Culvert since 1911. And
it has been subjected to extreme changes in tem-
perature, as it is located at Monmouth, Maine. Yet
neither the water nor the zero weather have had
much effect on it, as it is still in good condition.
Such long service is typical of all "ACMES." Made
of anti-corrosive Toncan Metal, they endure!
Strong enough for any culvert service — with or
without end walls — under deep or shallow fills —
under railroads or highways. Write for folder
M-21.
The QkNTON Ojlvert6SiloCo?1
I ^tAHlll'.^CTIiBt«4 I
I CXnton.Ohio.U.S A.
illl_JBl
28
Electric Railway Journal
November 18, 1922
What are YOU going to d
The Cause
The Result
November 18, 1922
Electric Railway Journal
2»
irith that bad piece of track?
Is there any item of expense that causes
more "grief" than maintenance of road-
way?
And is it any wonder when, year after
year, over and over again the shimming
of low and battered joints takes its an-
nual toll of the profits.
The repairs shown on the page opposite,
cost but little more than "temporary"
repairs — they postpone rebuilding for
six or seven years and they cause no in-
terruptions to traffic while being put in.
Resilient Joint Boosters are fast replac-
ing former methods simply because they
have proven entirely satisfactory. They
have added years of life to old track and
materially reduced the expense of road-
way upkeep.
The price of $4.50 for a joint "Booster"
is a small item, since the chief expense
of repairing a bad joint is the tearing out
of the old pavement and replacing it.
If you are not already using Joint
Boosters better ask for complete data.
Write today — the time is approaching
when you will have to decide what you
are going to do with that bad stretch of
track.
The Dayton Mechanical Tie Co.
708 Commercial Building
Dayton, Ohio
Resilient
DINT BOOSTER
fc
30
Electric Railway Journal
November 18, 1922
Answering Emergency Calls in Brooklyn
with a Rail Welding & Bonding Dynamotor
Reprinted from Electric Railway Journal September 16, 1922.
The B. R. T. Weldino and Grindino Apparatus Ready poh Wrujino
Taking the Arc Welder and Rail
Grinder to the Job
This Automebile Welding Equipment Recently Assembled in
Brooklyn Provides for Speed in Dispatching
the Apparatus to the Line
ONE of the more recent developments in the use of
the arc welder in the repair of defective joints and
special trackwork has been along the lines of portability.
The portability feature was necessary so that sites of
emergency repairs could be reached more quickly than
can be done under the customary scheme of hauling
the individual welder to the job.
Under this scheme it is necessary to haul the equip-
ment from job to job, which in turn requires careful
routing of an automobile to haul the equipment about
and later requires the additional haulage of grinding
equipment. Where emergency arc-welding repairs are
needed, this all consumes a great deal of time and there
is considerable lost time due to delay because of the
difficulty closely to follow the welding work with the
necessary grinding work. The latter should be done
immediately, if the best results are to be obtained in
the repairs to cupped joints or to defective parts of
special trackwork.
The automobile welding equipment shown in the
accompanying views was assembled by the way and
structures department of the Brooklyn Rapid Transit
System, In order to facilitate the work of emergency
repairs. The equipment consists essentially of a 14-ton
Ford automobile having an Olsen extension and carry-
ing a body which was designed by the surface track
division under the general supervision of C. L. Crabbs,
chief engineer of way and structures.
B. R. T. Emergency Weldinq and Grinding Oittpit
Ready to Move
Removed from its usual running gear, a Type "W"
Rail Welding & Bonding Company dynamotor welding
outfit is mounted on special supports on the truck body
immediately back of the cab. There is space between
the welder and the tailboard of the truck body for the
special swing-frame-type grinding equipment, which has
been developed in Brooklyn for the particular needs of
grinding special trackwork and minor welds at joints.
The sides of the truck are removable and are made to
act as skids upon which to load and unload the grinding
equipment. One of the views shows a block and tackle,
temporarily installed for assisting in loading the
grinder, but the outfit is now equipped with a small
winch which better serves this purpose. The auto driver
acts as a helper for the welder man, making a crew of
two required to operate the outfit.
RAIL WELDING & BONDING CO., Cleveland, O.
November 18, 1922
Electric Railway Journal
31
M^rthy of their name ^and of your trust
Noark NON-INDICATING FUSES are
new-comers to the Noark line.
But they are every whit worthy of their name
— and of your trust. The one thing connotes
the other.
Noark Fuses will never be cheapened at the
expense of quality.
You cannot buy a Noark Fuse designed for
service where protective equipment of another
type should be used.
But you can buy a Noark Fuse designed to
serve every purpose for which fuses should be
used. And in such service you can rely abso-
lutely on the dependable protection afforded by
Noark Fuse performance.
Whether your requirements are for fuses of
1 ampere capacity or 1,000 amperes — fuses for
a 6-volt automobile lighting circuit, 110-volt
house lighting service, a 220j 440 or 600-volt
power line, a 2200, 4400, 6600 or 13,000-volt
transmission line — or any other standard volt-
age, amperage or class of service — there is a
Noark Fuse exactly adapted to your require-
ments.
Noark Fuses are made with ferrule contacts,
knife-blade contacts, post contacts, flush con-
tacts, variously modified for differing service
applications, and are supplied in all ratings
desired with these respective types.
Noark service \%your service for every electri-
cal protective problem.
THE JOHNS-PRATT COMPANY, HARTFORD, CONN.
NEW YORK BOSTON (B) SAN FRANCISCO
41 East 4«nd Street 161 Summer Street Call Building
ST. LOUIS CHICAGO PITTSBURGH PHILADELPHIA
Boatmen's Bank Bldgr. S5 So. Desplaines St. Bessemer Bide Franklin Trust Bldg.
^
^^
AA
NOARK''"""*'"""'"'
. TECTIVE DEVICES
VULCABESTON
PACKING AND
INSULATION
JOHNS-PRATT ^R^u^c?,
192(M
32
Electric Railway Journal
November 18, 192
The New
CONSOLIDATED
Visible Thermostat
The ''just-right" limit of car temperature
Switches the current off the instant interior tem-
perature reaches the pre-determined upper limit.
Relieves the trainmen of responsibility and blame.
Does automatically what the men so often fail
to do.
Visible to everyone — an effective deterrent to
breakage through ignorant curiosity or malicious-
ness.
Sensitive in Operation — Rugged
in Construction
A carefully worked-out design, combined with ac-
curacy and perfection of workmanship, render this
new Consolidated Visible Thermostat unusually
quick and correct in its action.
An important improvement is the new method of
supporting the thermometer tube in a way that
gives it complete stability and firmness, yet leaves
it sufficiently resilient to absorb, without disturb-
ance, the shocks and vibrations of street car service.
Unrestricted visibility with perfect protection is
furnished by an outer casing of heavy Pyrex Glass.
Heretofore, the separation of the mercury in the
tube of the non-visibJe types of thermostat has
been a serious difficulty, as it is hard to detect. In
this new visible type,this defect is noted at once
and easily corrected.
Consolidated Car Heating Co.
7*^115 IS a real forwarc
step in economical anc
efficient car heating
equipment. Investigati
it now.
New York, N. Y.
Albany, N. Y.
Coaticook, Que.
November 18, 1922
Electric Railway Journal
33
A lot of little power plants
on the road
— that is what you have with a bus line
That is why bus operation demands a rigid system
of inspection of each unit and careful attention
to those details that might shut down one or more
of those "little power plants," or cause waste or
multiplied loss of power all along the line.
As you are well aware,, one of the most important
of these details is lubrication.
Therefore we urge that you standardize on TEX-
ACO Motor Oil for bus engines.
With all the conviction at our command, we want
to ask you to try TEXACO Motor Oil, check up
repairs, mileage and operating expense.
We know Motor Oils
The clear, clean, golden colored, full-bodied
TEXACO Motor Oils we have been turning out
year after year is eagerly demanded by hundreds
of thousands of automobile operators.
Many large fleet owners have, after tests, decided
to use only TEXACO Motor Oil for their trucks.
Bus operators are following them rapidly.
They find that it pays in oil consumption, in power,
in absolute freedom from hard carbon and, at this
time of the year specially because its unequaled
low cold test makes for easier starting and positive
operation in worse than zero weather.
And there's this about
TEXACO MOTOR OIl^-
wherever you buy it, in any State in the Union,
at any time of the year — in barrel, drum, or tank
car it is always the same.
Let us quote you on TEXACO Motor Oil. You
will find the initial cost interesting and the re-
sulting operating expense gratifying.
Then, too, you will be interested in TEX.\CO
Gasoline, the uniform, high-powered volatile gas;
the gasoline that insures instant starting, quick
pick-up, flexibility of acceleration and economy in
operation.
A bus using TEXACO Motor Oil to save power
and bearings and TEXACO Gasoline to develop
that power, is a better bus.
What we have done in the way of cutting costs
of operation on thousands of street cars, we can
duplicate on the buses of this country.
Talk to any official on any of the large number of
roads using TEXACO Lubricants and TEX.\CO
Service and you will be assured that TEXACO
does what it says.
And that is the policy that has pushed TEX.'VCO
to the forefront and the lubrication of Street
Railways.
THE TEXAS COMPANY
DEPT* R'J' 17 BATTERY PLACE 'NEW YORK CITY
HOUSTON ♦ CHICAGO ' NEW YORK
OFFICES IN PRINCIPAL CITIES
34
Electric Railway Journal
November 18, 1925
OHMER FARE REGISTERS
No retail merchant tries to do business
in this day and generation without an
indicating and recording cash register.
His business is made up of many small
sales and each sale must be carefully
protected or insidious losses are sure to
creep in.
Ohmer Fare Registers apply the same
effective protection to the business of
selling electric railway transportation.
Ohmer Fare Registers indicate the exact
fare paid at the time it is paid and makes
a printed, untamperable record of it.
Ohmer Fare Register Co.
Dayton, Ohio
_2 ^
70
II
Trtntcr
Tkkct
Ph>
/KTn^ iw«
IHvtsioas over wblch
car operated
November 18, 1922
Electric Railway Journal
S5
1 5,000 gallons of oil a year saved
with one De Laval Oil Purifier
De Laval Oil Purifier
De Laval Transformer Oil Purifier
(Portable Unit)
A street railway company in the Middle West was
losing 15,000 gallons of oil a year in the waste
removed from car journals. A centrifugal ex-
tractor was installed to squeeze the oil out of the
waste. A De Laval Oil Purifier was installed to
centrifugally purify the reclaimed oil. Now about
15,000 gallons of oil, worth 20 to 30 cents a gallon,
is saved each year at a reclamation cost of about
four cents a gallon.
In the same plant a motor, used to drive pulverized
coal handling equipment, was giving trouble. Coal
dust in the lubricating oil was cutting bearings and
the cost of lubricating the unit was altogether too
high. Another De Laval Purifier was installed
so that the motor oil is continuously passed through
it and purified. As a result bearing trouble has
been eliminated and the consumption of oil greatly
reduced.
This company also uses a De Laval Oil Purifier
to keep in proper condition the oil used to lubri-
cate its prime movers and generators. A fourth
De Laval centrifugal has lowered the cost of main-
taining the dielectric strength of transformer oil
and switch oil. This machine — the De Laval
Transformer Oil Purifier — is a portable unit
which can be easily moved from one sub-station
to another.
Here are four savings which De Laval Centrifu-
gals will make for any street railway — and there
are others. In the case of small systems it is often
possible for two De Lavals to do the work of the
four used by the company mentioned above.
Mailing the attached coupon for further
information may result in lowering your
operating costs several thousand dollars
a year.
THE DE LAVAL SEPARATOR CO.
New York, 165 Broadway Chicago, 29 East Madison Street
DE LAVAL PACIFIC COMPANY
San Francisco
Sooner or later you will use a
De Laval
' Please send Bulletin conta n'.ng: further information
reg-arding
D Reclamation and puriftcation of car axle oiL
D Purification of turbine lubricating oiL
G Purification of Diesel lubricating and fuel oil.
D Purification of motor oil.
□ Dehydration of transformer oil,
Name
Company
i Address E. R-J.
36
Electric Railway Journal
November 18, 1922
oAnnouncement
TO enable us to pursue our policy of
always providing the brush we believe
to be the best for each class of service, we
have added to our line by acquiring the
agency for Ringsdorff Brushes in the
United States, Canada, and Mexico.
We recommend Ringsdorff ET- 1 o Metal-
Graphite Brushes for slip rings of rotary
converters operating at speeds up to 6000
feet per minute and usual current densities.
Exhaustive tests of this brush have proved
its quality.
The satisfactory results obtained by the
use of Ringsdorff ET-io are due to mini-
mum ring wear and low contact drop,
with consequent economy and brush life
beyond the average.
NATIONAL CARBON COMPANY, INC.
Qeveland, Ohio San Francisco, Cal.
Canadian National Carbon Co., Limited, Toronto
November 18, 1922
Electric Railway Journal
37
Another Liter
in the
Boyerized Family
Here's a turnbuckle that is as much better than the ordi-
nary turnbuckle as Boyerized pins and bushings are in
comparison with the untreated sort.
Instead of a big, coarse-threaded jam nut that needs a
two-fisted urench for application and yet won't stay put,
you require only a pocket-size wrench that is applied at
a convenient angle.
What's the secret?
The jam-nut idea is replaced by a split clamp with a
spring power that >ust won't be loosened once the little
nut > ou see at one side has been tightened.
The split of this clamp is lined with felt, serving a double
purpose : First, to act as an oil feed ; second, to keep the
oil from working out of the oil pocket which keeps the
threads lubricated ahuays.
That isn't all, either. The end of the AlcArthur turn-
buckle is so arranged that each half is cut at a dififerent
angle, exposing a cross-section of one full tooth. This
tooth acts like a cutting tool in shearing of? any ice or
snow from the threads, as the latter feed into the turn-
buckle for adjustment.
For Trucks with Inside-hung Brakes and
Motors
The Mc.lrfhur Turnbuckle is exceptionally valuable. Here
with the turnbuckle rods coming directly over the rails there is
not enough clearance for a pitman to make a handy turn with
the large wrenches needed on jam nuts. With the Mc.'\rthur,
a little wrench calls the turn and calls it right.
Keep a McArthur well bushed and it will
LAST AS LONG AS THE TRUCK
Bemis Car Truck Company
Electric Railway Supplies
Springfield, Mass.
KKI'RESKNT.\TIVKS:
Et-onomy Electric Devices Co . Old Colon.v Bldg.. Chi<ago. III.
F- F. Bodler. 903 Monadnock Bldg.. San Francisco. Cal.
VV. F. McKenncy, 54 First Street, Portland. Oregon.
J. H. Denton. l;«8 Broadway. New York City. N. ^ .
A W Arlin. ~7'l Pacific Electric Bldg.. Los Angeles, Cal.
The
McArthur
Turnbuckle
Other Members of the
Boyerized Family
Brake Hanger* Center Bearingi
Brake Levers Side Bearings
Pedestal Gibs Spring Post Bushings
Brake Fulcmms Spring Posts
Bolster and Transom Chafing Plates
Electric Kailway journal
November 18, 1922
COLUMBIA GEAR CASES
— reduce winter maintenance worries
Some other
Columbia Specialties
' Bearings
Motor Coils
Trolley Ears
Trolley Wheels
Line Materials
Send for circulars
^ r
Built with especially-designed reinforcement to stand the
shocks of dragging over ice-covered pavements, Columbia
Gear Cases greatly reduce the number of winter pull-ins
for breakage.
This reinforcement consists of three thicknesses of metal
where the channel-shaped suspension brackets are
attached, firmly riveted to resist the destructive ten-
dencies of winter conditions. We have been making
electric railway gear cases for years. Our experts have
had ample opportunity to study the causes of gear case
breakage, and have learned the way to successfully
combat them. This knowledge is what has been applied
to the design and construction of Columbia Gear Cases-
You can count on saving money, if you equip with
Columbia Gear Cases.
Try them out this winter.
The Columbia Machine Works
and Malleable Iron Company
Atlantic Ave. and Chestnut St., Brooklsm, 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 Thomwell, 1513 Candler Bldg., Atlanta, Ga.
F. F. Bodler, 903 Monadnock Bldg., San Francisco, Cal.
November 18, 1922
Electric Railway Journal
39
T, 5. 9.
^»t<a->vO
tQ^
TEXAS ELECTRIC RAILWAY
MECHANICAL DEPARTMENT
DAUA9. TEXAS
August 7th, 1522.
Tool Steel Sear i Pinion Co.,
Cincinnati Ohio.
Your file CE8:}.!0
Gsntr^-nen;-
Complylng with your request of ouns' 26th, we
are shipping you a GlS-73 pinion which has been in service
for Syea^j 8 months, with a total nlleage of 678.000 . We
have 8or»e glnlona In service ghloh iiaye given much raore i^
service than this one and are good for many more years
additional service but on account of being used in connection
with worn axle bearings the ends of the teeth have chipped
off, disfiguring them but doing no particular damage from a
service standpoint.
My nine years e*perlence with yout gears and
pinions has convinced .iie that H lubricated at proper and
regular intervals with the jrcper lubrlcunt, the^ ■'hs"!''
list as long as yij motor
".'cars truly,
0^
Supt. of Bjuipment.
^^BP
^
k^
■t'
^^^^^k.
Ik^
f 7S ^^H
^^4
P A^re/f
raoi. Srrei'^hMf
~673,<K>0/m£9
and he says "We have some pinions in service which have given much
more service than this one and are good for many more years."
Voo\ StiA" <?i"^V.ry
T 5. q
'ToA 5t£ir(?o»v-tj
40
Elect-ric Railway Journal
November 18, 1922
July 1, 1922
Passenger Cars Ordered During
Part of 1922
The Number of Passenger Cars Ordered by Electric Railways in
States from Jan. 1 to June 15, 1922, ^xcecds fJip Total Number
Ordered During the Entire. Year of 1921
From the large number of orders for
passenger cars which were being re-
ported in our Rolling Stock columns,
it was evident some time ago that a
large number of new cars were being
purchased by electric railways. To
obtain definite ixifnrnuition, the editors
niation, is 1016. This exce^
number purchased during 192/
cars. In the information
attempt has been madj
orders for work
equipment and .J
for jiassanjitf
Statistics Show —
more cars ordered by electric railways in six months
of this year than in the whole twelve months of 1921.
And the orders coming for H-B Life Guards, and
Providence Fenders for the majority of these new
cars, show that these popular devices are still re-
garded as standards of safety by electric railway
companies.
The Consolidated Car Fender Co., Providence, R. I
General Sales Agent
Wendell & MacDuffie Co., 61 Broadway, N. Y.
iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin
November 18, 1922 ElectricRailwayJournal 41
It's the
MILLER TROLLEY SHOE
(Patented)
that is the time-tried successful sliding contact, used by over fifty well-known
electric railway companies here and abroad.
It is the MILLER Trolley Shoe that is always highly spoken of when railway
men start discussing the sliding contact question.
It is the MILLER Trolley Shoe that has already established its reputation for
economy and mileage. Its special metal contact is the result of years of research
work by expert metallurgists. Experienced engineers and practical railway operat-
ing men have developed its design and construction to its present high state of
efficiency.
It is the MILLER Trolley Shoe that meets all requirements for increased
efficiency.
Because
It gives better contact
Does not leave the >vire
Eliminates arcing and flashing
Lubrication is unnecessary
It is noiseless
The cost of maintenance is less
If you are not convinced of the actual economies of the
sliding contact, let us show you. If you are convinced
— then order Miller Trolley Shoes.
MILLER TROLLEY SHOE CO.
Boston-21, Mass.
WeMtern Representatives: Economy Electric Devices Co., 1590 Old Colony Bldg., Chicago, III.
42
Electric Railway journal
November 18, 1922
In New York and on Interurban Lines You Will
See The Combined Strain Insulator and Sign
Made of
porcelain
Patented June 14, 1921
Practically stone
and bullet proof
Choice
territory
still open
CAlt
PARKING
mi
Will last
100 years
Cannot
wear the wire
Made in any language. Lettered on both sides, about 100 square inches space.
NOTICE — To (how you the advantages of this low priced necessity, we have
a standard package of (8 signs) which will be billed to you for $15.00.
THE AMERICAN PORCELAIN COMPANY
Manufacturers of Standard Porcelain Circuit Breakers and Other Railway Insulators
East Liverpool, Ohio
Used on cars of
Philadelphia Rapid Transit
N. Y. Municipal Ry.
and many others
EDWARDS
Compression Brake Device
An Anti-Rattler
which Saves and Silences Sash
An effective and inexpensive cure for noisy, jarring car windows,
and a cheap insurance against glass breakage. It saves the glass,
the sash frame and the sash lock because it will not let the window
drop. It must be lowered gradually.
• The cost of repairing smashed-up windows, or damages to an in-
jured passenger will more than pay for a complete installation of
Edwards Anti-Rattlers.
Send for tample* to try
THE O. M. EDWARDS COMPANY, INC.
Executive Offices and Factory
SYRACUSE, NEW YORK, U. S. A.
New York, N. Y.
Chicago, III.
November 18, 1922
Electric Railway Journal
43
AA-7B
Air Compressor
Compressor for Street Car Mounting
A single acting duplex compressor with
crank case and cylinders integral. One-
piece cylinder-head for both cylinders
contains suction and discharge valves.
Trunk pistons operated by connecting
rods with bushings provided for taking
up wear.
Heavily designed crank shaft of
high grade steel turns in journal
bearings of ample proportions to
insure minimum wear.
Herringbone Gears transmit
power from motor shaft to crank
shaft with practically silent opera-
tion.
Lubrication is positive and effi-
cient. Connecting rods dip into
the oil and splash reaches all
working parts. Gears run in oil.
Send for Bulletin
/ILLIS-CH/^LMERS M/INUFflCTURINGfO.
I MliLVVAUK£E, WIS. U.S.A. >•
The Plant Behind the Product
"IRVINGTON"
Black— VARNISHED CAMBRIC— Yellow
The Standard of the World
Plant of -^^l
The Irvington Varnish and
Insulator Co.
The largest and most modern factory devoted exclusively to the
manufacture and development of VARNISHED INSULATION.
Mitchell-Rand Mfg. Co., New York
T. C. White Electric Supply Co., St. Louis
E. M. Wolcott, Rochester
So/e* Representatioet :
F. G. Scofield, Toronto
L. L. Fleig & Co., Chicago
Consumers Rubber Co., Cleveland
Clapp A Lamoree, Los Angeles
44
Electric Railway Journal
November 18, 1922
CHILLINGWORTH
GEAR CASE
Especially Designed for the Safety Car
Weighs Only 50 lbs.
And like the well-known Chillingworth Gear Cases,
it's a seamless, one-piece gear case that is without
rivets to loosen nor seams to open. An economical
equipment because it lasts longer and offers reliable
protection to your gears against dust and loss of
grease.
Send for Circular.
CHILLINGWORTH MFG. CO.
Jersey City, N. J.
Chicago Office: H. F. Keegan Company
J. H. Denton, New York City. Union Electric Co., Pittsburgh.
W. F. McKenney, Portland, Ore. P. W. Wood, New Orleans, L«
Scholey & Co., London, Eng. Railway & Power En;. Corp.,
The Normac Co., Japan. Toronto and Montreal, Can.
Gould Automatic Slack Adjuster
Specified for One- Man Safety Cars
The leading electric railway companies of this coun-
try request Gould Slack Adjusters on their cars. They
know that their automatic operation* can be depended
upon to always keep the brake rigging taut. They also
know that the cost of Gould Slack Adjusters is soon
saved by reduced wear on brake shoes and lower air
consumption for braking, less labor cost and fewer
accidents.
Write for full particulars in connection with our types A« B & C
adjusters made for every style of car truck.
GOULD COUPLER COMPANY
30 East 42nd St., New York City Works: Depew, N. Y.
The Rookery, Chicago, III.
lilllil
November 18, 1922
Electric Railway Journal
46
In Time Of Peace Prepare For War
In fine weather prepare for storms.
In the fall season — NOW — prepare for the winter sleet
storms.
Nothing is more helpless than a trolley car in a sleet
storm unless equipped with sleet cutters or scrapers.
All Westinghouse Electric &
Mfg. Co. District Offices are
Sales Representatives in the
United States for the Nuttall
Electric Railway and Mine
Haulage Products. In
Canada: Lyman Tube &
Supply Co., Ltd., Montreal
and Toronto.
Nuttall has every known practical sleet removing device —
big 6-in. cutter wheels and scrapers for interurbans — 4 in.
cutters and scrapers for city service. And you could buy
a barrel of them for less than it costs to tie up traffic ten
minutes.
RD.NUmLL COMPANY
PITTSBURGH M PENNSYLVANIA
N-2560
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
46 Electric RAILWAY Journal November IS, 1922
■^Illllllllllllllltllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllli ^""" iiiiuiilimiiimmiimiuiiimiiin illimilllllll iiiiiniimii iiiuiii imriii iiiiillimuiiuiiMiiiHmiK
t
Ceya
Ceya is .i game played among the Zulus
which is not unlike our game of "heads-or-
tails," except that a great deal of gesticu-
lating and a lot of noise seem to be neces-
sary. But it's fair.
Sticking any kind of a carbon brush on a motor,
without regard for the relationship existing be-
tween certain compositions and certain classes
of work, is a different game. Commonly known
as "heads-you-win-tails-I-lose." Unfair to
yourself. Terribly unfair to the motor.
Stop taking 100-to-l shots!
Try Morganite Brushes
Prescribed and guaranteed by experts
= I
Main Office and Factory:
519 West 38th Street, New York
^3SSi»
B DISTBICT ENGINEKRS AND AGENTS
S Electric Power Eijuipment Corp.,
S 13th and Wood Sts., Phlla-
S (lelphia
S Electrical EnKlneering A Mfff.
S Co., 909 Penn, Are.. Pitta-
s' burgh
K J, r. Drummey, 75 Pleasant
"S i^t., Uevere. Massachusetts
"5 W. R. Hendey Co., Hoge Bldg.,
S Seattle
Herzog Electric & Engineering Z
Co., ISO Steuart St., San =
Francisco —
Spoclal SeiTlce Sales Company, =
502 Delta Bldg., Ixis Angeles =
Railway & Power Bngineering E
Corporation, l^d., 131 East- s:
em ,\ve., Toronto, Ontario. S
Canada S
;^lllllllllllllllltlllllllllllllllllll|||||||||Mllllllllllllllllllllllllllllllllllllllllllllllln
3
(Three)
Simple Parts
and only three parts, make up White's Porcelain
Trolley Hanger. This is a big advantage in
shortening the time and labor of installation and
in lengthening the service life of the hanger.
WHITE'S
Porcelain
Trolley Hanger
S I consists of the sherardized malleable iron yoke,
E i the heavy glazed porcelain insulator and the
5 I "stud" — ?i standard bolt, sherardized or furnished
E I in bronze.
S I The illustration will convince you of the ease
si of installation and alignment. You can see that
= I this hanger will give service, too — there is no
= I possibility of the insulation "breaking down" or
I cracking.
I We will send you a sample and it will tell its
I own story to you. Let us give you quotations on
I complete hangers or parts which we have in stock
i for
Immediate Delivery
T. C. WHITE
Electrical Supply Co.
1122 Pine Street, St. Louis, Mo.
'nMlMillMliinitiiHillllimiiiiHMiiMtiiiinMtiHninMniniMiHiMiiniiiiiiiiiiiiininiiiMlHiifiiiiiimiiiiiiiHHiiitiuMiiiinimiiiiiMtiMip
November 18, 1922 ELECTEic Railway Journal
:iiiiiiiJiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiniiiiiiiiiiiiiiiiiiiiiii tiiiniiiiiiitiiiirmiiiiiiniiiiiimiiiiiiniiiiiimiiiiiiiiiiitiiiiiiiiiiiiii ■imiiniiiaiiiiniimiiiiiiiiiniiimni iiiiiiiiii
47
The Engineer Speaks:
Nachod Headway Recorders are certainly a big
step towards higher efficiency in the operation of
Electric Railways. Against the competition of
both jitney and private automobiles, the real de-
terrent is fast service with cars the railway com-
pany can afford to run on short headway.
Exact Operation to Time Points
will help greatly — a feature that can be made
effective automatically by the use of Nachod
Headway Recorders. Write for Recorder
Manual. Nachod Signal Co., Inc., Louisville,
Ky., Manufacturers of Block Signals and High-
way Crossing Signals.
Nachod Headway Recorders
iiiiUMmiinmiiiHumiiiiiimiHiiiiiiimimiiniiiiinmiiiiMimiiiiimiitiiiiiiiiiiiiiiiiiimiitiiiiiiiniiiiiiiiimiiiiiiiiiimiS
igimiHiHiMiiiiiiimiiiminiiiniiifiiiiiiitiiinMiiintMiitiiniiiiMiriiiHimiiiiiiiiiimniiiiiitiiimiiiiiiiiiniiiiuiiimini^
Drip Points for
Added Efficiency
niegr preraQt creepinr moisture and quickly drain Um pe4H-
coat In wet weather, keeptnir the inner area dry.
The Above Insulator — No. 72 — Voltacee — Test — Dry 04.0M.
Wet 81,400. Line 10,000.
Our earineers are always ready to help you on your glmmt
Insulator problem. Write for catalog:.
Hemingray Glass Company
Muncie, Ind.
Est. 1848 — Inc. 1870
''jiiiiiiiiiiiiitiiiuiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiminiiiiiiiiiiiiiiiiiiiiiiiiiiniiuiiiiiiH
iimiiiHiHiiimiiHiHiiii
^lllllllllllllllllllllllllllllllllllllllHUIIIUIIUIIinilUIIUIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIJIIIUIIJIIUIIII£
I
F YOU CANT USE IT
Sell It
I The equipment you do not |
I need can usually render good I
I service elsewhere. You can |
I reach the largest group of buy- |
I ers of such equipment at small |
I cost through an ad in the I
5 1
I Searchlight Section
I i
I For Every Business Want |
I "Think Searchlight First" I
I 016S I
TiimniiimniiiHimnitntiiiHiiHHiHiiiiiiiiHitnminiiiiwrMnmiiniiimimiiiiiiiiiiiHiimiiHmiiiiiiitMiiiiiitiiiniiHiiiiiiimiiiiii
I TRUCK WITH TOWER IN RUNNING POSITION
I This 3-Section
I TRENTON TOWER
i
I is not only more convenient, but stronger than the
I older type.
I The top section is reinforced by the intermediate
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 2-section tower. I
i §
I We'll gladly send you details. §
i J. R. McCARDELL CO. |
I Trenton, New Jersey, U. S. A. |
niiiiiiiiiimiiiiiiiiiiiiiniiiiiiriiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiuiiiiiiiiiiijuuiiiiiuiiwiiiiiiiiiiiiimiiiiiiiiiiiiiiiiuiiiiiiniiiimiraiiiR
48 ElectricRailwayJournal November 18, 192:
iiuiiiiiiiiiiiuiiiiiiiiiiiimiiiiimiiiimiiiiiiiiiiiiiiiiiiimiiiimmiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiimiiMiiiuiiiiiniiiiiiiiiiiimimiiiimiiiii'^ ^nnimimiiiiimiiiiiiiiuiiiiiiiijmiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiuiinniiiiiiiiiiiiiiiiiiiiuuiiiuiuiiuiiiiiniiiiiiiiiuimuiiiiiuuiui
ELRECO TUBULAR POLES
American
Rail Bonds
CROWN
UNITED STATES
TWIN TERMINAL
SOLDER
TRIPLEX
Arc Weld and Flame Weld
Send for new
Rail Bond Book
American Steel &Wire
SSwYORK Company
cue 'niBB LOCK'
TMC CHAMrCRED JOINT
I Lowest Cost
I Least Maintenance
COMBINE
Lightest Weight
Greatest Adaptability
I Cataloe complete with enKineerins data sent od reqacct.
i ELECTRIC RAILWAY EQUIPMENT CO.
I CINCINNATI, OHIO
i New York City. 30 Church Street
n.iiimminiiinniniininiiimramiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiniiiiiiiuiiiiiiuiiiiiiniiiiiiiiiniiiiiiiiiiiiiiiiimiminiinimiiniuii
^iimiiiiitiiiiiiiiiniiiiiiiiiiMiiiiiiniiniiniitiiitiiiiiiiiitiiiihiiiiiiinitiiiniinininiMiiiiiiuiiiiiiiiiiiiiiiiiiriiiiiiitiiiiiiriiniiiiiiHiiii
AMELECTRIC PRODUCTS
\BARE COPPER WIRE AND CABLE
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
I lUt. C. S. Pat. OfBM
£ Galvanized Iron and Steel
i Wire and Strand
i Incandescent Lamo Cord
PAPER INSULATED
UNDERGROUND CABLE
MAGNETIC WIRE
TiiniiimiiiiiiiiiiMiiiiiiimiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiHiiiiiiiiiiiiiiiiiiiniiiiiiiimi^
aiitiMitiiiniiiniiininiinMUMtiiiiiiiiiiiiiiiiiniuiiiMiiiiMiiiiniitMiiiiinHiMiiiitiinMiriiiiiNiuiiiiiriiiiiiiiiiiiiiiiiiinimiiiiimiiiiiii*;
I ''RIMCO" Insulated Pliers |
I "The only SAFE PLIERS for tinemen and att high tension work" |
Semi-ftoft f
rubber |
Insulation |
bounded to |
metal by 3
Blchemco
process. =
.^ted and passed at =
^^.000 Tol^ \rf The Elec- =
incal Testing Laboratories 3
of N. Y. C. 1
Insulation cannot crack or work loose |
Rubber Insulated Metals Corporation |
50 Church Str«et» New York City, U. S. A. |
Distributed bv The Electric Service Supplies Co., and I
other distributors I
Export Distributor: International Western Electric Co. 1
'uuiuiMiiiiiiiiwMiiMniiiiiiniiMHiitiiHiiiimiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiitiiuiiiiiiiiiiiiiiiiiiiiiiiiniiiiiniiiR
I AMERICAN ELECTRICAL WORKS
I PHILLIPSDALE, R. I.
i BosUn, 176 Federal : Chicago. 112 W. Adani;
I Cincinnati, Traction Bldz. ; Nen York, 233 B'wa;
nllilluillilllliliimillilllilillliHliniillilimilllilllllliMllllitlllnmiHlillllliiillliliHiinimiiliitiiiiiiiiiitimiinriiiiiniiiiiitiiniKllli
iniiiiiiniiiiiMiiiMiitiiiiiiiiitiiMiitiiiiiiiiiiiniiiiiiiitiiiiiiiiiniiiiiiiiiniiiiiiiiiiiiniiiiiitiiiiiniiiiiiiiiitiiniiHDriitiiuiiiniuiiiMiiii
ANACONDA TROLLEY WIRE
ANACONDA COPPER
MINING COMPANY **N*
AoIIimD MUlt Department
CHICAGO. ILL.
#
AnamndA
THEAMERICAN
BRASS COMPANY
General Offices
WATERBURY.CONN.
3 niiMiMiiiniiniiiiiiinimiiiMniiiMimiMniiiiininiMMiMniinntMUiiiMUiiiMniiiMiiiininmiMiMHmMitiHiiiiiiiiiiimiiiiiiiiiiiiiiii
= siiiiiniiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiniinitriiirirritiMnrniiiiiiriiiiiiriiiiMiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiriiiiniiiiiiiMiiiiiiiiiiH
I I AETNA INSULATION LINE MATERIAL
i s Third Rail Insuiatorg, Trolley Bases. Harps and Wheels. Bronze and
I I Malleable Iron Frors. CrouincB, Section Insulators. Section Switchec
Albert & J. M. Anderson Mfg. Co.
I— 289-93 A Street Boston. Mas*.
/• BstahUshed 1877
y Branches— New York, 135 B'way.
I Pklladelohit, 411 Real EiUts Tnut Bldt. Chicaso, 105 So. Dearborn St.
i London, K. C. 4, 3l-3> Upper Thamea St.
jtMlllliriiliiniiiiiiiilMltliitiillilHiniiiiHliiiiitllllii^-'iliiiiriiitilliiilliliilliiiiiiitiiiiiiiniuiniiiiiMiiiiiinimiiliiiiiiiiiiuiitiimu
aiiiiiiiiiuiiiiiiiiiiiimiiiimiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiminiiiiiiiiiiiiiiiiiiiiiiiiiiiiijiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii>^
I Peirce Forged Steel Pins
I with Drawn Separable Thimbles
I Your best insurance a^inst insulator breakage |
I I
i Hubbard & Company I
I PITTSBURGH, PA. |
'^miiiiiiiiiiiimiiiimiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiuiiiiiiniitiiiiiiiiiiiiiiiiiiiuiiniiiiiniiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHniiraiin
aMiiiiiiniiiiiiiiimiiiiiimii
glHINMIII
iifniiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiimiiiiiiiiiiiiiimiiiimiHiiiiiiuimiiiiiHiiiimiiiimiiiiiiiiniiiiiintiMiiiniiiiiiiiiiiitiimiH
I I Transmission Line and Special Crossing
I I Structures, Catenary Bridges
i I WRITE FOR OUR NEW DESCRIPTIVE CATALOG
j i ARCHBOLD-BRADY CO.
I I Engineers and Contractors SYRACUSE, N. Y.
''«iuiiHUiiiMiiiuiniiiiiiniiiiiiiiiiiiiiitiiiit)iiiiniiiiitiiiiiiimniiiMiMiiMiii)iriiiiiniiiintiiiiiiritiiiiiriiiriii(iiiiiiiMiiiiiiMiiriitui
iiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiHiinimiiiiiiiitimiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiu
ROEBLING
INSULATED WIRES AND CABLES
JOHN A. ROEBLING'S SONS CO.. TRENTON, NEW JERSEY
tjiiiiiiiiliimiiiuiiiiiiiiiiiniiiiiiiiiiiiiiiiiniiiMniiiMiiiiniii niiiiiiiiiiiiiiiiiriiiiiniiiiiiiiniiiiiiiiiiiiitiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiui
t:iiiiiiiiiiiiiMiiiiiiiiiiiiii
illlllllllltllllllllllltllltllllllHIl
Chapman
I Automatic Signals
I Charles N. Wood Co., Boston
^tiiitiiiiimiiiimiHiHiiiiiiiiiiiuiuiHiiiiiiiiiiiiiiiiHiiMimiiiiiiiiii
iiiMiHiiiiiiitiiitMniiiiMiiiiuiiniini'iitiniiiriiiiiiiiii
November 18, 1922
Electric Railway Journal
49
HniiiiiiiiHMiiniiiiiiiiiiiiiiiiuiiuiiiuiiiiMiniiiiiiiniiiiiiiiiiiutiiitiiiiiiiiiiniiiiiiiuiiiiiiiiiiiiiiiuiuiiitiiiiiiiiniiiiiiiiiiiuiiniiniiMi^
I Waterproofed Trolley Cord
^^S^vSILVER LAKE A
I Is the finest cord that science and skill can produce. |
I Its wearing qualities are unsurpassed. |
I FOR POSITIVE SATISFACTION ORDER I
I SILVER LAKE |
i If you are not familiar with the quality you will be I
I surprised at its ENDURANCE and ECONOMY. |
I Sold by Net Weights and Full Lengths I
s c
i SILVER LAKE COMPANY I
I Manufacturers of bell, signal and otfxer cords. |
I Newtonvillei Massachusetts |
Hiint!tiiii(iiitHiihiiiiMniiitiiiniiiniiiiMniinMiiiiiiiitniMiiiiiiiniiiiiiiiiMiiiiiiMMMiiMiitiiiMiiiiiniiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiMr
mmiiiimiimiNiimiiiimiiiiiiiiiiuiiiimiiiiiiiiiiiiiiiiiiiiuiiniiniJiiiiiimniiiiiiiiiiiiniiinimiiiiiiiiiiiiiiiiiiiiiiiiimiiiiii^
BARBOUR-STOCKWELL CO.
205 Broadway. Cambridgeport, Man*.
FitaHIuhetl IftSR
.iiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiHiiiiimiiiiiiiiiimiiiiimiiiiiiiiiiiiiiiiD
Detachable Steel Brooms
The
Royal Worcester
ManufacfurerA of
■Special Work for Street Railways
Frogs, Crossings, Switches and Mates
% , TurncutB and Cros-s Connections
Kerwin Portable Crossovers
ijkwill Articulated Cast Manganese Crcssin .7.1
T!MATF.'; r-ROMPT!.V FURNISHED
[IfiiiiiiMiiiiiijiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiittiiiiiiiniriiiiiiiiriiiiiniriniiiiriiiriirriiriniiiiiiui^
Siiriuiii)iiiiiii)iiitiiiitiiiiiiii)iiiiiiiiiiiiiiiiiiiii>iiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiriiiiiiiiMiiiiimiiiiiitiiiiiiiiiiiitiiitiiiriliiiiliiiiiiiiiMilp
I NASHVILLE TIE COMPANY I
Saves more than 200% as it is
easily re-filled at trifling ex-
pense. This is the only detach-
able steel broom on the market.
Refills are made from the best
tempered round steel wire.
Made with or without chisel
end.
Steel heads are
treated with Anti-
Rust process.
Write for full details
and quotation*. It
will pay you.
Worcester Brush
& Scraper Co.
Worcester, Mass.
.iniiiiMniiiiiiHtiiiiiiitiiriiirtiiiiiiiiiiiitiirtiiriiiriiiiiiiiMiitiiiriiiHiiiiiiiiiiiiiiiiiiitiiitiiitiiiiiiiiiiiiiiiiiiiiiiriiiiitiriiiiniiiiiiimiiiiiii;
HTiii>iiiiiiiiiiiiiiiiiiiriiiiiiiii>iuiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii)iiiMiiiiiiiiiiiiiiiiitiiitiiiiiiiiiiiriiiiiitiiiiiiiiiiiiiiiiiiiiiiiniimiiiiiiMiu
Cross Ties:
White Oak, Chestnut, and Treated Ties.
Oak Switch Ties.
Prompt shipment from our own stocks.
Headquarters — Nashville, Tenn.
D. Andrews, Terre Haute, Ind., Representative.
3 5
SiiiiiriiniiiiijiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiniiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiS |
j'liiirtiiirtiiiiiriiiiiiirtiiiMiitiiiriiiiiiiitiiiriiiiHijtiiiiiiiiriiitiitiiiiiiiittiiinitniiHiiniiUiimimiiii'iijituiiiiiiiiiitiiiiriiiMiitiiiHii'a i
TANDAR
5'
Wires, Cables, Cable Accessories
Superior quality, economical prices
Standard Underground CableCo.
Boston Philadelphia Pittsburgh Detroit
New York Washington Chicago S . Louis
Sun Frani^isco
-.iitiMDiiiiitiiiiiiiiitiiii iiiiiiiiiitiiiiiiiriuiiiiiiiiiiiiiiiiniiiiMiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiKiiiiii^
Series Type |
Arc Welding and Bonding
Outfit I
Rugged series resistance coil |
Indestructible Mica insulation |
Normal welding current at half voltage I
= E
I The Electric Railway Improvement Co. |
I Cleveland, Ohio |
I ERICO RAIL BONDS I
■^iMitniihiiiiiiiiiiiiMiiJiiiMiiiiniiniuiiHiMiiiMiiniiitiiniiiiiiMiiiiiiiniiHiiHiiMiiiiiMiihiMtniiiiiniiiiiiiiiiiiiiiitiuniniiMiiiiiuiin
aiiiimiiiiiNiiimiiiiiimiiiiiMiiiiiiiiimiNiiriiiimMiminmiimiiiiiMimiiiiiimiiiiimiiMimiitiiiiiiiMiiMiiiiiiiiniim ijiiiniiiimiiMMiMniiiiimiiHniiiiiiiiuiiniiiiiiiiiiiiiimiiiiitiiiiMiiiiimiiiiiMiiiMimiiiiiiiiiirHMiiiMiimiiiiiiiiimiiiii^
U. S. Electric Contact Signals I
for I
Single-track block-signal protection |
Double- track spacing and clearance signals =
Protection at intersections with wyes 1
Proceed signals in street reconstruction work =
i
United States Electric Signal Co. |
West Newton, Mass. |
.TiiiitniiiniiniiiiniNiiiiiiiiiiiiiiiiiiiiuiiiHiiiiiiiiiiiMiiiniiMMNiMiiiiniuiiiiMiniMiiiMiiiiiiiHniiiiiniMniMiiiiiiiinMiiMiiirii^
)|iHiiiiiiitiiiiuiiitMiiiiiiiiiiniiiniHiiifiiiiiiiiuiiniiiiiiiniiiiiitiiiiiiiMiiiiiiiiiiiiiii(iiiniiiniiHiiMiiuiiniiiiiiitiiiiiiiiiiiuiiiiiiitiiiiir.
FLOOD CITY
Rail Bonds and Trolley Line Specialties
Flood City Mfg. Co., Johnstown, Pa.
iiiiiiiiiiiitiiiuiiiiiiiiiiiiiiiiiiiuiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiMiiiimiiiiiiiiiiimmiiiui
= Rani'ipo Iron Works
E Established 1881
AJax Forge CoiqpaDy =
Establish 1883 =
I Ramapo Ajax Corporation |
I Successor =
I HILLBURN, NEW YORK |
I Chicago New York Superior, Wis. Niagara Falls, N. Y. |
i Automatic Return Switch Standa for Pasein? Siding-s I
= Automatic Safety Switch Stands =
i Manpanpse Construction — Tee Rail Special Work =
TiiiiiiHniiiitiiiiiMiiMiiiMiiiiHiiiiriiniiiiiHiiiiiiiiMiiiniiMiiMiM<MtiitiuiiMiMiiiiiiiiHiiiiiiiiiiiiiiiiaiiiiuiiiriiiiMiiiiiiiMiiniMiiiiiiii;
^iiiiiniiiitiiiiiiiiiiiiiiiiiiHiiiniiiiiiiiiiiiniiiiiiuiiiiiiiitiiiiiiiniiiiiiuiiiiitiniiiiiiiiiiiiiiiiiiiHiiniiiiiiiiiiiiiiitiiitiiiniiiniiMiiiiiiiis
I The Most Successful Men in the Electric Railway I
I Industry read the |
I ELECTRIC RAILWAY JOURNAL |
I Every Week i
niiiitiniiiiiMiiiiiiiiiiiiiiiiiiitiiiitiiiftiiHiiiiiimiiiiiiiiiiiiMimuiiiiiiiiiiiiiiiiiiniiiiiiiiiiitiiiiHiiiiiiniiiiiiiiiiitiiiiiimiiiiiiiniiniHif
60
Electeic Railway Journal
November 18, 1922
iiiiiliiliiiiiiii)tiiniiiiMiiiiiriiiriirriiii(itiiniirriiriiiiiiniiiiiiiiiiiiuiiniiiriiiMiiiirn!iinrtirHiiiiriiiiiiti(iiiiiiiiMiriiiriiiiiitiiniiimr' giMiiiiiiiniiiiiMiinifi[iininiiiiiMiiiiiMiiiitriiiiniiiriiiiiiiiiiriiiiiiii)tiMitMitriiriir!iiuiniini)tiiiiii(riiMiirtiiiiiiiiiiiilliiiiiiiirrtiiiii)_^
GET OUT, DIRT!
J. W. PAXSON CO.
Manufacturers
Nicetown Lane and D St., Philadelphia, Pa.
niiiiiiiiiiiiipiiii iiiiiiiiiiiiHi riijiiiriiiiiii Jiiiriiiiiiiiiiniiiiiiiii ii iiiiiiiriiiiiiMiiiiiiiiriiiiii iiiiiri uc
^iMlllllllllliilirillliiiiiiiiiiiiliiiiiiiiiillllliiiiiiiiiiriiiiijiiririiiiiillliiiiiiiMiiinill riiiriiMiiiiiiiiriiiiiiiiJllijiiiriiiiiiilliriililiiimr.
I SPECIAL TRACKWORK |
j Of the well-known WHARTON Superior Designs I
I and Constructions I
Steol Ciutiii^s
For tings
Gas Cylinders
Conrerter and
Drop Hammer
Seamless
Bleetrio
and Press
Steel
Wm. Wharton Jr. & Go. Inc., Easton, Pa.
(Subsidiary of Taylor-Whartoo Iron & Steel Co.,
High Bridge, N. J.)
ORIGINATORS OF
MANGANESE STEEL TRACKWORK
.illllllliiililllllllliiiiiiiiiiiiriiiiiiiiiiiliri lllirilfliiiiiliiiiimiiiiiii ii riiiiiiiiriiir uriiiiuiillllllililliiiliii miiilliun
gliiiiiiillilniiiiiiiiillliii iiiimiiiiiiiiiiiiM iiiillllliliiiiiiiiiiiniiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiraiiinriiirHiiiiii miiiiiiiiiiiiii>=
aa^Knii^iayg
Peerless Insnlation
Paper ha« 25 to
50 per cent Usher
electrical resist-
ance.
Homflex Innila-
tloD Paper luw no
rrain. Folds with-
oat crackixue.
Steel Chisel on one end | |
— Broom on the other | |
Both Ends of the I I
PAXSON I I
I Track Broom are Business Ends |
I — for which reason they have been the choice of railway men for = i
I 25 years. | =
I Made of flat steel sprinr wire. Fits frogs, switches and groovee. i |
I Has strong ash handle with steel chisel on other end. Broom is Urbt I |
I in weight hut strong in construction. Send for a sample — you will 1 |
I be pleased. 1 |
SEYMOUR
"Midget" Rail Grinder |
Strong and substantial, yet so efficiently designed |
and compactly constructed, it is most easily han- |
died and fast-working. Will do any kind of |
track grinding met with in railway maintenance |
and construction. Many roadmasters are using |
these machines in preference to all others. |
Send for descriptive circular. |
E. P. Seymour Rail Grinder Co.
Waltham, Mass.
= 'illMtMliiiiliiiiitMiriiiMriMiiiiifiiiiiMiiiiriiiMtiiniiiiiiiiiiriiiiiiiiiiiiriiiiiiiiiiiiiiMiriiiiiiitiiiiiriiiiiiiiiiiiiiMiiiiiiiuiiitiiiiitiniiiiiiiin
ailliliiiiiiiuiiiiiiiiiniiiiniiiiiiiiiMiniiiiiniiiiitiiiiiiliiiiiiiiiiiiiiiiiiiiiiiiiiitiiuiitiininiiiiiitiiiiiiniiiiitiiiiiiiiiiiiiiiiiMiiiriuiiiiiiiic
£ I
I High-Grade Track I
Work
I SWITCHES-^MATES— FROGS— CROSSINGS I
I COMPLETE LAYOUTS f
I IMPROVED ANTI-KICK BIG-HEEL SWITCHES [
I HARD CENTER AND MANGANESE I
I CONSTRUCTION I
- s
I New York Switch & Grossing Go. I
I Hoboken, N. J. |
NATIONAL FIBRE & INSULATION CO.
Box 424, Wilmington, Delaware _._^ -
^iiiiMiHiiiiiHiiHiiHiitiliniuiiniiniiiiiiMiniuMniiitiiiiiniiniHMiiiiiiiiuililiiriiiiiiiiiiHniiiiiiriiiMlillilllllllllliiilllHlluilniillliir
^iiiiiiiiuiimiiiiiiiiiiiiiiiiiiiiniiiiiuiiriiiiiiiiiiiiiiiiuiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiijtiiiiiiiiiiiiiiiiuiijiiiiiiiiiiiiiiiiiiiiiiim iiiiiiiir
BUCKEYE JACKS \
hicfa-erade R. R. Track and Car Jacks. |
The Buckeye Jack Mfg. Go. I
Alliance, Ohio i | I
t^iaininnitiiiiMiiimiiiiiiniiiniiiimimiinniiiiiiiimiiiiiiiiimmiiiiiiiiiiiimiitriiiiiiiiiiiHiiiiiiilimiiiiiiiiMiiiiiiiiiiiiraiiiiiiiiiiiiS ^iniiriiuiuuiiiiiiiiiiiaiiiiiiiimiiiiiiiiiiiiiiiiuuiiiiuuiiuiiiiiiiiiniiiiniiiiiiiniiiiiiiiimmuiiiiiiiiirimuiitiiinuiiiiriiHiimiiiiniE
TkiiiiiniiiiiniiniiiiiiiiiiiiiriniiiiiiiiinininiiniiiiiniitiiiiiiiiittimiitiliiiniininiiniirliiiiliMiiiiilliliiiiiiiiuiiiiiilillliilllliiiiiiitiiuc
9iiiiiiiiiiiiiMiiiiiiiiriiriiiriniirrinii)iiiiiifiiiiinMiiiiniiiiiiiMuiiitiiiiitiii.uiijriiiiiiiiinuiiiiit,iriiiiiiiriniiiiiniiuiiiiiiiiiiitii<iiiiiir
SPECIALISTS
I in the |
Design and Manufacture
I °^ I
Standard — Insulated — and
Compromise Rail Joints
The Rail Joint Company
I 61 Broadway, New York City |
November 18, 1922
Electric Railway Journal
61
jm iiiiiiuiimimiiimiiiiiiiiiiiiiliiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiliiiiiliiiiiiiiiiiiiiiiiii iiiiiiiii i iiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiui uiiiiiiiiiiiii imiuiimi iiiiiiimiiiiiiniiiiiiiiiiiiiiiiiitnmiiiiiiiiiiKiiii
1 The Indianapolis Switch & Frog Co., Springfield, Ohio
I Indianapolis Economy Products That Make Dollars "Grow"
Indianapolis Solid Manganese:
Froga. Crossing's, Mates and Tonpue-switches. Super-quality
mateii&l. Par-excellent desigma. Givee many lirea to one, of
ordinary construction, and when worn down, CAN BE RE-
STOBBD l>y INDIANAPOLIS WHDDING.
Indianapolis Electric Welder:
Efficient. Ranld, BCONOMICAL, Durable. Price, »2.00 (per
day tor three hundred days) thoroughly dependable every day
in the year, upkeep about 75 cents per month. LAST A LIFE
TIHB,
Indianapolis IVelding Steel:
Fluxated heat treated Metal Electrodes, insure nnitoraa De-
pendable Welds that are from 75 per cent to 100 per cent more
efficient, than the "MBI/F." from the same Hirh Orade buic
stock, untreated.
IndianapoHs IVelding Plates:
Eliminate "Joints" and "Bonds" in Street Track. Hlcker in
Strength and ConductiTity than the unbroken Rail. loatalled
according to instructions, have proven THOROUGHLT DB-
PENDABLE. during 10 YEARS ot "Time and Usare" TBST.
Extensively used in 48 STATES and COUNTIES. Recocnixed
as paramount MAINTENANCE BLIMINATOBS.
Indianapolis IVelding Supplies:
CABILBS. HKLMBTS, LENSES. CARBONS.
Turntables:
Ball-bearing, for ash-pits, atorare yards, etc.
Indianapolis "Economy" Products
are Pre-eminently "Money Savers." YES — "Money Maken" for
Electric Railways.
aihliiMiiHlllMnihluilltllliMlllliiiHiiiMiiMnMMijlltniii.iiniiniMiiiniiuiinihiiMiiiHilillltliMiiiniuiiMinMliMiirilliMllliniMlinillliiniiniinilMilMiltniiiilitMiiinitniiHilnMlillMnrilniiliinilliMill^
uHiiuiiiiiiiiniiiiMiiiiiuiiitiiiniiniiniiiiiiiiiiiniMiiiiiiiuiiiniiitiiiiMniiiMiiiiiuiiiuiijiiniinHniiniiniiiHiiniiiiiiHiiiminiinMiiiiniiniiiiiiiiiiiiiiiiiiiniimiiiiMitiiiniiiuiuiiiuiuiinMiiMniiiiii^
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 Buildinsr
Pittsburgh, Farmers Deposit Bank Building
Cleveland, Guardian Building
Chicago, Marquette Building
Cincinnati, Traction Building
.\TLANTA, Candler Building
"^rcsoN. A'JTZ.. ?T '^'^. ctone Avenue
Dallas, Tex„ 2001 Magnolia Building
Honolulu, H. T., Castle & Cooke Building
WORKS
Bai^onne, N.J.
Barberton, Ohio
I
I
iiHiiiuiiiiiiiiiimiiiuiiiiiiniiniiniiiuiiraimiiuimiiiiiiiiiifniiiiiiiiiiiiimiiiiiiiiiiiiiiniiniiuiiiiiiiiiiniiiuiiiiiimiiiiiiniraiiiiiiiiiiiiiiiiiiiiiiraiiiiiiiiiimim^
Makers of Steam Superheaters
since 1898 and of Chain Grate
Stokers since 1893
BRANCH OFFICES
Detroit, Ford Building
New Orleans. 521-5 Baronne Street
HonsTON, Texas, Southern Pacific Building
Denver, 435 Seventeenth Street
Salt Lake City, 705-6 Keams Building
San Francisco, Sheldon Building
I,os Angeles, 404-6 Central Building
Seattle, L- C. Smith Building
Havana. Cuba. Calle de Aguiar 104
San Juan, Porto Rico, Royal Bank Buildine
• niha.iniiiiimiiiiiiii iiiiiiiiiiinmiiiiiiiniiii miiiiiiiiiiiiuiiiiiiiii jiiiiiiiiiiiiiiiuiiuiiiiiii»iiiiiiiii>iiii>i>"">"""|
^llinilllMlltllllinilMIIIIIIIMIIIIIIMIIIillllllllllllllllllllllirilllMIIIIIIMIIIIIIIIIIIIIIIIMIIIIIIIttllllllMIIMIIIIHIIIIIIIIIIIIIIIUIIIIIIItiinill^
"/ftnencan"
TNSVLATING
'jUAcm/vfior
ncoiHfAorr
M
PHIL/kOELPHIAIir A
ENNSYLVANIAUJiil.
'* American" Electric Railway Automatic Signals.
RECLAIMING MACHINES | for recovering
INSULATING MACHINES/ insulated
I wire
J^I^M
WILLIAMS' "VULCAN"
FORGED-CUTTER TOOL HOLDERS
For continuous heavy cuts at high speed on lathe, planer,
shaper, etc. Change the cutter, not the tool, and get all
the advantages of the solid bar without its expense.
Literature?
J. H. WILLIAMS Sl CO. "The Drop- Forging People"
BROOKLYN BUFFALO CHICAOO
57 Bicbaids St. 57 Vulcan St. 1057 W. 120th St.
luuiiuiiiitiiiiiiiiinMnituiiiMiiiiiniiiH iiiiiiniiitiimiiiiiiirii''iiHiimiiitiiiiiittiiiiih<iiiiiiitiiMiiiiiiiHiiii>imiii|iiriiiw:£
wmitmiMimiiHiiiiiiiitiiitiiimMiiimiitiiiiininiiitiiiniimimimmiiiiiimiimiii;iiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiimiii!iiiiimiin^
I A Single Segment or a Complete Commutator |
I is turned out with equal care in our shops. The orders we fill §
5 differ only in mag'nitude: small orders command our utmost care =
= and skill just as do large orders. CAMERON quality applies to i
f every coil or sogtnent that we can make, as well as to every com- =
3 mutator we build. That's why so many electric railway men rely =
I absolutely on our name. |
I Cameron Electrical Mfg. Co., Ansonia, Connecticut |
niiHiuiiiiiiiiiiiiniiiiiiiiiiiiiiii(iiiiiiiiintiiiiiiiiMiiiriiriiJiiiiiiriiiM<iMiiiiiiiiiitiiiiiiiiMiiMiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiuiiiniiiiMitiik
aiiiiiiiHHamittiiiiiiiiiiiiiMiiiiiiiniiitiuiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiitriiniiiMiiMiiriiiiiiiitiiiiMiHiiiiiiifiiiiiimiiniiiiiiiHiiitiiitiiit^
1 FORD TRIBLOC
s =
I A Chain Hoist that excels in every feature. It has I
I Planetary Gears, Steel Parts, V/i 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
^niHitiiiiMliiiiiiniHiiMlliniilitiiMiiMMltliiiHiiMiiitriiriiiiitiiiiiiiiiiiiiiiniMMiitiitiiiiittiuiliniiiMiHiiiiiiitiiiniliiiiiiiilllllHMiMr
HiiuiimiiJiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiuiiiHiiiiiiiiiiiiiiHiiimiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiniiiiiiiiiiiiHiiiiiiiiiniiiiiiiiiiiiiiimiiiiiiiiiiiD
siiiiiiiiiiiiuiiuiiiitiiiiiimiiiiiiiiiimiiiiiiiiiiiiiiiiiiimiiiiiimii iiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiniuiiiuiiiiiiiiHi<j
I I
mt.
We make a specialty of
ELECTRIC RAILWAY
LUBRICATION
We solicit a test of TULC
on your equipment.
The Universal Lubricating Co.
CUveland, Ohio
.iiiiiiiiiiiiMiiitiiiiiiiiiiiimiiitiiiiiimiiiiiiiiiiiiiitiuiiiiiiiiiiiiiiiiuiiniiiiiriiniiiiiiirMitiiiiiiiiiiiiiiiiiiiiiiiiiiniimiHiiitiiiiiiiitiiinin
52^
Electric Railway Journal
November 18, 1922
£i4iiiiiiijjiiiiiiiiiiiiimiiiirtiiiiiiiiiiiiiiiiiiMiiiiiMimmiiiiiiiiimiiiimiiiiiiiiiimiiiiiiiiiimiiiiHiiiiiiiiiiiitiiiiiiiiitiiiiiiiiimiMiiiij^
I Car Seat and
I Snow Sweeper Rattan |
For 60 years we have been the largest im- |
porters of rattan from the Islands in the |
Indian Ocean. It is therefore to be ex- |
pected that when Rattan is thought of our I
name, "Heywood-Wakefield," instantly f
comes to mind. |
Follow that impulse and write us when in I
the market for: |
High Grade close woven Rattan Car Seat I
Webbing, canvas lined and unlined, in |
widths from 12 in. to 48 in. |
High Grade Snow Sweeper Rattan in |
Natural and Cut Lengths. |
High Grade Car Seats, cross or longi- |
tudinal, covered with Rattan, Plush or |
Leather. I
HEYWOOD-WAKEFIELD
COMPANY
Factory: Wakefield, Mass. |
SALES OFFICES: |
Hejnrood Wakefield Co., Heywood-Wbkefleld Co., I
Bie WMt 34th St.. Kovr York. 1416 MichlK»Q Are., Chicmce. |
B. F. Boyle. HoDadnu'K Blder.. San Franciaco. Cal. |
F. N. QHtg, 630 Louisiana Ave.. Wasbinrton. D. 0.
Railway and Power Engrineering- Corp., Toronto and Moiitreal.
G. F. Cotter Supply Co., Houston, Texas. |
~ilililllllliiillliliiliuriiiMiriiiriiiMiriiiiiniiiiiiiiiiiiiiiitiniMiiiiiiiiMtiiniiiiiriitriiiiiiriuiiiiHiiiiiiiiiiMiiiiiiiiiiirMtiiniiniiiiiniiiui«
^(itiiiniiHiitiiniiniuiiniiiiiiiiiiriiiiiiiiiiiiniiniiriiiMiiiiiiiiiMiriiiiiriiiiiiiiiiiiiiiiiiiiiiiiliiiitiininiitiiiiiiiiiiriniiiii)iiiiiiiriniiiiH^
Universal I
Changer
KiMtiHiMiiiiiiiiiiiiiiiiiiiiMiMitMiiiitiiiiiniiiiiiifiiiiiiriiiiiirMnitiiiiiiiriiiMiiiiiriniMiiiirniiiitiiitiiiiiiiiiiitiitiiiiMiiiiiiiirnrtiiiriiiifc
i 1
JOHNSON
Adjustable
The best changer on the market.
Can be adjusted by the conductor to
throw out a varyins number of
coins, necessary to meet chaogreB in
rates of fares.
Flexible
Each barrel a separate unit, permit-
ting the conductor to interchange
the barrels to suit his personal re-
quirements, and to facilitate the ad-
dition of extra barrels.
JOHNSON FARE BOX COMPANY I
Ravenswood, Chicago, III. -
'iimimiiiiiiiiiiniiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiriiirininMniitiitiiiiiiiiiiiiiiiiitMiriitiiiiiiiiMiiiiiiiiiiiitiimiiiiMiiiiiiimiH
giimiinimiiiiiiiiiriiiiiriiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiitiiiii iiiiiiiiiriiiiiiii i i iiiiiiiiiriiiiiiiiiiiniiiiiic
f >j tiUiilUiUf^ 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 eauipment. =
Now is the time to eet your cars ready for i
next winter. Write for details. |
The Peter Smith Heater Company |
172S Mt. Elliott Ave., Detroit, Mich. I
fiilimiiiiriiiMini iiiiiimiliiiiiiriiiiiiiiliiii iiiiiliiiiiiiiiiiii iiii iiiiiiiiiiiiijiiiiiii iiilillilirilii iiiiri
giiriiiniijiiiiiiiiMi i"">iiiiiiiiiiiiinijiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHmiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii!i
I 75% of the electric railways
PS
mm%
I ^IffllMFniXV
B-V Punches ]g
S*nd for Catalot
I BONNEY-VEHSLAGE TOOL CO., Newark. N J
filillluliiiiirliiMinillllllllnililiilllilllliilliinMniiniiiiiiiHiMMiiiiiiiiiiiiiiiMiriiniiiriiiiiiiiiiiiiiiiitlKllitiiniiMiniiiiillllKiliniitiiiR
oWH I/// .
Reg. U. S. Pat. Off.
ELECTRICAL INSULATION
Micanite armature and com-
mutator insulation, commu-
tator segments and rings,
plate, tubes, etc.. Empire oiled
insulatingmaterials ; 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
Eslabliihed 1893
68 Church St., N«w York S42 So. Dearborn St., Chicago
Work*: Schenectady, N. Y.
s-F
siilililluriiriilMiMnillriirMiriilliililiiliiiirliHiniliiilMirMniiiMillliiiniittiiriiiiiililiiitiiitiinMiiiiirinriirinMiriiiiiiiiiliiimiiiMiuin
eiriiiiiiiiininiiuiiiiiniiiiiiriiiiniiniiiiiiiiiiiniiiiiiiiiiiiitiiitiiiiiiiiiiiiiiiiiiifiiiniiuMiiiiiiitiiiiiiinuiiiiiiiiiiiiiiiliiuwiiiiiiiiliiiiiig
Type R-10
Internationa!
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 Regrister Co.
IS South Throop Street, Chicago, Illinois |
,g iiiliilllltlliiiniiiiiHiiiiiitiitiiitiiiiiiiiiiiiiiimiiiimiiiiiiimimiitiiiiiitiimiiiiiiiiitiitiiiiiiiiiiMiHiiiiimiiimiiiiiiiiiiiuiiiiiiiriiiiiiiB
JiMriiniiiriiriiiiiiiiiiiiiiiiiiiniiililriilllMlllllllllltiiiiiiMiiiiiiiirMiiiiiiiitMliiiMiiiitiiiiiiiiiiitiiniininMlninilMllllllllillllilllniiHiii:
N-L
Indicating Signals |
Mechanical Sanders I
Ventilators, Smokestacks |
Pneumatic Sanders |
Selector Switches, Lanterns, etc. |
I THE NICHOLS-LINTERN CO. |
i 8404 Lorain Ave., Cleveland, Ohio i
niiiiiiitiiiHiuniiiMiiiiiHiiiiiiiiiiiniiiiriiMniiiMiiMiiHiMiiiiniiiiiiiMiiiiiiMiiiniiUMiiinMniiiMiiMiiiiniiniiiiiiniitiiMiiminiiiiiiir
■iMiiMiiiiiinniiiiiiiiininMiniuiiiHUininiiiiMiuiniiHiuiiiiiiniiiiiuiiiiiiiiiiiiiHiiiiimiiiiiiiiiiiiiuiiiiiiHinMniiniiiiiiniiiiiitiiir.
sen**'
Company
^^»»«»uef8f
Llirect
Automatic
Registration
By the I
Passengers
Rooke Automatio |
Register Co. ^
Providence, R. 1. i
UlllllltmilllllMIHUIIIIMIIIItlllimUtlHIIIINi~
November 18, 1922
StiiiiiiMHiiiiiiiiiiiiiiiiiniuiiiumniimiHiiiniiiiiiuiuiiiitiiiMiiiiiiMiiiiiiiiiiiMiiMiiMiuiiiMiiiiiiiiiiiiiiiMiiiiiiitMiiiiiiiiiiiiiiniii^
E A R L L
Electric Railway Jouhnal
■mni
53
inniHlimilllllllliiiiimiimiiiniiiiiiiiiiiiiiiiinmiiiniiMilmiimiiiiiiiiiimmmiiiillliluinuiiii
DIFFERENT kinds of service require different
modes of treatment. For years we have special-
ized on Catchers and Retrievers exclusively. We
can satisfactorily meet every condition.
We can give you the Ratchet Wind, the Emergency
Release, the Free-Winding Spring, the Drum Check,
and other absolutely exclusive features.
iJ^.T^. \
viiiMtiiimiiriiiiiiiitiii]' r,iiiniinMiniHiiiniiiiiiiiiintiitiiiiiMiiiiiiiiriiiiiiiitiiirinMiitiiiMiiii(iriiiiiiiiiiiiiiniiiiiiiiriiiiiiiniiiiiiic
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. i
30 Church Street, New York |
332 So. Michigan Ave., Chicago Chattanooga, Tenn. I
s
i
ii((iitniiiiiiiitiiiiriittM<iiiii>tiit)itttir:iiiriiriii)iiinriiniiHiiiiiiii
iMiiiuniuiiuiiiiriiiiiiitMiHiiuMiiiiiiitiiiiinMniMiiiiiiiiiiMiiiiuiiiinuMiuiininiiiiiinMiiMiiMHiiniiiniintiiuiiiiniiiiiiiniiniiiiiuiiunuiiiiuiiinitiiiiMiifNiiiniiiiniMniniuiiiiiiiiMiiiiiuiiiMniMiiiiiiin
MAIL THAT ORDER TO NIC
nriiiiHiiiiiHiMiininMiiiiiniiMiiHiiiniiniinMiHMHiiHiiiniininMininiinMiiMiniiiiiiniiitiiiiiiniiiniiiMiiiunMiiiiiHiiiMiHiiiiiiiiMniiiiiiiiiiiiuiiiiMiiiiiiiuiniiiiiiiiHiii^^
cmmiimiiiiniuiminMiinMiniiniiniiiniiiiiMMiiiiiniHiiiiiiiitriiiMiiiiiiiiiiiiiiiiiiMnriiniiiiiitriiiiiiniiiiiiiniiHiiiiiiitiiiiMiiiiiiif unriinMiiihnPMiiiMiiuntiiiiniiiriiinniMiuiniiniiniMiiiiiiiMiiiniiniirniMiirMiMiiiiiiiiMiiiiirliirtniiintiiniiiiiiiiiiiniiiriitiinui^
ir'Oi-D JO c ti SAMSON SPOT WATERPROOFED TROLLEY CORD I
I Lar beating, Broom and bnow Sweeper | ~
I Rattan, Mouldings, etc. I
I AMERICAN RATTAN & REED MFG. CO. I
I Brooklyn, N. Y. |
I . AMERICAN means QUALITY I
I RATTAN SUPPLIES OF EVERY DESCRIPTION I
^MiniiiiHllillllmitiiiiiiiiiiiiiiiiiiiiiitiiuiiiMlliiilttiliriiiniiiiiiiiiiiiiiiiMiriitiiiiniiiiiiiiiiiiMtiiiitiiiiiiiiiiitiiiiHilliniiiiHiiiiiiiiiii^
5iiiiiiiinilitiiiniiniiiniiiiiiiitiiiiiiiiriiiiiiiiiiniiiiiMniitiiiiriiiliiiiiiiiHiiiiiiHitriiiiiiniiniiiriiiiiiiillliiiiiiiimiiifnlliiiriiiiiiiirii*:i
1 B. A. Hegeman, Jr.. President i
f Charles C. Castle, First Vice-President W. C. Lincoln, Mgr. Sales and =
= Harold A. Hegeman, Vlce-Pres. and Engineering =
I Treu. Fred C. J. Dell, Secretary |
I National Railway Appliance Co.
I Grand Central Terminal i
I 452 Lexington Ave., Cor. 45th St., N. Y. I
I BRANCH OFFICRS: I
1 Munsey Bklfe'., Washiiieton. D. C. 100 Boylston Street. Boston. Mass. i
= 8ij Union Trust BIdg.. Harrisburg:. Pa. =
H Hegeman-Castle Corporation, Railway Exchangre Blclff.. Ch cagro, lli. |
I RAILWAY SUPPLIES I
Tool St^el (jears and Pinions
Amlprson Slirk A(ljU(«ti*iH
(JenpHCo Paint Oils
Uiinhani Hopper Duor Dt>vt<.'f
FeiiKible Drop Bnike Stafffi
Flaxlinnm Insulation
AnKle-American Varnishes,
I'aintN. KnaineJs, Snrfacers.
Shop Clrancr.
flohnhon Fare Bo.\(>t(
Peerless and Perry Side Bearings
Drew iJne Material and Railway
8pecialtie8
llartman Centering Center Plates
F^conoiiiy power Saving Meters
11 & \\ Klectric Heaters
(iarland Ventilators
Pitt Sanders
National Safety Car Kquipment
<'o.'s One-.Man Safety Sars
Central Kquipment Company's
Hand Holds
Tnemeo Paint Si Oil Comimny's C'ement Paint i
^HniiiiKminiMHiiitiiiinmtiiiiiiiiiiiiimuMniimiMimiiMnMHMiiiMiiMiiiiHnniMiiiiuMiniiiiiMiiMiiMiiMiiutiiiiMiMiiniiiiimiirR
Trade Mark Reg. r. S. Pat. Off. |
= Made of extra quality stock firmly braided and smoothly finished. =
i Carefully inspected and guaranteed free from flaws. 2
1 Samples and information grladly sent. |
I SAMSON CORDAGE WORKS, BOSTON, MASS. |
^•iiiMJiiniiitnriiiiiiiiiiiniMiiiiiiiuiiMiittiiiiiiiiiiiiiiiiMiitiiiitiiiMiiitiiiiiiiiiiiHiiiiMiniiiniiMiiMiiMiiiiiiiiiiiMniiiiiinMiitriuiiiii:
MiiiiittiiiiHiiinniiniMiir:iiiiiniiiiiiiniM'iiHiiiiiiiiiiiiMiiiiiiiiiiiuiiiiiirniinituiiiiiiiniiiniitiiiiiiiitiiiiiiiiii>Miiiiiiiiiiiiiiiiiiiiiiriiu
The Use Of
Cleveland Fare Boxes
means the elimination of
— Fare Box Failures
— Shortages and Overages
— Remittance Reports
Let Us Tell You Of Other Advantages
The Cleveland Fare Box Co.
Cleveland, Ohio
CANADIAN CLEVELAND FARE BOX, Ltd . |
Preston, Ontario |
nilltMHillliniinlllilliiiliiMlilillilllllllllllllllliimimiiinllitllillllllllllllMiliiiuniiMiiiMiiiliHlilllllllllllllllllilllllMllitniHiiiiiiiiiiR
54
Elkctric Railway Journal
November 18, 1922
uiiiiiiiiuiiniiniiHimiiiiiHiiiiimmiiiiiiiiiiiimimmiitiiitiiniiniiiiiniiiiiiiiiiMniininiiiiiitiiiiiniiniuiiiiiiiiiiiiiitiiiiiitiiiiiiiiii''^
<£ 3iritriiiMiiMiiniiMiiniTiiiiiiiiiiniMiitiiiiinMMiiMiniiiiiiiiniiuiiniiiiMMiMniiiuinnniiniiiiiiiiniiniiniiiiiiMit(iit)iiiiiiriiiiii[iiyr
I Perry
I Hartman
I Side Bearings
I and
I Center Plates
KEDUCE YOUR POWER
BILL AND MAKE TOUK
CARS EAST RIDING.
Flange wear i8 greatly reduced, rail wear decreased and derail- i
menta prevented. "Nosing" ol tracks is stopped. Car maintenance i
reduced. Write for details. |
Burry Railway Supply Co., Peoples Gas BIdg., Chicago I
i Electric Railway Sales Distributors: F. Bodler, San Francisco; The LeOrande, =
= Inc., Bock Island: P. W. Wood, New Orleans; National Ry. Appliance Co,, New =
I York: By. & Power Engrg. Corp., Toronto, Canada. 5
RiimiininiiiMitiiiiiliiiiiiiiiiitiiniltiiiMniiiMiiiiniinniiirMiiiiiiinniiiiiiiiiiitiiiiiiiiiiiiMiiliiiiiiiiiiiifiinitniitiiiiiiitiliilitiiniitiiS
uiMiiiniiiMiiiniiittiitiiniiiriiniitiiiiiiniiiiniiiiiniiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiMHiiiMirniiiiiiiniiiriniiiiiiiiiiinMiiiiitiiiiiiiiiiiitiiiL
lli'"Uii(Mii)lllliiiiiiHiitiiiiiiiUililiitMnlllliniliMninMlMllii<iiiiinNiliiiiiiiiiiiitir •MiiiiiiriitiitiiirniiirliiiinilHiiiiiiiiiniiim
(illliniUiinniiiniiniliriiiiniiKiiniilliliiiilllliillluiiiMiiiluiuiininillliiilllJliiiliilllllimiiHinMiMiiiiiiiiiniHniUlMlllillllllltillc
RAILWAY MOTOR BRUSHES |
(roHSSSiffl)
203
Grade 203, produced by research and proved by test, the i
most satisfactory and lowest cost-per-car-mile brush obtain- |
able for A. C. commutator type railway motors. One of a |
series of standard railway motor brushes. i
COLUMBIA BRUSHES
COST NO MORE — LAST LONGER I
NATIONAL CARBON COMPANY. INC. |
CLEVELAND, OHIO SAN FRANCISCO, CAL. I
liiMiiiiiiininiiiiiHiiiiiiimiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiUfiniiiniitiiHiitiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiuiiiiiiiniiiiiHtiE
^MiitiiittiitiiiiiitiiiiiiiiiiiiiuiiiiiiiiiininiitiMriiniiiiiininiitiiiiiiiiiiiiiMiHiiiiiiiMiiiiniiiiHiiiiiniiiiiiiiiiMiiiiiiiiiininriiniiitiiiiii^
Gets Every Fare i
PEREY TURNSTILES i
or PASSIMETERS I
Use them in your Prepayment Areas and i
Street Cars |
Percy Manufacturing Co., Inc. I
30 Church Street, New York City i
'jiimiiiiiiniitiitnitiiiiiiliiiiiiniilllillilliimiiiiiiiiiiiiniiiiiiiiiniiiiiiiiiniiiniMitiiniiiiiuMiiiiiiiiiiiriiiiiiiiitiitiinliiiiiiiiiiiiiiimi^
The Differential Car
An automatic dump car, an electric locomotive, a
snovr plow, and a freight car — all in one. Big
savings shown in track con-
struction and maintenance,
paving work, coal hauling,
ash disposal, snow removal,
and freight transportation.
The Differential
Steel Car Co.
Findlay, Ohio
!illlll)tliltiiiiiitMiiMiiiiiiiiiiiiiiiriiiiiiMiiuiiiiMitiii'iiiiiiniiiitiiiiiiiiitiiiiiiiriiiMiiiiiriiiiirMitniiniiiiiiiiriiiniiiiiiitiriiifiiiiiiiiiirii;
HiiiiiiMMtiiMi>iiirii>iui)lMitiliriir)iriliriiiiiiiiitii!iirMiiiiiiiiiiiii<iiiiir)llliiMiiiiiMiiiiiMiiiiiitiiiiiitiitiiiMirtiiriiiiiiiiiirniiiiiimiiiic
The Kalamazoo Trolley Wheels |
I b^^ve always been made of en- |
I tirely new metal, which accounts i
I for their long life WITHOUT
I INJURY TO THE WIRE. Do
i not be mislead 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
1 EXCLUSIVE TROLLEY
I WHEEL MAKERS IN THE
I WORLD. I
THE STAR BRASS WORKS i
I KALAMAZOO, MICH., U. S. A. |
~HNiiininMiMiitiiiiiiiiiiininMiriniiiiiiriiiiiiMiiniMiMiiMiMiiHiMiiiiii)iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiT;iiiiiiiiiiininniiiiniiniiiiiniiini>c
uiiiiiiiiiiiiiininiiiiiiiiiiiiiiiniiniiiHiiitiiiiiitMtiiiiiitiiiiiniiiiiiiiininittiiiiiiiiiitiiiiiiiiiiiiMiiiiiitiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiniiii.
The Most Successful Men in the Electric Railway
Industry read the
ELECTRIC RAILWAY JOURNAL
Every Week
3imiiiiiiiiiiMiniiiiiii(iiiiiiitiiiiiiiiiiiiiiii)iiniiniiiiiitMiiiiiiiiiiHiiiiiiiiMiiiiiiiiiiiniiiiiiiiiiiiiiiii>iiiMiitiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiB
£|iiii)iriiiiiiMiiiiiiiiiiniiniiiMiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiMiiniiiiiniiiiiii>niii
= RI.KfrrBK' HE.\TEB EQllF-MK-MS
iiiiniiiiiiiiiitiiiiiiiuitiiiiiitiniiiiii^
Address All i
Communi- i
cations to I
BUSH I
TERMINAL i
(220 36th St.) I
Brooklyn, I
N. Y. I
Literaiurm on |
Request §
niiiiiiMnMniiiMniiiMiiiniiiiMiriiiMiiiiiMiiiiitiiiiiitiiiiiiiiiitiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiniiniiiiMiiiiritiiiiiiiiiMUiiiiiitiiiiiini'
HiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiMnMniiiiiniiniininiiniiiiiiiMiiiiiriiinniiiMniiuinMiiMTiiniininiiiiiiiiHiiiiiiiiiHiiiiiiiiiMiiiiiiiiiiii*: .mimiiiiiiiiniiHiininiiniiiiiniiiiiiiiniiniUMiiiitiiiKiuiininnniiNiiiiiiiiitiiiiiiiiiiuiiiiiiuiiiMniiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiir;^
GOLD CAR HEATING &
LIGHTING CO. .
NEW YORK CITY
PATENTED
TUKRMUHTAT CONTROL BQUIPMBNTB
i -'"
STUCKl I
SIDE I
BEARINGS I
A. STUCKl CO. I
Oltnr Bld(. I
Pittsburfh, Pa. |
'tillllflllllllillllllllllllllllllllltllirillllllniMilMillllllllillllllliliniinilllllllinillliniMlluiHllltiiniillltllillllliniiniHIiniltlllllllllllllln fitllimitllluiltinnilHiilin iiiliinnniiniltiinMlllltliniiniiiiiiiinliitlliniK iini'iniitiiltiniiiminliHliuiiniiilliniiniiiliR
SS New Uters in the Laet 4 Month*
KASS SAFETY TREADS
present an Unusual Combination
in that they give BETTER RESULTS AT LESS COST
Manufactured and Sold by
Morton Manufacturing Company, Chicago
^1^1^^
November 18, 1922
Elkctric Railway Journal
56
Searchlight Section
EMPLOYMENT- BUSINESS OPPORTUNITIES- EQUIPMENT
UXDISPLATBD — RATE PER WORD: INFORMATION: DISPLAYED — RATE PER INCH:
Petitions Wanted, 4 cents a word, minimum Box ^Mmfterg in care of any of our offices 1 to 3 inches $4.50 an incli
75 cents an insertion, payable in advance, count lOwords additional in undisplayed ads. 4 to 7 inches 4 30 an incli
Potifwng Vacant and all other classifications, DUcount of 10% if one payment is made in 8 to 14 Inches 4,10 an inch
8 cents a word, minimum cliarge J2.00, advance for four consecutive insertions of An advertising inch is measured vertically on
Provosals, 4C cents a line an insertion, undisplayed ads (not including proposals), one column, 3 columns — 30 inches — to a page.
'^~~ ' ~ E, R. J
POSITIONS VACANT
MAX, experienced in both line work and
track work on fifteen mile interurban
railroad in Xew Jersey; salary $150,00
per inonth. State your experience. P-
479, Elec, Railway Journal, 10th Ave, at
36th St., New York City.
WANTED a good secretary also superin-
tendent of a hydro-electric interurban
railway company. This is said to be the
second best iron mining district in the
United States. Don't lose time but come
at once. Room 1, First National Bank
Bldg,, Iron River. Mich.
POSITIONS WANTED
AUDITOR or assistant. Eighteen years of
experience in electric railway, light and
power industry. Middle West preferred.
l^W-475, Elec. Ry. Journal, 10th Ave. at
36 th St., N. Y.
GEXERAL foreman of shops and car
house.«. with a proven record of eighteen
j'ears on large city and interurban prop-
erties, desires to make a change; can
furnish A-1 references as to character
and ability ; understand all details of
mechanical department thoroughly ; will-
ing to go anywhere, PW-478, Elec, Rail-
way Journal. 10th Ave. at 36th St., New
Yoik City,
MR, MAN.\GER — This is the age in which
practical experience Is of vital impor-
tance in the Electric Railway Industry,
Are .vou in need of a capable, practical,
experienced superintendent of transporta-
tion who is capable of tailing over de-
tails and handling same in a manner
that would be a credit to your property?
Successful in public relations and recog-
nized as an economical operator. At pres-
ent with a large property but desire a
change on account of personal reasons,
Vei-y successful in handling labor and
have made a study of safety work, A
proven record of 18 years on city, sub-
urban and interurban properties %vith
high grade references from leading men
in railway field is back of this ad. Would
prefer a large city and suburban prop-
erty that requires careful attention,
PW-470, Electric Railway Journal,
Leader-X'ews Bldg,, Cleveland, Ohio,
SUPERINTENDENT, with successful rec-
ord as statistician and operating head :
exiierienced in interurban, safety car and
bus operation ; can get desired results ;
satisfactory relations with prsent em-
ployer: personal reasons for desirinn
change. Address PW-477, Elec. Rail-
way Journal, Leader-News, Bldg., Cleve-
land. Ohio.
WORKING barn foreman desires position.
Can do any kind of wiring, wind arma-
tures and controller repairs ; 12 years' ex-
perience. PW-463, Elec. Ry. Journal,
Real Estate Trust Bldg., Phila,, Pa.
SALESMEN AVAILABLE
SALES manager or salesman who has had
ten years' experience In track engineer-
ing and ten years' selling experience in
the street railway field would like to
make permanent connection ; acquainted
with street railway engineers through-
out the States and Canada. SA-4 80,
Elec, Railway Journal, Real Estate Trust
Bldg,, Philadelphia, Pa,
FOR SALE
Immediate Delivery
3000 TONS
SNOW SWEEPER f J fiQ lb. Relaying Rail I
-Brill Sinele Truok, double end. com- I = J ^ =
I 1 — Brill Single Truok, double end, com
plete and ready to run.
SNOW PLOW
-Wasson Double Truck, hi^h nose ends,
operated by air, double end, splendid
condition, complete and ready to run.
What have you for sale?
Transit Equipment Company
Cars — Motors
501 Fifth Avenue, New York.
A.S.C.E. Section
and Angles
At Girard, Pa.
BufFalo Housewrecking
and Salvage Co.
Buffalo, N, Y.
Illtllllltlllllllllllllli
IIIIHIIHIIItV.
FOR SALE
20— Peter Witt Cars
Weight Complete, 33,000 lbs.
Seat 53. 4 — G. E. No. 258-C Motors.
K-12-H Control, West. Air Taylor Trucks,
R.H. Type. Complete.
ELECTRIC EQUIPMENT CO.
Commonwealth Bide., Fhiladelphia. Pa,
FOR SALE
1—75 Kw., 550 v., D,C„ 6609 V,A.C, Motor
Generator Set, Electrical Sundries, Insula-
tors, Hangers, Frogs, Clamp Ears, etc, — all
first class,
Walter A. Zelnicker Supply Co., St. Louis
Rails — Cars — Track Material — Machinery
— Tanks. Ask for Bargain Bulletin No. 300
^•IIIIIMIIIIllllllllMIMIIIIIIIIIHHIIM)IHIIIIIIMIIIilllltMMIIIItll»IIIIIIIIIMnt)lll)lllltllHMIHIMIIIilllllMtllllttlltllMIIIIIIIII
IIIIIIHIIMIMIIIHMMMI IMtlllllDIMtt
How to judge your chances
for prompt returns —
You generally hire a man by his record
on a job similar to the one for which you
need him. His past performance is your
gauge as to what you may expect of him.
Likewise, when you select a medium to enable
you to fill a business want; the manner in which
that medium has and is, helping others is vital.
It determines your chances for prompt returns.
We should like to furnish you with concrete
evidence of how the
SEARCHLIGHT SECTION
is serving others in this field. And when you
have a business want of any kind that can be
satisfied by others in this field you, too, will
"Think SEARCHLIGHT First"
MI>llllllltlllllltlMMIIMIIMHIIIIMillHMIMII>H<*lllllllllHUII(llltllllUlltllllltl>(lllltlllllHIMIItllllllitlllltlll)lllllllltllll?
56
Electric Railway Journal
November 18, 1922
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
Advert'fing, Street Car
Collier, Inc.. Barron Q.
Air Receivers Hi Aftercoolers
IngersoU-Rand Co.
Anchors, iiuy
Elec. Service Supplies Co.
Ohio Brass Co.
Western Electric Co.
Westinghouse E. & M. Co.
Armature Shop Tools
Armature Coil Equip. Co.
Elec. Service Supplies Co,
Automatic Return Switch
Stands
Ramapo Ajax uorp.
Automatic Safety Switch
Stands
Ramapo Ajax Corp,
Axles
Bemis Car Truck Co.
Axle Straighteners
Columbia M. W. k IS.. I. Co.
Axles, Car Wheel
Bemis Car Truck Co.
Brill Co.. The J. G.
Weslinghouse E. & M. Co.
Babbitt Metal
More-Jones B. & M. Co.
Babbitting Devices
Columbia M. W. & M. I. Co.
Badges and Buttons
Elec. Service Sup. Co.
Int. Register Co.. The
Batteries, Dry
National Carbon Co.
Bearings and Bearing Metals
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Gilbert & Sons B. F. Co., A.
Le Grand. Nie
More-Jones Br. & Metal Co.
Westinghouse E. & M. Co.
Bearings. Center and Roller
Side
Hurry Railway Supply Co.
Stucki Co.. A.
Bearings, Roller
Stafford Roller Bearing Car
Truck Corp.
Bells and Gongs
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
Consolidated Car Heati'g Co.
Elec. Service Sup. Co.
Western Electric Co.
Boilers
Babcock & Wilcox Co.
Bond Testers
Amer. Steel & Wire Co.
Elec. Service Sup. Co.
Bonding Apparatus
Amer. Steel & Wire Co.
Electric Railway Improve-
ment Co.
Elec. Service Sup. Co.
Indianapolis Switch & Frog
Co.
Ohio Brass Co.
Railway Track-Work Co.
Rail Welding 8c Bonding Co.
Western Electric Co.
Bonds, Rail
Amer. Steel & Wire Co.
Electric Railway Improve-
ment Co.
Elec. Service Sup. Co.
General Electric Co.
Indianapolis Switch & Frog
Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Western Electric Co,
Westlnshouse E. & M. Co.
Boxes, Switches
Johns-Pratt Co.
Brackets and Cross Arms
(See also Poles, Ties,
Posts, Etc.)
American Bridge Co,
Bates Exp. Steel Tr. Co.
Electric Ry. Equipment Co.
Elec. Service Sup. Co.
Hubbard & Co.
Ohio Brass Co.
Western Electric Co.
Brake Adjusters
Gould Coupler Co.
National Ry. Appliance Co.
Westinghouse Tr. Br. Co.
Brake Shoes
Amer. Br. Shoe & Pdy. Co.
Barbour-Stockwell Co.
Bemis Car Truck Co.
Brill Co.. The J. G.
Columbia M. W. & M. I. 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.
Jonhs-Manvllle. Inc.
Safety Car Devices Co.
General Eflectric Co.
National Brake Co.
Westinghouse Tr. Br. Co.
Bridges and Buildings
American Bridge Co.
Brooms, Brushes, Etc.
Worcester Brush & Scraper
Co.
Brooms, Track, Steel and
Rattan
Amer. Rattan & Reed Mfg.
Co.
Paxson Co.. J. W.
Worcester Brush & Scraper
Co.
Brushes, Carbon
General Electric Co,
Jeandron, W. J.
Lc Carbone Co.
Morganite Brush Co., Inc.
National Carbon Co.
Westinghouse E. & M. Co,
Brushes, Graphite
Morganite Brush Co.. Inc.
National Carbon Co.
Brushes, Wire, Pneumatic
Ingersoll-Rand Co.
Brush Holders
Anderson Mfg. Co.. A. 8a
J .M.
Columbia M. W. & M. I. Co.
Bunkers, Coal
American Bridge Co.
Buses, Motor
Brill Co.. The J. G.
Mitten-Traylor. Incorporated
Bushings
Nal'l Fibre & Insulation Co.
Bushings, Case Hardened and
Manganese
Bemis Car Truck Co.
Brill Co., The J. G.
Bus Seats
Hale & Kilburn Corp.
Cables. (See Wires and
Cables)
Cambric Tapes, yellow and
black varnished
Irvington Varnish & Ins. Co.
Mica Insulator Co.
Carbon Brushes (See Brushes,
Carbon )
Car Panel Safety Switches
Westinghouse E. & M'. Co.
Cars, Dump
Differential Steel Car Co.
Car Lighting Fixtures
Elec. Service Sup. Co.
Car Panel Safety Switches
Consolidated Car Heati'g Co.
Cars, Passlnger, Freight, Ex-
press, etc.
Amer. Car Co.
Brill Co.. The J. G.
Kuhlman Car Co.. G. C.
McGuire-Cummings Mfg. Co.
National Ry. Appliance Co.
Wason Mfg. Co.
Cars, Second Hand
Electric Equipment Co.
Transit Equipment Co.
Cars, Self-Propellcd
(3eneral Electric Co.
Castings, Brass. Composition
or Copper
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. & M. I. Co.
More-Jones Br. & Metal Co.
Castings, Gray Iron and Steel
American Bridge Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Castings, Malleable and Brass
Amer. Br. Shoe & Fdy. Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Le Grand. Nio
Catchers and Retrievers,
Trolley
Earn. Chas. I.
Elec. Service Sup. Co.
Ohio Brass Co.
Wood Co., Chas. N.
Catenary Construction
Archbold-Brady Co.
Western Electric Co.
Centrifugal Machinery
De Laval Separator Co.
Circuit-Breakers
General 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.
General Electric Co.
Hubbard & Co.
Ohio Brass Co.
Westinghouse E. & M. Co.
gleaners and Scrapers Track
(See also Snow-Plows,
Sweepers and Brooms)
Brill (5o.. The J. G.
Root Spring Scraper Co.
Clusters and Sockets
General Electric Co.
Coal ad Ash Handling (See
Conveying and Hoisting
Machinery)
Coasting Recorders
Railway Improveent Co.
Coil Banding and Winding
Machines
Armature Coil Equip. Co.
Columbia M. W. & M. I. Co.
E.ec. Service Sup. Co.
Coils. Armature and Field
Columbia M. W. & M. I. Co.
(Jeneral Electric Co.
Westinghouse E. & M. Co.
Coils, Choke and Kicking
Elec. Service Sup. Co.
General Electric Co.
Westinghouse E. & M. Co.
Coin Counting Machines
Intern'l Register Co.
Johnson Fare Box Co.
Commutator Slotters
Elec. Service Sup. Co.
General E ec.tric Co.
Westinghouse E. & M. Co.
Commutator Truing Devices
General Electric Co.
Comniutatotrs or Parts
Cameron Elec'l Mfg. Co.
(Cleveland Armature Works
Columbia M. W. & M. I. Co.
General E ectric Co.
M^ca Insulator Co.
Westinghouse E. & M. Co
Compressors, Air
(ieneral Electric Co.
IngtTso'l-Rand Co.
Western Electric Co,
Westinghouse Tr. Br. Co.
Compressors, Air Portable
Ingersoll-Rand Co.
Condensers
Al is-Ch-ilmers Mfg. Co.
General Electric Co.
Ingersoll-Rand Co.
Westinghouse E. & M. Co.
Condenser Papers
Irvington Varnish & Ins. Co.
Connectors, Soiderless
Westinghouse B. & M. Co.
Connectors. Trailer Car
(Consolidated Car Heating Co.
Elec. Service Sup. Co.
Ohio Brass f^o.
Controllers or Parts
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse E. & M. C!o.
Controller Regulators
Elec. Service Sup. Co.
Controlling Systems
General Electric Co.
Westinghouse E. & M. Co.
Converters. Rotary
Allis-Chalmers Mfg. Co.
General Electric Co.
Westinghouse E. & M. Co.
Conveying and Hoisting Ma-
chinery
American Bridge Co.
Columbia M. W. & M. I. Co.
Copper Wire
Anaconda Copper Mining Co.
Cord .■Vdlusters
Nat'l Fibre & Insulation Co.
etc.
Cord. Bell. Trolley, Register,
Brill Co., The J. G.
Elec. Service Sup. Co.
Internat'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.
(Kaplers, Car
Brill Co.. The J. G.
Gould Coupler Co.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
CraneB
Allis-Chalmers Mfg. Co.
Cross Arms (See Brackets)
Crossing Foundations
Internatiional Steel Tie Co.
Crossings
Ramapo Ajax Corp.
Crossing Signals (See Sig-
nals. Crossing)
Crossing. Frog & Switch
Wharton. Jr.. & Co.. Wm.
Ramapo Ajax Corp.
Crossing Manganese
Indianapolis Switch & Frog
Co.
Ramapo Ajax Corp.
Crossings. Track (See Track,
Special Work)
Crossings, Trolley
Ohio Brass Co.
Culverts
Canton Culvert & Silo Co.
Curtains and Curtain Fixtures
Brill Co.. The J. G.
Edwards Co.. Inc., The O.M.
Elec. Service Sup. Co.
Moton Mfg. Co.
Cutouts
Johus-Manville, Inc.
Johns-Pratt Co.
Dealer's Machinery
Elec. Equipment Co.
Foster Co.. H. M.
Derailing Devices (See also
Track Work)
Wharton, Jr., & Co.. Wm.
Derailing Swiches, Tee Rail
Ramapu Ajax Corp.
Detective Service
Wish-Service, P. EMward
Dogs, Lathe
Williams & Co.. J. H.
Doors 8i Door Fixtures
Edwards Co., laic.The O. M".
Door Operating Devices
Brill (30., The J. G.
Consolidateil Car Heati'g Co.
General Electric Co,
Nat'l Pneumatic Co.. Inc.
Doors. Folding l^estibale
Nat'l Pneumatic Co., Inc.
Drills, Rock
Ingersoll-Rand Co.
Drills. Track
Amer. Steel & Wire Co.
Elec. Service Sup. Co.
Ingersoll-Rand Co.
Ohio Brass Co.
Dryers, Sand
Elec. Service Sup. (3o.
Ears
Ohio Brass Co.
Electrical Wires and Cables
Amer. Electrical Works
Roebling's Sons & Co.. J. A.
Western Electric Co.
Electric Grinders
Railway Track Work Co.
Seymour Rail Grinder (3o..
E. P.
Electrodes. Carbon
Indianapolis Switch & Frog
Co.
Railway Track Work Co.
Electrodes. Steel
IndianapoUs Switch & Prog
Co.
Railwa.v Track-Work Co.
Engineers, Consulting, Con-
tracting and Operating
AI ison & Co.. J. S.
Archbold-Brady (3o.
Arnold Co.. The
Beeler. John A.
Byllesby & Co.. H. M.
Day & Zimmerman. Inc.
Dodd. J. N.
Drum 8l Co.. A. L.
Peustell. Robert M".
Ford, Bacon & Daviis
Gould. L. E.
Hemphill & Wells
Hoist. Engelhardt W.
Jackson. Walter
Kelly. Cooke & Co.
Richey. Albert S.
Robinson 4 Co.. Dwight P.
Sanderson & Porter
Sangster & Mathews
Smith & Co.. C. E.
Stone & Webster
White Eng. Corp.. The J. G.
Witt, Peter
Engines, Gas, Oil or Steam
Allis Chalmers Mfg. Co.
Ingersoll-Rand Co.
Westinghouse E. & M. Co.
Extension Platform Trap
Doors
Edwanls Co.. Inc. .The O. M.
Fare Boxes
(Cleveland Fare Box Co.
Johnson Fare Box Co.
Economy Elec. Devices Co.
Nat'l Ry. Appliance Co.
Ohmer Fare Register Co.
Fences, Woven Wlrj and
Fence Posts
Amer. Steel & Wire Co.
Fenders and Wheel Guards
Brill Co.. The J. G.
Cleveland Fare Box Co.
Consolidated Car Fender Co.
Elec. Service Sup. Co.
Le Grand. Nic
Root Siiring Scraper Co.
Star Brass Works
Fibre and Fibre Tubing
Johns-Manville. Inc.
Nat'l Fibre & Insulation Co.
Westinghouse E. & M. Co.
Field Coils (See Coils)
Fire Extinguishers
Johns-Manville. Inc.
Flaxlinuni Insulation
Nat'l Ry. Appliance Co.
Floodlights
Elec. Service Sup. Co.
Flooring Composition
Amer. Mason Safety Tread
Co.
Johns-Manville, Inc.
Floor Plates
Amer. Abrasive Metals Qo.
Forgings
Columbia M. W. & M. I. Co.
Williams & Co. J. H.
Frogs Si Crossings, Tee Rail
Ramapo Ajax Corp.
Frogs, Track (See Track
Work)
Frogs, Trolley
Ohio Brass Co.
Funnel Castings
Wharton. Jr.. Inc.. & Co.,
Wm.
Furniture, Metal Office
Edwards Co., Inc.The O.M.
Fuses and Fuse Boxes
Columbiia M. W. & M. I_.jCo.
Consolidated Car Heati'g Co.
General Electric Co.
Johns-Manville, Inc.
Western Electric Co.
Westinghouse E. & M. Co.
Williams & Co.. J. H.
Fuses, Cartridge, Non-
Reflllahle
Johns-Pratt Co.
Fnses, Reflllable
Columbia M. W. &. M. I. Co.
Greneral Electric Co.
JohnsPratt Co.
Fuses, High Voltage
Johns-Pratt Co.
Gaskets
Johns-Manville, Inc.
Westinghouse "Tr. Br. Co.
Gasoline Torches
Economy Elec. Devices Co.
Gas-Electric Cars
General Electric Co.
Gas Producers
Westinghouse E. & M. Co.
Gates, tar
Brill Co.. The J. G.
Gear Cases
Chillingworth Mfg. Co.
Columbia M. W. & M. I. Ck).
Elec. Service Sup. Co.
Westinghouse E. A M. Co.
Gears and Pinions
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
E'ec. Service Sup. Co.
(ieneral Electric Co.
Nat'l Ry. Appliance Co.
Nuttall Co.. R. D.
Tool Steel (Sear ft Pinion
Co.
Generating Sets. Oaa-Electrle
General Electric Co.
Generators
Allis-(ChaImer3 Mfg. Co.
General Electric Co.
Western Electric (3o.
Westinghouse E. & JT. Co.
Goggles — Eye
Indianapolis Switch & Prog
Co.
Gong (See Bells and Gonge)
Greases (See Lubricants)
Grinders and Grind. Supplies
Metal & Thermit Corp.
Indianapolis Switch & Frog
Co.
Railway Track-work Co.
Grinders, Portable
Railway Track-Work Co.
Grinders, Portable Electric
Railway Track-Work Co.
Seymour Rail Grinder Co..
E, P.
Grinding Blocks and 'Wheels
Railway Track-work Co.
Guard Rail Clamps
Ramapo Ajax Corp.
Guard Rails, Tee Rail &
Manganese
Ramapo Ajax Corp.
Guards. Cattle
American Bridge Co.
Guards. Trolley
E'ec. Service Sup. Co.
Ohio Brass Co.
Hammers Pnenmatle
Ingersoll-Rand Co.
Harps, Trolley
Andersen Mfg (3o.. A. A
J M
Bayonet Trolley Harp Co.
Elec. Service Sup. Co.
More Jones Br & Metal Co.
Nuttall Co.. R. D.
Star Brass Works
Western Electric Co.
Headlights
Elec. Service Sup. Co
General EHectric Co.
Ohio Brass Co
Renten. Or (Flectrlc)
Consolidated Car Heati'g Co.
Economy Elec. Devices Co.
Gold Car Heat « Light Co.
Nat'l Ry Appliance Co P.
Smith Heater Co.. Peter
November 18, 1922
Electric Railway Journal
57
The Imperial Tamper Car is a handy portable compressor
for many kinds of work.
e
SV
■p *rjMM|
HHH
L^l
iM ^1
i
^^ 1
1
1
is
y<». .^-*^M
iLl
li wJ
■ 'fr ^Hk:i
^iMi
SHB
^^^^^W|
&n
Paving Breakers operated from the Tamper
Car show savings up to 75% over handivork.
Imperial Tampers enable small gangs to equal
the work output of large ones.
Other machines such as the screw spike
driver can be used with a Tamper Car
to reduce track work costs.
Further Savings
in Track Work
Four men with "Imperial" Pneumatic Tamping
Tools will tamp more track than 12 to 16 men work-
ing with picks and bars, and do a better and more
lasting job.
Besides quartering the cost of tamping ties,
"Imperial" Outfits make possible the use of labor-
saving methods on other kinds of work. For in-
stance, in breaking out paving of any character, the
Portable Tamper Car supplies air to the pneumatic
Paving Breakers, which show savings of 60% to 75%
over hand methods.
Other tools used with the outfit are air-operated
spike drivers, tie borers, track drills, portable grind-
ers, riveting and chipping hammers, etc.
The sum total of all the savings possible with
"Imperial" Tamping Outfits makes them the greatest
labor-saving machines for general track work.
Let us tell you how "Imperials" are
reducing track costs on other elec-
tric railways.
INGERSOLL-RAND COMPANY
General Offices: 11 Broadway, New York
OKeea Everywhere
58
Electric Railway Journal
November 18, 1922
Helmets-WeldiDS
Indianapolis Switch & Fror
Co.
Heaten, Oar, Hot Air and
Water
Elec. Service Sup. Co.
Smltb Heater Co.. Peter
Hoiets and LIfta
Columbia M. W. ft M. I. Co
Ford Chain Block Co.
Botota, Portable
Incaraoll Raad Co.
Hydranlic Machinery
Allis-Chalmere Mfg. Co.
Instnunents Measuring, Test-
ins and Recording
Economy Elec. Devices Co,
Elec. Service Sup. Co.
General Electric Co.
Western Electric Co.
Wcstinghouse E. & M. Co.
Insulating doth. Paper and
Tape
General Electric Co.
Irvington Varnish & Ins. Co.
Johns-Manville, Inc.
Kica Insulator Co.
Natianal Flbr* * Tn»nl«tl<ni
Standard Underground Cable
Co.
Westinghouse E. & M. Co.
Insulating Compounds &
Tarnishes
Sterling Varnish Co.
Insulating Silk
Irvington Varnish & Ins. Co.
Insulating Varnishes
Irvington Varnish & Ins. Co.
SterUnc Varnish Co.. IIM
Insulation (Bee also Paint*).
Anderson M . Co.. A. & J. H.
Blectrio Ry. Bqnlpmt. Co.
Electric Sonrico Sup. Co.
General EHectric Co.
Irvington Varnish ft Ins. Co.
Johne-Manville. Inc.
Mica Insulator Co.
Sterling Vamlsh Oo_ Ita
Weetinghonse E. ft M. Co.
Insulators (See also Line
Matertal)
Americaa Porcelain Co.
Anderson, M. Co.. A. ft J.
Blectrle Ey. Bquipmt. Co.
Electric Service Sup. Co.
General Electric Oo.
Hemingrsy Glaw Co.
Irvington Vamlsh ft Ins. Co.
Ohio Brass Co.
Western Electric Oo.
Westinghouse E. ft M. Oo.
Insulators, CbmblnatiOD
Strain
American Porcelain Co.
Insulator Pin*
Blee. Service Snp. Oo.
Hubbard ft Co.
Insurance, Fire
Marsh ft McLennan
#aAs (9ee also Oranee.
Rolsto and urti).
Buckeye Jack Mfg. Oo.
Elec. Service Snp. Co.
Joints Bail
(See Rail Joints)
Jonmal Boxes
Bemia Car Truck Oo.
Brill Co. J. O.
Junction Boxes
Std. Underground Cable Oo.
Labor Adjusters
Corpn. Service Bureau. The
Uunps, Onards and Fbrtana
Anderson M. Co.. A. ft
J. M.
Eleo. Servios Sup. Co.
General Bleetrie Co.
Westinghouse B. ft M. Co.
Lamps, Are and Inoaadeaeent
(See also ReadlMita).
Anderson. M. 00., A. ft
J. M.
General Electric Oo.
Westinghouse B. ft M. (3o.
Lanterns, CHassiflcatlon
Nichols-Lintem Co.
Lamps, Signal and Marker
Nichols-Lintem Co.
Lathe Attachment*
Williams ft Co., J. H.
Lightning Protection
Anderson M. Co., A. ft J.
Blee. Service Sap. Co.
(3eneral Electric (3o.
Ohio Braas Co.
Westinrhonn B. ft IT. Co.
Lfaw Material (Bee alae
Rraekete, Insnlatora, Wine,
etc,)
Anderson M. Co.. A. ft J.
Arcbbold-Brady Co.
Columbia M. W. ft M. I. Oo.
Blectilc By. Bquipmt. Co.
Blec. Serrtce Snp. Oo.
General Bieettie Co.
Bnbhsrd A Co.
Johss-Mauville, Iiic.
More-Jonea Br. ft Metal Co.
Ohio Bran Co.
Western Electric Co.
Westinghouse B. ft M. Co.
Lockers, Metal
Edwards Co., Inc., The 0.M
Locking Spring Boxes
Wharton Jr.. ft Co.. Wm.
Locomotives, Bleetrie
General Electric (3o.
McGulre-Cnnunlnn Mlc- Oo.
Westinghouse B. ft M. Co.
Lubricating Engineers
Galena Signal Oil Co.
Texas Co.
Universal Lubricating Oo.
Lubricants, Oil and Grease
Galena Signal Co.
Texas Co.
Universal Lubricating Co.
Machine Tools
Columbia M. W. ft M. I. Co.
Machine Work
Columbia M. W. ft M. I. Oo.
Machinery, Insnlating
Amer. Insulating Mach. Co.
Manganese Steel Castings
Wharton, Jr.. ft Cto., Wm.
Manganese Steel Guard Balls
Ramapo Ajax Corp.
Manganese Steel Switches,
Frogs & Crossings
Ramapo Ajax Corp.
Manganese Steel Bpeslal
Track Work
Wharton. Jr.. ft Co.. Wm.
Manganese Track-work
Indianapolis Switch ft Frog
Co.
Meter Car, Watt Hour
Economy Elec. Devices Co.
Meters (See Instmmmts)
Blec. Service Sup. Co.
Mica
Mica Insulator Co.
Molding. Matel
AUis-Ohahners Mfg. Oo.
Motor Bases, Bee
Buses, Motor
Motomien*s Sfsts
Allis-Cbalmers Mfg Co
Brill Co.. J. G.
Blec, Service Sup. Co.
Wood Co.. Chas. N.
Motors, Electric
Westinghouse E. ft M. Co
Motors and Generators, Sets
General Electric Co.
Nuts and Bolts
Barbour-Stockwell Co.
Bemia Car Truck Co.
Columbia M. W. ft M. I. (3o.
Hubbard & Co.
Oil Purifiers
De Laval Separator Co.
Oils (See Lubricants).
Omnibuses, See Bases, Motor
Oxy-Acetylene (See Cntttng
Apparatus Oxy).
Packing
Johns Manville. Inc.
Paints and Tamlsbes (Insu-
lating)
Mica Insulator Co
Sterling Tarnish (3o.. Uka
Paints and Tarnishes for
Woodwork
National By. Appliance Co.
Pavement Breakcis
IngeraoU-Band Ck>.
Paving Material
Amer. Br. Shoe ft Fdy Oo.
Pickups, Trolley Wire
Blec. Service Sup. (3o
Ohio Braas Co.
Pinion Pollers
(telnmbia M. W. ft M. I. Oo.
Blec Service Snp. Oo.
General Electric Co.
Wood Co.. (3has. N.
Pinions (See Gears).
Fins, Case Bardened, Wood
and Iron
Bemls Car Truck (3o.
Blec. Service Sop. Co.
Ohio Brass Co.
Westinghouse Tr. Brske Co.
Pipe Fittings
Westln^ouae Tr. Brake Co
Planers (See Machine Tools)
Plates for Tee Bail Switches
Bamapo Ajax Corp.
Pliers, Rubber Insulated
Blec. Service Snp. Co.
Rubber Insulated Metals
Corp.
Pneumatic Tools
Ingersoll-Rand Co.
Pole Line Hardware
Ohio Brass Co.
Poles, Metal Street
Bates Bxp. Steel Truss Co.
Electric By. BSqnlprnt. Oo
Hubbard ft Ck>
Western Electric Co.
Pole Reinforcing
Hubbard & (3o.
Poles & Ties Treated
American Pole Protective
Oo.
International Oeosotlng ft
Construction Co.
Poles. Ties. Posts Piling ft
Lumber
International Creosoting ft
Construction Co.
Le Grand, Nic
Nashville Tie Co.
Poles, Trolley
Anderson Mfg. Co., A. ft
J. M.
Bayonet Trolley Harp Oo.
Columbia M. W. ft M. I. (to.
Elec. Service Supplies Co.
Nuttall Co.. B. D.
Poles, Tubular Steel
Blee. Ry. EQulpmt. Co.
Elec. Service Sup. Co.
Power Saving Devices
Economy Elec. Devices Co.
National Ry. Appliance Co.
Pressure Begnlators
General Electric C!o.
Westinghouse B. ft M. Co.
Pumps
AUis-Chalmers Mfg. (k>.
IngersoU-Rand Co.
Pumps, Vacuum
IngersoU-Rand Co.
Punches, Ticket
Bonney-Vehslage Tool Co.
Intem'I Register <3o.. The
Wood Co.. (niaB. N.
Ball Braces Si Fastenings
Ramapo Ajax Corp.
Ball Grinders (See Grinders).
Rail Joints
Rail Joint Co., The
Bail Joints — Welded
Indianapolis Svritch ft Frog
Co.
Railway Material
Jolins-Manville, Inc.
Ballway Safety Switches
Consolidated Car Heati'g Co.
Westinghouse B. ft M. Oo.
Bail Welding
Metal & Thermit (Jorp.
Rail Welding ft Bonding Co.
Battan
Amer. Battan ft Reed Mfg.
Co.
Brill Co . The J. G.
Blec. Service Sup. Co.
Heywood-Wakefleld (3o.
McQuire-Cummlngi Mfg Oo.
Beglsters and Fittings
BriU Co., The J. G.
Blee. Service Snp. 0>.
Intem'I Register <3o.. "Hie
Ohmer Fare Register Co.
Eooke Automatic Rg Co.
Reinforcement, Concrete
Amer. Steel ft Wire Co.
Repair Shop Appliances (See
also (toll Banding and
Winding Machines)
(tolumUa M. W. ft I. Co.
Elec. Service Sup. Co.
Xepair Work (Bee also Colls)
Cleveland Armatture Works
Colambis M. W. ft M. I. Co.
General Enectric (to
Westinghouse B. ft M. Co
Beplaeers, Car
Columbia M. W. ft M. I. Co
Blec. Service Sup (to.
Resistances
Consolidated Car Heating Co.
Beslstanee, Grid
Colnmbia M. W. 4 M. I. Co
Beslstanee, .Wire and Tnbe
General Electric (}o.
Westinghouse B. ft M. Oo
Retrievers, Trolley (S<«
Catchers and Betrievers,
TroUey)
Bheostats
General Electric (to.
Mica Insulator (to.
Westinghouse E. ft M. Co.
Boiler Bearings
Stafford Roller Bearing and
Car Truck (torp.
Roofing, Asbestos
Johns-Manville, Inc.
Sanders, Track
Brill (3o , The J, G.
Columbia M. W. ft M. I. (to.
Blec. Service Sup. (to.
Nichols-Untem Co.
Ohio Brass Co.
Sash Balancers
Edwards Co.. Inc. .The O. M.
Sash Fixtures, Oar
Brill Co.. The J. S
Edwards Co.. Inc. .The O.M.
Sash. Metal, Car Window
Edwiirds (Jo., Inc.The O. M.
Scrapers, Track (See Clean-
ers and Scrapers, Track)
Screw Drivers, Rubber
Insulated
Elec. Service Sup. Co.
Rubber Insulated Metals
Corp.
Seats, Oar (Ses also Battan)
Amer. Rattan ft Beed Mfg.
Co
Brill (to.. The J. O
Heywood-Wakefleld Co.
Seating Materials
Brill Co.. I. t>
Heywood-Wakefield (to.
Secret Service
Corporation Service Bureau,
The
Shades, Testlbnle
BriU Co., The J. G.
Shovels
Allis-(3halmer8 Mfg. Co.
Brill Co., The J. G.
Hubbard ft Co
Side Bearings (See Bearings,
Center and Side)
Signals, Car Starting
Consolidated Car Heati'g Co
Elec. Service Sup. Co.
Nat'l Pneumatic Co., Inc.
Signals, Indicating
Nichols-Lintem Co.
Signal Systems, Block
Blec. Service Sup. Co.
Nachod Signal Co.. Inc.
D. S. Blec. Signal Oo.
Wood Co.. Cihaa. N.
Signal Systems, Highway
Crossing
Nachod Signal Co., Inc.
D. S. Elec. Signal Co.
Slack Adjusters (See Brake
Adjusters)
Sleet Wheels and (Mtters
Anderson Mfg. Co. A. ft
J. M.
Bayonet TroUey Harp (to.
Columbia M. W. ft M. I. Co.
Electric Ry. Bquipmt. Co
Elec. Service Snp. (to.
More-Jones Br. ft Metal Co.
NnttaU Co.. E. D.
Smokestacks, Car
Nichols-Lintem Co.
Snow-Flows, Svreepers and
Brooms
Amer. Rattan ft Beed Mfg.
BriU Co., The J. O.
Columbia M. W. ft M. I Oo
Consolidated Car Pender Co. '
McGulre-Cummings Mfg. Co.
Sockets ft Beceptacles
Johns-ManvUle. Inc.
Soldering and Braxing Ap-
paratus (See Wddhig
_ ^"««^ and Apparatus)
Special Adhesive Papers
Irvington Vamlsh ft Ins. Co
Spikes
Amer. Steel ft Wire (to.
Splicing Compounds
Westinghouse B. ft M. Co.
Splicing Sleeves (See (Hamps
and Connectors)
Springs, Car and Tmek
Amer. Steel ft Wire Co.
Bemis Car Truck Co
BriU Co.. The J. G.
Sprinklers. Track and Boad
Brill Co.. The J. G. ^^
McGuire-Cnmnilnxs Mfc Ga
Steel QutincT -«•«>•
Wharton. Jr.. ft Co.. Wm
Steel and Steel Products
Morton Mfg. Oo.
Steps, Chr
Amer Abrasive Metals (3o
Amer. Mason Safety Tread
Co.
Morton Mfg. (to.
Stokers, Mechanical
Babcock ft Wilcox Co.
Westindioase E. ft M. Co.
Storage Batteries (Bee Bat-
teries, Storage).
Strain, Insulators
Ohio Brass Co.
Strand
Roebllnr's Sons (to.. J. A
Saliway Boxes
Johus-Pratt Co.
Superheaters
Babcock ft Wilcox (to.
Sweepers, Snow (See Snow
Plows, Sweepers and
Brooms)
Switehboxes
Johns-ManviUe. Inc.
Switch Stands
Indianapolis Switch ft Frog
(to.
Switch Stands ft Fixtures
Ramapo Ajax Corp.
Switches, Safety
Johns-Pratt Co.
Switches, Selector
Nichols-Lintem (3o.
Ramapo Iron Works
Switches, Tee Ball
Ramapo Ajax Corp.
Switches. Track (See Track
Special Work)
Switches and Bwltehboards
AlUs-Chalmers Mfg. (to.
Anderson Mfg. (to.. A. J. ft
Elec. Service SuppUes (to.
General Eleotric Co.
Johns-Manville. Inc.
Weetinghonse B. ft M. Co.
Tamper Tie
IngersoU-Rand Co.
Tapes and Cloths (See Inaa-
laling Cloth, Paner and
Tape)
Tee Rail Special Track Work
Bamapo Ajax Corp.
Telephones and Parts
Blec. Service Supplies Co.
Western Electric (3o.
Terminals, Cable
Standard Underground Cable
Co.
Testing Devices, Meter
Johns-Pratt Co.
Testing Instruments (See In-
struments, Electrical Mea*
uring. Testing, etc)
Thermostats
Consolidated Car Heati'g Co.
Gold Car Heating ft Ugiit-
ing Co.
Railway Utility Co.
Smith Heater Co.. Peter
Ticket Choppers and Destroy-
ers
Elec. Service Supplies (to.
Ties, Mechanical
Dayton Mechanical Tie (to.
Ties and Tie Bods, Sted
American Bridge Co.
Barbour-Stockwell Co
International Steel Tie (to.
Ties, Wood Cross (See Poles,
Ties. Posts, ete.)
Tongue Switches
Wharton. Jr , ft (to., Wm
Tool Holders
WilUams ft Co , J. H.
Tools
Western Electric Co.
Tools, Thread Catting
Williams ft Co.. J. H.
Tools. Track ft MIscellanesas
Amer. Steel ft Wire Co.
Columbia M. W. ft M. I. Oo.
Blec. Service Supplies (X
Hubbard & Co.
Railway Track work (to.
Torches, Acetylene (Bee Cat-
ting Apparatus)
Tower Wagons and Ante
Trucks
McCardeU ft Co.. J. B.
Towers and Transmission
AmtiKan Bridg-e Co.
Archbold-Brady Co.
Bates E^xp. Steel Truss (to.
Westinghouse B. ft M. Co.
Track Expansion Joints
Wharton. Jr., ft Co.. Inc..
Wm.
Track Grinders
Indianapolis Switch ft Frog
Co.
Railway Track-Work Co.
Seymour Rail Grinder Co..
E. P.
Track. Special Work
Barbour-Stockwell (to.
N, Y. Switch ft (Jrosslng Co.
Ramapo Ajax Corp.
Wharton. Jr.. ft Co., Inc.. W
Tn.n«f»r. (See ■nekets)
Transfer Issuing Machines
Ohmer Fare Register Co.
Transfer Tables
American Bridge Co.
Transform ers
AlUs-Chalmers Mfg. Oe.
(General Electric (5o.
Western Electric Co.
Westlnghonse B ft M. Oe.
Treads, Safety, Stair, Oar
Step
Amer. Abrasive Metals Oo.
Amer. Mason Safety Tread
Oo.
Morton Mfg. Co.
Trolley Bases
Anderson Mfg. Co.. A. J. ft
Elec. Service Supplies (to.
General Electric Co.
NnttaU (to.. E. D.
Ohio Brass Co.
TroUey Bases, Betrievli«
Anderson Mfg. (to., A. ft
J. M.
Elec. Service Supplies Os.
Western Electric Co.
Nuttall (to.. B. D.
Ohio Brass (to.
Trolley Supply Co.
Trolley Busses
Brill Co.. The J. e.
General Bleetrie Oo.
Westinghouse Elec. ft Mfg
Co.
TroUey Material
Ohio Brass (to.
Elec. Service 9ni> Co
Miller Trolley Shoe Co.
Trolley Materials, Overhead
More-Jones Brass ft Metal
Co.
TroUey Wheels and Harps
More-Jones Brass ft Metal
Co.
Trolleys and Trolley Systems
Ford Chain Block Co.
Trolley Wheel Bushings
More-Jones Brass ft Metal
Co.
Trolley Wheels (Bee Wheels,
Trolley)
TroUey Wire
Amer. Eneetrical Works
Amer. Steel ft Wire Os.
Anaconda Copper Mia. Co.
Roebling'B Sons Co., J. A..
Western Electric (to.
November 18, 1922
Electric Railway Journal
59
'MiiiiiiiiiiimiiiiiimiiiiiiiuiHiiiiiiiiiiiiiuiiiiiiiniiiniiiimniiiiiniiniiniroiiiniiniiiiiiiiiiiiiiiiiiiiiiiiiiNiiiiiiiiiiiiHimiiuiiiiiiNiiNiiuiiiiHiiiiiuiiiiiiuiiiniiiiiiuiiiiiiiuiiiHi
A Harp You Can
Change in the Dark
And keep your cars in service. No loss of
schedule time. No tools but your hands.
Only Ten Seconds Time Required. All
repairing, adjusting and lubricating done at
the work bench.
Bayonet Anti-
Friction Base
has all wearing
parts bushed.
Self-Lubricating.
Non - Breakable,
Poles Changed
in One Minute.
From Trolley Wheel to
Semi-Rotary Sleet
Cutter in 10 SECONDS
without any tools.
Backing Up
Write for full particulars and tree trial
Going Forward
BAYONET TROLLEY HARP CO., Springfield, Ohio
S„„ii,i,i iiuiiiilllllll iiiiiiiiJiiiiiriliriijliriir iiijiniiiiiiliiiiiiiriiiiiiiiliii iiilllllll mill uiiuiliiililliir iriiiiiiiuiii iiiiiiiniimiiiiiiiiiii illlllilirillllillilllilll iimiimiimiiiiiiiiiiimiiiiiiiiiiiiiimiii iiilllililiiniiriiii;
iiiiiiiitiMiiiiiiiiii >iiniiiiiiiiMiiiiiiiiiimni.iriiiniiiiili MiiMiiiimiiMiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiniiiiiiiiMiiiiiiiiiii;, ^i" ""i<""<HiiuiiiiiiiiiiiuiiiiiiiuiiniiiiiiiiiiiiiMiii:iiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii:iiuuilllliiiiiiiiiiiJUb
'THEY'RE FORGED— NOT CAST
THAT'S WHY THEY LAST"
1 P7
u
r^='v\ nr.
c o
UL
r\ rx.
-siT-n
P P E R
^O"
{No Alloy)
I TROLLEY WHEELS
I Under all conditions they maintain smooth flanges
I with big reduction in disengagements.
I Send for Particulars
I THE COPPER PRODUCTS FORGING CO. | 3
I 1412 East 47th Street, CLEVELAND | |
^tiiiiliii iMUiUinitiiiiitiiniiitiiiiiiiiiiiirMitiiiiiilinntilliiitiiiiniiimiillinilllllirilllliiiiiniiiililiiiiniiti niiniiil n i
miiiiiiiiiiiinilllltlllliiiiillimiiiiliiiiiiiiiiiiiiiiiiliiiiti)llniiitliliiliiilliniinilltiiliiiiiiilllilltiiiiiii(iiiiiiuiiniiiniiiriiiiiiiiiiiiiiiiiiig :=
I U^^^'^
I V CORRECT IT
I USE LE CARBONE CARBON BRUSHES
^•^/^
fU,u»J^
MOBEtJQNES
'TIGER-BRQNZE"
AXLE
/ANDAKMATUEE
BEARINGS
*^t^
Noi a ways me cneapesi, hui eVer
lowest in uliimate cost
M02E-JQNES BRASS &METAL CO.
St. Louis. A\issouri.
COST MORE PER BRUSH
COST LESS PER CAR MILE
W. J. Jeandron
345 Madison Avenue, New York
Pittsburgh Office: 634 Wabash Bldg.
San Francisco Office: 525 Market Street
CauadiaD Distribatorg: Lyman Tube tt Supply Co., Ltd.,
Uontceal and Toronto
% iiiiiuimiiimiitiiiiiiiniiiitiiiniiiiiimiiimiiit iiiiiiiii inimiii i iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiuiiiiiiE Tuiiiiiimiiiiilimiiuiiiiiiiiiiiiiiiiiiiiiiiu rinimiimimiiiiiiimimimiii iiiiin
60
Electric Railway Journal
November 18, 1922
Tmcka, Osr
Bemis Gar Truck Co.
Brill Co., The J. G.
McOuira-CummiiiKs ITfc. Co.
Tobing Yellow & Black
Flexible Varnish
Irvinffton Varnish & Ins. Co.
Tnrbines, Steam
AIlis<:halmers MIc. Co.
G«neral Electric Co.
Westinehouse E. & M. Co.
Turiitableo
Indianapolis Switch & Frog
Co.
Tonutilec
Damon^Chapman Co.
Elec. Service Sup. Co.
Percy Mlg. Co.. Inc.
CpholsteiT Materials
Amer. Rattan A Reed Mtc
Co
Valve*
Ohio Brass Co.
Weating-bouae Tr. Br. Ce.
Varnished Papers
Irvington Varnish & Ins. Co.
Varnished Silk
Irrington Varnish & Ins. Co.
Ventilators, Car
Brill Co.. The J. Q.
Mat'l B7. Appliance Co.
Nichols-Llntern Co.
Railway Utility Co.
Vises, Pipe
Williams & Co.. J. H.
Weather Strippings, Window,
Top, Bottom & Sides
Edwards Co.. Inc.. The O. M.
Welded Ball Joints
Indianapolis Switch & Frog
Co.
Metal & Thermet Corp.
Ohio Braw Co.
Rail Welding & Bonding Co.
Welders, Portable BleaM*
Electric Railway ImproTe*
ment Co.
Indianapolis Switch & Frog
Co.
OUo Brass Co.
Rail Welding & Bonding Co.
Welding Proceeaee and Ap-
paratus
Electric Railway Improve-
ment Co.
Goneral Electric Co.
Indianapolis Switch & Frog
Co.
Metal & Thermet Corp.
Ohio Brsaa Co.
Rail Welding & Bonding Co.
Westinrhotue H k M. Co.
Welding Steel
Indianapolis Switch & Frog
Co.
Wheel Guards (Sea
and Wheel Ooarda)
Wheel Press** (8** Machliie
Tools)
Wheels, Car, Cast Iron
Bemis Car Truck Co.
Griffin Wheel Co.
Wheels, Trolley
Anderson Mfg. Co.. A. J. A
J. M.
Bayonet Trolley Harp Co.
Columbia M. W. ft X.I. Co.
Copper Products Forging
Co.
Gilbert & Sons. A.
Electric Ry. Eiquip. Oo.
Elec. Service Supplies Oo.
Flood City MJg. Co.
General Electric Co.
More-Jones Br. & Metal O*.
Nuttall Co.. R. D.
Whistles, Air
General Electric Co.
Ohio Brass Co.
Weetinghonse B. A M. C«.
Wire Rope
Amer. Steel & Wir* Oo.
Roebling's Sons Ca_ J. A.
Wires and Cable*
Amer. Enectrical Works
Amer. Steel & Wire Co.
Anaconda Copper Min. Co.
General Electric Co.
Indianapolis Switch & Frog
Co.
Roebling's Sons Co.. J. A.
Standard Underground Cable
Co.
Western Electric Co.
Westinghouse Tr. By. Co.
Wrenches
Williams & Co.,
J. H.
ALPHABETICAL ENDEX TO ADVERTISEMENTS
Page
Allis-Chalmers Mfg. Co 43
Allison & Co.. J. E 23
American Abra.sive Metals Co. . 60
Amer. Brake Shoe & Fdry. Co . . 53
American Bridge Co 23
A merican Car Co 61
American Electrical Works .... 48
American Insulating Machinery
Co 51
Amer. Mason Safety Tread Oo. 60
American Porcelain Co 42
American Rattan & Reed Mfg. Co. 53
Amei'ican Steel & Wire Co 48
Anaconda Cooper Mining Co. . . . 48
Anderson Mfg. Co.. .\. & J. M. . 48
Archbold-Brady Co 48
Arnold Co.. The 22
B
Babcock & Wilcox Co 51
Barbour-Stockwell Co 49
Bates Expanded Steel Truss Oo. 12
Bayonet Trolley Harp Co 59
Beeler. John A 22
Bemis Car Truck Co 37
Eonney-Vehslage Tool Co 62
Brill Co.. The J. G 61
Buckeye Jack Mfg. Co 50
Buirry Railway Supply Co 54
Byllesby & Co.. H. M 23
Cameron Electric Mfg. Co 51
Canton Culvert & Silo Co 27
Chillingworth Mfg. Co 44
Cleveland Fare Box Co 53
Collier, Inc., Barron G . . Back Cover
Columbia M. W. & M. I. Co. . . . 38
Consolidated Car Fender Co. . . . 40
Sonsolidated Gar Heating 32
Copper Products Forging Co. . . . 50
Corporation Service Bureau .... 23
Damon-Ch^ipman Co 60
Day & Zimmerman, Inc 22
Dayton Mechanical Tie Co. . .28, 29
DeLaval Separator Co 35
Page
Differential Steel Car Co., The. . 54
Dodd, J. N 23
Drum & Co.. A. I, 22
E
Earn, Chas. 1 53
Economy Elec. Devices Co 13
Edwards Co., Inc.. The O. M. . . . 42
Electric Equipment Co 55
Electric Railway Equipment Co. 48
Electric Ralway Improvement Co. 49
Electric Service Supplies Co. . . . 9
Feustel, Robt. M 22
Flood City Mfg. Co 49
Ford. Bacon & Davis 22
Fold Chain Block Co 51
"For Sale" Ads 55
Galena-Signal Oil Co 17
General Electric .Co 18
Gilbert & Sons. A 54
Gold Car Heating & Lfg. Co. . . . 54
Gould Coupler Co 44
Griffin Wheel Co 45
"Help Wanted" Ads 55
Hemingray Glass Co 47
Hemphill & Wells 22
Hey wood- Wakefield Co 52
Hoist. Englehardt W 22
Hubbard & Oo 48
Indianapolis Switch & Frog Co, . 51
Ingcrsoll-Rand Co 57
Irternational Creosoting & Con-
struction Co 8
International Register Co., The. . 52
Ir.tcrnational Steel Tie Co 7
Irvington Vamiah & Insulator Co. 43
Jackson, Walter 22
Jeandron, W. J 59
Johns-Manville, Inc 35
Page
Johnson Fare Box Co 52
Johns-Pratt Co 31
Kelly, Cooke & Co 23
Kuhlman Car Co 61
Le Carbone Co 59
Le Grand. Inc.. Nic 53
M
McCardell & Co 47
McGuire Cummings Mfg. Co. . . . 16
Marsh & McLennan 6
Metal b Thermit Corp 26
Mica Insulator Co 52
Miller Trolley Shoe Co 41
More-Jones Brass & Metal Co. . 59
Morganite Brush Oo 46
Morton Mfg. Co 54
N
Nachod Signal Co., Inc 47
Nashville Tie Co 49
National Brake Co 21
National Carbon Co 36, 54
Nat'l Fibre & Insulation Co. . . . 50
National Pneumatic Co.. Inc. ... 11
National Railway Appliance Co. 53
New York Switch & Crossing Co. 50
Nichols-Lintem Co 52
Nuttal Co.. R. D 45
Ohio Brass Co 5
Ohmer Fare Register Co 34
Parsons. Klapp, Brinckerhoff &
Douglas 22
Parson Co., J. W 50
Percy Mfg. Co., Inc 54
Positions Wanted & Vacant .... 55
Rail Joint Co 50
Railway Track-work Co 15
Railway Utility Co 60
Page
Rail Welding & Bonding Co. . . . 30
Ramapo Ajax Corp 49
Richey. Albert S 22
Robinson & Co.. Dwight P. . . . 23
Roelbling's Sons Co.. John A. . . . 48
Rooke Automatic Register Co. . 52
Rubber Insulated Metals Corp . . 48
S
Samson Cordage Works 53
Sanderson & Porter 22
Sangster & Mathews 23
Searchlight Section 55
Seymour Rail Grinder Co 50
Silver Lake Co 49
Smith & Co.. C. E 22
Smith Heater Co., Peter 52
Stafford Roller Bearing Car
Truck Corp Front Cover
Standard Underground Cable Co. 49
Star Brass Works 54
Sterling Varnish Co.. The 14
Stone & Webster 22
Stucki Co.. A 54
Texas Co 33
Tool Steel Gear & Pinion Co ... . 39
Transit Equip. Co 55
U
U. S. Electric Signal Co 49
Universal Lubricating Co 51
W
"Want" Ads 55
Waeon Mfg. Co 61
Western Electric Co 10
Westinghouse Electric & Mfg.
Co 2
Westinghouse Traction Brake Co. 4
Wharton. Jr.. Co., Wm 50
White Electrical Supply Co ... . 46
White Engineering Corp.. J. G. . 22
William & Co.. J. H 51
Wish Service. The P. Edw 23
Witt. Peter 22
Wood Co., Chas. N 48
Worcester Brush & Scraper Co. . 49
£i|illiriiililiniiiiiniiHniniiinNiililliiilllliiiiiiiHiiiiiiiitiiiiiniNiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin uiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiuiiiiiiiiiiiiHiiiiiiimiii iiiiiiiiiiiiiiiiiiriiti i i iiiiiiiiiiiriiiiiiiiiiiiiiiiniiii;^
I
IMASON'
Any width, with or without nosing
SAFETY TREAD
I for car and station steps
Standard for 15 t/eara
S American Mason Safety Tread Co., Lowell, Moss.
= SUnwood Steia and Karbollth Flooring
E Branch offlces In New York and Ptiiladdlphla
= Joseph T. Kyerson & Son, ChicaBO. Weateni Distributers _
^iiiiiuiiuiiiiiiiiiiitiiiiiiii]iiiiiiiiuiiiiiii[[iii[iiiiiiiiiiiiiiiiiiiiiiHaiiii[it(iiiiiiiiiiiiiiiiiiiHiiini^^
TWO, FOUR AND FIVE ARM i
TURNSTILES |
Send for Circulars I
DAMON-CHAPMAN CO. I
Rochester, N. Y. |
!7iiiitiiiiiiiiiiiiitiiiiiiiiiiiitMiriiiiiiiMiM<iiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiriitiniiititiiiiiiiHiiniiiiiiriiiiiiiiiiuiiiiiiriiiiiitiiiiMiiiin
iHiuiiiiiiiiiimiiiiiiniiiiiiiiiuiiiiiiiiiiiiiiiiihiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiixiiui'l
PAII*WAl{ I fTiUT\( f»OMRAN\( |
Sole Manutactureri 1
"HONEYCOMB" AND "BOUND JET" VENTII-ATORS I
for Monitor and Arch Roof Cars, and all classes of buildings: =
also ELECTRIC THERMOMETER CONTROL 1
of Car Temperatures. |
141-lSl WEST 2aD ST. Write tor 1328 Broadway I
Chicago, m. Catalogue • New York, N. Y. i
■MniiHiiiiitiininiiiiiitiiniHiiniiiiiiiilllllllitMniiriiniiililiiiniiiiiHiitiiitiiiriitiiiiiiniiimriiiiiiiiiniiliiniiiiiiiiiiiiiiiiilliilliliiiiiic
I FERALUN*?JJ;^:''
= Car Steps
I Floor Plates
i Station Stairs
i Door Saddles, etc.
I AMERICAN ABRASIVE METALS CO
= 50 Church St., New York City
uiiiiiiimimiiiitiitiiiiiiiiiiiiiiiiiiiiini
iiiiiMiHiiiimiHiiMiminiiiiiiiiiiiiiiiiiiM'
tt't iron and enent
cast together
SiiiiiiiiiimiiiimiiiiniiiiiiiiiiniininiiiiiiiiiiiiHiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiniuiiiiimiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiii
November 18, 1922
Electric Railway Journal
Send for copy of our
Ke^i• Light-Weight Car
Catalog No. 266.
Your New Cars
Should Be
Light- Weight Cars
This catalog includes illustra-
tions and data, principal dimen-
sions and weights, on various
types of light-weight cars built
in our plants for city, suburban
and interurban service.
The elimination of unnecessary
weight in rolling stock is justi-
fied by the reduction in operat-
ing expenses, power costs, etc.,
which result from their installa-
tion.
Every electric railway can save
money by the introduction of
light-weight equipment to dis-
place the heavier types of cars
and, at the same time, meet
service requirements.
Light-weight interurban cars
weighing as low as sixteen (16)
tons complete will enable inter-
city lines to successfully over-
come the competition set up by
other forms of transportation.
1
i
The J. G. Brill Company
Pmila-dei-pi-iia.. Pa..
i
American Car Co.
ST. i. ours MO.
C.C. KUHLMAN Car Co. — Wason Manfc Co.
Cl_EVEl_AMD,OMIO. SPRI MGFICl_D. MASS.
Electric Railway Journal
• UIIIIMllJMIMIIIM 11111111111 1 Ill I III IIJ^IJ
COLLIER SERVICE
sustains car card
space value by main-
taining a nation-wide organ-
ization of car advertising
experts.
Candler Bldg., New York
faffi^W""MV"'Hn""»V'''^»''"Wtf"'iW''",<l''''M»'i'^IV'''''lti"""l»'"''^^^^
TiiiiiiiiuiiiiiiiiliiiiiiiiiiiiiiiniiMiimiiiiiiiiiiiiiiiiuiiiiiiiaVf«Tr
McGraw-Hill Co., Inc.
November 25, 1922
Twenty Cents Per Copy
iWiHHi
htion
vSpecik^ louder
thcin ^\^ord5
TWrUCH has been written here and in the
"^ editorial pages of this and other
journah about the economy of Steel Twin
Ties.
TDUT words are weak and many read who
^-^ run -therefore ACTION- fifteen hun-
dred feet — thirty minutes of swift flowing
story of track construction — methods —
men — materials — tools in a motion picture
film we want to show to YOU.
'TpO BUILD better track in 1923 and to
save money on the job and mainte-
nance later — ACTION now — Just a
note saying, "It will be convenient for us
to arrange to have our organization see
your film about such and such a date."
n^HERE are no difficulties — our repre-
sentative in your territory — his port-
able projector — a lamp socket in your
office are all the requirements (non-
inflammable film for safety).
/^NLY one[ other thing— very definitely ,
^^ there is no obligation expressed or
implied.
ACTION'S the word.
The International Steel Tie Co.
CLEVELAND
Electric Railway Journal
November 25, 1922
Alternating-Current Electrification
Many of the most important railroads in the United States have adopted the alternating-current
system. The electrifications illustrated below are representative of every type of service.
Boston & Maine R. R. — Hoofac
Tunnel
The alternating locomotive has been
used advantageously by the Boston &
Maine R. R. in overcoming the smoke
conditions and increased traffic demands
in the. second largest tunnel in the
<^orld.
Erie Railroad
High-class interurban service is main-
tained under the severe weather con-
ditions of the lake regions by the
multiple-unit trains of the Erie Railr
road.
Grand Trunk Railway
The alternating-current electrification in i
the St. Claire Tunnel links Canada and '
the United States with through -train
service.
Westinghouse Electric & Manufacturing Company
East Pittsburgh, Pa.
Westinghouse
Vol. 60, No. 22
New York, November 25, 1922
Pages 839-868
HCl^DR
Hbnby W. Blake, Editor
CONTENTS
Editorials 839
Philadelphia's Rapid Transit Greatly Augmented 841
City-owned elevated line to Fiankford now operated under flve-
year lease by Philadelphia Rapid Transit Company. Estimated
annual traffic 33.000,000. Steel superstructure carries concrete
floor upon whicli. ballasted track is laid. Design was made with
economy in maintenance as a prime consideration.
P. R .T. Gets City-Owned Surface Line Free for Five
Years 848
The Crisis of the German Exporting Business 849
Ry Dr. Leopold Liox.
Los Angeles Relieves Traffic Congestion 849
Electrification of Stave Lake Railway 850
Eastern Massachusetts Condition Improving 850
State Commissioners Discuss Regulatory problems at
Detroit Meeting 851
The thirty-fourth meeting of the National Association of Railway
and Utility Commissioners was largely attended. Addresses and
committee reports covered the important problems with which the
industry has the deal.
Address of President Jackson Before Utilities Commis-
sioner's Convention 853
By D. C. Jackson.
Government ownership, the limited term franchise, and tax-exempt
securities condemned. Need for uniform utility laws and advan-
tages of customei'-ownershlp and non-par value stock discussed.
Some Difficulties Under Which Public Utilities Operate. .855
By Henry L. Doherty.
Experienced utility administrator points out to public utility com-
missioners some of the problems under which the electric railway
and other utilities are laboring. He approves of regulation for
this line of business, but feels that the utilities have not in all
cases been justly treated.
American Association News 857
News of the Electric Railways 859
Financial and Corporate 862
Traffic and Transportation 864
Personal Mention •. 866
Manufactures and the Markets 867
McGraw-Hill Co., Inc., Tenth Ave. at 36th St., New York
Cable Addreu: "Machlnlit, N. T."
Publlsheri of
EnginMrinff timot-ttacort
Amvi&in MacMMft
Pouter
Chemical and
Uetallurgicol Bngine«rU%e
Coal A09
Enaineerine a»id Minino Jovrnal-Pregt
tngenieria InternacimuU
But TroMportation
Electric Railway Journal
BtectTical World
Electriral MerchanOiaing
Journal of EleetriHtu and
Western Indujttry
IPublisheii {n Bart Franel$co)
Induttrial Engineer
iPuUitltei in OMnwo)
American MacMnist — European
Edition
{Published in London)
^iSln
isni
j4Un H. McOuw, PrMldent
AKTBca J. Bai-dwin. Vice-President
UAI.OOLU MDI&, Vlce-Pr«eident
Bdwuo D. CnNKLiN. Vloe-Pretldeot
J4MB8 H. MoObaw.Jb., See. and Treas.
Wasbinoton :
Colorado BuUding
Chioaoo:
Old Colonr Building
Pbiladhlphia;
Betl Bstate Trust Buildtnx
Clbvibland:
Leader-Kern Bulldins
St. LouiB :
Star Bulldlni
9ah Franoisoo-
Blalto Building
IjOKDON:
6 Bourerle Street. London B. C. 4
Member .\udit Bureau of Circulation!
Member Associated Business Papers. Inc
The annual subscrlDtlon rate Is S4 In the United States, Canada, Mexico. Alaska.
Hawaii, the Philippines, Porto Blco, Canal Zone. Cuba. Honduras, Nicaragua, Domin-
ican Republic, Salvador, Peru, Colombia. Bolivia. Ecuador. Argentina, Spain and
Shanghai, China. Extra foreign postage in other countries 13 (total |7. or 29
stallllngs). Subscriptions may b« sent to the New York oCOee or to the London office.
Single copies, postage prepaid, to any part of the world. 20 cents.
Change of Addrees — When change of address Is ordered the new and the old address
must be given, notice to be received St least ten days before the change takes place
Conyrlght, 1922. by McOraw-HUl Company, Inc.
Published weekly. Entered as second-class matter, June 23. 1908. at the Post Office,
at New York, under the Act of March 3, 187t. Printed In V. B. A.
An Educational
Institution
npHERE is no one thing that brings a greater
-'■ return to an electric railway than effective
effort put forth on educational work; that is,
education in its broadest sense — enlightenment of
the heads of departments and their supervisory
staffs in the matter of service and friendly dealing
with the public, in the knowledge of maintaining
equipment more efficiently, in all the manifold
ramifications ofi good transportation. The Com-
mittee on Education of the A. E. R. A. has been
doing good work in urging definite planned
educational work among the railway personnel.
Some executives have turned their thoughts con-
structively toward bettering the knowledge and
consequent efficiency of their employees; many
have done little in this direction, partly because
they have not grasped the full significance of
such a course, or perhaps have not known how
best to accomplish something worth while with
limited time and means.
There are several ways of working toward the
desired end. Some men learn most by hearing,
some by reading and still others by actual con-
tact and practice. Much can be done by arrang-
ing for assodation and discussion among men
interested in common problems and in the inter-
relations of company business through company
organizations, by arranging for supervisory men
to have opportunity for contact and discussion
at conventions and group meetings and by en-
couraging visitation of other properties. But the
continuous, every-week source of inspiration,
ideas, news and detailed knowledge of important
developments throughout the whole industry is
the Electric Railway Journal. It is really an
institution of learning placed right in the lap of
the men who fill or some day will fill the posts
of responsibility.
Circulation of this issue, 5,850
Advertising Index — Alphabetical, 44; Classified, 40, 42; Searchlight Section, 36-39
Electric Railway Journal
November 25, 1922
WAu?
WABC'O ia a now paokingr cud ma-
terial developtHi for the express pur-
pose of elimiualingr brake cylinder
leakagre.
WAB€0 is virtually indestructible,
g'iving' infinitely longer wear than
ordinary composition or leather
packlng^.
WABCO POH8C8SP8 just the right
"body" and i-esilienoy to hold itself
always firm against the cylinder
wall, thus maintaining a permanent
air-tight seal.
WABCO ia non-porous; air cannot
penetrate its surfaoe.
WABC'O is not a ff* 'cted by oi 1 or
water and may be lubricatetl as
freely as desired without fear of
damage.
WABCO is immune to heat up to
any brake cylinder temperature de-
veloped in actual ser\*ice.
WABCO is easy to install and easy
to handle at cylinder cleaning
l)eriodB; any cleaning agent such as
gasoline or kerosene may be applied
with safety.
Once having tried WABCO you
will know why thousands of railway
men throughout the country are
proclaiming this the greatest brake
cylinder packing cup ever offered.
It is a new thought in packing cup
construction — and is setting an en-
tirely new standard for packing cup
performance.
COW
IN the interests of economy and efficiency, specify
WABCO when placing your next order for
brake cylinder packing cups. The results you get
will be surprising. There is nothing comparable
to WABCO for general, all-around utility and
serviceability. WABCO is made in all standard
brake cylinder sizes and can also be furnished in
special sizes and designs for special uses if ordered
in sufficient volume.
Literature
Mailed on
Request
Westinghouse Traction Brake Company
General Offices and Works: Wilmerding, Pa.
RuKton. 3la88.
ChicaKO, III.
('oliimbDS. O.
Denver, Colo.
Houston, Tex.
OFFICES:
l.os Anffries
MrAiro CItj-
St. Louis. Mo.
M. Paul. Minn.
New York
I'ittKburch
Wasblneton
Seattle
San Franeisco
WESriN(iHOIISETRACTION Br4KES
Wovember 25, 1922
Electric Railway Journal
"Solves the Door Control Problem"
I
N operating double-passageway Safety Cars, why throw both doors
open at every stopf
The new Selector Valve obsoletes this practice and adds greatly to
the advantages of double-door operation by providing a quick, easy
means of independent door control for entrance only, exit only, or
both at once, as occasion requires.
Independent door control is a valuable aid to the motorman in regu-
lating the flow of passengers in such manner as he deems best suited
to the conditions of one-man operation.
And in cold weather especially, a material saving in heat, as well as
better protection for passengers, will result from a system which
makes it unnecessary to open both doors at everj' stop.
We furnish the Air Brake and Safety Car Control
Equipment which makes the Safety Car
The New
Selector Valve
The above illustration
shows the new Selector
Valve (outlined in the
black circle) as incor-
porated in the pipt^
bracket of the standard
M-38 Safety Car Brake
Valve.
SafetyCar Devices (b.
OF St. Louis, Mo.
Postal and Olographic Address:
WiLMERDING, Pa.
CHICAGO SAN FRANCISCO NEW YORK WASHINGTON PnTSbtrXCH
) ElecteicRailwayJoubnal November 25, 192!
^ Jnsurance plus
JKarsh &JyC-lDennan Oeri^ice
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
New York Duluth
Detroit Columbus
San Francisco
Winnipeg
Seattle
Montreal
Cleveland
London
'ovember 25, 1922
Electric Railway Journal
I m
Philadelphia's
New Elevated
Above— O-B Third
Rail Insulator
Uses O-B Track Material
The Frankford Elevated was built by the City and
is being operated by the Philadelphia Rapid Transit
Company. The Department of City Transit di-
rected the construction of this newest extension to
Philadelphia's transportation system and made it
measure up to the highest standards. O-B Bonds
and O-B Third Rail Insulators were used exclu-
sively and installed by M. and J. B. McHugh, Con-
tractors, who laid the track in the yards and instaUedv
the third rail both in the vards and on the structure.
^^
The Ohio
Mansfield
Brass
Co.
Ohio.U.SA.
New York Philadelphia Pittsburgh Charleston. W.Va Chicago Los Angeles San Francisco Paris, Trance '
roducls: Trolley Material. Rail Bonds. Electric Railway Car Equipment. High Tension Porcelain Insulators. Third Rail Inaulrtorti
Electric Railway Journal
November 25, 192;
The Answer to Why, is WEAR !
In December, 1913, Phono-Electric 2/0 trolley wire was installed
in Bridgeport at Main Street and Fairfield Avenue, the heaviest
"traffic" corner in all New England. At this corner there has been
a daily average of over 2500 cars pass under Phono-Electric for
the past seven years —
A total of over seven million car movements since Phono-Electric
was first installed. Some service — and still several years more safe
wear is expected from this wire.
Remember the exceeding heavy war-time traffic in
Bridgeport— through all of which Phono-Electric
stood up so well. Consider then what service is
assured from such a tough conductor in ordinary
peace-time!
|^«tl
2303
Novemher 25, 1922
Electric Railway Journal
A Strong Case for the Defense
Keystone
Steel Gear Case
Here's a case that requires your attention — once — now!
For now is the time to think about gear defense — not
two months from now when frost, ice and snow have
begun to distort your roadbed.
Stock up now with Keystone Steel Gear Cases and install
them. Then you can forget both the gears and cases.
The Keystone line is an extensive line but the same
materials and the same high-grade workmanship go
into every Keystone Gear Case, large or small.
Keystone means sure gear protection. It also means
minimum weight. In short, Keystone is "a real case
of real service."
Hundreds of the largest operators in the country know
this to be a fact. You should know it, too.
Try a Keystone Steel Gear Case on any type of car.
Write for data sheet:
Eectric Service^ Supplies Co.
PHILADELPHIA
17th and Cambria Sts.
NEW YORK
50 Church St.
PITTSBURGH
337 Oliver Building
SCRAN TON
316 N. Washington Ave.
CHICAGO
Monadnock BJdg.
10
Electric Railway Journal
November 25, 1922
PAGE-ARMCO
LINE WIRE
Electrical Properties
Higher conductivity than
steel or so-called iron wire.
Resists Corrosion
Page-Armco Line Wire is
the purest Iron Wire manu-
factured. Guaranteed 99.84%
iron.
It possesses the highest rust-
resisting qualities of any
ferrous wire made.
Where installation is exposed
to the corroding fumes of
manufacturing districts, rail-
road terminals, or salt air, it
will develop more than double
the life oi steel wire.
In Insert:
Microphotograph of Page-
Armco Wire, showing dense,
pure metal.
Page Steel and Wire Company
ChicaBTo
New York
Bridgeport, Conn.
District Sales Offices:
Pittsburgh Portland. Ore.
San Francisco
MANUFACTURERS OF
Rods— Armco Ingot Iron and Special Analysis Steels.
Wire — Plain and Galvanized — Spring, Rope, Telephone, Telegraph, Bond, Strand, Oxy-Acelylene
and Electric Welding Wire.
Fence — Woven Wire for Farm and Railway Right of Way, Wire Link Protection for Industrial
Plants, Lawns, Schools and Es'.ates, and Factory Partitions.
November 25, 1922 ElectricRailwayJournal 11
iMnininiiMiKiiuiiimiuiiHMiiiiiiiiniiMiiiiiininiMiiMiiniiniiMiiHiiniiiiiiiiMiiiiiHiiiiiiiiiiiiiiiiiiHiniMinniHiMiininiiiiiuiiMiiiuiiiiiiiiiiiiMiinii^
When one man counts as two !
Only part way on the road toward achieving maximum possible
efficiency and economy is the conventional type of one-man car. Its
limitation of passenger exit and entrance to the front end eflfectively
prevents loading to fullest capacity and attaining best schedule
speeds.
The rear end could and should be used allowing a flow of passen-
gers through the car — in one end and out the other — rather than a
congested jumble at the front end. It's safer and it's faster. And
one man can handle the entire job. They're doing it now — in other
cities.
A single operator has perfect control over the rear door with
National Pneumatic equipment. If you study your two-man cars.,
you'll find the principal thing your conductor now does is to open
and close the doors.
Make one man count as two with
NATIONAL PNEUMATIC EQUIPMENT
[}oor aad Step Control Door and Step Operating Mechanism
Motorman's Sijinal Lii^hts Safety Interlocking Door Control
Multiple Unit Door Control
IV rite for further information
National Pneumatic Company, Inc.
50 Church St., New York McCormick Bldg., Chicago
Works: Rahway, N. J.
Manufactured in Canada by Dominion Wheel ^ Foundries, Ltd.,
Toronto, Canada
rauHHniiniiiiiiuinHiirnii»iHiiniiiiHiiiiinniiiMMiiHiinninuiiuiiiHiiiiiiiHiiiHiiiiniiiHinMiHiiHiniiiiinMUiiiiiuiiiiniiiuiiuiiiiiiiniinHnMiiiiiiiiiiiMMiMiiiM iiiiiiiiiiiiiiniuiiiiiiiuiiiiiiiniiiiuiiiiiii
12
Electric Railway Jouenal
November 25, 1922
Ajax E/lectric Arc Welder
The Ounce of Prevention
Comparable indeed to the old proverb, is the preven-
tion of early deterioration of rails and track foundation,
by means of welding and grinding. Just as the ounce
of prevention is worth the pound of cure, prompt
repairs to bad joints and broken special work, and the
immediate removal of corrugations is better than
bringing tons of new rail and special work several years
before you should. Adequate and suitable welding
equipment and track grinding are now within the reach
of all.
Ajax Electric Arc Welders
Universal Rotary Track Grinders
Atlas Rail Grinders
Reciprocating Track Grinders
Railway Track -work Company
3132-48 E. Thompson St.
Philadelphia, Pa.
November 25, 1922
Electric Railway Journal
13
^^ I
J^^SbZr.
A TROLLEY like any other piece of mechanism you adopt is
no doubt carefully studied, and our bulletin "13 Important
Points, etc." was intended to aid m this study, but some trolley
users who have not had experience with this type may desire to give
a more thorough examination of the good points claimed. If so,
we are prepared to send a sample to any user for trying out
or tearing down, if desired, so that an exhaustive examination can
be made of design, materials, and workmanship, for verification of
the 1 3 points claimed. The 1 3-E is the last step up we have made
in our 32 years of advancement in trolley manufacture.
Don't fail to ask about our Trolley Trade offer to utilize old, out-
worn, or obsolete types toward the purchase of new types.
RD.NUTTALL COMPANY
PTTTSBURGH^PENNSYLVM
EVERY GEAR REGISTERED
Alt Weatinghouse Elect rie and
Mfg. Co. District Offices are
Sales Representatives in tfie
United States for Nuttall Elec-
tric Railway and Mine Haulage
Products.
in Canada : Lyman Tube &
Supply Co., Ltd., Montreal and
Toronto.
14
Electric Railway Journal
November 25, 1922
ColdWeather
IWer Recpiiremenls
Cold weather greatly increases the load on your
power plants. Congealed lubrication, frost, snow,
or ice-covered rails cause a large increase in power
consumption.
Stafford Roller Bearings for Car Trucks accom-
plish a decided decrease in this peak load because
they reduce journal resistance 90 per cent.
Other revolutionary economies naturally follow
this reduction of journal resistance, not the least
of which is a marked reduction in the cost of main-
tenance of bearings and lubrication.
Stafford Roller Bearings are guaranteed three
years.
STAFFORD ROLLER BEARING
CAR TRUCKr^PCORPORATION
LAWTON
MICHIGAM
November 25, 1922
Electric Railway Journal
15
An Economic Necessity
DIFFERENTIAL CARS
In Your Track Program for 1923
Not a luxury nor merely a con-
venient accessory, but a vitally nec-
essary equipment— ;-a paying invest-
ment for the prompt and economic
execution of every track-work
program.
At this time of the year, when you
are looking ahead and planning next
year's program, figure on Diflferen-
tial Car equipment in your budget
for 1923. When used in any of these
phases of electric railway work —
Differential Cars earn their way in
Track Construction Track Maintenance
Freight Hauling Ash Removal
As Electric Locomotives
As Snow Plows
Not only are Differentials a paying investment on account of
their versatility, but they also perform each class of service
with the least expenditure of time and money.
Order now to insure delivery
THE DIFFERENTIAL CAR CO., Findlay, Ohio
16
Electric Railway Journal
November 25, 1922
Snow Fighting Equipment
Selected Snow Sweeper
Rattan on Hand,
Ready for
Immediate Shipment.
Standard Single Trucks Steel Underframe
Long Broom Sweeper
Approximately ninety-five per cent of all
the electric snow sweeping equipment,
which is used in the United States and
Canada, is of McGuire-Cummings make.
The car illustrated here is one example.
The brooms are so arranged that they will
clean both rails ahead of the car: the side
plows will clear 4 ft. 0 in. outside of rails.
It requires two 25-hp. motors to propel
the car, and one 25 to 40-hp. motor geared to
drive brooms at 300 to 350 r.p.m.
Blueprints and specifications will be
submitted on request.
End view of Standard Single Truck
Sweeper.
McGUIRE-CUMMINGS MANUFACTURING CO,
GENERAL OFFICES
111 WEST MONROE STREET
CHICAGO, ILL.
CKy and intcrurban Cars and Trucks, Safety Cars, Combination and Work Cars,
Snow Sweepers, Electric Locomotives.
November 25, 1922
Electeic Railway Journal
17
!Areal
Galena Service
There is no word in the dictionary of
modern business so generally used nor
so greatly abused, as the word "service."
Literally, it means much — or should
mean much — to the customer. Practi-
cally, it often means little or nothing, ex-
cept perhaps a catchy term for salesmen's
use.
SERVICE, to the Galena-Signal Oil
Company, is a pledge of honor, a duty —
a sacred trust. Service to the customer
is the one dominant aim of our organiza-
tion. In no field of commercial or
industrial activity is the word more
faithfully or conscientiously exemplified
than in the workings of "Galena Service,"
through the installation and delivery of
efficient and economical lubrication to
electric railroads.
On representative roads in every section
of the country Galena Service is giving
daily demonstrations of its value as a co-
operative force in attaining improved
operating conditions through elimination
of lubrication difficulties. It is giving
practical proof of its ability to deliver
maximum mileage, keep equipment in
running order, reduce time losses and the
repairs of bearing parts, and bring down .
the actual cost of lubrication to the lowest
point ever reached in electric railroad
operation.
"When Galena Service goes in
Lubrication troubles go out!"
Galena-Signal Oil Gbmpanyi
New York Franklin, Pa. . Chicago
'* and offices in principal cities ^^
18
Electric Railway journal
November 25, 192
— -^-^m
MdiiMai
10 Miles of Train an Hour on the Elevated
GE-243
3 Armature Failures a Year
In the years 1914-15, the Chicago Elevated Railroads pur-
chased 324 GE-243 motors.
These motors have had no difficulty in meeting the higher
rates of acceleration and heavier loads which have been
required by the increased traffic of recent years. As proof of
this, during these eight years the company has reported
twenty G-E Armature failures — less than three a year.
Such a record, on a system that cannot afford to have a
breakdown, means more than low maintenance cost per mile.
It means uninterrupted service, a saving of revenue miles.
Some G-E railway motors have exceeded expectations. That
the Chicago Elevated appreciates the success of the GE-243 is
evidenced by a recent order for 60 more, duplicates of the
1914-15 ord-
GeneralAElectric
General Office
Schenectady. NY
Companv
Sales Offices in
all large cities
26-162
HAROLD V. BOZBLL
Consultlnil Editor
HEi»RV H. NORRIS
tinginetnng l!;<litor
C. W. SQl'IER
Associate editor
CARL W. STOCKS
Aasoclste Editor
DONALD F. HTNE
Associate Western Editor
R. E. PLIMPTON
Editorial Representative
Consolidation of Street Railway Journal and Electric Railway Review
HENRY W. BLAKE, Editor
HARBV L. BROWV
Msnagliiff Editor
N. A. BOWERS
Pacldo Coast Editor
H. 8. KNOWUTON
Mwt Kiigiand fXlttor t
O. J.MacMURRAY
Ne«« Editor ,:■ ,' ■.■••^
PAUIi WOOTON .,
Washington B«6res&t«(M '
A1J5XANDE& UcCAIXtUM
British News Representative
Volume 60
New York, November 25, 1922
'kumhe'r 22
The Transportation Department
Must Get Its Own Information
WHETHER a railway company, particularly a street
railway company, makes money or loses it, has
an increasing traffic or a stationary or decreasing one,
depends to a very large extent on how closely service
is fitted to the amount of riding. With too few cars,
traffic is driven to other channels, but with too many
cars all the revenue goes in excessive platform
expense. In order to be able to follow rapidly changing
conditions, it is essential that the transportation de-
partment know promptly about shifts in riding. It is
too late to make corrections if the transportation de-
partment has to wait upon the accounting department
for the figures showing what happened on a certain day,
for that means usually that the day referred to is one
passed two weeks ago. This is not in criticism of the
accounting department, for that routine is necessary.
But the transportation department leads; it is the
source of all the revenue and the cause of 60 per cent
or more of the expenditures. Why then should it have
to wait for some other department, that has only an
indirect interest, to supply it with the data with which
to check itself?
To be truly successful in building revenue and in
conserving its expenditure, the transportation depart-
ment must have early today data that show yester-
day's operation. There is only one way to get this
and that is for the transportation department to get it
itself. This is not particularly hard nor expensive to
do. Just how to go about it will be brought out in a
later issue of this paper.
Graphs Help to
Visualize Transportation Problems
ON A SIZABLE system with its intricate time-tables
it is next to impossible to visualize just how the
car spacing works out at various points of the line, how
the layover time is distributed, etc., unless the time-
tables are reduced to graphic form. On a system where
this practice has not been followed some most surpris-
ing inconsistencies will often come to light when the
existing time-tables are graphed. The cause of bunch-
ing of cars may quickly be discovered, as may also
errors which lead to expensive layover or non-revenue
platform expenditures. It would seem almost presump-
tuous to suggest that the practice of plotting out time-
tables be followed by electric railway men, yet it is not
done as generally as one would suppose its usefulness
would compel. Hence it may be in place here to urge
transportation superintendents to reduce their existing
schedules to the graphic form and see — what they
shall see.
But the use of the graph should not stop here. The
daily check-up of yesterday's operation, spoken of just
above, is tremendously facilitated by having the in-
formation put in graphic form, showing for each line
the seats per passenger at several points, platform cost
per hour, the ratio of platform expense to revenue, pas-
sengers per car-mile and per car-hour, etc. From this
form of presenting the data the trend is immediately
discernible, and any undesirable operation can be read-
ily picked out and checked up. The expense of doing
this is exceedingly small compared to its great value
in saving money from useless service or making money
by putting the service where it is needed.
There Is Little Warrant for the Paving Tax
as at Present Assessed
ELECTRIC railway managers are amply justified in
urging upon public service commissions and the
public the inconsistency of the paving requirements at
present made of electric railway companies in general.
In many cities of this country the railways are obliged
to pave a considerable strip of the streets occupied by
tracks and to maintain this paving. The reasons for
pushing this matter, and it must be pushed by the elec-
tric railways if any results are to be secured, are two-
fold : In the first place the burden is becoming heavier
from year to year, and in the second place there is a
growing demand that all utility taxes should be put upon
a logical basis.
As has often been said, the fundamental cause of the
present difficulty is a historic one, an inheritance from
horse-car days. However, it is necessary to go deeper
than this. The present franchises, at least those that
date back to the early days, represent bargains made
between municipalities and railways under radically dif-
ferent conditions from those now obtaining. When it
was proposed that the railways assume certain paving
obligations, the doing so was undoubtedly considered a
comparatively trifling matter. That this was true is in-
dicated by the jubilant welcome which was given to the
new form of transportation by the communities which it
was to benefit. It would not have been logical for them
to impose burdensome restrictions upon this develop-
ment. Electric transportation promised inestimable
benefits to the communities served, and there was no
serious competitor in sight or prospect to suggest the
driving of a hard bargain. In other words, the public
anxiously desired the new form of transportation and
made what, in most cases, appeared to be liberal terms
to get it.
On the side of the electric railway promoters, also,
something needs to be said. Capital, seeking an outlet
for its surplus, saw opportunities in the street railways
for a reasonable return on investment and for consider-
able profit in addition. The franchise terms which com-
munities were willing to give did not seem burdensome
in view of any operating conditions which could then
be visualized. Hence the imposition of paving and
snow-cleaning requirements, limitation of fare, etc., did
not appear unreasonable.
Now everything is different, and it is only fair that
franchise terms made in good faith under conditions
quite foreign to those of today should be revised. This
840
Elfctric Railway Journal
Vol. 60, No. 22
fact is recognized in the principle now well established
that the state is superior to contractual obligations of a
franchise given by a municipality to a public utility. In
most communities the electric railways are under state
control as to practically all of the details of operation.
They are heavily taxed by the municipalities to pro-
vide money for the performance of all municipal func-
tions, of which paving construction and maintenance is
a salient one. Having thus paid once for a share in the
general paving program, they should not have to submit
to a direct paving charge in addition. In fact they
should have nothing to do with paving, except in the
necessary co-operation with city engineers to insure
proper correlation of track and pavement. If this idea
prevailed, they could properly be billed by the city
for damage done by railway operation to the pavement,
the public service commission being the natural arbiter
in this case.
fares instead of having through service for one fare
over the entire rapid transit route, the former rapid
transit line being the property of the P. R. T. They
would also have missed many other advantages that go
with a unified system of transportation.
Philadelphia's Rapid Transit System
Is Nearly Doubled by Frankford "L"
SINCE Nov. 5 an important section of Philadelphia,
before that date rather isolated from the central
portion of the city, has been enjoying rapid transit.
The new line runs in a northeasterly direction from
Second and Market Streets to the center of Frankford,
passing through some of the most important manufac-
turing sections in the city. This increases by 88 per
cent the rapid transit mileage in Philadelphia. The
jubilation which marked the opening of the line and
the heavy traffic which has immediately come to it
testify to the transportation need that has been met
by this new development. It was built and completely
equipped by the city of Philadelphia and is the first part
of a comprehensive rapid transit program. The subway
running north on Broad Street from City Hall will
logically be the next step.
There is no doubt that Philadelphia needs rapid
transit and ought to be able to support a reasonable
amount of it. At the same time the people of Phila-
delphia could not expect a privately owned railway
property to finance such expensive transportation ex-
tensions as this one, unless there was reasonable pros-
pect of a fair return upon the investment. The Frank-
ford "L" appeared not to be a feasible undertaking
from the Philadelphia Rapid Transit Company's stand-
point, as it would not pay its way for many years to
come. The only thing for the city to do, therefore, if
it felt it must have this transportation, was to go
ahead with the rapid transit program laid out and make
up deficits out of taxes. This is an illustration of cases
where the transportation needs of a community some-
times have to be considered from a standpoint other than
that of financial return.
In Philadelphia the city also built and equipped a
6-mile surface line, as an adjunct to the Frankford
"L," and turned it over to the P. R. T. for operation
without payment of rental for a period of five years
at least. In this case and with the new elevated line
the whole city has made a contribution to the welfare of
a given section, with a view to assisting in the equable
development of all of its parts.
It would have been disastrous for the public if the
city had been obliged to operate the Frankford elevated
line as a separate unit, although provision was made for
doing so in case agreement as to terms of lease could
not be reached. The citizens would have had the serv-
ice, but with city operation they would have paid two
Getting Useful Information
Out of Masses of Statistics
AT THE last meeting of the Institute of Transport,
^ the first "ordinary" meeting of the year. Sir Wil-
liam Acworth read a paper on "British Railv/ay Operat-
ing Statistics and Their Lessons." He quoted a friend
who asked him only recently whether he could give a
single instance where operating statistics have effected
practical economies. This was to illustrate the attitude
toward statistics that is still taken by people in a posi-
tion to know better. This question of Sir William's
friend, however, comes as a challenge to all who are
fond of "figures."
Sir William demonstrated by a convincing array of
examples that statistics have shown the inaccuracy of
many guesses as to railway conditions in Great Britain.
The same could undoubtedly be said with respect to the
electric railway industry in this country. Nevertheless,
it is true that much statistical research fails of its full
purpose because either the results are not what were
needed or because the necessary effort was not made to
determine what the data really show.
Statistics are not an end in themselves, even to the
statistician. To justify their cost they must influence
procedure. The real test of value is in the economies
or the better service produced. Some electric railways
have statisticians whose duty is to compile and inter-
pret data. This is an excellent plan if the property is
large enough, but on every property some individual
might profitably undertake a study of the data which
are compiled as a matter of course in connection with
reports to regulatory bodies, as well as those made for
special purposes. The work of the statistician is dry
and uninteresting until it begins to yield suggestions of
real value. Then it becomes an inspiration.
The Utility's Problems Are the
Problems of the Public Utility Commission
IN INVITING Henry L. Doherty to address its recent
convention in Detroit, the National Association of
Railway and Utilities Commissioners showed a real de-
sire to get the point of view of the utilities. Mr.
Doherty's experience has been so broad and his per-
sonality is so convincing that he was a logical repre-
sentative for the public service industries, of which the
largest, as measured by capitalization, is the electric
railway. He spoke frankly, but in a spirit of co-opera-
tion, pointing out first that state commission regulation
is an improvement over regulation by state legislatures
or municipal councils, and second that there are many
features of utility operation regarding which the com-
missions can do much along the line of improvement.
His remarks are abstracted briefly in another column.
Under the present regime of regulatory control much
of the responsibility formerly carried by the utility
managements has been transferred to the commissioners.
The commissioners feel this responsibility and respond
to it, but they have the double duty, a difficult one, of
dealing justly with the utilities and at the same time
selling the public the idea that they are doing so. Ad-
dresses like Mr. Doherty's should help them to do so.
November 25, 1922
Electric Railway Journal
841
Philadelphia's Rapid Transit Greatly Augmented
City-Owned Elevated Line to Frankford Now Operated Under Five- Year Lease by Philadelphia Rapid
Transit Company — Estimated Annual Traffic 33,000,000 — Steel Superstructure Carries
Concrete Floor Upon Which Ballasted Track Is Laid — Design Was Made
with Economv in Maintenance as a Prime Consideration
This Rock-Ballasted Track on the
Frankford Elevated Railway
Gives One an Impression
OF Permanence
PRIOR to Nov. 5, 1922, the
operating rapid-transit sys-
tem of Philadelphia, Pa.,
consisted of a 7.35-mile double-
track line on Market Street, partly
in subway, the remainder elevated
A Portion of the Track Is Constructed with
Short Tie Blocks Set in Concrete.
BUT Not Bolted Thereto
On the day previous
to that date the city, with due ceremony, turned over to
the Philadelphia Rapid Transit Company for operation
the Frankford Elevated line, a 6i-mile double-track
extension, complete in all details, including 100 new
cars specially designed. The P. R. T. immediately in-
augurated through service from Sixty-ninth and Mar-
ket Streets, the western terminus of the older line, to
Frankford, the northern terminus of the new one. The
accompanying map shows the location of the new line
and its relation to the Market Street line as well as
the proposed Broad Street subway. At the time the
new line was taken over it was estimated that the an-
nual number of passengers who would be carried on the
Frankford Elevated would be 33,000,000, which indicates
the importance to Philadelphians of the service which
this line is now rendering.
The fare on the extended elevated line is the same
as that prevailing over the P. R. T. system, 7 cents
cash or four tickets for a quarter. Free transfers are
given to intersecting surface lines and to a new line
connecting Frankford and Bustleton. The latter, how-
ever, is divided into two regular fare zones, the free
transfer covering only the one connecting with the
elevated. The Bustleton line is covered in an article
elsewhere in this issue.
As a result of the opening of the new lines, con-
siderable rerouting was carried out, both to eliminate
duplication of service and to provide the best possible
service by utilizing as many lines as possible as feeders
for the elevated. Some routes were discontinued, new
Till; CiiA-M!Ei:i:ii Ksvn uf the Trans-
verse Girders Give the Super-
structure A Finished
Appearance
ones were opened, and others
were modified for the purposes
mentioned.
This Frankford Elevated line
is the first step in a rapid transit
program originally laid out by A. Merritt Taylor, former
Director of the Department of City Transit. On July 24,
1913, Mr. Taylor recommended the construction by the
city of the line from Arch Street to Bridge Street
(Frankford). Nearly two years later the City Councils
appropriated $3,000,000 toward the project. The first
certificate of public convenience was issued by the Public
Service Commission on Aug. 14, 1915, and construction
contracts were awarded immediately thereafter.
Thus, there elapsed a period of seven years between
the letting of the first contract and the inauguration
of service, the delay being in part ascribed to the war
and in part to the difl!iculty experienced in negotiating
an operating contract. The Department of City Transit
estimated that with the experience gained on this first
section the work could be duplicated in about three
years, the time originally estiniated.
The construction of the Frankford Elevated involved
the letting of 100 contracts to sixty contractors. The
largest single contract for the elevated structure was
for $1,453,848 to the McClintic-Marshall Company, for
22,550 lin.ft. of steel superstructure. The J. G. Brill
Company was paid approximately $1,644,000 for the
second lot of fifty completely equipped steel passenger
cars.
In the prosecution of the plan six city ordinances
condemning property for station purposes, one striking
a city street from the city plan and one authorizing an
agreement with the Pennsylvania Railroad for the loca-
tion of a station on the railroad property, were neces-
sary.
842
Electric Ra i l w,a y Journal
Vol. 60, No. 22
Architectural Features
of Frankford "L"
Approved by Philadel-
phia Art Jury
The Superstructure
and Stations
Present a Finished
Appearance
Here and There Along
Frankford Elevated
1 — Where Frankford Ele-
vated Line joins P. R. T.'s
JIarket Street Line. 2 —
Tioga Street Station typical
of architectural design. 3 —
Attractive Interior of Alle-
ghen.v Avenue Station. 4 —
View from the Bridge Street
Station platform. 5 — Train
pulling out from Island
platform at Bridge Street
terminal. Copper - covered
signal tower and remote
control house in foreground.
6 — Center-column tvpp su-
peistructure in Frankford
Avenue section. 7 — Longi-
tudinal trusses have flat
tension members. Concrete-
slab walkway on top chord
"^
^HHHHHp^Vf^HJI
HHH
^HHHHB'
19
_z
"jl^^^^^^^^^^n
S^mLM
Si^s
6
li***lJH«if
^Ba
November 25, 1922
Electric Railway Journal
843
The actual investment in the Frankford Elevated to
Oct. 1 comprised the following items, totaling $13,383,-
219 : For construction and equipment, $10,078,211 ; for
real estate, $529,745; for engineering and administra-
tion, $1,171,897; for legal expenses, $33,000; for intei'-
est, $1,570,366. At that date the amounts estimated as
required to complete the work were: For construction
and equipment, $1,900,000; for real estate, $170,000;
for engineering and administration, $45,000; for in-
tercut, $40,000, totaling $2,155,000, and making the
grand total for the undertaking $15,538,219.
As the total length of developed profile of the line is
6.42 miles, the cost per mile will have totaled approxi-
mately $2,420,280.
Some of the more interesting details of cost were as
follows: Average cost of stations, excluding Bridge
Street terminal and ti-ainmen's building, $68,435; aver-
age cost of platforms (two to each station), $61,220;
cost of land per station (two properties), $37,418; mak-
ing, the total cost per station $167,073. Total cost of
100 cars, approximately $3,000,000. Cost of three
4,000-kw. substations, exclusive of real estate, approxi-
mately $455,236.
The rapid-transit improvement was financed largely
by city bonds, about $13,500,000, as compared with
roughly $2,000,000 from general appropriations. The
latest loans bore an interest rate of 5* per cent, earlier
ones being floated at 4 per cent or better.
The operating contract was a source of contention
between the city and the Philadelphia Rapid Transit
Company for several years. The city was naturally
desirous of securing a return on its investment, and, oh
its side, the railway company was not able to see a
profit in the proposition for many years to come.
Finally a five-year lease was signed, dating from Nov.
5, 1922, with the right or option on behalf of the city
to renew and extend it until July 1, 1957, by written
notice given by the city not later than May 5, 1927.
The lease specifies the fare privileges already mentioned
and provides for the following rentals to begin to accrue
on Jan. 1, 1923: For 1923, 1 per cent of the cost of the
/- \ ^
\ 1
^
'jlJ ' II
131 1 IltU
K
^rr^l^
=^ ^ J . . 1 . ^
The Center-Column St-PERSTRVCTiRE in Frankford Avenue
Rests Upon Concrete Piers Placed Directly
Below the Track Center Lines
Frankford Elevated Railroad ; for 1924, 2 per cent ; for
1925, 3 per cent; for 1926, 4 per cent, and for 1927,
5 per cent. Thereafter, if the lease should be extended,
5 per cent per annum will be paid, rental payable
quarterly.
In general, the Frankford Elevated structure rests on
a row of concrete column piers set on the curb line of
'^MW^ia^iM^
t'.'.*'*-.t > > « * » 't
844
Electric Railway Journal
Vol. 60, No. 22
each sidewalk. On these are steel columns, each pair
carrying a cross girder, usually of the plate type. Three
longitudinal lines of trusses supported from these
transverse girders cany the I-section floor beams.
Between the floor beams are sprung concrete jack
arches, filled in over the tops of the beams to form a con-
tinuous floor from bent to bent. A guard or curb of
concrete extends above the floor on each side to retain
the ballast. Along each side, also, is a concrete slab
walkway supported on top of the longitudinal truss.
On the floor, which was mopped with coal tar, the
double track is laid, part of it on broken stone ballast
and part with the ties set in concrete.
Twelve passenger stations are distributed over the
line, thus averaging a i-mile spacing. Each comprises
a platform to accommodate six-car trains, or about 350
ft. in length, with an entrance-exit building set along-
side but off the street area and connected with the
platform by a covered passageway.
At the Frankford end of the line is a larger station
building containing the offices of the operating staff,
besides a recreation room, a locker room and toilet ac-
commodations for the trainmen. At this point also is
a storage yard with a commodius car inspection shop.
There are a number of graceful signal towers and re-
mote-control switch houses along the line. These are
covered with 16-oz. sheet copper to insure durability.
Power is supplied to the elevated line fi-om three
manually operated sub.stations, each of 4,000 kw. capac-
ity. These receive power from the supply system of
the Philadelphia Electric Company at 13,000 volts, 60
cycles, through duplicate and separately fed cables.
Each cable is of the three-conductor type, 350,000
circ.mils in area, and installed in an underground con-
duit. The substations contain each two six-phase rotary
converters. Two contain six 700-kw., single-phase, air-
cooled transformers and standard switchboard and aux-
iliary equipment, and one contains seven transformers
and equipment. A 20-ton crane is provided in each
substation for handling the apparatus.
The feeder conductors, leading from the substation
to the conductor rail, are mostly laid under the side-
walk in 3J-in.-bore terra cotta duct. Iron-pipe conduits
lead from the underground conduits up the columns of
the superstructure to the conductor I'ail. Twenty
2,000,000-circ.mil paper-insulated cables lead from the
substations to outlet manholes, where they are spliced
to the rubber-insulated cables used in the risers. Some
cable of the same size is also used to supplement the
carrying capacity of the contact or third rail.
Thk v"ak I.\'i-kh[c)k Is Wp:ll Uksigxed roit Hanih.ixg
Ri-SH-HorR Crowds
No return cables are used to supplement the carrying
capacity of the track rails, of which but one is used for
the return circuit, the other being used for signaling
purposes. The return rail is bonded to the structure
which forms the main return.
Superstructure Embodies Several Novel
Features
In the foregoing paragraphs the general character of
the elevated structure was explained. Some features
of the design may be profitably examined in more de-
tail, as they are either new or unusual.
The columns are in general formed of Bethlehem H
and channel sections, with plates added where loads to
be carried required larger sections. The bases are
formed of sole plates attached to the column shaft by
gusset plates and stiffened with angles.
The columns are anchored by four li-in. bolts to
concrete piers, made with a pyramidal top. This pier
was designed to load the soil to about 3i tons per square
foot. The top of the pier was designed for a bearing
pressure under the column space of 500 lb. per square
inch, and the minimum distance from the sole plate to
the edge of the concrete was fixed at 6 in.
The base plates were set from i to 1 in. above the
top of the finished pier, and after the structure was
leveled and aligned, this space was tamped full of stiff
cement mortar. The entire base was then inclosed in
t of fJoor beam an/
footwalk brackth.
*y rC/ip ajJtgi
The Use of Flats for Diagonal Tension Members Facilitates Design and Fabrication. This Drawing Shows Det<
November 25, 1922
Electric Kailway Journal
845
r^.nz^
The Cak-Door Arrangement Provides for Quick Passenger Interchange
concrete, which on its top formed the sidewalk surface,
and the edge next to the cartway was reinforced with
a steel binding that formed the curb.
The columns were filled with concrete, to prevent
accumulation of dirt and secure some additional strength
from the filling. This also improves their appearance.
On Frankford Avenue, through which the elevated
line runs in Frankford, objection was raised to the
placing of the columns on the sidewalks on account of
the narrowmess of the street. A special type of col-
umn was therefore designed for this location, having the
form shown in an accompanying cross-section of the
structure. The column has a single shaft located in
the center of the street and supported below the street
surface by plate girders, which in turn rest on concrete
piers spaced 12 ft. between centers. This brings the
line of action of the force due to the weight of the train
directly through the center of the foundation.
The outside trusses in this construction are sup-
ported by means of diagonal braces, stiffened with
curved brackets, of cast iron. These also render the
structure more graceful.
Tbansvkrse Girders Have Sloped Ends
The transverse girders, mentioned previously as be-
ing of the plate girder type, have their ends sloped down
to a height of 16 in. over the columns. This construc-
tion gives the girders a finished appearance, but involves
reinforcement on both sides of the web plate to provide
resistance against shear. The girder is seated on the
top of the column and attached to it by rivets through
the column cap and by a tie plate extending up from
the back of the column and riveted to the end of the
girder. Where the clear height of the structure is less
than 21 ft. transverse stiffness is secured by knee braces
J'-3'
j-i'
THE Expansion Joints and Some of the Design Data
of plates and angles. Over that height stiffness Is
secured by angle struts and ties. At stations the top
chord of the transverse girder is carried parallel to the
bottom chord for its full length and furnishes support
for the platform girders.
Flats for Diagonals in Longitudinal Trusses
The longitudinal girders are in general 7 ft. deep and
of the half-through Pratt type. They are of especial
interest in view of the use of flats for the diagonals,
except counters, the width of the flats being selected
in accordance with the tension in the member. The
chords are of plates and angles, and angles are used
for the verticals and end stiffeners.
The floor is carried by Bethlehem beams riveted to
the truss verticals, which are 5 ft. 3 in. apart. The
top chord of the trusses is held by knee braces of angles
attached to the top of each floor beam. Lateral stiffness
against wind and centrifugal forces is obtained by the
use of a continuous angle member riveted to the top of
the floor beam adjacent to the outside girders.
The longitudinal girders rest on half oval bars at-
tached to the top chord of the transverse girders. This
facilitates adjustment of the structure to variations in
grade and elevation. Each girder bearing is fastened
to the transverse girder by two rivets and the bottom
chord of the longitudinal girder is attached to the stiff-
ener angle of the transverse girders. The ends of the
longitudinal girders do not meet; this allows ends to
be made normal to the chords and simplifies fabrication.
The top chords of adjoining girders are fastened to-
gether by light plates. At crossovers the center girder
is a plate girder and is depressed to allow the track to
pass over it.
The designers of the structure provided for con-
traction and expansion by placing an expansion joint
at the end of every fourth span, or at about 200-ft.
intervals on tangents. This joint is shown in the ele-
vation of the girder reproduced. On curves the expan-
sion joints are located at the ends of the curves. The
movement is taken up by allowing one end of the longi-
tudinal girder to slide on its seat on the top of the
transverse girder. The girders are held in position by
bolts working in slotted holes.
In connection with the statement regarding the use of
flats for tension members in the trusses, it may be said
that they were used on account of the economical dis-
tribution of steel which they made possible and for the
facility with which joints can be made with this shape.
The span of the longitudinal girders varies by incre-
ments of 5 ft. 3 in. from 31 ft. 6 in. to 73 ft. 6 in., the
length being determined by the local condition in each
846
Electric Railway Journal
Vol. 60, No. 22
block. The spans in the center column construction on
Frankford Avenue average about 42 ft., measured from
center to center of columns.
Concrete Jack Arch Provides Substantial Floor
The provision of a track floor through the use of jack
arches results in a substantial support for the track
because the arches distribute the load from floor beam
to floor beam, between transverse girders. This brings
a number of floor beams into action for each point of
load application. For this reason, and also because the
jack arch uses concrete with greatest economy, the
construction as a whole is an economical one.
An attractive feature of the superstructure, already
referred to, is the reinforced concrete footwalk on each
side. The slabs, of which the walkway is composed,
are bolted in place. The walkways are provided with
galvanized pipe railing, and the level of the walkway
is at such height that track-
men standing upon it are out
of the way of the collector
shoes of the cars. Further-
more, passengers from stalled
trains can easily step down
from the car floor to the foot-
walk and make their way
safely to the nearest station.
Lehigh Avenue, illustrated in the issue of this paper
for Nov. 11, page 792. A span of 112 ft. 6 in. was
necessary at this point, due to the width of the street
and to the fact that double car tracks curved north from
Lehigh Avenue into Kensington Avenue at this street
intersection. In addition the structure here had to
be unusually high.
Where the structure crosses the tracks of the Rich-
mond branch of the Philadelphia & Reading Railway
north of Lehigh Avenue and those of the connecting
railway of the Pennsylvania Railroad System at Pacific
Street, spans of 196 ft. and 143 ft. respectively were
required. Through trusses of the Pratt type were used
for the P. & R. crossing and pony trusses of the Pratt
type, with inclined end posts and parallel chords, were
used for the Pennsylvania crossing. In the latter case
Bethlehem beams 24 in. deep span the space between
trusses to carry the track floor. Knee braces suppoi't
the top chord at each floor
beam, and the ends of the
span rest on pin bearings
with a roller bearing at the
south end to provide for ex-
pansion. On account of the
height of this structure, to
furnish adequate support and
stiffness, braced towers were
The matter of drainage was given special attention
by the city's designing engineers, and the track floor
was sloped for drainage toward the transverse girders,
where outlets are provided. These outlets discharge
into cast-iron gutters which are attached to the girders,
and these in turn discharge through down spouts to the
street gutter. An exception is made in the case of the
Frankford Avenue center-column construction, where
the drainage is into the sewer.
A question may be raised at this point as to why the
superstructure was provided with the continuous con-
crete floor. The first reason was that City Councils
required that a tight floor be provided. The con-
struction above described was selected as the most
economical and permanent for the purpose.
While the spans provided by the trusses already men-
tioned were in general sufficient for street crossings,
there were several cases which involved special struc-
tures. An excellent illustration was the steel arch over
placed at either end of the span. Concluding regai'ding
the superstructure, it should be noted that economical
construction and maintenance were the guiding consid-
erations. No wood was used anywhere in the structure
already described, although it was necessary to use some
slag-covered wood roof on station platforms due to
inability to obtain the asbestos roofing desired.
Special attention was given to the painting, paints
of the city's own formulas being employed. Tops of
girders especially exposed to rust were coated with coal
tar as well as painted with pigments and oils in which
the engineers had thorough confidence. As already sug-
gested, drainage was a prime consideration.
A large part of the track on the Frankford Elevated
is of the rock-ballasted type, with 90-lb. A.S.C.E. rail
attached to the ties by means of screw spikes and
cast-iron clips. The ties are heart grade longleaf
yellow pine impregnated with 10 lb. of creosote oil per
cubic foot.
November 25, 1922
Electric Railway Journal
847
\
1 • r-nii
The Storage Yard at Frankpord Has Capacity for All of the
Rolling Stock of the Frankpord Eij:vated
A part of the track, that between Arch Street and
Girard Avenue, as well as the track in front of sta-
tions, was laid with tie blocks, beveled on the side and
imbedded in concrete. These blocks are not bolted in
place, but to hold the gage every third and sixth tie
alternately was made a cross-tie. Between the rows of
tie blocks a deep gutter leads to the drain.
Dowel stones set in the top surface of the concrete
deck provide against movement of the concrete sup-
port of the tie blocks.
A continuous T-rail guard was placed along the inner
rail to prevent derailed trains from striking the outside
line of track girders. Working and 'emergency guard
rails were provided at curves and special trackwork.
The emergency and working guard rails are of 90-lb.
A;R. A. section, type A, and the continuous guard rail
and the rail used in the yard for sidings are of a
67-lb. relayer rail of a type rolled for the Russian
government. Special trackwork is of 90-lb. A.S.C.E.
rail, with manganese inserts, and continuous rail joints
were used on the running rail except at points where
the working guard rail is used and at the insulated
joints required for the operation of the signal system.
The joint plates are of the 4-bolt type, attached by
buttonhead track bolts with spring lock washers under
the nuts.
The track grade at stations is i per cent, with a
maximum of 3 per cent between. At the south end the
grade of the connection to the tracks of the Market
Street subway is 4.6 per cent.
An Unusual Type of Passenger Station
An important feature of the design of the new ele-
vated line is the use of stations off the street and of
pleasing architectural appearance. With one excep-
tion these are placed on street coimers and they all
contain stairways, toilet facilities and space for the sale
of tickets and handling of traffic. The plans for the
buildings were approved by the Art Jury of Philadel-
phia. The typical station illustrations give an idea of
the appearance of all, although they are by no means
alike.
The station platforms are of reinforced concrete, sup-
ported on lattice trusses of the Warren type. Construc-
tion joints are placed in the slabs over each transverse
girder to prevent cracking.
The platforms are 12 ft. wide for some distance on
either side of the covered passageway leading to the
station and then narrow down to 10 ft. at the end.
Provision has been made for future construction of
8-ft. wide platform extensions to accommodate ten-car
trains, 550 ft. long.
The roofs, either of wood and slag or asbestos board,
FRANKFORD
ELEVATED,
k.
^r?-\
'<!>,; Kensington 'J^^^pAvSi^ /(,e. *
• <> ■ ■ ■ ■■' ■ fT^ kFo s
Miles
RIVER ,^
The Inspection Shop Is fAi-AriorK and Well i>iGiiTBD
This Map Shows the Route of the Frankford "L" and Its
Relation to the Market Street Line, the Proposed Broad
Street Subway and the Newly Built Bustleton. .i-^if
Surface Line, Also City-Owned ,' ,
■ 'Ai, l'-'
are supported on steel framework carried by steel piists
with cantilever arms. These posts are attached td thei
outside platform girders with crossframes between the
girders to resist the overturning moment. :•'■>.
The platforms are inclosed by a steel-plate railing
with cast-iron posts attached to the top flange of the
supporting girders, except at one point where a rein-
forced-concrete railing was used with good effect. The
space between top of railing and latticed struts under the
roof is closed with wire-glazed steel sash.
Provision for Storage and Inspection
In view of the expected operation of the new line by
the P.R.T. no provision was made for maintenance
shops. However, at the Frankford end a large yard
was provided where the cars can be stored when out
of service, inspected, cleaned and repaired, or where
trains can be made up.
At this point an inspection building was constructed
along Penn Street, 435 ft. long and 51 ft. wide. It
contains three tracks, of seven cars capacity each, with
a pit under each track extending the length of the
shop. Space is provided in the building for offices, an
oil room, a tool room and a small shop with tools and
benches where minor repairs can be made.
848
Electric Railway Journal
Vol. 60, No. 22
Two electrically operated traveling cranes, each of 10
tons capacity, serve the entire length of the building.
Provision for heating the building is made by a forced
circulation system, in which the air warmed by passing
over steam coils is distributed through ducts by motor-
operated fans.
The building connects with two sets of ladder track,
by means of which cars can be readily shifted from
shop to yard and vice versa.
Contact Rail Is of Under-Running Type
The conductor rail is of the under-running, double-
head-section type, weighing 70 lb. per yard. Creosoted
wood beams, spaced about 11 ft. apart on the top flange
of the center girder, are used to support the conductor
rail, which is suspended from the beams by steel hangers
and porcelain insulators. At crossovers, curves and
Sl LJ.STAT10.N AlirlllTECTHRE IS SIMPLE BUT DIGNIFIED
in the yard the rail is hung on special brackets of
cast iron fastened to long ties.
The conductor rail is divided into three feeder sec-
tions, and each section, in turn, is divided into lengths
of about 1,000 ft. with 3-ft. gaps to allow for expansion.
The joints in the conductor rail are bonded with two
500,000-circ.mil stranded copper compression bonds, and
feed connections, expansion gaps, offsets and gaps at
crossovers or special trackwork are bridged with
1,500,000-circ.mil rubber-insulated lead-covered cable
attached to the rail by three compression bonds. Feed
cable connections are made in the same manner.
At the gaps between the feeder sections pneumatically
operated circuit breakers are placed, by means of which
the current can be fed to any section of rail from the
adjoining rail section in case of failure of any of the
feed cables. These circuit breakers are operated elec-
trically from the substation nearest the gaps. In
normal operation each section is fed independently, but
under peak load, with all of the breakers closed, the
current can flow freely to the point where the demand
is greatest.
One rail of each track and the top flange angles of
the three lines of longitudinal girders are bonded with
copper bonds having gas-welded terminals. One No.
0000 bond was used on each rail joint and two 500,000-
circ.mil bonds were used for each connection on the
girders. Adjacent to each substation six 2,000,000-
circ.mil standard copper, weatherproof cables were
attached to the structure by gas-welded bonds and were
carried underground to the negative pit of the sub-
station and there connected to the negative bus. Ground
connections are also made to the lead sheath of the
cables in the manholes in front of the substations.
Brief Resume of Other Features
In this article no attempt has been made to cover
the Frankford Elevated line in detail, attention being
given mainly to the structural features of the track-
supporting structure, with an attempt to show the
relation of the new line to the general transportation
system, present and prospective, of Philadelphia.
Two articles regarding the cars have appeared in
previous issues of this paper, namely, those for Dec.
17, 1921, page 1063, and for April 22, 1922, page 676.
An early article will deal with the signal system. The
cars are 55 ft. long, 8 ft. 10 in. wide, and 12 ft. 1 in.
high from top of rail to top of roof. They are built
of steel plates and shapes, reinforced by steel forgings
and castings. Each car has eight doors (six side doors
and two end doors) and fourteen windows. It seats
fifty-one passengers and can comfortably carry 175.
Each car is driven by two motors mounted on one truck,
each motor being rated at 125 hp. at 600 volts. Helical
cut gears of heat-treated forged steel are used in the
interest of quietness.
The block signal system was installed by the Union
Switch & Signal Company. The signal and interlocking
system is controlled electrically and operated by com-
pressed-air mechanism. Typical signal views are given
in the illustrations, and in an article to follow the
signaling problem as visualized and solved here will be
covered in some detail.
Mention was made at the beginning of this article
that the Frankford Elevated project was inaugurated
by Mr. Taylor. It was carried out, as described, by his
successor, William S. Twining. Mr. Twining was
assisted by George T. Atkinson, who has the title
Assistant Director of the Department of City Transit;
Henry H. Quimby, chief engineer, and a large technical
staff.
P. R- T. Gets City-Owned Surface Line
Free for Five Years
SIMULTANEOUSLY with the turning over by the
city of Philadelphia of the Frankford Elevated line
to the Philadelphia Rapid Transit Company for opera-
tion, the city also leased to the P. R. T. a new 6-mile
surface line, connecting Frankford and Bustleton. This
comprises double track in the terminal towns and single
track with turnouts between. This line was built and
equipped, ready for operation, with five standard Birney
cars, made by the J. G. Brill Company, and it was leased
without payment of rental for a period of five years in
order to help in developing a promising residential part
of the city.
In the well-settled parts of Frankford and Bustleton,
permanent track with 9-in. girder rail and granite block
paving was laid. The balance of the road, being largely
in undeveloped territory, was constructed less perma-
nently, although substantially. Here the track is laid
with 80-lb. T-rail, in crushed slag ballast. A signal
system of the Nachod C-D type was installed to control
the operation of cars on the single-track sections of
the line.
A snow plow and 175 sections of snow fence, each 8 ft.
long, were also provided as equipment for snow fighting.
f
November 25, 1922
Electric Railway Journal
849
which is made necessary by the exposed location of this
line.
The original appropriation for the Bustleton surface
line by the City Councils was $1,200,000, which was in-
tended to pay for a 10-mile double-track line. Later
studies made by the Department of City Transit showed
that this sum would not be sufficient for the purpose
intended. The plan was therefore modified as stated
above, so that the actual expenditures to Oct. 15, 1922,
amounted to slightly more than $567,000, with a few
contract payments still to be made.
The Crisis of the German Transporting
Business
By Dr. Lex)pold Lion
Berlin, Germany
THE great fall in German exchange has not been
without its effects on German electric railways.
The decrease in the value of the mark has increased
the price of all necessities of life without giving to the
great majority of the public correspondingly increased
buying power.
The crisis of the German railway companies is shown
clearly by the fact that during the last few months
twenty out of 218 existing electric tramways, or about 10
per cent, had to close down entirely and discharge their
employees, and that all the other companies had to
make cuts in their service of from 20 to 30 per cent.
A recent compilation shows that there were tramways
in 218 towns in Germany and that their length, added
to that of the rapid transit city lines, was about 3,500
miles. The expenses of these systems up to Aug. 22
had increased (in marks) to about 124 times those of
1914; on Oct. 1 they were 270 times as much, and by
the end of October they were about 500 times the
amounts spent in peace-time. Specifically, rails are 800
times and ties 1,000 times as dear as during 1914.
Meanwhile the tramway fares have been increased about
175 or 200 times the amount of 1914. Thus in Berlin,
where the fare paid in 1914 was 10 pfennigs, it is now
20 marks or 200 times as much. The depreciation of
the money, however, is 1,000 times, so that a fare of 20
marks does not cover the expenses. But even this price
apparently exceeds the buying power of the public and
in consequence in Berlin the number of passengers has
greatly decreased. All this shows that the railway com-
panies are not able to raise their fares in strict con-
formity with their expenses, the public not being able
to pay the higher fares. The result is that while
travel on railways and tramways is almost prohibitively
costly for Germans, foreigners from countries with a
better exchange can make trips de luxe for ridiculous
amounts. Thus the trip from Berlin to Cologne, 360
miles and ten hours, costs by express second class
(there still exist a third and a fourth class) but 650
marks or about 15 cents ! From Berlin to Munich (410
miles) the second-class fare is 736 marks or not quite
20 cents, whereas the fare before the war was 20
marks gold or about $5. Even the doubling and tripling
of the fares decided upon for Nov. 1 and Dec. 1 will
be insufficient to cover the expenses of the railway
departments. But if higher fares were charged there
would be a complete stoppage of traffic, as the popula-
tion would be unable to pay.
This crisis in the affairs of the transportation com-
panies led to the holding of an extraordinary general
meeting in Berlin on Oct. 20 of the Verein Deutscher
Strassenbahnen, Kleinbahnen und Privateisenbahnen
E. v., the German street and interurban railway asso-
ciation. The president. Dr. Wussow, formerly manag-
ing director of the Berlin Tramways, declared that the
condition of the properties has been brought about by
nothing but the economic condition of Germany and
could be relieved only by (1) a reduction of the national
reparations to the extent of possible fulfillment and (2)
a considerable increase in home production. Neither of
these two conditions having been fulfilled during the
last months, the depreciation of the German mark must
proceed. This means that tramways and interurban
lines having disastrously low fares and high expenses
must soon close down. One reason that they are unable
to increase their fares to accord with their expenses
is because they have to meet in many places the low
fares charged by the government railroads and postal
department buses. A resolution was passed asking that
this competition be withdrawn and that the railways
be relieved of the requirement to keep unprofitable
branches in operation.
Los Angeles Relieves Traffic Congestion
FOR the purpose of determining the effectiveness of
one-way vehicular traffic, as well as to relieve conges-
tion at Third and Hill Streets in Los Angeles, Calif., a
trial test of one-way traffic was recently made by the
Los Angeles Traffic Commission.
The car tracks on Hill Street are jointly used by the
Pacific Electric and the Los Angeles railway. There is
an average headway of one car every thirty seconds
during the daytime. This street intersection has long
been considered as one of the most congested in the
city and many efforts have been made to relieve it.
Under the new scheme east and westbound traffic
I
Property ///?e-^
,Safefy Zone
).-Properfy line
) Sidewalk ^^ J/ \V/ Sidtwalk ?
Hill III I II I llllllJTnTiTl'iTTTFWiii 1 1 1 1 n i [T^^^Mqi St.
Curb 'it >
Traffic System at Third and Hill Streets, Los Anoeles.
across Third on Hill Street will be entirely eliminated
from 7 a.m. to 7 p.m. Traffic emerging from the Second
Street highway tunnel will necessarily be deflected by a
right-hand turn south on Hill Street to Third Street,
where entrance to the tunnel will be gained by a right-
hand turn. A continuous flow of traffic will result.
Further relief will come from the fact that the crossings
at Broadway, Spring and Third Streets will be relieved
of a large portion of the present east and westbound
traffic.
Traffic on Second and Fourth Streets will be increased
850
Electric Railway Journal
Vol. 60, No. 22
directly in proportion to the volume of traffic shifted
from Third Street. However, each of these streets will
only receive half of that now using Third Street. The
use of Fourth Street for traffic bound east of Main
Street will be better for the autoist, as an awkward
turn at Third and Main Streets will be eliminated.
The city is now constructing a tunnel from Hill Street
westerly known as the Second Street tunnel. This will
be used for both highway and street car service and
will assist conditions, but as this tunnel will not be in
service for more than a year it is necessary to relieve
present conditions.
Special traffic officers will be placed at Third and Hill
Streets to care for the movement and safety of pe-
destrian traffic. In the center of Hill Street, running
parallel with the car tracks, a chain barrier will be
placed with signs on either side reading "Turn to Right."
Electrification of Stave Lake Railway
THE Stave Lake Railway, a steam line 6 miles in
length, running from Ruskin, B. C, a point on the
main line of the Canadian Pacific Railway 31 miles east
of Vancouver, to Stave Falls, is now being electrified by
the British Columbia Electric Railway Company, Ltd.,
according to information supplied by W. G. Murrin,
assistant general manager British Columbia Electric
Railway, Vancouver, B.C.
This short line of railway was taken over by the elec-
tric company in April, 1921, when it assumed control of
the Western Canada Power Company and its operations.
The line was originally constructed by the power com-
pany to care for the transpoi-tation of supplies and
material for construction of its power plant at Stave
Falls, as well as for the carriage of forest products from
this territory to Ruskin, which forest products previous
to the construction of the power plant were floated down
the Stave River into the Eraser River at Ruskin.
A 600-kw. motor-generator set is being installed at
Stave Falls and will supply direct current to the trolley
feeder at 500 volts. The cost of the work will be in
the neighborhood of $60,000.
The object of making this expenditure at this time
is to reduce the high operating and maintenance costs
of running two 42-ton Shay steam locomotives, by sub-
stituting therefor one 46-ton Westinghouse locomotive
which can be spared from existing interurban equip-
ment of the electric railway company. The principal
economies which will result are the following:
1. Saving of coal purchases, $12,000.
2. Saving of crews' time watering and coaling loco-
motives, $1,600.
3. Greater speed and power from electric locomotive
over gradients reaching 5J per cent.
4. Maintenance costs of electric locomotive are de-
cidedly lower than steam locomotives.
Another new feature introduced on this short line of
railway since it was taken over by the British Columbia
Electric Railway Company is the equipping of a General
Motors Company gasoline-propelled motor truck with
standard railway wheels and car couplers front and rear
end. This vehicle, operated by one man during the
greater portion of the year, cares for the passenger,
mail and express service of the line, and handles all the
less-than-carload freight Shipments. In addition it also
performs certain switching operations along the line.
It will continue to be operated, after electrification is
complete, for the same service it is now performing, -on
account of the economy due to opieration by oiie ifl»n,i
Eastern Massachusetts Condition
Improving
Extensive Betterment of Track, New Light-Weight Double-
Truck Cars, a Pension System and Insurance
Are Some of the Features
ARTHUR G. WADLEIGH, chairman of public trus-
. tees. Eastern Massachusetts Street Railway, has
announced that the company contemplates no further
discontinuances of service and will abandon no more
tracks. Mr. Wadleigh's own words are: "The gloom
peak lies behind us; we see only bright clouds ahead."
The earnings are now 6 per cent on the investment and
the receipts have reached the point which is considered
almost normal. So far in November the company is
several thousand dollars ahead of the corresponding
month of last year.
During the last two years, particularly during 1922,
the company has been conducting a very extensive pro-
gram of rehabilitation, particularly of track. About
$1,500,000 has been spent for this purpose alone in 1922,
up to Oct. 1, and by the close of 1922 the sum will prob-
ably run up to $1,750,000. Some statistics for the cal-
endar year of 1921 and for the first nine months of
1922, or for the period up to Oct. 1, follow:
SOME statistics ON THE WORK OP TRACK :
REHABILITATION
1922 1921
Feet of track rebuilt 139,000 59,000
Feet of track overhauled 278,000 270,000
Tiesinstalled 105,000 70,000
Pieces of special trackwork installed 355 275
Joints welded 38,000 35.000
Surface welds installed . 34.000 19.500'
Feet of corrugations removed 163,000 0-
Rail joints vertically bent 23,000 3l,000i
A striking figure of the tabulation given above is the
large amount of corrugations ground out. The company
finds that this work costs about 9i cents per foot of
rail, or about $1,000 a mile of single track. This figure
includes all operating expenses and interest and amorti-
zation of the equipment extending over four years. The
extensive amount of joint welding carried on during the
past two years is also notable. Altogether the company
has welded rail joints in 1921 and 1922 on 117 miles of
track laid in paved street and on 197 mlies of exposed
track.
The total amount of track operated by the company
consists of 337 miles of track in paved street and 316
miles of exposed track.
Twenty-five new light-weight one-man double-truck
cars have recently been put in operation for city serv-
ice in two of the principal cities. They have proved
very popular with the traveling public and many com-
mendations have been received over their introduction.
They have also proved popular with the men. One-man
car operation is now practically universal on the lines
of the company.
Coincident with the improved equipment and track,
the company has been introducing methods for improv-
ing the condition of its trainmen and other employees.
During the past year a pension plan for the benefit of
men seventy years of age and over and with twenty or
more years in service has been installed. The compyany
has also extended its group insurance to include all em-
ployees, the amount of such insurance ranging from
$800 to a maximum of $2,200 after ten years of service ;
officers and their staff up to $3,000 after ten years of
service; The cost of this insurance is paid entirely by
the company, • ' • ' --■'-■
November 25, 1922
Electric Railway Journal
851
State Commissioners Discuss Regulatory Problems
at Detroit Meeting
The Subjects of Electric Railway Interest Discussed Included
Bus Transportation, Municipal Ownership and Depreciation —
Utility Representatives Addressed the Convention by Invitation
INCREASED problems of regulation
and of responsibility for continued
service of public utilities to the
public which are now borne by public
service commissions were responsible
for the large attendance at the recent
convention of the National Association
of Railway and Utilities Commissioners
at Detroit. The convention was held
last week and was the thirty-fourth
which this association has had. Ab-
stracts of the following committee re-
ports were presented in last week's
issue of this paper: Motor vehicle
transportation, public ownership and
operation, safety of operation of public
utilities companies, public utility rates.
railway service accommodation and
claims, statistics and accounts of rail-
way companies, car service and demur-
rage, safety of railroad operation and
railroad rates.
Mayor Couzens an M. 0. Advocate
In welcoming the commissioners to
Detroit, Mayor Couzens took the op-
portunity to present his thinking on
municipal ownership. Municipal own-
ership is on trial, he said. Further, it
is on trial in Detroit. He said the com-
missioners would have to keep their
eyes on Detroit to see how the largest
experiment in this direction is going to
work out. He referred to it as a "so-
called" experiment, but pointed out
that from his viewpoint it is not an
•experiment. Instead, it is a definite
policy which is growing and will con-
tinue to grow. He told the commis-
sioners that they could bring about
municipal ownership quickest and in
the most sane way by insis.ting that the
utilities eliminate graft, interlocking
relationships, unreasonable salaries and
other expenses, because once men who
control the utilities have these preroga-
tives eliminated they are not so
■anxious to run the utilities; they are
perfectly willing in a great many cases
that the municipality or other political
division take over the activities. An-
other way to secure municipal owner-
ship is to permit the utility men to con-
tinue robbing the public, and by that
means cause an uprising at the fees
and charges that the public have to
pay for service.
At another point in his speech. Mayor
Couzens said that he did not think
there is any sane man who does not
recognize that capital has to have a
fair return. There is no public officer,
who is not a demagogue and who is not
talking exclusively for votes, who will
question the right of a man to a proper
return on the savings he has created
: from legitimate endeavor. This is the
foundation of capital and its big under-
takings. Continuing, the Mayor said
that there are many tricks in determin-
ing the amount upon which a fair earn-
ing is to be allowed. Bankers and
lawyers work in all kinds of languages,
all kinds of accounts and conditions,
and then ask the people to pay a return
upon that. He said he thought that
rates based on a cost-less-depreciation
valuation, in many cases, are ridicu-
lous. The real cost, if the real cost
has been honestly found, and if obso-
lescence and depreciation have been
taken care of, is all that any company
has a right to recover on.
Addresses and Committee Reports
Cover Many Subjeicts
Carl D. Jackson's address as presi-
dent of the association followed Mayor
Couzens's talk. President Jackson's
address is given elsewhere in these
pages. The address of Chairman
McChord of the Interstate Commerce
Commission on the relation of state
to federal regulation was a feature of
the afternoon session on Tuesday.
The report of the committee on ex-
press rates indicated the tendency of
opinion of the commissions toward the
ultimate elimination of express com-
panies and the transfer of their service
to the railroads. It was thought by the
commissioners that two agencies were
unnecessary in the same transaction and
that if express business were taken
over by the railroads, it would encour-
age store-door delivery of all railway
freight and express business.
In the discussion on the report of the
motor vehicle transportation committee
Mr. Kuykendall of Washington, chair-
man of the committee, went into detail
on practices in Washington. It was
brought out that bus schedules are
thoroughly enforced and some motor
vehicle lines run on better schedules
or keep to their schedules better than
do some railroads. Differences between
summer and winter schedules are al-
lowed on account of certain seasonal
transportation requirements. Some
certificates have been granted to motor
vehicle lines paralleling railroads and
others have been denied, the judgment
being based upon whether the railroad
is giving satisfactory service or not.
The whole purpose is to co-ordinate
the various services to give the best
possible service to the community with
the least possible damage to existing
systems.
There was a marked tendency to sup-
port the requirement of having to get
certificates of public convenience and
necessity before motor vehicle lines
could be operated and the executive
committee was requested to draw up a
proposed law for submission to the
various commissions, to be discussed at
the next convention of the association,
for suggestion to legislatures in the
various states.
Almost one whole session was de-
voted to the telephone question. H. B.
Thayer, president of the American
Telephone & Telegraph Company, dwelt
on the three classes of service that
company furnishes — community, state
and interstate— which subject the sys-
tem to three kinds of control — munic-
ipal, state and national. Mr. Thayer
pointed out that a national universal
service could not be provided by a large
number of uncorrelated local units. He
also showed the advantage of the re-
search facilities of the company in de-
veloping better service to the commu-
nity. Fred B. McKinnon, president
United States Independent Telephone
Association, pointed out the advantages
to the public of maintaining competi-
tion— not duplication. Mr. McKinnon
supported his argument by saying that
all true measure of value of service and
much incentive to progress would be
lost if the independent group were elim-
inated. Mr. McKinnon emphasized the
fact that the success of independent
companies lies in their local character
and personality. He also urged that
rates be based on service rendered and
not alone on valuation.
Chairman Clyde M. Reed of the
Kansas Public Utilities Commission
strongly supported the maintenance of
the independent telephone group as
tending to bring about a healthy con-
dition for telephone service generally.
Discussion of Depreciation
An extended discussion of deprecia-
tion resulted from raising the question
of telephone depreciation as apparently
delegated to the Interstate Commerce
Commission for determination by the
transportation act. In so far as the
discussion affected other utilities, it was
brought out that most commissions
favor a depreciation reserve, such re-
serve to be so set up as to provide for a
sum equal to the cost, less scrap value,
of a given piece of property at the time
of its retirement, provided, however,
that excessive depreciation reserves be
not allowed to accumulate owing to
error in figuring the life of property.
The report of the committee on valu-
ation had to do almost entirely with
the problems of valuation of the na-
tional railroad systems. The commis-
sioners took definite action to request
Congress to insist that the Interstate
Commerce Commission find values of
852
the railroads by states as well as by
systems and also that these valuations
be kept up to date.
Utility Representatives Heard
Public utilities had their opportunity
on Thursday morning when by invita-
tion addresses were given by Frank W.
Smith, president of the National Electric
Light Association; M. H. Ayleswortn,
executive manager of the National Elec-
tric Light Association; Martin J. In-
sull, president of the Middle West Util-
ities Company, and Henry L. Doherty
of Henry L. Doherty & Company, New
York City. Mr. Doherty's address is ab-
stracted at length elsewhere in these
pages. Mr. Smith showed that execu-
tives of the company as well as public
service commissions are charged with
responsibility. Public service corpora-
tion directors are not a little group of
men who own the enterprise and run
it in a selfish way.
He said that the utility is a great
human institution, a vital part of the
life and welfare of thousands of men
and women who are as much a part of
the public as are any leaders of public
utility. Mr. Smith maintained that the
prime responsibility to this public
rested on the boards of directors, with
public service commissions acting to
represent the public and give final ad-
vice on utility action. The great mass
of questions arising in public utility
operation and management are decided
soundly and fairly in the interest of all
concerned by the directoiate of the
utility.
According to Mr. Smith, if private
ownership and operation of public
utilities is to succeed and endure, public
regulation must succeed and command
a generous measure of public confi-
dence. If public regulation is to en-
dure, private ownership and operation
of the utilities must ever be alert to
conform its policies to the American
spirit of fair play and the American
desire for the best in public service.
If private ownership departs from this
course or if public regulation fails to
achieve its intended purpose, our in-
dustries and our governmental institu-
tions will be at the mercy of men
whose views are alien to American tra-
ditions.
Plea for Sound Securities
Electric Railway Journal
Vol. 60, No. 22
management, be made available for
customer-ownership campaigns. This,
he maintained, is necessary in order to
safeguard the priceless public support
which electric public utilities now
enjoy, and it is manifestly in the public
interest.
. M. H. Aylesworth showed the extent
and advantages of public ownership of
utility securities and defined true public
ownership as that where a substantial
percentage of people in the community
served own a financial interest in the
utility company, register their com-
plaints and protest against imperfect
service with their own managing em-
ployees, share in the earnings and have
a direct voice in shaping the policies.
In view of the favorable public atti-
tude toward utility securities and their
widespread purchase by customers and
employees, Mr. Aylesworth asked the
commissioners to see to it that only
stocks of unquestioned merit and sta-
bility, backed by good value anfl good
Advantages op Holding Companies
Martin J. Insull, Chicago, called at-
tention to the enormous amount of
money necessary in the development of
the public utilities. He showed how
holding or investment companies as-
sisted by raising money on their own
securities to purchase junior securities
of operating companies. He pointed
out how by the large aggregate pur-
chasing power of such groups of util-
ities under holding companies machinery
and supplies can be bought at lowest
market prices. He also, pointed out
that in times of financial stress the
investment company can provide money
to tide over this on account of the
spread of risk and of the higher credit
rating of these holding companies.
At the Banquet
At the banquet on Thursday evening
Carl D. Jackson, retiring president, re-
ceived as a token of respect from his
colleagues a set of platinum and pearl
shirt studs and cuflT links. The toast-
master, James Schermerhorn, who
spoke with no little wit and humor, told
of Detroit's experiment with municipal
ownership, saying that all the people
were led to believe that when once
they had municipal ownership their
troubles would be ended, but that at the
recent election they found out that after
a" they still had to spend five million
dollars more for extensions, to build a
subway, to have the interurban cars
stop at the city limits and to shift the
paving charges from the Department of
Street Railways to the general city
expenses, and they were not therefore
so sure that their troubles had ended.
"But," said Mr. Schermerhorn, "this is
an age of experimentation, and if we
live through it we shall at least know
that we were a part of the experi-
ment."
Mr. Jackson said that the commis-
sioners were all interested in watching
Detroit. "For Detroit," he said, "may
solve what we as commissioners have
not yet been able to do— to make money
transporting people at less than cost."
The principal address of the evening
was made by H. H. Emmons, now presi-
dent of the Detroit Board of Commerce,
who was an officer in the air service
during the war. He urged upon the
commissioners, as men influential in
widely separated localities, that they
use their influence to develop landing
fields and other facilities which would
tend to encourage civilian aviation.
Mr. Emmons pointed out that this
would be a service of national loyalty
and thereby provide, at no cost to the
government, ample aviation protection
in case of future war.
Resolutions Passed
The last session of the convention
was concerned chiefly with considera-
tion of resolutions recommended to it
by the executive committee. Many of
these had to do with railroad regula-
tion. Two of these suggested an
amendment of the Esch-Cummins act
so that rights and duties of state com-
missions will be more clearly defined,
particularly with reference to rates'
and distribution of cars, and so that
the Interstate Commerce Commission
will be compelled to make valuations
of railroads by states as well as by
systems and to keep these valuations
up to date.
Of particular interest to railway
men, however, were two other resolu-
tions, one supporting the indeterminate
permit and the other urging uniformity
in regulatory laws of the several states.
The first of these, after reciting
existing limitations to the possibility
of uniform treatment of the utilities
on the part of the commissions and the
difficulty met by utilities in financing
themselves on limited-term franchises,
and after stating that the principle of
the indeterminate permit goes far
toward solving these difl^culties, pro-
vided ample safeguards be made for
the protection of both the public and
the investors in the case of the deter-
mination of such permits, includes the
following clauses:
"Now, therefore, be it resolved, That
it is the sense of the National Associa-
tion of Railway and Utilities Commis-
sioners that the principle of the inde-
terminate permit is economic and
sound and should be adopted in the
legislation of the various states relat-
ing to public utilities;
"And resolved further, That this
association do, and it does hereby, urge
the legislatures of the various states
which have not as yet adopted the
principle of the indeterminate permit
to enact legislation recognizing and
putting such principle into effect."
The second resolution authorizes a
committee of the association "to con-
sider carefully the various forms and
practices of utility regulation and re-
port from time to time to this asso-
ciation conclusions and recommenda-
tions for a desirable uniform system of
public utility regulatory law."
The American Electric Railway As-
sociation was represented at the con-
vention by James W. Welsh, executive
secretary; C. L. Henry, chairman of
the national relations committee, and
J. P. Barnes and W. H. Maltbie of
the valuation committee.
Officers for the ensuing year were
elected as follows: President, Dwight
N. Lewis, member Iowa Railroad Com-
mission; first vice-president, Alexander
Forward, member Virginia State Cor-
poration Commission ; second vice-
president, H. G. Taylor, chairman
Nebraska State Railway Comnussion;
secretary, J. B. Walker, secretary New
York Transit Commission, and assistant
secretary, J. H. Corbitt, secretary
Tennessee Railroad and Public Utilities
Commission.
The next convention of the associa-
tion will be held at Miami, Fl'a., Dec. 4,
1923.
November 25, 1922
Electric Railway Journal
853
Address of President Jackson Before Utilities
Commissioners' Convention*
Government Ownership, the Limited Term Franchise and Tax-Exempt Securities
Condemned — Need for Uniform Utility Laws and Advantages of
Customer Ownership and Non-Par Value Stock Discussed
By D. C. Jackson
ChaiiTnan Wisconsin Railroad Commission
THERE is no organization more
completely representing the senti-
ments of the several states and the
local needs and problems of the coun-
try than the National Association of
Railway and Utilities Commissioners.
It is therefore fitting that this body
should take cognizance of present ten-
dencies, not only where they directly
affect our own activities but where they
tend to subvert the fundamental poli-
cies of our government and adversely
affect the welfare of the coming gen-
eration. I do not think I exaggerate
w^hen 1 express the belief that if it
were not for the activities of this
organization the states would find
themselves stripped of local control in
fields where regulation can be success-
fully administered only by those inti-
mately acquainted with local problems
and conditions.
This organization has taken no nar-
row or partisan view of these grreat
questions. It has approved the exer-
cise of federal authority to the extent
necessary for the efficient exercise of
undoubted national rights. It is my
candid belief that any temporary ad-
vantage to the utilities from an undue
extension of federal interference with
local control and regulation would in
the end be far more than offset by
disadvantages of concrete and perhaps
disastrous nature. Regulation cannot be
successfully carried on out of contact
with those people who are interested
in regulation, and public relations, the
basis of all future prosperity in the
public utility field, will not be helped
by centralized and distant administra-
tive regulation.
In a way this centralizing tendency
is the outgrowth of unrest. We are
inclined to forget that the fathers laid
down certain principles recognizing our
dual form of government and safe-
guarding local government and control
in the states, at the same time encour-
aging that free play for individualism
which has created in the people of this
country the greatest capacity for initi-
ative, responsibility and progress found
anywhere in the world. Out of this
spirit of unrest, and the everlasting
preaching by some of discontent with
whatever is, has come the agitation
for government control, such as has
just been pas.sed through in the State
of California. On the whole, the move-
ment for municipal ownership seems to
have largely abated. In fact, a marked
tendency in the opposite direction can
be observed in several places. The
present form of agitation is far more
important and borders on socialism or
•Abstract of address presented before the
National Association of Railway and Util-
ities Commissioners, Detroit, Mich,, Nov. 14
to 17, 1922.
communism. The endeavor to bring
about Federal government ownership
of vast utility properties can only be
looked upon as the entering wedge for
the socialization of all property.
By use of the initiative the people
in California have just been required
to vote upon a state bond issue (an
initial issue) of $^500,000,000 to ac-
quire water power and electrical busi-
ness in that state or elsewhere, but
so far as I can ascertain there was no
call for any such general measure or
policy. As a matter of fact the electric
companies of the United States are
making great progress with water-
power development and are expending
vast sums to bring home the use of
power heretofore wasted. Forty-one
per cent of all hydro-electric develop-
ment in the world has taken place in
the United States, although but 15 per
cent of the water power is within our
boundaries. The greatest hydro-electric
development in the world is now taking
place in California. These develop-
ments have been brought about not by
government or by municipalities, but
by the ingenuity, initiative and courage
of individuals. Private ownership has
done this and. given California about
the lowest electric rates on earth, and
yet agitators have attempted to apply
the dead hand of government owner-
ship to one of the most worthy, public-
spirited and successful enterprises in
the world. California has passed un-
scathed through this ordeal and has
emphatically repudiated this socialistic
propaganda. Practically the same ver-
dict has been given jn Wisconsin,
where a constitutional amendment to
authorize increased municipal indebt-
edness for the acquisition of public
utilities was also turned down.
This association and its members can
do much to bring accurate information
to the public. Where agitators point to
resident rates anywhere in America
approaching 2 J cents per kilowatt-
hour, the people should be told the
truth, known to every public utility
regulator, that any such residence rate
merely represents service at a loss for
political purposes.
Need for Uniformity of Government
Utility Laws
The necessity for regulation of utili-
ties is no longer, I believe, an open
question, and its universal establish-
ment throughout the states seems only
a matter of time. Is it not desirable,
in fact imperative, that every effort
be made to bring about gradually a
uniformity in the laws in the several
states and the laws in the states where
utility regulation may soon be estab-
lished? It will not be a disadvantag^e
in the meetings of our association to
find that we are all talking the same
language. A matter of this kind means
careful study and I earnestly recom-
mend the appointment of a standing
or special committee of this organiza-
tion to go into the matter fully. It
seems to me our association can do a
service along this line of prime public
importance.
Most utility laws recognize the eco-
nomic necessity for monopoly in the
utility field, with power to require ade-
quate service at reasonable rates. I
do not know anything more difficult to
regulate than competitive service un-
der cut-throat competition, involving
the waste of effort, time, material and
wealth that necessarily follows. Nor
do I know of any instances in which
wasteful competition is encouraged
where regulatory problems are not
either most difficult and complex, or
unsolvable in a satisfactory manner.
Competition in the utility field gener-
ates public unrest and dissatisfaction
with the utilities and the regulatory
commission. Good public relations and
mutual understanding between the
utility and its patron become most diffi-
cult to maintain, and yet good public
relations are in the end the controlling
factor in regulation. It is sufficient to
say that successful regulation wrill be
founded on the elimination of this com-
petitive theory of bygone days. First
class service at reasonable rates is
based on economics, not on waste.
This principle is recognized in the
laws of thirty-three states where certifi-
cates of convenience and necessity must
be secured from commissions before
competition can become effective, but
control of competition is lacking in
fifteen states, in some of which no
public utility regulatory laws exist.
We have far from outgrown many of
the practices of former days. A glar-
ing example of this is found in the
franchise provisions of various states
and the varying franchise conditions
within the states themselves. A limited
term franchise is a suspended sentence
or threat. It is the outgrowth of the
old speculative idea. It is directly re-
sponsible for many of the problems
which come to us under regulation.
A limited term franchise is notice that
at some future date the municipality
or state may see fit to treat the legiti-
mate investment in a public utility on
the junk value basis. Such possibilities
discourage incentives for improvements,
extensions and good service, and at the
same time increase the cost of all
financing. Theoretically and perhaps
legally, to some extent at least, regu-
latory bodies would be justified in im-
posing rates sufficient to amortize a
large part of the investment over the
period of the limited franchise. Under
any circumstances, the additional bur-
den on the utility must be borne by
the users of service unless the property
is to be confiscated.
There is no more equitable treatment
to be found than in the provisions of
the indeterminate permit. On the one
hand it offers that necessary stimulus
for continued uninterrupted and ade-
quate service at the lowest reasonable
854
Electric Railway Journal
Vol. 60, No. 22
cost, and on the other hand it reserves
to the public all rights necessary for
its future protection. Regulation un-
der limited franchises is regulation
under a club. It is divided regulation.
One party is enjoined to require the
best service at the most reasonable
rate and strictly supervise all the
activities of the utilities. Another in-
dependent, changing political body re-
tains the power to destroy the utility.
A cursory examination of the provi-
sions in the various states shows widely
varying conditions. In six states the
indeterminate permit form of franchise
prevails. In some others the limita-
tion is fixed by constitution. In many
states the statutory limitation is differ-
ent for different classes of utilities. In
other states the grant may be and often
is perpetual without the public protec-
tive features of the indeterminate per-
mit. In some cases the franchises are
exclusive. In other cases they ex-
pressly permit competition. The terms
in some states are limited to twenty
and twenty-five years; in others to
various periods, running as long as
ninety-nine years. Such chaotic condi-
tions do not lend themselves to just,
stable and effective public reg^ilation in
the public interest.
As utility laws are modified from
time to time, and adopted in states
where regulations do not now prevail,
this association is in a position to
urge the adoption of the indeterminate
permit form of franchise and encour-
age the desirability of establishing uni-
formity on, sound principles.
Good Public Relations the Key
TO Success
It is my opinion that under regula-
tion there has been a great improve-
ment in the matter of public relations
between the utilities and the public
served. Every man privileged to serve
in a regulatory capacity has come to
understand thoroughly how essential
good public relations are. It means
everything to the public utility and its
capacity for service at reasonable
rates. Both the utility and the public
are gainers thereby. Ought we not on
our part, therefore, to stimulate this
mutual understanding and make known
generally those simple truths that are
to us perhaps the A B C of regulatory
problems?
There grew up in years gone by the
idea that public utilities were always
owned by somebody else, generally cov-
ered by the indefinite term "Wall
Street." The actual fact, of course, is
that most public utilities, and always
the largest interest in all of them,
are actually owned directly or indi-
rectly by the people themselves. The
misconception is easily accounted for.
Often the securities of a public utility
in some Eastern state are owned by
people in some Western state, and most
of the securities of some Western utility
may be the property of Eastern resi-
dents. Again, large blocks of such se-
curities are owned by insurance com-
panies, trust companies or savings
banks. Few policy holders or deposi-
tors take the trouble to see how their
premiums, savings or deposits are in-
vested. So the public has come to
think of the utility it deals with as
being owned by foreign or distant in-
terests. For several years just past
a determined effort has been made to
overcome this situation and to bring
home the ownership directly to the
patrons or consumers of the utility. It
is my belief that this organization
should emphatically encourage this
movement. It means improved public
relations, better understanding of our
problems by the people served, and
furthermore it means close scrutiny of
the efficiency of management by the
owners of the property. It also brings
the problems of financing directly home
to the people.
Ways of Financing Discussbs)
There is a growing recognition
throughout the country of the value of
non-par value stock as a means of
financing. As a matter of fact, par
value stock is par value only in name
after any company has started in busi-
ness. The value of the stock is fixed
by the value of the capital represented
by it and by the amount of the earn-
ings both present and prospective. To
acquire a rigid par value for all future
issues of stock I'egardless of the value
of the stock has often made financing
difficult where the stock is not selling
in the market for par. Elasticity
should be possible in financing of this
nature. Non-par value misleads no-
body. It is a frank statement of the
actual fact that the value does not
depend on the dollar sign on the cer-
tificate. The power to issue non-par
value stock will make financing pos-
sible on more just terms to all con-
cerned than is possible under a rigid
par value system. The matter is of
great importance and I earnestly rec-
ommend the serious consideration of
it by the association.
A half century or more ago liberal
laws were enacted in most states rec-
ognizing secured steam railroad bonds
as proper investments for trust funds
and savings banks. As yet, in only
twelve states has effective action been
taken giving equal recognition to the
conservative issues of electric, gas and
telephone companies. The situation
with respect to the securities of electric
railways is somewhat better in some
states. It may be said that the re-
strictions governing the issue of utility
securities are as closely and carefully
drawn as those governing railroad cor-
porations. In fact, with the extension
of commission jurisdiction over utility
security issues, it may be justly said
that restrictions in a large number of
states and the supervision exercised
by regulatory bodies over such issues
have given the securities of these public
utilities a sounder basis than formerly
existed even in regard to railroad
securities. There is no reason what-
ever why this discrimination against
the sound securities of electric plants,
telephone and electric railway issues
should not be abolished. Yet in thirty-
one states there appears to be an entire
absence of statutory authorization to
savings banks for investment in ' such
securities. In two other, states there
is authorization for the securities of
electric railways. New Yoi'k state has
not yet given the matter due considera-
tion and it may be named with the
other thirty-three states. Massachu-
setts has provisions covering street
railways and telephones. You will see
at once, therefore, that the situation
is wholly unsatisfactory. Statutes en-
acted to meet the conditions of half a
century ago should give way to non-
discriminatory provisions recognizing
the public interests in utility invest-
ments and placing utilities on a fair
competitive basis in the money market.
This is a matter of importance to all
commissions having jurisdiction over
utilities.
Tax-Exempt Securities a Menace
A matter of far-reaching importance
which affects all business and includes
all securities subject to regulation is
that of tax-exempt securities, issued
principally by states and municipalities.
This practice has driven a large class
of investors wholly into the tax-exempt
field. This effect is demonstrated not
only by statistics placed before con-
gress but by reports of mo.st of the
important banking houses. Where the
former average sale of securities was
in lots of $10,000 to $15,000, reports
available show sales in average lots of
about $3,000. This, of course, shows
not only the absence of a large class
of borrowers from the market, but
clearly indicates increased cost of
financing. This tax-exempt privilege
is being used to further stimulate the
propaganda for government ownership.
The favorable interest rates on tax-
exempt state securities are compared
with the necessarily increased rates on
securities that are not tax exempt, and
no reference is made to the fact that
the taxpayers of the state are penal-
ized in loss of taxes for a larger
amount than they save in loss of inter-
est rates. If the evil of tax exemption
stopped here it would be important
enough for your consideration, but the
evil of tax exemption goes much fur-
ther. It violates the ability principle
of taxation and unfairly discriminates
between taxpayers. It discourages new
enterprises. It creates social unrest.
It is responsible for a tax-exemption
privilege class. It discourages thrift
and enterprise by unduly taxing every
constructive and successful endeavor
in the industrial field. It throws an
undue proportion of taxation on tan-
gible property. Ultimately it will in-
crease the burden of the farming com-
munities, bringing heavy taxes on farm
land and on all other real estate. It
encourages extravagance in govern-
ment agencies and piles up an enormous
debt burden to be met by our children
and our children's children. This mat-
ter concerns this organization, as it
affects utility and railway financing,
but I think it affects all of us in a
much larger way in that the continu-
ance of the practice may in the end
seriously and vitally affect our institu-
tions and our form of government.
November 25, 1922
Electric Railway Journal
855
Some Difficulties Under Which Public
Utilities Operate*
Experienced Utility Administrator Points Out to Public Utility Commissioners
Some of the Problems Under Which the Electric Railway and Other
Utilities Are Laboring — He Approves of Regulation for This
Line of Business, but Feels that the Utilities Have
Not in All Cases Been Justly Treated
By Henry L. DoHiaiTY
President Henry L. Doherty & Company,
New Tork City
THE regulation of public utilities
by the vesting of power in state
commissions has proved to be a great
step in advance over regulation either
by state legislature or city government.
When the public learns to look to its
state commission as to what ought to
be done, rather than expecting to tell
the commission what it should do, then
and then only will all of the benefits
that are possible through intelligent
regulation be realized.
The violent opposition of many
public service companies against being
placed under state commissions, at one
time in evidence, has now largely dis-
appeared. The constructive and pro-
gressive public service companies want
intelligent regulation, and they do not
want to be compelled to fool with poli-
tics. However, a large part of the
public still seems to think it the duty
of the state commissions to give the
public service companies hell instead
of justice. Too many want service at
the lowest cost regardless of whether
rates are adequate for the company's
needs or not. They fail to realize that
inadequate rates in the long run mean
higher rates.
It has been only a few years since
public utilities were indiscriminately
subjected to competition. Finally, the
public concluded that it was a sufferer
by this competition and resolved that
the best service at the lowest rafes
■could only be had by doing away with
it. The public said, in substance, how-
ever: "We are going to recognize you
as a necessary and natural monopoly,
tut if we do this, we must regulate
your service and earnings." The utili-
ties accepted this statement partly be-
cause it was right, but largely because
there was nothing else to do. Hardly
was this work under way before the
electric railways of the country were
subjected to jitney competition.
Now it is idle to suppose that a
rubber-tired vehicle using gasoline for
motive power can possibly give as eco-
nomical service as a street car with
steel wheels on steel rails supplied with
electric power from a central power
plant. This jitney competition is simply
a repetition of the old folly of compe-
tition with a natural monopoly. It
represents one of our serious national
wastes, and if it is not stopped by the
proper regulatory bodies, it should be
made a national issue.
I shall now proceed to point out some
of the important matters that I think
•Abstract ot address presented before tlie
Nationai Association of Railway and Util-
ities Commissioners, Detroit, Mich., Nov.
14 to 17, 1922.
public service commissions should con-
sider. While these may not be new,
they do not seem yet ready for univer-
sal acceptance.
Some Fundamentals of the Subject
1. If the public utility business is
to command the same efficiency and in-
terest on the part of capital and man-
agement as will be secured by other
and more profitable lines of business, it
will be necessary to adopt some form
of profit sharing between customer and
company to stimulate effort.
The laws relating to public service
commissions should be so broadened
that the commissions will have the
power to fix an initial rate for a long
period in advance, and then to permit
the company to earn all it can over
what would not be considered a rea-
sonable rate of return, with the pro-
vision that these earnings shall be di-
vided between the company and its
patrons. Under this plan the manage-
ment can be "premiumized" out of the
company's portion.
2. If the theory of control by state
commissions is a correct one, then it is
not consistent to have a division of
authority between the state commission
and the city government or the legis-
lature. In some states part of the
cities are under the public service com-
mission, while others are not. Some-
times the gas companies are controlled
by the public service commission, but
not the street railways. In my opinion
the best results would be secured by
giving the state commission the widest
possible control.
3. In my opinion the taxicab busi-
ness in many of our American cities
ought to be declared a public utility and
a monopoly created. Instead of per-
mitting taxicabs simply to "shop" for
passengers, they should be compelled
really to give service. In most Ameri-
can cities there is an over-supply of
taxicabs in congested districts and a
perfect vacuum of service in other por-
tions of the city. This is especially
true where, if wanted at all, taxicabs
are wanted badly, and where they are
a necessity, not an extravagance.
In the same category, in our highly
congested cities, like New York, I
think we should give some thought as
to whether the delivery of goods should
not be treated as a public utility and
regulated as a monopoly.
4. Some of the cost accounting and
rate making which today are looked
upon as scientifically correct are not
even based on facts which are funda-
mental and in many cases controlling.
In the street railway busines." for ex-
ample, we have huge expenses which
are due entirely to the necessity of
standing ready to give service, with no
simple way whereby the readiness-to-
serve expenses can be apportioned
among the beneficiaries. The electric
railway business is today where some
of the electrical companies were in the
pioneer days when they charged a flat
sum per month regardless of how much
current was used. This "premiumized"
waste. A ride is a ride, whether for a
block or for 10 miles. Some system of
metering must be used. Riding should
be based on distance with a fixed load-
ing and unloading charge. That is, a
small charge to represent the cost of
stopping the car and taking on passen-
gers, and stopping the car and letting
the passengers off, plus a fixed charge
per unit of distance riding, should be
made. The system of uniform charges
for street railway rides, to my mind,
has not only brought harm to street
railway companies but harm to the
public as well.
It has heretofore been thought that
public utilities should be expected to
bear some sort of a tax or other bur-
dens in exchange for the right to use
the streets of cities. In my opinion
this theory is all wrong, and we must
sooner or later completely reverse it.
In the old days it was presumed that
these taxes or burdens were paid for
by the stockholders, but with a regu-
lated monopoly it must be remembered
that they are paid by the patrons.
As a business proposition the public
could afford to "premiumize" all forms
of public utilities by paying a portion
of the readiness-to-serve expenses by a
property tax.
5. Bond houses have for years
talked to their clients about the neces-
sity for a bond earning double its inter-
est rate, or some provision of that char-
acter, with a substantial sinking fund.
Anything that can be done to educate
the bond buyer and the bond houses to
the fact that no large ratio of earnings
to bond interest is necessary will help
greatly in developing the public utili-
ties. The same is true with regard to
a sinking fund exclusively of cash. If
any sinking fund whatever is de-
manded, it should be one which could
be provided either by cash or by the
creation of more property without
issuing bonds on it, at the option of
the company.
6. There are few classes of business
that can submit to public regulation
and live. Changed conditions must
permit an immediate change of plans.
This is not possible when a change in
plans can be made only after hearings
before a public regulatory body.
Perhaps the greatest damage that
has been done by public reg^ulation has
been the element of delay and the
abandonment of any attempt at certain
improvements in the belief that time
and trouble would simply be wasted and
no good would be accomplished. It will,
therefore, never be possible for the
so-called public utility companies to
embark upon any business not abso-
lutely necessary for furnishing the
product they are selling to the public.
856
Electric Railway Journal
Vol. 60, No. 22
Heavy Traction Report by
A.R.E.E. Committee
AT ITS ANNUAL convention, con-
■ eluded on Nov. 3, and held in Chi-
cago, the Association of Railway Elec-
trical Engineers received among others
a comprehensive report on heavy elec-
tric traction. The committee on this
subject consisted of J. R. Sloan, chief
electrician Pennsylvania System, and
J. H. Davis, electrical engineer Balti-
more & Ohio Railroad. The report
commended the action of the American
Electric Railway Engineering Associa-
tion in suggesting some kind of a joint
organization to prevent duplication of
statistical work. It also appended a
revision of the data presented in its
1912 report, checked and corrected by
various railroads and revised to include
all railroad electrification in North and
South America. There were added the
corresponding data relative to multiple-
unit equipment, for which credit was
given to the heavy traction committee
of the American Electric Railway En-
gineering Association.
New York Power Show
Making Progress
PRACTICALLY all of the exhibition
space for the first National Exposi-
tion of Power and Mechanical Engi-
neering, which will open on Dec. 7 at
the Grand Central Palace in New York
City and extend through Dec. 13, has
been leased. Requests for approxi-
mately 200,000 tickets have been re-
ceived by the management. The exposi-
tion covers the field of power and
mechanical engineering from the mo-
ment coal is taken from the ground
until power is turned into work in the
final machine. Not only will there be
representatives of prime movers and
steam generating devices, but also ex-
hibits of manufacturers who have de-
voted their efforts to the solution of the
problems involved in burning fuel and
making and using power, whatever the
industry requiring the heat and power
derived.
New York Association to Meet
THE New York Electric Railway
Association will meet in New York
on Jan. 25, probably at the Commodore
Hotel. Definite announcement of the
place and program will be made later.
is stored in six depots, of which the
largest has capacity for 340.
The Falk system of cast welding is
used for the track joints. The larger
part of the contact system is overhead,
but some conduit is used. About 75
miles of track is equipped with the
overhead system. The conduit, where
such is used, is located under one rail
with a slot on the inside.
Both poles and rosette attachments
to building walls are used for span-wire
supports, the latter being preferred.
The contact wire employed is of 97 per
cent conductivity, two diameters are
employed, corresponding to No. 0 and
000 in the American gage. A guard
wire of phosphor bronze, slightly
smaller than No. 7, A.W.G., is used
also.
A.S.T.M. Notes
THE executive committee of the
American Society for Testing Ma-
terials has voted to hold the 1923 an-
nual meeting at Atlantic City during
the latter half of June, provided satis-
factory arrangements can be made for
the meeting. Two dates of meeting are
tentatively under consideration: (1)
June 25 to 29, (2) immediately follow-
ing the meeting of the American Rail-
way Association, Mechanical Division,
customarily held about the middle of
June.
By the end of the year the society
will have issued this year three regular
publications, the Year Book, the 1922
supplement to the book of A.S.T.M.
standards, and the Proceedings. The
first two have already been sent out
and the third, a volume of about 1,650
pages, will be ready for distribution in
December.
On Oct. 31 the membership of the
society was reported to number 3,104.
International Association Dele-
gates Inspect Brussels
Tramway System
IN CONNECTION with the conven-
tions of the Union Internationale des
Tramways et des Chemins de fer d'inte-
ret local, held in Brussels Oct. 2-7, an
inspection was made of the local tram-
way system. The delegates noted the
following facts: The system employs
1,230 single-truck cars, of which 489
are motor cars, 276 are closed trailers,
and 465 are open trailers. On these
either hand or air brakes are used, and
in emergency electric braking on' re-
sistance is employed. The rolling stock
Special Committee of A.E.S.C. on
Wood and Tubular Poles
Is Active
THE American Engineering Stan-
dards Committee recently appointed
a special committee to consider and
make recommendations to the A.E.S.C.
concerning the application of the Ameri-
can Electric Railway Association for
approval as "American Standards" of
its specifications for wood poles and
tubular poles.
Twenty-one men, representing pro-
ducers and consumers of both types of
poles, as well as the public are on this
committee, including C. S. Andrew, rep-
resenting the Electric Railway Equip-
ment Company, Cincinnati, Ohio; C. R.
Harte, American Electric Railway As-
sociation, New Haven, Conn.; D. P.
Holtman, National Lumber Manufac-
turers Association, Washington, D. C;
M. G. Lloyd, chief of safety section.
Bureau of Standards, Washington,
D. C; A. E. Owen, electrical section
of the American Railway Association,
Jersey City, N. J.; H. H. Quimby,
American Society of Civil Engineers,
Philadelphia, Pa.; F. N. Speller, Na-
tional Tube Company, Pittsburgh, Pa.;
J. C. Ware, National Electric Light
Association, Newark, N. J.; W. M.
Leavitt, Western Red Cedar Associa-
tion, Spokane, Wash.
At the November meeting of the
executive commmittee of the A.E.S.C.
the above committee made a progress
report, indicating that it is already
functioning.
Annual Meeting of A.S.M.E.
THE annual meeting of the American
Society of Mechanical Engineers
will be held in New York City, Dec. 4
to 7. An elaborate program of papers,
reports and entertainment has been
provided.
A feature of the meeting will be
joint sessions with the American Eco-
nomic Association, the American Soci-
ety of Safety Engineers, the American
Society of Refrigerating Engineers,
and the American Engineering Stand-
ards Committee.
H. F. Loree, president Delaware &
Hudson Railroad, and E. M. Herr,
president Westinghouse Electric & Man-
ufacturing Company, will be among the
speakers at an "economic forum."
[iiiiimmiJiiiFFiiinir r niiriiir niimrf ruiiiiTFiiiiinmiiiimiiim
American
Association News
Executive Committee Meeting
THE American Association executive
committee met at association head-
quarters in New York on Nov. 24 with
an attendance of nineteen of the
twenty-two members and four past-
presidents. After reading the minutes
the financial report of the executive
secretary was presented, an interest-
ing feature of it being that for the first
time the receipts from convention ex-
hibits showed a surplus of $317 over
expenses. A vote of special thanks to
the exhibits and entertainment com-
mittees of the convention was passed.
In connection with the plan that the
association appropriate $10,000 for the
work of the committee on welded rail
joints and that $10,000 additional be
solicited from member companies, it
was reported that this $10,000 was
already oversubscribed by $100, with
more to come.
The committee appointed to recom-
mend a new member of the executive
committee to fill the vacancy created by
the election of W. H. Sawyer to the
fourth vice-presidency, nominated, and
the executive committee unanimously
elected, C. E. Morgan, vice-president
Brooklyn City Railroad.
A report of the finance committee
and the report of the auditor for the
fiscal year ending Oct. 31, 1922, were
made and it was decided to invest
$50,000 of the surplus in third 4i per
cent Liberty bonds.
A report of the meetings and subjects
committee was presented by J. N.
Shannahan and approved by the exec-
November 25, 1922
utive committee, thus definitely locating
the Mid-Year Conference at Washing-
ton, D. C. The report is published else-
where in this issue. A report of the
work of the publicity committee pre-
sented by F. R. Coates disclosed the
effectiveness of the work being done in
this direction, special note being made
of the very large amount of newspaper
space throughout the country devoted to
the last annual convention. A notable
feature of this was the prominence
given particularly to the fact that the
railways are keeping their promise to
rehabilitate as soon as they get the
necessary money.
C. L. Henry reported for the com-
mittee on national relations that a test
will be made as to whether Section 15-A
of the amendment to the Interstate
Commerce Commission Act applies to
the interurban roads. The test case
will be that of the Chicago, North
Shore & Milwaukee Railroad which will
shortly go before the commission for a
hearing. It is hoped that a decision
may be .secured which will answer the
question for all companies.
L. S. Storrs reported for the publica-
tions committee that the publication of
Aera had resulted in a deficit of $5,000
last year and that the prospect for this
year was $9,000 deficit if present ad-
vertising rates were continued. The
committee recommended that beginning
with the February issue a 20 per cent
mcrease in all advertising rates be
made effective and that the subscription
rate to individuals be increased slightly.
On this basis it was thought that the
paper would very nearly pay its way.
The executive committee approved the
recommendations of this committee.
Mr. Welsh presented the report of
the membership committee, showing
members resigned, delinquent and new.
A proposal in a letter from W. H.
Maltbie to enlarge the scope of the
tax committee to include a study of all
forms of special taxes, such as paving,
snow removal, etc., and thus develop a
report analyzing the nature of these
special levies and make constructive
suggestions for the future guidance of
the association, was approved.
A committee on insurance was author-
ized after it was pointed out that a
similar committee of the N.E.L.A. had
succeeded in securing a 25 per cent
reduction in the rate on power houses
and overhead lines. It was thought
that a similar opportunity existed for
the railways. Action was taken ap-
proving membership of the United
States Department of Labor in the
American Engineering Standards Com-
mittee. The standard rules for city
operation as revised at the recent con-
vention and approved by the T. & T.
executive committee, which embodied
slight changes to cover one-man oper-
ation, was approved.
A discussion by some of the com-
mittee members who had attended the
recent convention of the National Asso-
ciation of Public Utilities Commission-
ers brought out the fact that they were
highly impressed with the thinking and
direction of work of this body of men,
Elect R ic Railway Journal
857
and it was the consensus that railway
men would do well to attend this con-
vention in larger numbers.
Mid- Year Dinner Committee
President Emmons then announced
the mid-year dinner committee as fol-
lows: J. H. Hanna, vice-president Cap-
ital Traction Company, Washington,
D. C, chairman; H. B. Flowers, C. C.
Peirce, E. F. Wickwire, C. R. Ellicott,
C. E. Morgan, W. H. Heulings and
H. L. Brown.
The next meeting of the executive
committee will be held at Louisville,
Ky., at 2 p.m. on Friday, Jan. 19, fol-
lowing the annual meeting of the
Central Electric Railway Association in
the same city on Jan. 18 and 19.
Those present were: President C. D.
Emmons; vice-presidents, J. N. Shan-
nahan, F. R. Coates and W. H. Sawyer;
treasurer, Barron G. Collier; G. T.
Seely, L. C. Datz and Wallace Muir,
presidents of affiliated associations;
H. E. Chubbuck, R. P. Stevens, H. G.
Bradlee, J. P. Barnes and C. E. Morgan,
operating members; S. M. Curwen,
J. G. Barry, A. A. Hale, L. E. Gould,
M. B. Lambert representing H. D. Shute
and Carl Beck representing C. R. Elli-
cott, manufacturing members; P. H.
Gadsden, C. L. Henry, L. S. Storrs and
J. H. Pardee, past presidents. L. H.
Palmer and J. H. Hanna were present
as guests.
for the evening with speakers of such
prominence and caliber that the dinner
will be sure to prove valuable.
Members of the committee present at
the meeting were J. N. Shannahan,
chairman; Harlow Clark, L. H. Palmer,
L. C. Datz, Wallace Muir, and H. V.
Bozell.
Connecticut Company Section
Opens Season
THE forty-third monthly meeting of
the Connecticut Company section,
the first of the present season, was a
dinner meeting held at Hotel Garde,
New Haven, on Nov. 14. The company
orchestra furnished music, besides
which were other musical and "stunt"
entertainment features. The first
speaker of the evening was William
Arthur, president Arthur Power Saving
Recorder Company, who told of his re-,
cent European trip. A. L. Donnelly,
division engineer The Connecticut Com-
pany, followed with some observations
as to track and pavement construction
in Europe, also based on a recent trip
abroad. It was voted to hold the next
meeting, the annual one, at Waterbury.
Mid-Year Meeting to Be Held
in Washington
AT A MEETING of the subjects and
meetings committee of the Ameri-
can Association on Thursday, Nov. 23,
the matter of location of the mid-year
meeting was fully discussed. Follow-
ing the request of the executive com-
mittee, full consideration was given to
the invitation of California. Member
companies have been thoroughly can-
vassed and out of 650 companies 275
responded. While several companies
apparently favored California, only 31
railway delegates and 66 manufacturer
delegates were listed as sure to go from
east of the Mississippi, 14 railway and
manufacturer delegates from between
the Rockies and the Mississippi and a
total of 71 on the Coast.
After a transcontinental telephone
conversation between Mr. Emmons,
president of the association, and Mr.
Alberger, president of the California
association, it was unanimously decided
that with the number of attendants in
prospect, it would not be best to try to
carry the mid-year meeting to Cali-
fornia this year.
The subjects and meetings committee
then recommended to the executive
committee the acceptance of the invita-
tion to hold the convention in Wash-
ington, D. C, and set the date at
Feb. 15 or 16, 1923.
The committee made some progress
toward a program. It recommended one
principal address at the morning ses-
sion, and one principal address at the
afternoon session, thus leaving ample
time for discussion of both subjects.
The usual mid-year dinner is planned
Plea for Support of American
Committee on Electrolysis
IN DISCUSSION of that section of
the report of the Engineering Asso-
ciation committee on power distribu-
tion, relating to a review of the 1921
report of the American Committee on
Electrolysis, a paper was presented at
the Chicago convention by H. S. War-
ren, electrical interference engineer
American Telephone & Telegraph Com-
pany. Space limitations in the report
issue of this paper, covering the con-
vention, prevented an extended abstract
of Mr. Warren's paper at the time.
In view, however, of the approaching
inauguration of committee activity on
this and allied subjects, an abstract
is given below.
It is not necessarily the fact, said
Mr. Warren, that the presence of cur-
rent on underground pipes or cables
causes electrolytic corrosion. Whether
such injury is occurring depends upon
the circumstances under which the cur-
rent, leaves the structure. Wherever
current flows directly from the metal
structure to earth corrosion occurs.
There is no necessity to suppose that
ground return of railway current must
be abandoned in order to bring about
a practical solution of the electrolysis
problem. Where electrolysis conditions
are bad, it is usually because there are
relatively large potential drops be-
tween different points on the railway
grounded return. If the potential drops
are reduced, as, for example, by the
installation of more frequent power-
supply stations or a system of insulated
return feeders, the stray currents will
be largely reduced. Such methods are
capable of reducing stray currents suffi-
ciently practically to stop electrolytic
injuries.
Many engineers have failed to under-
stand just what is meant by "insulated
858
Electric Railway Journal
Vol. 60, No. 22
return feeders." It is important to
note that insulated return feeders, as
installed for purposes of mitigating
electrolysis conditions, involve the in-
sulation of the negative bus at the
substation from ground, except as con-
nected thereto by feeders extending
from the bus to different points on the
rail. These feeders are so proportioned
and designed that the drop in potential
from bus to rail is substantially the
same on all feeders. This means, of
course, that the several points where
these feeders are connected to the rail
have substantially the same potential.
It is customary, however, to lay out the
feeders so that there will be a slight
gradient in potential toward the power-
supply station.
Insulated return feeders are open to
the objection that they tend to increase
energy losses in the return, since they
'do not admit of the full utilization of
the conductivity of the rail. This
method, therefore, is not usually as at-
tractive for improving electrolysis con-
ditions as the use of an increa:sed num-
ber of power-supply stations. The lat-
ter method, thanks to the development
of automatic ' apparatus, can be de-
signed to produce economies in distribu-
tion as well as reduced stray earth
current.
Continuing, Mr. Warren deplored the
fact that the subject of pipe drainage
is so highly controversial, that condi-
tion having been brought about largely
because pipe , drainage has often been
applied or proposed in situations where
the stray currents were unjustifiably
large. If the stray currents are first
suitably reduced in magnitude by put-
ting the railway return in a condition
representing maximum economy from
the railway standpoint, the objection-
able features incident to drainage are
in large measure avoided. It may
well be that under such conditions no
further measures would be necessary in
many cases, and in those cases where
some additional measure is necessary, it
■would remain to be seen whether pipe
drainage could be justified, or whether
some other method would be prefer-
able.
In the general engineering solution
of the electrolysis problem, neither pipe
drainage nor any other system of elec-
trolysis mitigation should be employed
until the railway return has been put
in economic condition. When that has
been done, the electrolysis problem in
many cases may have practically dis-
appeared. Admittedly to apply drain-
age to a situation which is not in proper
condition for any method of elec-
trolysis mitigation is inexcusably bad.
It is illogical, however, to object to its
use in proper measure, provided it can
be "proved in" as the most economic
solution.
Referring to the statement of the
committee as to the limited significance
of potential difference indications, Mr.
Warren pointed out that voltage meas-
urements alone are wholly inadequate
to determine the values or even the
directions of stray earth currents. For
example, a voltage measurement made
between a rail and a paralleling under-
ground pipe may show the pipe to be
positive to the rail, but this does not
prove that current is flowing from the
pipe to the earth and thence to the rail,
nor does it even prove that current is
flowing at all from the pipe to earth
at that point. In fact, it does not by
itself prove anything of practical value.
In conclusion, Mr. Warren quoted
from the report the following: "The
nucleus and most encouraging feature
of the American committee's report, in
so far as it concerns electric railways,
is the conclusion to be drawn that in
the normal development of the railway
systems, including the use of auto-
matically controlled substations, welded
joints and a roadbed of comparatively
high resistance, electrolysis conditions
will be correspondingly improved." He
indorsed this sentiment and said that
electric railways are fortunate in that
the investigations ot the American Com-
mittee on Electrolysis have brought out
this consideration and thereby largely
dissipated the old idea that it is enor-
mously and unreasonably expensive for
an electric railway to avoid setting up
bad electrolysis conditions. It is now
seen that if the railways' efforts are
properly directed, the improvement of
electrolysis conditions is not an expense
but is actually a large economy which
should be availed of even if injury by
electrolysis did not exist.
Interchangeable Mileage or
Strip Coupon Tickets for
Electric Railways
Messrs. Henry and Earlywine Discuss
Their Merits in a Brief Presented
to the Interstate Commerce
Commission
THE CHAIRMAN of the committee
on national relations of the Ameri-
can Electric Railway Association,
Charles L. Henry, and L. E. Early-
wine, secretary of the Central Electric
Railway Association, have prepared a
brief for the Interstate Commerce
Commission on the subject of the use
of interchangeable mileage or strip
coupon tickets in connection with steam
railroads. The brief forms part of the
evidence which the electric railways of
the country were asked to submit to the
commission in connection with the hear-
ing which it is conducting on inter-
changeable mileage of some form for
the steam railroad, and they were par-
ticularly asked whether such mileage
should be available for use on inter-
urban electric railways as well as on
the steam railroads. The brief dis-
cusses this topic from two standpoints,
namely, whether a mileage book is de-
sirable, and second, whether a strip
coupon ticket is desirable.
In regard to the first question the
brief points out that a large proportion
of the electric railways are now charg-
ing 3 cents a mile for passenger fares,
and some of them, the Detroit United
Lines, for instance, as low as 2 cents a
mile. The steam railroads, of course,
are charging 3.6 cents a mile. This
would complicate the use of a mileage
ticket, and as the representatives of
the Commercial Travelers' Association
have also admitted that it would not be
feasible to issue interchangeable mile-
age tickets, this subject is not further
discussed in the brief.
On the matter of strip coupon
tickets, Messrs. Henry and Earlywine
say that the interurban electric rail-
ways are not averse to joining in the
use of interchangeable strip coupon
tickets if the commission shall provide
rules and regulations therefor which
will not cause them loss. On the con-
trary, they would willingly join in such
an arrangement. They realize that the
large mass of the public which would
use the proposed strip coupon tickets
ride and desire to ride upon the lines
of the interurban electric railways, and
these railways do not want to throw
any obstacles in the way of their doing
so, provided it can be done without a
reduction of fares, which the present
financial condition of the interurban
electric railways will not permit with-
out injury. However, as there is a
margin of 0.6 cent per mile between the
present basic fares of the steam rail-
roads and the ordinary basic fares of
the interurban electric railways,
Messrs. Henry and Earlywine express
a belief that a satisfactory plan for
using interchangeable strip coupon
tickets can be worked out without call-
ing for any fare reduction on the elec-
tric lines.
For instance, they say, suppose that
a passenger purchased the strip cou-
pon ticket at 15 per cent discount from
3.6 cents per mile and desired to make
a trip on three different roads, 50 miles
on each road, the first a steam railroad
whose basic fare is 3.6 cents per mile,
the second an interurban electric rail-
way whose basic fare is 3 cents per mile,
and the third on an interurban electric
railway whose basic fare is 2 cents per
mile. On the first road the conductor
would detach coupons to the amount of
the regular basic fare of the steam rail-
road or $1.80 face value. If the book
was sold at a discount of 15 per cent,
this would make the net fare $1.53.
On the second (the 3-cent fare road)
the conductor would detach $1.77 face
value of the coupon, which, reduced by
15 per cent, makes $1.50 or the regular
basic fare on that road. On the third
(the 2-cent fare road) the conductor
would detach coupons to the amount of
$1.18 face value, which reduced by 15
per cent, the discount at which the
ticket was sold, makes $1, the basic
fare of that road. A chart is attached
to the brief showing the application of
the plan suggested at different rates
of discount on the sale of strip coupon
tickets.
In conclusion, Messrs. Henry and
Earlywine suggest that the tickets be
sold in denominations as small as $25,
and say that the way suggested seems
the only one by which the proposed
strip coupon ticket could be used by
interurban electric railways without
real financial loss to them.
I
News of the Eledric Railways
FINANCIAL AND CORPORATE :: TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
Submits Report
R. M. Feustel Values Ottawa Property-
Suggests Extensions and Additions
— Fares an Issue
The report of Robert M. Feustel,
consulting engineer, dealing with val-
uation, proposed extensions and equip-
ment additions to the Ottawa (Ont.)
Electric Railway System, has been
submitted and approved by the civic
committee. The program extending
over a period of five years includes
the construction of 18 miles of exten-
sions, the abandoning of 1 mile of the
present lines running through sections
which would be covered by the new
routes, purchase of additional rolling
stock and the erection of extra car-
housing accommodations. The work in-
volves an expenditure of $1,517,690.
A definite program of construction for
each of the five years has been laid
down, with the heaviest work being
planned for the first year.
Conferences Held Since
February
The negotiations between the Ottawa
Electric Railway and the committee
dates back to Feb. 20 last, when the
City Council appointed a special com-
mittee consisting of the Mayor, mem-
bers of the Board of Control and others
to confer with the railway on terms
for a new extended franchise agree-
ment. After the first meeting the city
sought permission to have access to
the company's books and decided to
seek an expert to find out the amount
invested by the company in its differ-
ent properties. Robert Feustel of
Fort Wayne, Ind., was selected.
He began his work in May and pre-
sented his report early in October. In
his analysis he employed the books and
records of the company since 1895. He
reported that the investment in the
property down to the date of his report,
including allowance for engineering
and interest during construction, was
approximately $3,978,000 and that an
allowance of between $75,000 and $100,-
000 for working capital and stores
should be added. In round figures he
reported the historical investment to
date as $4,075,000, with a return of 8
per cent.
Makes Five Year Forecast
Mr. Feustel, in dealing with the val-
uation of the plant and the returns to
the company, made a comparison be-
tween the financial statement for 1921
and a forecast of the result of opera-
tions after each year's extensions dur-
ing the five year construction program.
For 1921 these figures are given:
Passenger revenue, $1,820,983 ; other reve-
2?o'«nV*'®*'* • '"*''' operating revenue, $1.-
oa9,907 : operating expense.^, $1,374,911
This left a balance of $464,996. Charges
against this were taxes, etc., $45,704 • de-
preciation reserve, $120,000, and income
taxes, $34,204 ; leaving net for Interest and
dividends, $265,000.
The forecast for the first year's
operation of the construction program
follows:
Passenger revenue, $1,910,470: other rev-
enue, $19,000 ; total revenue, $1,929,470 •
operating expenses, $1,929,470; leaving a
balance of $567,020. Charges, against this
are placed at: Taxes, etc., $53,160; depre-
Sl^M°Jl reserve, $140,000; income taxes,
$ii4,96o ; leaving net for interest and divi-
dends of $338,895. To this is added $70,-
il5, saving by elimination of limited and
Sunday tickets, and $32,945, saving by par-
tial use of one-man ears, malcing an esti-
mated net for Interest and dividends of
$442,555.
The estimate of revenue continues
to increase from year to year, until
for the fifth year of the construction
program the estimate is:
Passenger revenue, $2,173,655 ; other
revenue, $19,000 ; total revenue, $2,192,655 ;
operating expenses, $1,573,955 ; balance.
$618,700. Charges against this balance are
estimated at: Taxes, etc., $58,045; depre-
ciation reserve, $168,000: income taxes,
$28,985 : leaving net for interest and divi-
dends, $363,670. To this is added $80,455
estimated saving by eliminating limited and
Sunday tickets, and $112,075 estimated
saving by partial operation of one-man
cars, leaving $556,200 on Interest and divi-
dends.
On the subject of fares Mr. Feustel
said that he considered it probable
that, based upon the past experience
of the company, by the elimination of
the workmen's tickets and Sunday
tickets the company could operate on a
straight 5-cent fare and earn 8 per cent
on the historical cost plus the cost of
the additional expenditures which he
suggested. He added that this would
mean the continuation of the present
operating methods with no abnormal
conditions interfering. However, on
this matter of fares the company and
the city have failed to agree. The
company has refused to agree to a
fixed schedule for twenty years, but
has submitted a plan providing for a
fluctuating fare with an 8 per cent
return.
The committee's conclusions will
probably not be ready until about
Dec. 1.
A dispatch from Montreal on Nov.
22 said that the company has just
offered to sell its entire system to the
city for $4,500,000, or about $400,000
more than the historic cost as found
by Mr. Feustel.
May Have Electric Line
A charter has been applied for by
business men of Lansdowne, Pa., to
operate an electric railway line to be
known as the Lansdowne Street Rail-
way. The application shows that the
company proposes to operate cars
north on Owen Avenue to Essex
Avenue, to Wycombe Avenue, to Mar-
shall Road in Upper Darby township,
east along Marshall Road to a new
street in Stonehurst and along Walnut
Street to Sixty-ninth Street.
Strike Called
Linemen and Substation Operators of
Cincinnati Property Sought 25 per
Cent Wage Increase
Following a notification of only one
hour and a half, the overhead linemen
and substation operators, some forty
men, employed by the Cincinnati (Ohio)
Traction Company went on strike at
midnight, Nov. 15. T. H. Schoepf,
vice-president and chief engineer of the
traction company, said that the men
going out violated their contract, which,
he said, is an anti-strike pact and pro-
vides for settlement of differences by
arbitration, if they fail to do so by
agreement. Colonel Schoepf and elec-
trical superintendents and other elec-
trical supervisors were up all night
Nov. 15 attending to the emergency re-
pairs made necessary as a result of the
strike.
Colonel Schoepf said the contract be-
tween Local No. 101, International
Brotherhood of Electrical Workers, and
the traction company was entered into
on Nov. 15, 1921. It provided that if
either side wanted any changes in the
contract notice must be given to the
other side within thirty days of mid-
night Nov. 15 each year. Then, if the
side could not agree, each side was to
select an arbitrator and the two arbi-
trators were to choose a third, or fail-
ing to do so virithin ten days the State
Industrial Commission of Ohio was to
be requested to name the third arbi-
trator.
This year each side notified the other
that it wanted changes in the contract.
The traction company asked for a re-
duction of 4 per cent in the wage scale,
which ranged from 44 cents an hour
for helpers of emergency linemen to
78 cents for foremen of linemen. The
men requested an increase of 25 per
cent. The men selected a committee.
This committee had conferences with
Colonel Schoepf, who made two conces-
sions, totaling an increase of 3 cents an
hour over the old wages. These were
rejected by the men, who asked that
further negotiations be postponed until
the arrival of one of their international
officers.
However, the men notified the trac-
tion company at 10:30 o'clock on the
night of Nov. 15 that they had held a
meeting and had decided to strike at
midnight. After the men left their
posts. Colonel Schoepf called on William
Jerome Kuertz, Street Railway Com-
missioner, and Charles Tudor, Safety
Director, to ask for protection for the
company's substations. Mr. Tudor has
detailed two policemen to guard each
one of the company's substations dur-
ing the strike.
860
Electric Railway Journal
Vol. 60, No. 22
Franchise Negotiations
Ended
Tentative Agreement in Winnipeg Ready
to Go Before Council — ^Terms
Are Favorable
The referendum to give the Winni-
peg (Man.) Electric Railway an exten-
sion of its franchise for ten years will
likely be voted upon by the ratepayers
some time in January.
Negotiations between a committee of
the City Council and the company have
been in progress for some months and
culminated on Nov. 3 in the submis-
sion to the Council of an agreement
which stabilizes relations between the
city and the company and clears up all
outstanding disputes. This agreement
is only a tentative one, but there is not
much doubt that it will be accepted by
the City Council and submitted to the
ratepayers for their approval.
Fare Schedule an Important
Concession
The request of the company which
led up to the formation of this agree-
ment was expressed in the terms that
the city defer exercising its option to
purchase the railway from 1927 to
overhead network of wires. This is
regarded by the technical men in the
company's employ as an immense ad-
vantage to the city. It involves the
expenditure of a large sum of money,
and only by such agreement could this
advantage be obtained.
The agreement specifically provides
for certain extensions of seven lines.
The list of extensions is subject to such
changes as may be mutually agreed
upon, the whole program to be com-
pleted within three years. As to fu-
ture extensions, the company agrees to
carry them out upon receipt of proper
notice from the city engineer.
Subject to the rights of the munici-
palities affected, the company has
agreed to sell to the city, in the event
of the city purchasing the company's
system in 1937, its property and fran-
chise rights in the municipalities ad-
jacent to the city, if the city should so
want them. This will enable the city
to deal with the transportation ques-
tion of Greater Winnipeg as a whole in
1937 if it should so desire, the purchase
price to be fixed on the valuation of
only the physical property.
The agreement provides that in de-
fault of the company carrying out the
major provisions of the contract, the
To expire
Aug. I, 1923
Cash — weekdays 7 cents
Cash Sundays 5 cents
White tickets 4 for 23 cents
Blue tickets None
Red tickets 5 for 25 cents
Good weekdays only, 6 to 8 a.m. and S to
6:30 p.m.
Children under 1 6 years of age 8 for 25 centjs
To estpire
Aug. I. 1924
7 cents
5 cents
5 for 30 cents
None
5 for 25 cents
8 for 25 cents
To expire
Aug. I, 1925
7 cents
5 cents
5 for 30 cents
18 for $1
5 for 25 cents
To expire
Aug. 1, 1926
6 cents
5 cents
5 for 25 cents
6 for 25 cents
8 for 25 cents 8 for 25 cents
1937. The company points out that if
this is granted, and it is now exceed-
ingly likely that such will be the case,
it will be able to issue a fifteen-year
security, which will enable it to raise
the necessary capital to make exten-
sions and improvements to the service.
As one of the concessions, the company
has agreed to the fare schedule shown in
the accompanying table.
Some of the outstanding points in
the agreement are as follows :
The company has agreed to fix a
definite value of the property on which
it is allowed a fair return.
Before the agreement goes into ef-
fect, the company must pay the city
all its outstanding obligations, amount-
ing to approximately $1,000,000, being
composed of taxes, paving charges and
damage to water mains by electrolysis.
Some of these amounts were dis-
puted by the company, but this agree-
ment on the part of the company clears
up long standing controversies. The
company will pay the money into a
trust fund which will not only pay the
above items but will provide a cash
working capital toward the other items
in the agreement involving the ex-
penditure of money by the company.
The company has agreed to a definite
progressive scheme for placing wires
underground within the business sec-
tion of the city. This will greatly im-
prove the appearance of the city, re-
moving many unsightly poles and the
city can declare the franchise of the
company at an end and purchase the
system, or the city may have a repre-
sentative appointed to remedy the then
existing default at the expense of the
company. Other penalties are pro-
vided in case the company should de-
fault in carrying out the minor pro-
visions of the contract.
Modern Equipment Promised
By the agreement, the city is given
more supervision over maintenance and
repair of rails, roadbed, etc., and has it
within its power to see to it that any
renewal or new construction is of the
most modern design. The agreement
provides that the existing track and
roadbed shall always be capable of car-
rying the most modern rolling stock.
The object of this provision is that
the system will be kept in such condi-
tion that in the event of the city taking
it over in 1937 it will not be necessary
to spend abnormal sums of money in
rehabilitation or in modernizing the
track and roadbed of the company.
Definite responsibility in the matter
of electrolysis is placed on the com-
pany, and the latter is to pay to the
city immediately $35,868 for damages
to underground structures alleged to
be due to electrolysis. The company is
to pay for all future damage within
sixty days of its being ascertained.
The company is to continue to take
necessary steps to eliminate electroly-
sis, and to obtain the results pro-
vided for in the recommendations of
Professor Ganz.
The company agrees to bear a share
of the cost of building any subways
through which car lines will be laid.
These are the main considerations in
the franchise agreement. The issue in
Winnipeg has been referred to pre-
viously in the Electric Railway Journal.
Must Show Authority for
Operation
Application for permission to file a
petition in quo warranto to compel the
Dayton & Western Traction Company
to show by what warrant of authority
it is maintaining its right-of-way
through the village of New Lebanon,
Ohio, was made in the Court of Appeals
in Dayton, Ohio, on Nov. 18, by Prose-
cuting Attorney Haveth E. Mau. The
action was brought in the name of the
State of Ohio at the instigation of
John Hinkle, member of the board of
trustees of New Lebanon.
The franchise by which the traction
company was permitted to operate its
cars through the village expired March
22, 1922. Valentine Winters, Dayton,
president of the road, negotiated with
the village officials for a new franchise,
to which the village would not agree
unless Winters promised to lower the
company's tracks in New Lebanon and
to pave between them. This the com-
pany declined to do and was refused
a franchise.
The company then announced its in-
tention of building a track around the
village, but this was never done and
the cars have continued to operate
through New Lebanon.
The petition which the prosecutor
requests he be permitted to file de-
mands that the company be ousted from
the village unless it can show author-
ity for its use of the streets.
While the company was negotiating
with the New Lebanon officials, county
commissioners granted the road a fifty-
year franchise to operate in the county
outside the municipalities.
Lost Articles Would Provide
Many Comforts
In the annual report of the Liverpool
Corporation Tramways the number of
articles left on the cars or lost property
totalled 28,970 articles during 1921,
compared with 28,342 in 1920, or an in-
crease of 628. The lost property in-
cluded practically everything the human
mind could think of and anything the
human frame could be devoid of. There
were three typewriters, two sewing ma-
chines, one skeleton (human), seven
crutches and 1,445 knives, keys and
locks. Unlucky "13" appeared in the
role of false teeth against twelve the
year before. The number of live birds
and animals was decreased from eight-
een in 1920 to five in 1921. The number
of unclaimed articles was 8,911. The
loose cash and cash found in purses
amounted to £989.
November 25, 1922
Electric Railway Journal
#861
Transit Work May Stop
Mayor of Cincinnati Requests Cessation
of Work on Loop — Commission Dis-
approves and Has Authority
to Proceed
The present financial condition of
Cincinnati and the views of the voters
as expressed at the late election demand
that work be stopped on the rapid
transit loop. This bombshell was ex-
ploded by Mayor George P. Carrel of
that city at a called meeting of the
Rapid Transit Commission on Nov. 17.
There were present the heads of all the
city departments and members of the
Rapid Transit Commission.
Mayor Carrel said that the addi-
tional $500,000 bond issue seemed to be
contrary to the present policy of the
city to retrench in its expenditures
within the limits the voters asked for
at the last election. He asked to defer
further work on the rapid transit sys-
tem until a time when the city was in
better finances.
The Rapid Transit Commissioners
recently authorized an issue of $500,-
000 for further work on the subway.
Most of this money was to be used in
purchasing property from St. Bernard
to Oakley to allow continuance of the
subway system.
The Cincinnati Sinking Fund agreed
to take the bonds and the money is
ready to be turned over to the Rapid
Transit Commission as soon as Mayor
Carrel signs the bonds as required by
law.
Commissioners Disagree with Mayor
The commissioners could not see the
matter in the same light as the city
officials and there followed the voicing
of a considerable difference of opinion.
The conference ended without decision,
the commissioners agreeing to compile
figures showing that the completion of
the system was necessary and that the
interest charges on the increased sink-
ing fund would not embarrass the
city's finances.
When the commissioners protested
against the Mayor's request, Charles
Hornberger, Director of Public Service,
presented the city's views and said that
the vote at the last election against the
extra city tax levy involving increased
city expenditures indicated the opinion
of the people against anything but
strict economy.
The Rapid Transit Commission has
the authority under the city charter to
proceed with the work regardless of
the intervention of city officials. Ap-
proximately $4,000,000 has been spent
on the rapid transit system since work
was begun in 1919. Two miles of the
subway proper have been constructed
and 4 miles of surface track are now
under construction.
There are several thousand dollars
left in the Rapid Transit Commission's
coffers. If it is decided to comply with
the Mayor's request it is probable that
the loop will be continued to the Spring
Grove Cemetery, at which point the
Ohio Traction Company, Dayton divi-
sion, will be invited to operate its cars
into the city. This can be done with
the money now en hand regardless of
the $300,000 bond issue.
The proposed interurban line from
Indianapolis to Cincinnati, of which the
Connersville - Cincinnati stretch re-
mains to be completed, is expected to
run into the loop system over the Ohio
Traction line and will augment the
rolling-stock.
The interest on the money borrowed
by the Rapid Transit Commission is
not paid by the city, but comes out of
an extra .50 mills tax specified by the
1916 law, which is placed on the tax
duplicate every year, yields about
$380,000 and goes to pay interest
charges. The annual interest on the
$4,000,000 worth of bonds now issued —
the money used in construction work —
i-, $240,000. The interest rate on the
new $500,000 issue is 55 per cent.
Under the powers of the law that
created the Rapid Transit Commission
the commission has the right to order
Mayor Carrel to sign the bonds and
bring a mandamus suit against him to
compel his signature.
Paving Charge Rescinded
in New Franchise
The city of Belleville, 111., granted
on Nov. 20 a twenty-year franchise to
the East St. Louis & Suburban Rail-
way. This company has been operat-
ing without a franchise in Belleville
since Sept. 1, 1919, on which date the
old franchise expired.
When the franchise first expired the
city authorities seriously discussed
bringing injunction, or seeking by
other means to prevent the company
operating without a franchise, but upon
further deliberation decided that the
city needed the railway service to con-
tinue even if agreement could not be
reached regarding the franchise.
At the time the franchise expired the
city asked to have many extensions
built and also asked the company to
agree in a new franchise to many
things which the company felt it could
not afford. The company also took the
ground that the franchise should re-
lieve the car riders of unjust burdens
such as paving.
The franchise as passed on Nov. 20
exempts the company from paving be-
tween the lines on the so-called city
lines. It contains no set fare or serv-
ice conditions, but fares and service
are to be under the jurisdiction of the
Illinois Commerce Commission, the
courts, or other duly constituted au-
thorities. The company agrees to make
in the future only such extensions as
will pay a fair rate upon the invest-
ment after operating expenses and
proper depreciation have been deducted.
The company makes no other promises
in the franchise, but now that agree-
ment has been arrived at with the city
it is expected that the company will
start at once toward improving track
conditions which it has been unwilling
to do in the past, awaiting an agree-
ment regarding future rights.
All during the period of negotiations
there were many conferences and many
discussions, but no friction.
City Wins Case Against
Dallas Railway
The city of Highland Park, a suburb
of the city of Dallas, Tax., has won its
case on appeal wherein it sought to com-
pel the Dallas (Tex.) Railway to repair
its tracks on Beverley Drive so that the
city could proceed with the laying of
pavement on this street. Pat Edwards,
attorney for Highland Park, said his
municipality is prepared to fight the
case all the way to the Supreme Court
if necessary to compel the traction com-
pany to repair its tracks and take care
of its part of the pavement on the
streets where the railway company
operates.
Petition for a writ of mandatory in-
junction against the Dallas Railway to
compel it to repair its tracks was filed
by the city of Highland Park in the
Sixty-eighth District Court in October.
Judge J. E. Gilbert, presiding, declined
to issue the writ, and the case was
taken on appeal to the Fifth Court of
Civil Appeals at Dallas. The Appellate
Court granted the mandatory injunc-
tion as prayed for, and the traction
company then asked for a rehearing.
This was denied.
The rails of the Dallas Railway are
elevated several inches above the level
of the street pavement, and the city of
Highland Park seeks to compel the
company to lower its track so that the
pavement will be smooth.
Rentals Will Be Subject
for Arbitration
Clarence J. Wilcox, the corporation
counsel of Detroit, Mich., has an-
nounced that arbitration proceedings
will soon be started on the question of
the Detroit United Railway's rentals
for the use of city tracks by inter-
urban cars.
A month ago, the city sent a com-
munication to the Detroit United Rail-
way, according to Wilcox, asking that
arrangements be made for starting
arbitration proceedings to fix the rental
rate early in November. Recently
Elliot G. Stevenson, president of the
Detroit United Railway, again was re-
quested to nominate that company's
arbitrator.
The delay is occasioned, according to
Mr. Wilcox, by the desire of the De-
troit United Railway to include in the
discussion differences between the city
and the company relative to supply
items and car parts.
No rental moneys have been received
by the city from the Detroit United
Railway, the city in its monthly street
railway financial statements setting up
an estimated credit of $80,000 monthly.
According to City Controller Steffens,
this credit was arrived at by using the
interurban rental figures of Toledo,
which are 36 cents per car mile for
motor cars and 24 cents per mile for
trailers.
In Mr. Steffens' opinion, this $80,000
credit item is low, and it is his belief
that a board of arbitration will fix for
Detroit a higher rental rate than is in
vogue in Toledo.
862
Electric Railway Journal
Vol 60, No. 22
Financial and Corporate
Opposes Sale of Municipal Line
The Board of Public Utilities of Los
Angeles has encountered considerable
opposition in its investigations of the
merits for recommending the granting
of a freight franchise to the Pacific
Electric Railway over the municipal line
of the city on San Pedro Street, over
which line the Pacific Electric holds a
franchise for operation of passenger
trains only. There is particular op-
position in regard to an allegation that
the Pacific Electric Railway was nego-
tiating with the city to purchase the
mimicipal line on San Pedro Street.
The matter of the railway's applica-
tion for a freight franchise was re-
viewed in the Electric Railway Journal,
issue of Oct. 7.
The Los Angeles City Harbor Com-
mission has entered the discussion and
has found itself divided on the issue.
The president of the Harbor Commis-
sion has offered a resolution opposing
the sale of the city-owned line, while
the other commissioners have disagreed
with his stand. The president's reso-
lution declared the sale of the tracks
would give the Southern Pacific inter-
ests a monopoly, and would bar other
railroads from the harbor. The tracks
should be retained, he believed, as the
start for a belt railway. The opposing
commissioners declared the city was
getting no revenue from the tracks
and they should be sold to some one
who could put them to use.
The Pacific Electric Railway has
been using the line, which was built in
1913 at a cost of $250,000 to the city.
It runs between Aliso and Ninth Streets
on San Pedro Street. Postponement
on action on the track sale matter
means, the commissioners explained,
that the commission would look into
the question thoroughly before doing
anything.
A statement was issued by D. W.
Pontius, vice-president and general
manager of the Pacific Electric Rail-
way, on Nov. 14 concerning the sug-
gested sale of the San Pedro Street
line to the Pacific Electric Railway.
Mr. Pontius stated that the present
operating agreement with the city is
satisfactory and at no time has the
railway suggested that the city sell the
line to the Pacific Electric.
Deficit Reported in Albany
According to the third quarterly re-
port the United Traction Company,
Albany, N. Y., suffered a net corporate
loss for the period from July to Sep-
tember inclusive of $56,353. The loss
quarterly dividend of $2 a share also for the corresponding period a year ago
was declared on the preferred stock. All was $476,318. The net operating rev-
disbursements are payable Dec. 30 to enues showed a profit of $119,261 and
stock of record Dec. 15. the operating expenses advanced more
Thomas N. McCarter, president of the than $29,600 over the same quarter
company, stated that the directors also jn 1921.
had voted on a voluntary reduction in !„ the third quarter this year 10,103,-
the electric light and retail power rate, 995 fa^es were collected, compared with
effective with December sales. Restated 3,540,995 in the same 1921 quarter.
the action would result in a saving of
at least $1,600,000 annually to the cus-
tomers served.
Two changes were decided upon in
The net corporate loss to date for
this year is $106,726, bringing the ac-
cumulated deficit of the company to
$3,308,051. While the company has
the capitalization of the company. Mr. operated at a net corporate loss of
McCarter described them as follows: ^^^^rj^Q f^^ the first nine months of
fer^rl/Xck is'^'$5M?0°,0OoM'^"ar.°ca?;?: ^l''^ ^T^' ^^f ^tf ' <!"« *<> the strike,
ing 8 per cent cumulative dividend, of 'ts net loss lor the same quarter was
which approximately $18,500,000 Is out- $2 040 442
.•standing. This stock is redeemable at 110 L, ',.'., ■ „„ „„„ ,„„
per cent of its par value, but as this tends To date this year 32,329,507 passen-
iZ^^t^^tdZ'^'SJ^" 'J^'''* ?' H'','/^"^ ^?,^\!f Ke»^ have been carried, which corn-
redemption figure, the stockholders will be , , , .,, «.
asked to waive this provision. pares very favorably with five years
The directors of the company also felt ago, when a peak was reached for the
that there would be times hereafter when j. . ■ ,, ... „«-„„„„„
it would be practicable for the corporation "l^st nine months with 36,122,382 pas-
te sell 7 per cent preferred stock and have sengers carried. A total of 24,284,094
therefore decided to recommend to the . , '
more passengers were carried up to
stockholders for approval the alteration of
the company's charter so that the $50,000.-
000 of authorized preferred stock shall
hereafter consist of $25,000,000 of 8 per
Sept. 20 this year than last year.
cent preferred stock and $25,000,000 of 7
per cent preferred stock.
The company reported operating rev-
enues of subsidiary companies for Octo-
ber, 1922, amounting to $7,025,012, an
increase of $480,539 over October, 1921.
The net increase in surplus before divi
Order Issued on Discontinuance
Service on three branch lines of the
Indiana, Columbus & Eastern Traction
Company in Ohio vdll be discontinued
at midnight on Dec. 31, 1922, under
an order issued by the State Public
dends was $590,693, an increase of Utilities Commission on Nov. 17. The
$98,887 over October, 1921, and for the °™^'" ^^® '^s"^'^ <"» application of the
first twelve months ended Oct. 31, 1922, company, which produced evidence to
the net increase in surplus before divi ^"°^ ^'^^^ '* ^^^ '"^'^S ™°"ey on
dends was $5,416,693, an increase of operations on all three of the lines.
$2,477,619, as compared with the twelve ^"^ branches on which service is to be
stopped are the New Carlisle-Carlisle
Junction, Columbus-Orient and Lima-
Defiance branches.
Application to discontinue service on
the three lines was filed more than a
months ended Oct. 31, 1921.
Public Service of New Jersey
Increases Common
Dividend Rate
The directors of the Public Service
Corporation of New Jersey announced
on Nov. 22 the declaration of a quarterly
dividend of $2 a share on the common
stock, placing it on an $8 annual basis.
The previous quarterly payments have
been $1.50, or $6 annually, the disburse-
ment having been increased from $1
quarterly in March, 1922. The regular
Identity of Purchasers Disclosed
F. L. Dame, Edwin Gruhl, James F. year ago by the company with the State
Fogarty and Robert Sealy, all connected Utilities Commission. The first of this
with the North American Company, year, however, the commission in-
New York, N. Y., and L. E. Kilmarx structed the company to continue serv-
and others are the principals of a ice on the branch lines for at least six
syndicate which has purchased 27,500 months more, after which the commis-
shares of the common stock of the sion would consider a renewal of the
Washington Railway & Electric Com- application should the company care to
pany, Washington, D. C. As noted in file it. In September, 1922, J. H. Mc-
the Electric Railway Journal for Nov. Clure, receiver of the company, filed
11, the purchase was negotiated through a renewed application, at the same time
Crane, Parris & Company, investment submitting evidence to show that the
bankers, during the week ended Nov. three lines had been operated at a loss
4 and created lively comment in finan- during 1922.
cial circles at that time. Officials of the company say that
So far as Messrs Dame, Gruhl, automobile ownership by suburbanites,
Fogarty and Sealy are concerned the coup'ed with motor bus competition,
purchase was made by them as indi- '^d to the loss.
viduals for investment and not in the
interests of the North American Com- Line Sold
pany. The stock taken over had been The Maumee Valley Railways & Light
pledged as collateral for a loan and the Company, operating between Toledo and
prices paid by Crane, Parris & Com- Perrysburg, Ohio, was sold on Nov. 15
pany for it, while not made public, is to M. M. Miller, president of the Home
said to have been sufficient to pay the Savings Bank of Toledo. The price was
noteholders both principal and accrued $50,000. The company had been in re-
interest on their investment. ceiver's hands for more than a vear.
November 25, 1922
Electric Railway Journal
863:
Early Publication of New York
Commission Reports
Expected
When the reorganized Public Service
Commission in New York State went
into office in 1921, it found statistical
reports in arrears for 1918, 1919 and
1920 in the first district and for 1919
and 1920 in the up-state district.
During the past year the commission
up state has published the back re-
ports and expects to have ready for
distribution by the middle of January,
1923, reports covering full statistical
data from all of the service corporations
over which it exercises supervision and
which are required to report to it, for
the year 1921. Thereafter it aims to
print and distribute all reports within
one year after the companies file their
statements with it.
It takes about a year to collect, cor-
rect and put into final form for the
printer annual reports of public service
corporations. Many corporations are
late in filing and after the statements
are filed the accounting department of
the commission checks them over care-
fully for errors either in the manner of
making out the reports or of cal-
culations.
This early distribution of up-to-date
reports will be of incalculable value to
municipalities and corporations and will
in many instances save a trip to
Albany and exhaustive searches of
records. Under the new system the
accounting department after January,
1923, will be caught up with its work
on reports at all times and will be able
to devote a considerable amount of
time to the detailed examination of the
returns of corporations which they have
not previously been able to do. In re-
storing order to these commission ac-
tivities not a little credit is due to
H. M. Ingram, who was appointed to
the newly-created position of director
of information early in 1922.
Line May Be Junked
Deed to the properties of the Spring-
field Terminal Railway, operating the
Springfield, Troy & Piqua Railway, was
passed to the Shoenthal Company of
Columbus, Ohio, in the latter city by
Receiver George Whysall on Nov. 17.
The company recently purchased the
traction properties for $87,000 with
approval of the sale by the Federal
District Court.
Officials of the Shoenthal Company
announced that they would wait a
reasonable length of time for offers
from persons who might desire to
operate the traction line, but that if
no such offers were received within
the near future, the road would be
junked. The company holds the value
of the line as junk to exceed $100,000.
Reports covering revenues and oper-
ating expenses of the traction line for
the months of July, August and Sep-
tember, 1922, were filed by the receiver
in Federal District Court at Cincinnati
on Nov. 18. The reports disclose a
deficiency of $213 for July, $89 for
August and a surplus of $201 for
September. The receiver reported a
total deficit of $709 for the period from
Jan. 1, 1922, to Sept. 30.
R. P. Stevens and Associates Pur-
chase Williams Interest in
Republic Company
Eastman, Dillon & Company, New
York, N. Y.; R. P. Stevens and John T.
Harrington of Youngstown, Ohio, have
purchased from Harrison Williams and
associates their interests in the Re-
public Railway & Light Company,
which, through its subsidiaries, Penn-
sylvania-Ohio Electric and the Penn-
sylvania-Ohio Power & Light, owns
and controls the entire electric light,
power, local and interurban electric
railway business in the industrial dis-
trict between Pittsburgh and Cleveland.
The territory served comprises about
600 square miles with a population of
more than 300,000.
At a meeting on Nov. 22 Herbert L.
Dillon, Henry L. Bogert, Jr., and Wal-
ter H. Nash of New York, and John T.
Harrington and John R. Rowland of
Youngstown were elected directors of
the company to succeed Harrison Will-
iams, R. E. Breed, F. L. Dame, Edwin
Gruhl and Robert Lindsay as members
of the board. No changes either in
management or policy are contem-
plated.
Seeks Dissolution. — The Point Loma
Railroad, San Diego, Calif., has made
application to the Superior Court for
voluntary dissolution. The property of
the company has been taken over by the
San Diego Electric Railway.
Amount of Accumulated Dividend
Due Reduced. — The Duluth-Superior-
Traction Company, Duluth, Minn., has
reduced the amount of accumulated'
dividends on its preferred stock to $3
through the declaration of a dividend
of $3 on account of accumulations on
that issue since the last quarterly pay-
ment of $1 on April 1, 1921. The dis-
bursement will be made on Jan. 2 next
to stockholders of Dec. 15.
Appoints Receiver for Insolvent
Road. — George Raelsley, Mount BetheU
Pa., has been appointed receiver for the
Bangor & Portland Traction Company,.
Bangor, Pa., on application for attor-
neys for the Easton Trust Company,,
trustee for the Bangor & Portland
Traction Company and the Bangor
Trust Company bondholders, who have-
a mortgage on the property of the
company. In the application for a
receiver it is stated that the road at
the present time is insolvent.
Bonds on Sale. — ^A syndicate com-
posed of Hemphill, Noyes & Company,.
Stroud & Company, Inc., Coffin & Burr,
Inc., and Otis & Company is offering
$3,000,000 of Tide Water Power Com-
pany's first lien and refunding mort-
gage series "A" sinking fund 6 per cent
gold bonds. The bonds are offered at
96 and interest to yield 6.35 per cent.
The bonds are dated Oct. 2, 1922, and
are due Oct. 1, 1942. The Tide Water
Power Company does all the electric
light and power, gas and railway busi-
ness in Wilmington, N. C, and suburbs.
The company also furnishes through
a subsidiary all the electric light and'
power in St. Petersburg and Clear-
water, Fla.
Street Railway
Fares*
Street Railway
Materials*
Street Railway
Wages*^
Steel
Unfilled orders
(Million tons)
U.S. Banic ClearinM
Outside N. Y. City
(Billions)
Business Pallurea
Number
Liabilities (millions)
Latest
Nov.
1922
6.98
Oct.
1922
177
Nov.
1922
208
Oct. J I
1922
CM
Got.
1922
U.t9
Oct.
1922
1.600
36.94
Month
Ago
^(Dot.
1922
7.00^
Sept.
1922
Oct.
1922
208
Sept. 30
1922
6.C9
Year
Ago
Nov.
1921
7.21
Oct.
1921
156^
Nov.
1921
m
Oct. 3 1
1921
4.29^
Oct.
1921
Oct.
1921
1.809
48.37
Peak
May
1921
7.24
1913
4.84^
100
UO
Sept.
1920
247
Sept.
1920
J32
Apr. 30
1917
March Av. Mo.
1920 1913
18.84^ 6.12
Jan. ' Av. Mo.
1922 I 1913
2,722 I 1.2U
105.7 24.64
Conspectus
of
Indexes
for
Nov., 1922
Compiled for Publi-
cation in this Paper
by
Albert S. Richey
Electric Railway
Knfflneer
Worcester. Mass.
Eng. News-Record
Construction coets
U.S. Bur. Lab. Stat.
Wholesale
Commodities
Brads treet's
Wholesale
Commodities
Latest
Nov.
1922
188.6
Oct.
1922
1S4
Dun's
Wholesale
Commodities
U.S. Bur. Lab. Stat.
Retail food
Nat. Ind. Conf. Bd.
CoBt of living
Nov. 1
1922
13.35
Nov. I
1922
182.3
Oct.
1922
143
Oct.
1922
157.1
Month
Ago
Oct.
1922
188.6
Sept.
1922
153
Oct. I
1922
12.S0
Oct. I
1922
17S.S
Sept.
19M
140
Sept.
1922
155.6
Year
Ago
Nov.
1921
166.3
Oct.
1921
142
Nov. 1
1921
11.35
Nov. 1
1921
J«3.7
Oct. "
1921
153^
Oct.
1921
163.7
Peak
JFune
1920
27.38^
May
1920
247
Feb. 1
1920
20.87
May I
1920
2C3.3
June
1920
July^
1920
204.5
1913
9.21
120.9
(1914)
•The three index numbers marked with an asterisk are com-
puted by Mr. Richey, as follows: Fares index Is average street
railway fare In all United States cities with a population of 50.000
or over except New York City, and weighted according to
''°Street°'Railway Materials index Is relative average price of
materials (Including fuel) used In street railway operation and
maintenance, weighted according to average use of such materials.
Wages index is relative average maximum hourly wage of motor-
men and conductors on 105 street and interurban railways In the
United States, operating more than 100 passenger cars each, andi
weighted according to number of cars.
864
Electric Railway Journal
Vol. 60, No. 22
Traffic and Transportation
New Chicago Bus Franchise
Commission Discusses Permanence,
Financial and Operating Ability
and Competition in Decision
The Illinois Commerce Commission
on Nov. 21 granted to the Chicago
Motor Bus Company a certificate of
convenience and necessity, giving it the
right to operate a bus service over cer-
tain boulevards on the south side of the
city in addition to the present operation
on the north side. In the course of its
decision the commission said there was
"involved not only the demand on the
part of the public for a certain service
to be rendered by a public utility but
also whether or not the applicant had
the experience, ability and stability to
become a permanent part of the trans-
portation service in the community in-
volved." It was pointed out that in
all public and private enterprises trans-
portation service is one of the cogent
influences involved, but that it cannot
be held to be a public convenience that
some inadequate or ill-advised trans-
portation service for a particular dis-
trict be authorized when it is apparent
that such service would be only tem-
porary.
Surface and "L" Lines Essential
The commission said that consider-
able evidence was introduced as to the
inadequacy of service of the surface
and elevated lines in certain portions
of the South Side, but continued:
and readily unified in any general trans-
portation scheme, which ultimately may
be necessary.
One of the considerations mentioned
by the commission in granting the cer-
tificate to the Chicago Motor Bus Com-
pany rather than the Depot Motor Bus
Lines or the Chicago Stage Company,
which had made similar applications,
was that the first named had drafted
for its enterprise "experienced and
talented managers and engineers." Spe-
cial mention was made of the ability,
research and experience that had been
employed by this company in solving
the Chicago motor bus problem.
Financial Strength Considered
The Commerce Commission also took
note of the relative financial strength
of the three applicants and noted that
the Chicago Motor Bus Company had
interested sufficient capital to carry out
successfully a permanent motor bus
enterprise, while the Depot Motor Bus
Lines was said to be lacking in ability
and financial stability. Another point
mentioned with respect to the Depot
Motor Bus Lines was that the routes
over which it had applied for the right
to operate would cause it to come "in
immediate competition with present
transportation service to a much greater
degree than those routes proposed by
the Chicago Motor Bus Company."
Nevertheless the Surface Lines are an
existing transportation utility and extensive
tievelopment has taken place on the south
side of Chicago depending upon the con-
tinued service heretofore rendered b.v .said
company. In the consideration of motor bus
transportation, the commission should be
cogrnizant of the fact that it would not be
considered to be the public convenience and
necessity of either the whole people of Chi-
cago or those persona immediately de-
pending upon the surface or elevated" lines
for transportation that bus lines should
be instituted which would either seriouslv
impair the service of present lines of
transportation or would ultimately destroy
this service entirely. The witnesses in this
case were unanimous in that while thev
criticised the .service of the surface and
elevated lines severely, yet none of them
desired that the car service be entirely
eliminated. Mr. Richie, a witness for the
Chicago Motor Bus Company, indicated by
his evidence that bus service is rather ii
classified service supplementary to the serv-
ice ordinarily rendered by street cars, and
in addition affords more recreational ad-
vantages to many persons and families who
might not otherwise be able to enjoy the
pleasures and benefits of the park system
in Chicago.
Discussing the place of the bus with
respect to the entire transportation
scheme in Chicago, the commission de-
clared it must keep the institution of
bus line transportation in mind but such
service should be unified in the main
artery in Michigan Avenue, so that
ultimately there may be a through bus
service from the south to the north side
of the city of Chicago. The bus serv-
ice should also be so distributed and
controlled that it will be permanent in
the communities which it shall serve
No Telling Results of Weekly
Pass Plan
In September, 1922, the Pacific Elec-
tric Railway undertook to try out a
weekly pass plan for its local lines in
Pomona and Riverside, Calif. The plan
provided for the sale of "weekly passes"
for local lines at the rate of $1 a week,
the purchaser being privileged to use
his pass as often as desired during the
seven days period on local lines and
without restriction as to individual use.
Up to Oct. 10 the results were some-
what disappointing, the number of
persons in the cities named being very
small who availed themselves of this
privilege. At this time it was antici-
pated that unless the demand for the
tickets became greater their sale would
have to be discontinued.
On Nov. 10, after summarizing the
result for the month of October, the
company was unable to predict the final
outcome or results, yet early indications
are that revenue from this new class
of service, which heretofore has been
entirely insufficient to pay operating
expenses on these particular car lines,
may be somewhat increased.
Travel on the Riverside local lines
increased 7 per cent, with approxi-
mately 2 per cent increase in revenues,
while in Pomona travel increase was
shown to be 15 per cent with no in-
crease in revenue.
Transportation Issue
Aroused Saginaw
Unprecedented Vote in Michigan City
on Nov. 7 on Car Question —
Recount Under Way
Although the franchise calling for
street car-bus transportation for Sagi-
naw failed to carry unofficially by fif-
teen votes, which would have given the
proposition a 60 per cent majority,
there is every evidence that the people
of that city have awakened to the need
of street cars with proper bus exten-
sions and feeders, and are not at all
satisfied with motor bus transportation
which they have had exclusively since
Aug. 10, 1921.
The election of Nov. 7 made history
for Saginaw. With one exception, and
that was the general election of 1920
when throughout the United States
there was the greatest vote cast, Sagi-
naw had its second largest election. No
local proposition in the history of the
city every attracted the votes the fran-
chise did. The total vote was 10,534
for the franchise and 7,047 against.
No municipal proposition was ever
given the affi.rmative vote that the
franchise received.
There has never been such an abso-
lute opposite expression from the
electors, who since 1907, when the
state constitution was adopted fixing
the percentages as 60-40 for all fran-
chises and bond issues, have consist-
ently refused to grant a contract to a
public utility corporation.
These propositions have even failed
to secure simple majorities. This
franchise was submitted by initiatory
petitions signed by 10,000 citizens,
6,000 more than required. An educa-
tional campaign was carried on in
every voting precinct. Even the
chronic "No" districts were converted
to an extent, and friends of street cars
believe that if a new measure is pre-
sented, with certain revisions from the
one recently rejected, there is little
question of its adoption.
At the present time the Council is
conducting a recount acting on peti-
tions of both sides in the campaign.
As all members of the Council publicly
opposed the franchise it is believed as
a result of their i;ulings on certain bal-
lots the Supreme Court will be the
agency that will finally determine the
result of the election.
With half of the vote canvassed, 75
"No" ballots have been counted where
the electors placed a cross in the "o" of
the word "No" and not in the square be-
fore the word. These ballots friends of
the franchise insist are illegal, and were
backed by the city attorney, but the
canvassers disregarded his opinion,
and it went so far that Mayor Mercer
accused the city attorney of favoring
an attorney for the franchise when just
prior to his opinion, two "Yes" votes
had been thrown out on his ruling. The
city attorney resigned his post when
his honesty was questioned, but since
then has withdrawn his resignation,
the Mayor having publicly retracted
his statement.
November 25, 1922
Electric Railway Journal
865
Request for Half Fares for
Oakland School Children
The city of Oakland, Calif., petitioned
the Railroad Commission on Nov. 16
for an ordei- requiring the San Fran-
cisco-Oakland Terminal Railways to
establish half fares for school children
in that city. The city alleges that the
company has refused to grant half
fare for school children as requested
by the Council, although it is alleged
such fares have been put in effect by
the company in Richmond and Alameda.
It is claimed there is no valid reason
for this distinction which is asserted
to be an illegal discrimination. A check
made by the Board of Education of
Oakland is set forth showing that 3,616
pupils use the street cars daily, 3,338
occasionally and it is estimated that if
half fare rates were granted 5,800 stu-
dents would use the car service. The
net revenues of the company, it is de-
clared would be increased by the grant-
ing of half fares.
the state line, hundreds of pedestrians
looked on, but no attempt whatever was
made to impede its progress. No pas-
sengers boarded the first car. About
thirty state constables were stationed
at strategic points.
Outside carmen are operating the
interurban cars and no positions were
accepted by members of Division 52,
the company's employees before the
tie commenced. The majority of these
former employees are operating buses
in the East End, Liverpool. They will
make no comment on the company's
action, stating that they will remain
steadfast in their policy of complete
non-interference.
The situation in East Liverpool prac-
tically remains unchanged. Members
of the City Council met the day the
company resumed its interurban opera-
tions and discussed the situation, but
declined to indicate that any action
would be taken before the hearing in
court on the injunction which is now
pending against the traction company.
Operation of One-Man Cars
Within Three Months
The City Council of Augusta, Ga.,
has unanimously passed the amendment
to Ordinance 104, whereby the Augusta-
Aiken Railway & Electric Corporation
will be allowed to 'operate one-man cars
in the city without having to flag the
crossings of steam railroads. Section
3 of the amendment requires the driver
or operator of the one-man car to bring
his car to a full stop not less than 1&
ft. from the near rail of the steam rail-
road crossing. Further, that the op-
erator shall not proceed with his car
across the crossing until "he is fully
satisfied by careful observation that no
locomotive engine or engine and cars
are approaching such crossing from
either direction." General Manager
Banghart announced some time ago
that following an official notice of the
Council's action he would try to have
the one-man cars in the city within
three months.
Service on Interurban Lines
Resumed
For the first time since May 1, when
its employees walked out following a
lockout, the Steubenville, East Liver-
pool & Beaver Valley Traction Com-
pany on Nov. 21 resumed service on its
interurban lines between the Pennsyl-
vania-Ohio state line and the Pitts-
burgh & Lake Erie station at Beaver,
Pa. The resumption of operations on
this line was marked by a complete
absence of disorder. The first car, op-
erated by an imported crew, carried
two members of the Pennsylvania state
constabulary. General Manager C. A.
Smith and other oflicials.
The company has established a car-
house at Industry, Pa., and the cars
are being operated out of it. The com-
pany announces that everything is in
standard running condition and that
full provisions have been made for car
repairs at the Industry carhouse.
As the first car was on its way to
One-Man Idea Given Up. — The Wash-
ington-Virginia Railway, Washington,
D. C, has decided against the opera-
tion of one-man cars on its system be-
tween Alexandria and Washington.
Opposes Bus Application. — The Phila-
delphia (Pa.) Rapid Transit Company
recently opposed an application made
by Wilbur F. Menke for the right to
operate two buses between Bridge
Street, Frankford, and Byberry. Rep-
resentatives of the railway said that
there were ample facilities to reach the
elevated line.
Cannot Grant Request. — The request
of employees of the Bethlehem Steel
Company that the Harrisburg (Pa.)
Railways reduce its fare 1 cent has been
turned down. The traction company
said in its refusal that such step was
impossible in view of present condi-
tions and that it could not afford to
operate on less than a 6-cent rate.
Claims Excessive Freight Rates. —
The Eastern Texas Electric Company,
Beaumont, Tex., has filed suit in the
Eightieth District Court for $24,274 for
alleged excessive freight rates for
transporting oil shipments from Port
Arthur to Beaumont. The claim in-
volves 38,331,695 lb. of oil shipped in
the year 1920.
Railway Hauls Sugar. — The newly
electrified railroad, the Cuban Electric,
plays an important part in the sugar-
producing industry. It carries trains
of cars loaded with sugar cane on the
north Cuban coast, 30 miles east of
Havana. Besides hauling cane to the
mills, three-car passenger trains are
run for the accommodation of the
traveling public of Havana and Ma-
tanzas and intervening territory.
May Substitute Bus for Trolley. —
The Northumberland County Railway,
Sunbury, Pa., is considering petitioning
the Public Service Commission for per-
mission to abandon its line to Hamilton,
a suburb of Sunbury, and substitute a
motor bus line. The poor service con-
ditions, which cannot be remedied be-
cause of the enormous expense that is
encountered in maintaining the line,
will necessitate a cessation of opera-
tion. The fare on the trolley is 7 cents.
Extends Eight-Cent Fare.— The Mis-
souri Public Service Commission at
Jefferson City, Mo., has entered an
order extending the present 8-cent fare
of the Kansas City (Mo.) Railways for
six months from Nov. 18. No one ap-
peared to oppose. John P. Pew, city
counselor, said that the city did not
oppose the granting of the extension,
because it is believed that the pres-
ent fare is necessary to sustain the
company.
City Dictates Car Stops. — Has the
city in Indiana a right to say where a
street car shall stop to discharge or
take on passengers ? The city of East
Chicago, Ind., believes it has. Recently
the City Council there passed an ordi-
nance to prevent street cars from
stopping on Forsythe Avenue between
the Wabash Railroad tracks and Chi-
cago Avenues. Violation of the ordi-
nance was made a penal offense. The
police have arrested the crew of a Ham-
mond, Whiting & East Chicago Railway
car for violating the ordinance. The
company will make it a test case.
More One-Man Cars in Milwaukee. —
The Railroad Commission of Wisconsin
has permitted the Milwaukee Northern
Railway to operate one-man cars on its
Milwaukee city line which runs from
Fifth and Wells Streets in the heart
of the business district to Twentieth
Street and Atkinson Avenue on the
north side. The company must make
changes in its cars in accordance with
plans approved by the commission for
installation of safety devices. In con-
sidering a Milwaukee city ordinance of
1914 requiring two men on all street
cars, the commission pointed out that
it believed the ordinance to be un-
reasonable in so far as it applied to
this particular case.
Arranging for Electric Express Busi-
ness.— Arrangements have been con-
cluded for the rapid delivery or receipt
of shipments in Philadelphia sent from
or to any point on the Morristown and
Reading divisions of the Reading Tran-
sit & Light Company, Reading, Pa., and
connecting electric railway lines. An
important increase in the electric ex-
press business of the Reading Transit
& Light Company is expected to follow
these arrangements. Under the new
arrangement shipments are accepted
for or received from Front and Market
Streets, Philadelphia, where a large,
efficient and convenient terminal is used
by the Public Service Transportation
Company. The latter company and the
Reading Transit & Light Company now
interchange shipments at Wissahickon,
and the advantages of through billing
at freight rates is proving popular.
866
Electric Railway Journal
Vol. 60, No. 22.
Editor Will Help in Coal
Investigation
The Federal Coal Commission has
called upon C. E. Lesher, editor of
Coal Age, a McGraw-Hill publication,
to organize the investigation division
and to direct the engineering phases
of its work. He will act as a special
adviser serving as a consultant on
statistical and engineering problems.
Production cost problems will be inves-
tigated by David L. Wing, formerly of
the Federal Trade Commission and of
the Department of Commerce.
The appointment of Mr. Lesher and
Mr. Wing expresses the plan of the
commission to put the actual work of
fact finding into the hands of a few
men who thoroughly understand this
problem of coal which is constantly
harassing industry and the householder.
The commissioners expect to obtain
much of their information from the
outstanding men engaged in coal pro-
duction, distribution, wholesaling and
retailing, but a vast amount of data
must be collected by a technical staff.
Direction must be given to the collec-
tion and interpretation of the facts and
figures gathered, and for this work the
commission has selected Mr. Lesher
and Mr. Wing.
In organizing the investigation divi-
sion for the commission, Mr. Lesher
will have to do with (1) production
(including all phases of mining coal,
except the labor element); (2) trans-
jwrtation in its effect on the coal indus-
try; (3) distribution of the product.
Mrs. Lorimer, after learning of Mr.
Mitten's reply. "The organization
which I head feels it is important to
place its support squarely behind a
worthy candidate. We want to be ready
to assist such a man. Many of us feel
that Mr. Mitten could do a great deal
for Philadelphia. That is why he was
asked to consent to enter the race."
useful. The election of Mr. Lewis ai
Detroit to the presidency of the associ-
ation for the ensuing year was one of
the most popular which that associ-
ation has had.
Mr. Lewis is a native lowan. He
was graduated from the Drake Uni-
versity Law School at Des Moines,
Iowa. His ideal as a public service
commissioner is so to regulate the
utilities that they may be permitted to
grow to serve the public adequately.
lowan Heads Utility
Commissioners
Dwight N. Lewis Chosen at Detroit as
President of National Association
of Railway and Utilities
Commissioners
Dwight N. Lewis was elected presi-
dent of the National Association of
Railway and Utilities Commissioners at
the meeting of the members of the as-
sociation in Detroit during the week
Mr. Mitten for Mayor
Thomas E. Mitten, president of the
Philadelphia Rapid Transit Company,
has been asked by the Republican
women of Pennsylvania if he will con-
sent to run for Mayor. The organiza-
tion is headed by Mrs. George Horace
Lorimer. It boasts a membership which
includes virtually all women in this
city prominent in Republican politics.
The Philadelphia Ledger unfolds the
story as follows:
In "hunting about for a good man
to be the next Mayor," Mrs. Lorimer
requested Mrs. Rudolph Blankenburg,
honorary president of the organization,
to ascertain Mr. Mitten's views of the
matter and tell him that many persons
in this city would like to see him run
in the next mayoralty race. Further-
more, he was requested to say whether
or not he would consent to be boomed
for the office.
In reply to Mrs. Blankenburg, Mr.
Mitten stated that he was too busy at
this time to enter politics and that he
couldn't consider the matter for some
time.
"But Mr, Mitten didn't say that he
wouldn't consider the matter," said
D. N. Lewis
ended Nov. 18. A lawyer by profes-
sion, Mr. Lewis entered the employ of
the commission of which he is now a
member twenty-five years ago when he
was the whole office force in charge of
its accounting, secretarial work, rate
work and reporting. He went into
training as a commissioner right then
and gradually advanced to secretary
and later to counsel for the commis-
sion, which position he held for six
years. He was then appointed to fill
out an unexpired term and was elected
in 1918 to a four-year term. He has
just been re-elected for another four-
year term by a majority of 200,000, one
of the largest Republican votes ever
given in that state.
Mr. Lewis is noted for his thorough
and consistent work as an Iowa com-
missioner. Not only does he stand high
in the estimate of lowans, but also in
the estimate of every public service
commissioner in the United States.
For twenty-three years he has been a
member of the national association and
has done an immense amount of com-
mittee work and all the other things
which go to make association activities
Another Railway Man
Makes the Grade
Some few weeks ago it was said in
these columns in recording the accom-
plishments of W. B. Yereance that rail-
way men did not usually succeed in
"Making the Grade" in the sense that
the New York Globe uses the phrase.
It was explained then that this was
probably so because in railroad life
the opportunity seldom presented itself
for spectacular or quick success. And
just as though it desired to prove that
this is not entirely true or taking to
heart the fact that it had been chided
for its seeming neglect of railway men,
the Globe in its issue of Nov. 21 nomi-
nated a railway man to its gallery of
notables.
Now there are many local railroad
men fairly well known to New Yorkers,
but the Globe picked a street railway
man. He was none other than Frank
Hedley. As for romance and accom-
plishment, there are perhaps few other
careers that offer such possibilities as
his. Mr. Hedley comes from a family
of railroaders. His great uncle had a
great deal to do with perfecting the
first locomotive. In fact as between
William Hedley, for that was the great-
uncle's name, and George Stephenson
there appears to have been almost the
same parallel in applying new theories
that happened in the case of Darwin
and Wallace in their biological dis-
coveries.
From such surroundings did Mr.
Hedley spring. The rungs of the ladder
on which he climbed from machinists'
helper to head of the Interborough
Rapid Transit Company are too well ■
known to railway men to be repeated
now. To them his philosophy is of
greater interest. In the Globe Mr.
Hedley says: "The best way to make
a living is to be able to produce; con-
vince the other fellow that you know
how to do it — then make him pay you
well for it."
A. W. Thompson Elected
Pennsylvania Director
Arthur W. Thompson, Pittsburgh,
was elected a director of the Pennsyl-
vania Railroad on Nov. 22 to succeed
the late Thomas De Witt Cuyler. Mr.
Thompson is president of the Phila-
delphia Company and the Pittsburgh
Railways. He was vice-president in
charge of operation and traffic of the
Baltimore & Ohio Railroad before becom-
ing head of the Philadelphia Company.
November 25, 1922
Electric Railway Journal
867
Manufactures and the Markets
D1SCUSSI0:-;S OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES BUSINESS ANNOUNCEMENTS
Does It Pay to Use Home-Made Repair Parts
in Signals
The User Cannot Expect the Manufacturer to Be Responsible for Results Unless
Worn Parts Are Replaced with Standard Duplicates
By Carl P. Nachod
President Nachod Signal Company, Inc., Louisville, Ky.
Manufacturers of block signals for
electric railways have successively
improved their designs, both by using
materials of recent development (and
this especially as regards insulation)
and incorporating the results of experi-
ence as revealed by a close following-up
of actual service conditions; as well
as by embodying the ofttimes valuable
suggestions of users. Thus modern
equipment contains all improvements
that tend to simplify operation, reduce
maintenance cost and contribute to
safety.
Normal Wear Very Slight
During their service electric railway
signals depreciate little by normal
wear, but are subject to occasional high
voltages, as from lightning or other
surges, which often result in the
destruction of insulation. Also acci-
dents to the signal line wires, such as
grounding, or crossing with other high-
voltage wires, cause roasting out and
destruction of magnets and resistors,
so that repairs eventually have to be
made.
The subject of maintenance is funda-
mental and of prime importance to the
railway, which should use the proper
materials and mo.st efficient system to
insure economical results. Many rail-
ways carry a sufficient stock of the
manufacturer's spare parts, for they
realize that primarily they are op-
erators, and not manufacturers, and
have found it to their advantage to
recognize such a dividing line for the
general good of the industry. Rail-
ways sometimes claim that by making
their own repair parts they do so at a
lower cost, but it will generally be
found that their accounting systems do
not take into consideration the proper
■allocation of the overhead charges that
should be made.
Home-Made Parts Costly
The ultimate cost of home-made
parts is higher in most cases for at
least one reason, namely, that the
quality is not up to the standards of
the manufacturers. They are indeed
best fitted to produce reliable and inter-
changeable renewal parts. They have
skilled and specialized workmen and
trained engineering and inspection or-
ganizations to insure that only the best
and most suitable materials are used,
and that all important details are com-
plied with during manufacture to pro-
duce renewal parts of first quality that
go into the old location without any fit-
ting. It is also true that when the
railway makes its spare parts these are
literal copies of the original design.
Progressive manufacturers, on the
other hand, through their research and
the work of their design engineers, con-
tinually improve their product by the
use of the most suitable materials, and
improved and up-to-date shop equip-
ment. These improvements are, of
course, not incorporated in the home-
made parts. Probably one most val-
uable benefit of all is forfeited in that
the railway loses personal touch with
the manufacturer. It consequently
does not get the full co-operation and
assistance from his expert service de-
partment. By using the manufac-
turer's parts, however, railway op-
erators put themselves in a position to
receive suggestions as to improved
methods of operation, testing and loca-
tion of troubles and defects. All of
this results in decreased expense and
improved operation.
Cases op False Economy Cited
A few cases from the writer's experi-
ence will serve to show the false
economy of using home-made parts.
A brass rod on a magnet plunger
broke after some eight years of service
in a certain signal, and the railway re-
placed it with a home-made part, the
dimensions of which were not suffi-
ciently accurate. As a consequence, the
signal failed intermittently, perhaps
once or twice a week, and more than
two weeks time on the part of an em-
ployee was required to watch the sig-
nal, catch such a failure and disconnect
to find the affected parts. Not only
was the good service and reputation of
the signal affected adversely thereby,
but the cost of the man's time to dis-
cover the trouble must have been hun-
dreds of times the total cost of the part
referred to.
In another case one of our users had
replaced with Chinese copies one of the
patented elements in our signal sys-
tem, but the steel used in the part had
not the proper temper and would not
hold its shape, while the inferior insu-
lation broke down in the presence of
moisture.
Another user made some parts, sim-
plifying them by leaving out what
seemed to him useless openings, but
after he had assembled these in the
signal it was discovered that he had
destroyed accessibility, and there was
no way to reach certain assemblies in
the relay unit.
The manufacturer is interested at all
times to have the railway obtain the
best service from his apparatus. To
that end he is willing to give all avail-
able instruction not only in the form of
printed manuals or by sending an ex-
pert to confer with the maintainer and
to inspect the actual signals by visits
in the field with him, but even in train-
ing the maintainer at the manufac-
turer's shops. The latter course is
greatly to be recommended, and has
produced remarkable results in low
maintenance. The writer has found
that without this training the con-
tinuous and unnecessary destruction of
parts due to a wrong diagnosis of an
existing trouble is considerable, and
furthermore the ordering of spare
parts is not intelligently done.
If the maintainer would exercise as
much zeal in analyzing and recogniz-
ing the conditions that cause damage
and keeping them away from his in-
stallations as he does to make his own
parts a great deal would be accom-
plished.
Post Office Department Co-
operates With Business
Houses
The use of antiquated and antedated
mailing lists by business concerns send-
ing out advertising matter and circular
letters is resulting in serious economic
waste, the Post Office Department
averred recently.
Besides the delays undergone by the
postal machinery in handling and re-
handling vast quantities of this class of
mail, which is incorrectly addressed in
most instances, the loss suffered by the
mail order houses and other large users
of mail runs into thousands of dollars
annually.
In an effort to put an end to this
tremendous waste of energy and time
instructions were issued to postmasters
throughout the country to co-operate
with business concerns in correcting
and revising their mailing lists. A
charge of 60 cents an hour may be made
for this service, according to the order
issued by Postmaster-General Work.
Metal, Coal and Material Prices
Metata— New York Nov. 21, 1922
Copper, electrolytic, cents per lb 1 3 . 90
Copper wire base, cents per lb 1 5 . 625
Leaa, cents per lb 7.10
Zinc, cents per lb 7.50
Tin, Straits, cents per lb 36 . 625
Bituminous Coal, f .o.b. Mines
Smokeless mine run, f.o.b. vessel, Hamp-
ton Roads, gross tons $8 00
Somerset mine run,.Bo8ton, net tons 4. 125
Pittsburgh mine run, Pittsburgh, net tons 3 . 37
Franklin, 111., screenings, Chicago, net tons 2. 625
Central, lU., screenings, Chicago, net tons 1 .87
Kansas screenings. Kansas City, net tons 2.50
Materia Ic
Rubber-covered wire, N. Y., No. 14, per
1,000 ft 6.50
Weatherproof wire base. N.Y.. cents per lb. 16 00
Cement, Chicago net prices, without bags S 2 20
Linseed oil (5-bbl.lots), N.Y. .cents per sal. 90 00
White lead,(IOO-lb.kog),N.Y..cenls per lb. 12 125
Turpentine, (bbl.lou), N.Y.,pergaI $1.59
868
Electric Railway Journal
Vol. 60, No. 22
Rolling Stock
Elmira Water, Light & Railroad
Company, Elmira, N. Y., is placing an
order for four new safety cars similar
to the eighteen now in use on the lines
in Elmira.
St. Petersburg, Fla.— Voters of St.
Petersburg will decide on Dec. 5 whether
they approve a bond issuance of $30,000
for the purchase of cars for the local
municipal railway.
New York & Queens County Railroad,
New York, N. Y., suffered the loss of
three trolley cars and a tower repair
wagon in a recent fire at the Woodside
carhouse. The loss was estimated at
$10,000, all covered by insurance.
New York, New Haven & Hartford
Railroad, New York, N. Y., has in-
creased its contract for five electric
locomotives with the Westinghouse
Electric & Manufacturing Company
until a total of twelve locomotives are
now covered by the contract. When
the twelve new locomotives are put
into service there will be 117 Bald-
win Westinghouse freight, passenger
and switcher type locomotives in opera-
tion on this road. The original order
was referred to in the Electric Railway
Journal, issue of Oct. 14.
"II 'iiiimrF iiniiirimmmiFiimiiiii ii i i
Track and Roadway
Savannah Electric & Power Com-
pany, Savannah, Ga., will soon start
work on constructing the track and
necessary overhead equipment south
on Ott Street from Anderson to
Thirty-fourth and thence on Thirty-
fourth Street to the present line on
Waters Road.
Capital Traction Company, Washing-
ton, D. C, has started work on its ex-
tension over the new Georgetown bridge.
The job will not be completed before
spring and will cost $160,000. This ex-
tension will make possible the first
through car route from Rosslyn, Va., to
Washington.
Boise Valley Traction Company,
Boise, Idaho, has completed the new
belt line. Two blocks of track have
been laid on Brumback Street between
Eighth and Tenth Streets. The light
rail on Ridenbaugh Street, over which
the Boise Street Car Company will
route its cars, has been replaced by
heavier stock taken up from Tenth
Street.
Southern Pacific Company, San Fran-
cisco, Calif., has received permission
from the Railroad Commission to con-
struct a track at grade across east
Twenty-fifth Street and across Alameda
Street and to relocate two of its tracks
at grade across East Twenty-fifth
Street in the city of Vernon. The com-
pany was also granted permission to
construct a spur track at grade across
Beck Street in Oakland.
New York, N. Y.— The Transit Com-
mission has awarded the contract for
constructing the column foundation for
part of the Flushing extension of the
Corona branch of the Queensboro Sub-
way to the Gustin-Morris Contracting
Corporation of Long Island City. Its
bid of $91,613 was the lowest. The
commission also announced the award-
ing of a contract for concreting voids
under the platform of the Eighth Street
station of the Broadway subway. New
York, to Edwards & Flood, Inc., lowest
bidders, at $1,236.
iTriiTiiiiiiiriiiiiir iiiiiiiiiiiniTMnmTiiimriiiiiiiiiiiii i H|||lll]iniL
Power Houses, Shops
and Buildings
Savannah Electric & Power Company,
Savannah, Ga., has begun work on the
repairing and reinforcing of the bulk-
head and wharf at the Riverside power
station. The contract for this work was
awarded to David Power, contractor.
Union Traction Company of Indiana,
Anderson, Ind., has announced that it
will enlarge its central power plant at
Anderson to provide sufficient power to
operate all its electric car lines, of
about 460 miles. Additional high-
tension feed lines will carry power to
substations at Muncie, Union City,
Bluffton, Peru, Indianapolis, Logans-
port, Wabash, Warsaw, Newcastle and
smaller towns.
New York, New Haven & Hartford
Railroad, New York, N. Y., will install a
new turbine-generator in its Cos Cob
station, to take care of an increased load
due to the placing in service of twelve
new high-speed passenger locomotives.
Both the locomotives and the turbine-
generator are being constructed by the
Westinghouse Electric & Manufacturing
Company. The new turbine-generator
is a 9,000-kw., single-phase, 25-cycle
unit. The turbine is designed to carry
12,500 kw. and the generator to take
these peaks for a period of five minutes.
In the order received by the Westing-
house Company for this apparatus is
also included switching equipment for
control of the turbine-generator exciter.
iiiiiMiitmiiiiMiiiiTi
1IIIIIIIIIIIMII'II'I"'I
Trade Notes
American Mason Safety Tread Com-
pany, New York, N. Y., announces that
J. W. Scott, formerly sales manager of
its New York oflfice, has severed his
connection with the company. The
management of the office is now under
the direction of A. T. Dulfer.
Nic Le Grand, Inc., Rock Island, 111.,
announces that it is the representative
of the Burry Railway Supply Company
for Hartman ball bearing center plates
and roller side bearings. Nic Le Grand
covers the states of Kentucky, Indiana,
Illinois, Wisconsin, Michigan, Missouri,
Iowa and Nebraska.
Westinghouse Electric & Manufac-
turing Company, East Pittsburgh, Pa.,
will supply the West Penn Power Com-
pany with two 30,000-kw. turbo-genera-
tors with surface condensers for in-
stallation in its Springdale plant. It is
expected that the equipment covered in
the contract will be ready and in-
stalled in December, 1923.
Clark-Williams Engineering Com-
pany, Bridgeport, Conn., has recently
been incorporated to manufacture and
deal in poles, railway, structures and
other equipment for the support of
wires, rails and overhead structures.
The capital stock of the concern is
$10,000, and the officers are: Roland G.
Williams, president; Arthur L. Clark,
Bridgeport, treasurer.
C. F. Bulotti Machinery Company,
San Francisco, Calif., has moved into
its new storeroom at 67-71 Main Street.
The new location is in the heart of the
machine tool district and gives ample
room for display as well as office facil-
ities and immediate shop repair work.
This firm has made rapid progress
within the last year and is now recog-
nized as one of the leading machine
tool houses in central California.
The Norwalk Iron Works Company,
South Norwalk, Conn., pioneer builders
of compressors, manufacturing air and
gas compressors for all purposes and
also refrigerating machinery, has just
opened a Chicago office. It is located
at 627 West Washington Boulevard and
is in charge of L. R. Bremser, who for
thirteen years was associated with the
Gardner Governor Company. He is
thoroughly familiar with all angles of
the compressor business.
' iriilmriirrrniimilltllliri II lliiilllimirlliimMllilliimiu limilltil
New Advertising Literature
Roller-Smith Company, New York,
N. Y., has issued Bulletin No. B-20, de-
scribing in detail its phone and loud
speakers.
The Sterling Varnish Company, Pitts-
burgh, Pa., has published a forty-eight-
page booklet with accounts of its
insulating varnishes, impregnating com-
pounds and baking enamels. Diagrams
and descriptive matter tell about vac-
uum pressure impregnation in general.
Columbia Machine Works, Brooklyn,
N. Y., has issued a beautiful thirty-one-
page illustrated booklet. This is the
first catalog of the kind this company
has published. The first page gives a
little history of the company referring
to the Columbia Service to railways.
Westinghouse Electric & Manufac-
turing Company, E^st Pittsburgh, Pa.,
has reprinted an article on the "Ad-
vantages of Railroad Electrification" by
R. J. O'Brien of its heavy traction de-
partment that appeared recently in the
technical press. The publication is
known as reprint No. 128. In answer
to the question, "Why electrify?" and
"What are the advantages of electrifica-
tion?" statistics and data acquired from
actual operating records on both steam
and electric roads serve as a means of
comparing the two methods of opera-
tion. These statistics touch on fuel con-
sumption, maintenance costs, schedules
possible under existing modes of trans-
portation, and other subjects of impor-
tance. The feasibility of electric opera-
tion in tunnels, on heavy mountain
grades, in congested freight yards, or in
heavy interurban traffic is also clearly
set forth.
November 2b, 1922
Electric Railway Journal
19
Can One Man
Operate Double-Truck Cars
With Safety?
Not an academic question, but a practical one
which is being put up to railway officials by
employees, public service commissions and
safety engineers. And the answer, "Kes,"
must be backed up by a demonstration that
suitable equipment has been provided to in-
sure absolute safety despite any emergency
which may arise.
Remove the Element
of Risk
Next to the equipment which malies the car go,
that which makes it stop is all important. The
best air brake system that money can buy,
backed up by the best hand brake on the
market is the only sound and logical policy
to follow.
The Peacock Improved Brake with its unique
eccentric chain-winding drum, is the fastest
brake in an emergency application, and most
powerful brake under any conditions.
With Peacock Brakes on the cars, there is created at
once a strong assurance of safety.
PEACOCK
IMPROVED
BRAKES
NATIONAL BRAKE COMPANY, INC.
890 ELLICOTT SQUARE, BUFFALO, NEW YORK
Canadian Representative: Lyman Tube & Supply Co., Montreal, Can.
20
Electric Railway Journal
November 25, 1922
What do your "Out of Service"
signs really mean?
T.
HERE are 831 street railways
in the United States.
We don't know how many "Out
of Service" signs there are in the
various car barns of these rail-
ways.
We do know that they decorate
the 100,000 cars of the country far
too often.
We speak f rom56years' experience
when we say this : The commonest
cause of repairs on cars is traceable
directly to incorrect lubrication.
"Out of Service" signs often mean
that you have not yet solved your
lubrication problems.
Grant that fact for a moment. It
may start you thinking.
801
VACUUM OIL COMPANY
November 25, 1922
Electric Railway Journal
21
When we send one of our engi-
neers to talk lubrication with your
Equipment Superintendent, he
will not be sent as an oil salesman.
We wish to make that point clear.
Our first thought is to see if a
scientific study of your lubrication
problems will point the way to
lower operating costs. Your order
for supplies of the correct oils is
the last thing we need talk about.
If you have not already had a con-
ference with a Vacuum Oil Com-
pany engineer, we suggest that an
hour with him will be time well
spent. ,
The great fund of Vacuum Oil Company
experience in reducing maintenance and
upkeep cost through correct lubrication —
probably the widest experience in the world
is at your service. In writing, kindly ad-
dress our nearest branch office.
Lubricating Oils
A grade for each type of service «=
Domestic Branches:
New York (Main Office)
Rochester
Boston
Indianapolis
Chicago
Minneapolis
PtiiladelpUa
Buflalo
Pittaburgrh
Dee Moinea
Detroit
KansaB City. Kan.
Albany
Dallas
VACUUM OIL COMPANY
22
Electric Railway Journal
November 25, 1922
£^ E^ivgiiveer^
$Wi), 35acort &. "f)avfe
Incorporated
Business Established 1894
IIB BROADWAY. N«w York
FHII.ADErL.PHIA CHICACM SAN FBAIIOII09
STONE & WEBSTER
Incorporated
EXAMINATIONS REPORTS APPRAISALS
ON
INDUSTRIAL AND PUBLIC SERVICE PROPERTIES
NEW YORK BOSTON CHICAGO
SANDERSON & PORTER
ENGINEERS
HKPOWTS. DESIGNS, CONSTRUCTION, MANAGEMENT
HYDRO.ELECTRIC DEVELOPMENTS
RAILWAY, LIGHT and POWER PROPERTIES
CHIOAQO NEW YORK SAN FRANCiSCl
The Arnold Company
ENGINEERS— CONSTRUCTORS
ELECTRICAL— CIVIL— MECHANICAL
105 South La Sail* Straat
CHICAGO
ALBERT S. RICHEY
EUECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER, MASSACHUSETTS
C. E. SMITH & CO.
Conmtdting Engine^rt
2065-75 Railway Ezchanga Bldg., St Louis, Mo.
Chicaco Kan»a» City
InTvatigatioiu, Apprakali, Expert Testimony, Bridge
aati 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 Constnictioo
43 Cedar Street, New York City
WALTER JACKSON
Consultant on Fares, Buses, Motor Trucks
Originator of unlimited ride, transferable weekly
pass. Campaigns handled to make it a success.
143 Crary Ave., Mt. Vernon, N. Y.
THE J. a WHITE
ENGINEERING CORPORATION
Engineers — Constructors
Industrial Plants, Buildings. Steam Power Plants, Water
Powers, Gai Plants, Steam and Electric Railroads.
Transmission Systems
43 Exckange Place, New Yei^
JOHN A. BEELER
OPERATING. TRAFFIC AND RATE INVESTIGATIONS
SCHEDULES— CONSTRUCTION— VALUATIONS
OPERATION— MANAGEMENT
52 VANDERBILT AVE.. NEW YORK
ENGELHARDT W. HOLST
Conmiting Enginmtr
^praisals, Reporb, Rates, Serrice InTcslJcatioa,
Studies on Financial and Physical Rekabilitation
Reorganization, Operation. Managenaent
683 Atlantic Ave., Boston, Mass.
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Traffic and Reorganizatiim
Investigations
Fort Ways*, Indiana
PETER WITT
UTILITY CONSULTANT
45C Leader-News Bldg., a«veUnd. O.
Parsons, Klapp, Brinckerhoff & Douglas
WM. BABOLAT PABSONS
CUOENE KLAPP
H. H. BBtNKEKHOFP
W. t. DOCGLAS
Engineers — Constructors — Managers
Hydro-electric Railway Light and Industrial Plants
Appraisals and Reports
NBWYOBK
84 Pine St.
CLBTXLAND
U70 Baana Bids.
DAY&ZIMMERMANN.Inc.
BMOINEER^
"Dtsi^n, Construction
"Rfporis, 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.
November 25, 1922
Electric Railway journal
23
CARNEGIE
Wrought
Steel
Wheels
You demand high mileage at low cost per
mile. This demand is met in the special
process by which Carnegie Wrought Steel
Wheels are manufactured.
The Wheel for Real Service.
Carnegie Steel Company
GENERAL OFFICES
Carnegie Building
PITTSBURGH, PA.
1579
The Corporation Service Bureau
D. H. Borle, Prnident L. A. Ohrlatlsiuen, Tloe Prealdent
A. B. McLean, General Manac«r
LABOR ADJUSTERS
Investigations — Inspections — Confessions
GENERAL OFFICES:
Suite 1215, Ulmer Building, Cleveland, Ohio
yiiiii;unimiiiii>i)iiiiiiiiinniiitiiiiHiiiiiiiiiirMiiriiiMiniiiHHiiiriiiinitrMittiiiMiiiiiiiirtiiHiiiiiiiiiitiMiiiiiiiiirniiiiiiiiiiiMiiiiniiii(:
Dwight P. Robinson & Company
Incorporated
Design and Construction of
Elmctric RaUwaya, Shops, Power Startioiu
125 East 46th Street, New York
Chicago Youncitown Dallas
Los Anceles Montreal Rio de Janeiro
A Really Useful
Wiring Handbook
This book will enable the
inexperienced as well as
experienced wiremen
to meet the require-
ments of the
National Elec
trical Code
SERVICE EFFICIENCY ECONOMY
TIME-TABLE SERVICE
TRAFFIC EXPERTS
CITY AND INTERURBAN RAILWAYS
The Jis. H. Crosett Co.
ENGINEERS
348 Carl St.
San Francisco, Calif.
Croft's
Wiring for
Light and Power
426 pages, flexible* pock«t
size, $3.00 net, postpaid
A Wiring Handbook ^
That fltB the requirementa of the ^'
National Code. *'
That conforma to the beet Amert- ^^
can practice. -*
THE P. EDWARD WISH SERVICE
■O Ckurch St. Stremt Mmawmy Inspection 131 Stat* St.
NEW YORK DETECTIVES BOSTON
Wh«B writint tka aavarHsar for faifonnatftott ar
pricaa. a mantiaB of tka Elactric Railway
Jaumal woold ka appraciatad.
That 18 Indexed so that you can
And Instantly the facts you ^
need. *'
That is a common sense, practical
commentary on the National Electrical Code. ^•
That tells how to Instatl wiring and appa- ^^^
ratus for practically ail services, under ^'
practically atl conditions.
McGraw-
Hill Book
'' Co., Inc.,
370 Seventh
Avenue, New
York, N. Y.
You may send me on
10 dayo' approval.
Croft's Wlrlnft for Utfht
That tells how to install these so ^^' .nd Power, 13.00. I agree to
as to be electrically safe and ,^ remit for the booli or return It
mechanically correct. ^^' postpaid within 10 days of receipt.
That eipialna why Ingtal- ^' Memberof A. I. E. E.?
m i^^ven way. "»***%.'' Subscriber to Electric RaUway Journal?. .
Examine it .'" Stoned
for to day y Address Official Position
FREE y Name of Company F.E
JMUiimiiiniiinMiininniiniiiiiMiiiMiiiiiiiiMnmniiiiiiiniimiHniiMiiiiiinMiiiiiniiiiiniiiiiMiiiMiiiMiiiinitniuiiiiiuiniiiimHiiiw
24
Electric Railway Journal
(November 25, 1925
FOHTI.A.NI* RAILWAV. I.ICiHT AND HtlWKR Co.
l»()K-ri.AM». oui':<;<»>
9-5-22
lly dear too:-
I guess folkas read the Journal, all right.
I have had over 3o requests for copies of our little
publication: "Outing Days ty Trolley" as a result of your announcement
in your issue of August 26th, and I want to assure you that I an very
grateful for giving us this notice.
Hope I can do som 'thing for you some time.
Yours and everything.
Outing ^^y^^y.. is the kind 0^ PU.^ ^^,
^X,T1NG Days ^^ ^Jou^^^n^ ^° .t highest form
^<^-' ■^"'^'{■linr^o^ ^^^ P""\\TMtract at e^uon^^ ^
o^ ^'^:iS i" -'"V'' 3) compel acuon^ ^^.^^
Veeps a»^;4 interest. (^> ^ ^^^e ^""^"^Ls done aB
«"^'''aboS P"^^^"'" T Portland, Orej Jf ,v,e com-
^^^^'"'^ ^nners. B«t of a«', caUed" folder,
chicken dinnet ^^^^^ »^'f last pase °J J Sundays
ist after havins ^^^^ the ' ^^^^ gooa
• Uon is told tSccd round-tr P ^,, ^,, and
^^fTosUcada^t*^-'^^
S^S 75 cents. .^ __
fifjL. jAM-mm^
ShUric ^i/hoy Journal
November 25, 1922
Electric Railway Journal
25
Time and Safety
How much are they worth in your carshop?
Have you ever stopped to figure the dollar and
cents value of time wasted by mechanics crawling
around, working in dim light and constrained
positions, on inspection and repair work under-
neath the cars? Must you wait until some costly
accident to a man in the pits startles you into
realization of the unnecessary risk?
COLUMBIA
Electric Car Hoists
save time of shop men and make their work safer.
It is quicker and easier, more efficient and more
economical to work on a car from the floor level
than from underneath.
This equipment will raise a 50-ton car six feet in
less than five minutes, and any old discarded car
motor will operate it. A typical installation is
shown above.
A Columbia Electric Car Hoist will pay for itself
in a short while, by savings in time of labor, and
eHminating of certain accident hazards.
Write for information.
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, 1S13 Candler Bids., Atlanta. Ga.
F. F. Bodler, 903 Monadnock BIdg., San Francisco, Cat.
26
Electric Railway Journal
November 25, 1922
miiin.iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniii iiiiiiii.T.-nniiiiimufTPthniiii'f mininTTl'' i in nil i.i.,f ii iiiiiii.iii minililiininTnfmhtlmiir
November 25, 1922
Electeic Railway Journal
27
YK
OILLESS TROLLEY WHEEL
and NON-ARCING HARP
V-K Wheels are properly
balanced aj^d exceedingly
tough,which means greater dura-
bility for both wheel and wire.^
Perfect lubrication is provided!/
a patented oilless bushing, which
IS non- insulating, heat proof, long
lived and easily interchangeaBle.
MORE-JONES BRASS & METAI. CO.
St. Louis, Missouri
TROLLEY WHEELS BEARINGS: "Tiger" Bronze
V-K Oilless, M-J Lubricated Axle and Armature
HARPS: V-K Noti- Arcing
ARMATURE BABBITT
and Similar Products
AiOREJONES
QIMITY PRODUCTS
28
Electric Railway Journal
November 25, 1922
iv
O/vK^
^
ov»tA:cg^ (
iV*4C> ^«^ (K^Zol ^^^ a'^v.a*«-€\/9
»>
Is Money Ever "Spent
for Advertising?
A young and energetic executive took
hold of a fine old business in New York.
"What this business needs," he told
himself, "is a place in the mind of the
public."
And deliberately he set out to sacrifice
the greater volume of his profits and
invest the sacrifice into the building of
good will.
He did. And to this old business,
advertising was the breath of life.
For six months had not passed before
the business had grown so that the
advertising cost was a smaller percentage
than ever it had been, and, because of a
larger volume, the shop effected econ-
omies and gave far superior service.
That was five years ago. Today a
certain percentage is spent, or supposed
to be spent, for advertising. But as fast
as the appropriation is spent, the more
the business increases ; and the more that
the business increases, the smaller the
percentage becomes.
Is money ever "spent" for advertising?
Published by the Electric Railway Journal in co-operation
With The American Association of Advertising Agencie^
November 25, 1922
Electric Railway Journal
29
IHALE & KILBURN SEATS
are the BEST for
One Man Safety Cars
Our Patented Space-Saving Feature
fi'ives 1 ^ inches more space for each Passenger
Lightest Weight
Stationary
Steel Seat
New York
Lightest
Strongest
Simplest
Neatest
Yet no higher in price than others
Specify H & K Seats for Your New Cars
Hale *& Kilburn Corporation
American Motor Body Company, Successors
PHILADELPHIA
Chicago ' Washington Atlanta San Francisco
Lightest
IFeight
IValkover
Steel Seat
Los Angeles
llllllllllllllllllllllllllllllllllllllinilllllll!IIIIIMIIII!IIIIUIIIIIIIIIIIIIIIIIIIMIIHIIIIIIIUIIIII|llllll!IMIIIinillllllllllllllllMIIIII^
Experimenting is Expensive
We've done it for you on
the double truck one-man car
THE UNIVERSAL SAFETY CAR
Don't waste your time and money drawing up plans for
new cars. We have done the experimenting, testing,
designing and building. Here it is — a standardized, 54-
seat, double-truck, one-man or two-man car. Remem-
ber that standardization and quantity production means
lower first cost and lower maintenance
Various arrangements of doors and platforms are optional.
Send for details and tpecUicationM.
St. Lqvji's C:^r Can\p2ir\y
St. Lavji's, A\a.
7Xa Eirif\pl^:& a/'ttsA Ss^feiv dsir
mHllllllllimilllllHIIIIIHIIIIIIIIHIIIIIIIIIIIIIIIIMIIIIinilllllllllllllllMIIMIIIIIIIIIMIIIIIIMIlllllMirillllllMMIIIIIIIIIIIIIIIIII^
30
Electric Railway Journal
fovember 25, 1922
giiiiiiiniiiiiiiiiiiiuiiiiiiimiiiiiiiiiiiiiiiiuiuimimiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimniiiiiiiiiiiiiiiiL I iiiiiriiMiiiiiiiiiiniiMiintiiiiii i i iiiiiiiiMitiiraniniitiiiiiiiiitiiiii i iiiiiiiiiii iim iiiiiiriiiiiiiiiiiii
Connecting
a branch
to the main
This is a
DOSSERT
SOLDERLESS
Calbe Tap
How the
big Power
Co^s do it
There is economy in making
every electrical connection by
the I3ossert Solderless method —
giving greater conductivity than
the wire itself — and without the
fuss, danger and damage to in-
sulation that high heat imposes.
The Dossert 15th Year Book
below illustrates and describes
the services of the different
connectors.
^OOK
\
=4 i
FREE
Dossert & Co.
242 West 41 at St.
New York, N. Y.
on
Bates Poles
the N. Y., N. H. & H.
Electrification projects today are
planned and built for maximum use-
ful life, which means using the most
advanced types of equipment ob-
tainable, and the "best of every-
thing" in all details of construction.
The cost of money for these im-
provements, high labor rates, and
other circumstances require that
the utmost care be exercised when
investing in new construction.
It is significant that Bates Steel
Poles are the choice of many elec-
tric railways, electrified sections of
steam roads, and utilities generally.
At the present prices of Bates Steel Poles,
they cost less than any other comparable
type of pole line. Asii us 'or data to prooe it.
nilllliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiS
#iuiiiiiiimiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiuiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiimiii
ELRECO TUBULAR POLES t
'jiiiiiiitiiiMniiiiiiiiiiiiiiiiMUiiHiiHmiiiiiiiMiini)iiiniMMiiiuitiiiiiiuii:>HniniimiiHiiiim:miiii)i:!iiNiiiiini
^MniiiiiiiiniiiMiniitiitiiiiiiiiiMmiiiiiMiHiMiiiiiiiiniiiiiiiiiiiiiimiiiiiiiHiiiiiiimiiiiiitmiimiiiiiiiiiiiiiiiMimiMiiiiiiiiiiiiiiiitiiiiit
AMELECTRIC PRODUCTS
BARE COPPER WIRE AND CABLE
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
tut 'wn kOCKOi
THE CHAHrCRCO JOINT
I Lowest Cost
I Least Maintenance
COMBINE I
Lightest Weight |
Greatest Adaptability |
Reg. U. S. Pat. omce
Galvaniztd Iron and Steel
Wire and Strand
Incandescent Lamp Cord
PAPER INSULATED
UNDERGROUND CABLE
MAGNETIC WIRE
I CatalDc Gomplet« with enKlneerins data sent on reqaest. ^
I ELECTRIC RAILWAY EQUIPMENT CO. \
I CINCINNATI, OHIO |
I New York City. 30 Church Street i
B..iiniiiiiiiiiimrannniiraiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiimiiiimmiiniiiiiiuiil
I AMERICAN ELECTRICAL WORKS I
i PHILLIPSDALE, R. I. I
s a
i Boston, 176 Federal; Chicago, 112 W. Adams: I
= Cincinnati, Traction Bldg. ; New York, 233 BVay 3
nlinilllluiinilMlHlltlluinilHininiHiiiiiniitiiiMniniitiiniiiiiiliHiiiiitliniininMtliinininiiiiililltiiilMtiiniiilililllliniiillilMuinH
Hiiiiiiiiiiiiiiiiiiiiiiiii I iiiiiiiiiiii iiiuiit I iiiiiii rill iiiiiiiiiiiiiiiiiim I Miniiiiiiii !!<ii<i iiiiiiiiiiiiiiii i iiiii iiiii iiii iiii iiiiiiii i iiiiiiiiiii inn iiiiiiiiiiniii^
j Peirce Forged Steel Pins
I with Drawn Separable Thimbles
i Your best insurance a^inst insulator breakage
I Hubbard & Company
I PITTSBURGH, PA.
^niiitiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiitiiniitiiiiiHiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiMiiiiiiiii
jiiniiniiiiiiiiiniiniiiiiiiii>iii]iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiii...iiiiiiiiiiiiHiiiiiiiiitiiiiiniiiiiiiiiiiiiiiiiiiiniiiiiiiii:
I AUTOMATIC SIGNALS
I Highway Crossing Bells
I Headway Recorders
I NACHOD SIUNAL COMPANY. INC.
I LOUISVILLE, KY.
wimiiiiiiiiiiiiiiitiiiiiiiiiiHiiiiiiiiiniiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiimmiiiimHiuiiiiiiiiiiiiiiiiiimiiiiu
NASHVILLE TIE COMPANY
Cross Ties:
White Oak, Chestnut, and Treated Ties.
Oak Switch Ties.
I Prompt shipment from our o<wn stocks. |
I Headquarters — Naishville, Tenn. |
I A. D. Andrews, Terre Haute, Ind., Representative. |
fiiiiiiiiniiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiniiiiiniiiiiiiiiiiiiiitiiiiiiiiiniiiiiiiiiiiiiniiiiiiiitiiiMiiiiiiimiiiiiiiiiiiiiiiiiiiiiR
uiiiiMMiiiiiiiitiniiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiHi)iii)llillillililiiliiiiiiiiiiiiiiiiitili)liiiiiiiiiiiiiiiiiiiiiiiiiiiiiu)iiiiiiiiiiiiiiiiiiiiiiiiiiiiiii:
U. S. Electric Contact Signals I
for I
Sinfle-track block-signal protection i
Double-track spacing and clearanca signals e
Protection at intersections with wyes i
Proceed signals in street reconstruction work |
United State* Electric Signal Co. |
West Newton, Mass. |
= s
;(illllllliillmiiiillllllllllilillliiiliiiiiiiiimiiiiiiiiiiimillllllllllllllllll(liiliiiiltliitiiiiiiiillllllliMliiilliiiiiiiiiiliMi<llllll>lilllilHlllllltB
November 25, 1922 ElectricRailwayJournal 31
luiiiiiiiniintiiiMriiiiiiiiiHHiiiiiiiiiiiuiitniiniuiiiiiiriiiiniMiiMiiiiitiiniiiiiniiiiiiiiMHiiniMMiitiiiiinMiiiiiHiinMniiHnniiniiuir; H>'i"i"iHiiimiiiiiiiiiiiiiiiiiiiMiiiiiiiiinimiiiiiitiiiiiimmiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiimimiiiiiiMiiiiiiiiimiiiim
"RIMCO" Insulated Screw Driver I
Tested and paMed E
at 5.000 Tolts by i
■ c A cc ^^^^^^^^ Electrical Testing =
The only a Art ^^^^^» Laboratories ol =
\ Screw Driver ta-^ ^' ^' "^'"^' i
I for linemen and , 8W. lOH" I
: all high tension work |
Seai-aoft rubber insulation bonded to metal by Elchemco process. |
Insulation cannot crack or work loose. §
/^^^^ Rubber Insulated Metals Corporation |
I ( ISBBR I *° Church Street, New York City, U. S. A. |
^StBlmC' ^i't^ibuted by The Electric Service Supplies Co., and =
jgoS^JJi otA«r distributors S
*u«r»<^ Export Distributor. Iniemational Western Electric Co. =
'ttiiiiiiiriiniiiiiiiiiiiiiiiniiiiiiiriliiMiiiijiriniiiiiMHiiiiiiiiiitMiiMiiiiiMiiiiiiliniiuiiliiiiiiiitiiiiiiiiiiiiiniiiiiiiiiHiiiiiiiniiiiiiirilltlH
iliiiiuiKuiiiiijiitiiiiiitilliliiiiiiiiiiMiMiriiiiiiiiiiiifiiriiiiiiiiiii iiiiiiiiriiiiiiiMiiriiiiiiiiiir ir riiiiiiiiiiniiiriiiiiiiiiiiii^
International Creosoting
& Construction Co.
Galveston, Texas
Plant — Texarkana Beaumont Galyeaton i
I MONEY SAVERS TO RAILWAYS i
Treated railway ties, poles, piling, |
bridge timbers, etc. |
See our full page advertisement \
in last week's issue. |
ttiiiiiiiiiiiiimiiiiiiiiiiMiitiiiiiiimiiiiiiiiimiiiiiiiiiiiiiiiiitiiiiiiiMiiiiimiiiiiiMiiiiiiiiiniiiiiniirtiiiiiiiiiiiiiHiiiititiiiiiimiiiiiiiiiiiR
>iuuiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiliiiiiiHiiiiiiiiimiiiiimiiiiiiiiiiiiiiiuiiiiiiiliiimiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiii>
Chapman
Automatic Signals
Charles N. Wood Co., Boston
American
Rail Bonds
CROWN
UNITED STATES
TWIN TERMINAL
SOLDER
TRIPLEX
Arc Weld and Flame Weld
Send for new
Rail Bond Book
American Steel &Wire
SSwySrk Company
TiimiiiiiiiiiiHiiiiiiiMiniiniiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiimiiiiimmiiiiiiiiiimiiiimmiiiiiiiiiiimiiiMiiiiiiiiiHitii
aiiiniiiiiiiMiiiiiirNiiiiiiMiiitiiMiiiiiiiiriinMnMiMiiiiiitMniiiiitiNiiiiiniiiiiiiiiiiiiiiiiiitiiiiiitiiiiiiiiiiniiniiiiiMiiiiiiiiiiMiiriiiiiniii
I AETNA INSULATION LINE MATERIAL I
.■uiiiiiimiiimiiiiiiiiimimimiiiuiiiiiiiiiiifiiiiiimiiiimiimiiiiiiiiiiiiiiiiiiiiiiiiiiiimimiiiimiitiimiiiiiniini'iiiiiiiuiiiiiiitiiiiii'
JiiiiuiittiiiniiiiMiiMiiiMirMiiMiiiiiniiiiMiriiiriiiiiiiiiitiiiniiiitiiriiiiiiiiiiiiMiriniiniiiriiiiiiitiitiiiiiiniiiiiiiiiiiiiiiiiniiiiiiiiiiiiri)'.^
i Third Rail Insulators, Trolley Bases, Harps and Wheels. BroDS« and i
I Malleable Iron Frors. Crossing, Section InBUlators, Section dwitcbefl i
Albert & J. M. Anderson Mfg. Co. ^ |
289-93 A Street Boston. Mass. ^j^s..» I
ETstabUshed 1S77 AvSl^ I
Branches — New York. 135 B'way. -^*£TrV*^ I
I Philadelphit, 42t Real Estate Trust Bidg. Chicaso, 105 So. DMrboro St. |
= London, E. C. 4, 38-39 Upper Thames St. g
fiiiMiiiiiiiiiiiiimiiiiiiiiiiiiiiiMiiiiiiMiiiMriMiiiiiii ii(iiniitMi''MiiiHiiiiiiittiiiiiiiiiiiiiiiiuiiiiiiMiiiiiiiiiiiiiMiniiiiiiiHiiiiimim
anrimiiiiiiriiHiiniiiiiimiiiiiiiiiiiiiiiiiiniiiiiuiiiiiiniiiriiiriuiiiiiiiiiiiiriiriiiiiiiiiinriiiiHtiiiiiniiniiMiiniiJiiniiiiiiiriiitiitiiiiiiiis
ANACONDA TROLLEY WIRE
ANACONDA COPPER
MINING COMPANY
Ao7Zin0 Mills Department
CHICAGO, ILL
#
AnaAndA
THE AMERICAN
BRASS COMPANY
General Offices
WATERBURY, CONN.
jm ROEBLlNt
<iiiiiiiuiiiiiriiiituiiiiiiiiuilliliiirrillllllllllMllilll)iliiililiiiiiiiiiiiiiltiiiiiiiiiiiiiiliiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiir;
! INSULATED WIRES AND CABLES i
I JOHN A. ROEBLING'S SONS CO., TRENTON, NEW JERSEY |
^iiniiltlluiiiiiiiiiiiiuinilllililillliiiiiiiiiiiiiiiiiiltiiiiilil>iuillliiiiiiiiiiiiiiiiHiiiiiiiiiiiliiiiiiiiiiiiiMiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiitli5
■niiiiir iillliiiliniiiilliiiiriiiiiiii iiiiuiiiniini iiiiuiin riirniiii iiillliiliiiililiiliiuii iiiiiiiii iirui.r giiiiilMlimiiiii mil iiiiiiiiiiiiiiiii lilill iiiiiiiiiiiiiiiliiiiiiiii m liiiiiiiiiiiiliiiii iiiiuiiliiliiiliiiiiiili>.
i I
I FLOOD CITY
Rail Bonds and Trolley Line Specialties i
I Flood City Mfg. Co., Johnstown, Pa. I
niiiuiliiiiiiiiiiiiiHiininiiiiiinnniiiiiiiiiiiiiiiMiiniiniiiiiiiiiiliiiiiiiHiMiiiiiiiiilliiliiiiniliiiiiiiiiiiiiiiili'iiiiillliiliilitilMlliiiiiiiiE
I Transmission Line and Special Crossing |
Structures, Catenary Bridges |
WRITE FOR OUR NEW DESCRIPTIVE CATALOG |
ARCHBOLD-BRADY CO. |
Engineers and Contractors SYRACUSE, N. Y. I
*'«uuuiiiiiJiiiiiiiiiiiiiiiiiiiiii>>iitiiiiiiiiiiiiiiiiiiiriiiiiiiiiJiiiiimiitiirMirMiiiiiiiiiiiiniiiiiiirtiiiiiiiitiiiiii)iiiiiiiiiiiiiii)iiiiiiiiiii^iiiiff
£Hiiiiiii»iiiiiiiMnt»iiiiiiiMiiMiiMiiriiiiiiiiiiiiiniiiiii»iiiiiiiiiiiiiii»iiiiiiiiiiiiiiiiiiiiiitiiiHiiiiiiiinii»tiiiiii»iiiiiiiii>iiiiiiiiiiiiii'ji =
siiiiiiiiiiiiJiriiiiiiitiiiiriiniiniiniiiiiiiiiiiriiiMiiiiiiiiiitiiiMiiuiiiiiiiMiiiiiiiiiiMiiiiimiiiiiiiMniiiiiiniiniiriiitMiriiiriiniiniiiiiifiiitt
HTANDAR
^1^^ Wires, Cables, Cable Accessories
■ Superior quality, economical prices
I Standard Underground CableCo.
I Boston Philadelphia Pittsburgh Detroit
^^^^^M Now York Washington Chicago S . Louis
HBHI^^ San Fritncisoo
llllllllillliiiiillMMIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIinMIIIIIIIMIIIIIIIIIIIIIIMIIIIIIIIIIIMIIIIIIIIIIIIinillllllllllllllllllllllllllllllllllllllllllllllllEi
§ Raniipo Iron Works
Established 1881
AJax Forge Conipany =
Establish 1883 S
I RAMAPO AjAX Corporation |
1 Successor l
I HILLBURN, NEW YORK I
I Chicaffo New York Superior, Wis. Niagara Falls, N. Y. |
I Automatic Return Switch Stands for Passinsr Sidines |
= Automatic Safety Switch Stands =
i Manganese Construction — Tee Rail Special Work |
TiiiMitiniMMMiMiniiniiMMiiiiinMnMiiniiMniiniHiMMMiiMiiMiMMiiiiniiiiiiiiiitriiniiiiMHiiiiiiiiiiiiiiiiiiiiiiiitMiiiiiiiiiiiiiiiitiiiHir:
32
Electric Railway Journal
November 25, 1!
imiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiniiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiniiuiiiiiiiiiiii
The Indianapolis Switch & Frog Co., Springfield, Ohio
Indianapolis Economy Products That Make Dollars "Grow"
Indianapolis Solid Manganese:
Froca, Crosainrs, Mates and Tonfua-switches. Super-quality
material. Par-excellent desicms. Oirea many lires to one. of
ordinary oonstniction, and when worn down, CAN BB KB-
STOKBD by INDIANAPOLIS WHLDING.
Indianapolis Electric IVelder:
Bffldent. Banid. ECONOMICAL. Durable. Price, S2.00 (per
inf lor three hundred days) thorourhly dependable every day
In the year, upkeep about 75 cents per month. LAST A LIFB
•satM.
Indianapolis Welding Steel:
flnxated heat treated Metal Electrodes, insure Uniform De-
pendable Welds that are from 75 per cent to 100 per cent more
efficient, than the "MELT," from the same Hieh Grade baflic
stock, untreated.
Indianapolis IVelding Plates:
Eliminate "Joints" and "Bonds" in Street Track. Hlcker in
Strength and Conductivity than the unbroken Rail. lutalled
aocording to instructions, have proven THOROU6HLT DE-
PENDABLE, diirinj 10 YEAEIS of "Time and Usate" TEST.
Extensively used in 48 STATES and COUNTIES. BecofSlaed
as paramount MAINTBNANCE ELIMINATORS.
Indianapolis Welding Supplies:
CAB(LBS. HELMETS. LENSES, CARBONS.
Turntables:
Ball-bearing, for ash-pits, storace yards, etc.
Indianapolis "Economy" Products
"Money Savers.
are Pre-eminently
Electric Railways.
YES — "Money Makers" lor
wiiiiiiiiiiiiiiiiiiimuniiiiiiiiiiiiiii)tiitii(iiiii>iriiiiiiiiii;.iiuiiiriiiiiiiiniitiiiiiuiitii>iiMiitiiiiiiiMiiiitiiiiinim iiiiiiiuiiiiiMumiiiiiiiiiiNiiHiiiimiiiiiHiiiiiiiiiiiMiiHiiiiiiiiiiiiiiimiHiiiiiiiiiiiimiiimHiiiiiiiiiiiiiiiiiiiMiiMiiiiiiiiiiiiiiiiiiiiifiHimiiimmiiiiHimi
fliimitiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiitiiiiiiiiiiiiiiiniitiiuiiiiiniiMiiiiitiiiiiiiiniiiiiiiiiiiiiiiiiiiriiiiiuiitiniiiMiiniriiiiiiiiimiiiiiiiiiiiiiiit'. aiiiiiMiiiiiiiiiiiiiiHiiiiitmiiiiiiiiiiiiiiiiiiiiMiiniitiiiiiiiiiuiiiiiiiiiMiiiiiiimiiiiiiiitiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii
I THE WORLD'S STANDARD
"IRVINGTON"
I Black and YeUow |
§ Vamialied Silk, Varnished Cambric, Varnished Paper |
I Irr-O-Slot Insulation Flexible Varnished Tubing |
I Insulating Varnishes and Compounds I
I Irvington Varnish & Insulator Co. |
I Irvington, N. J. |
I Sales Representatives in the Principal Cities |
a H
!iltllillllllillllllllMliilliilillillMiiiinitMiiiiniiiiuiiiiiniiiiininiiiiiiiiiiiiiMnilMiniiiiiniiiiniiiiitiiniiMtiMiiiiiiiMiiniininiiiiiill<tr
High-Grade Track
Work
SWITCHES—MATES— FROGS— CROSSINGS
COMPLETE LAYOUTS
IMPROVED ANTI-KICK BIG-HEEL SWITCHES
HARD CENTER AND MANGANESE
CONSTRUCTION
New York Switch & Grossing Go.
Hoboken, N. J.
BARBOUR-STOCKWELL CO.
205 Broadway, Cimbridgeport, Mas«-
EitaWiihed )63S
M,Tnuf«cturer« of
Special Work for Street Railways
FrofjSj Crojsinfrs, Switches and Mate?
Turnouts and Cross Connections
' Kerwin Poj table Crossovers
BalkivHl Articulated Cast Mang'anese Crossing*
F^TIMATF.'' i^ROMf'TM FL'RM-Snr,
.iiiiiiiiiiimmniiiimiiiiiiimiiiiiiiiiiiiiiiiiiminiiiiiiiimiiiiimimiiiimuniniiinmniiiniiiiiiiinmiiiiiimnnmimminniii
^■uiiiiiiiiiiuiiiiimiiiiiiiiiiiiiiiiuiiiiiiiiimniiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiinimiHiuimiinmniiiiiiiiiiiiiiniiiiimiiiiiii
I SPECIAL TRACKWORK
I Of the well-known WHARTON Superior Designs
I and Constructions
Steel Castings
Forgiogs
Gas Cylinder
Converter and
Drop Hammer
Seamless
Electric
and Press
Steel
Wm. Wharton Jr. & Co. Inc., Easton, Pa.
(Subsidiary of Taylor-Wharton Iron & Steel Co.,
High Bridge, N. J.)
ORIGINATORS OF
MANGANESE STEEL TRACKWORK
™' "" '"" " """""" '""" '"" ""'"" '"""• iiinii'Mimii I iiiiiB f„ I „,„„„„ „„ „„„„ I I , „„„„„„ , „„„ „„„
='""" ' """""""""'"iHiii I "in m jimi miiillil iiu iiiiimiiiijiiiiiilllllllM^ ^i,, ,„„, imimiliiinumiiiiu iimini i i miriirimmn niiimii i
Corrugated Culverts
"ACME" (Nestable) and IMPERIAI, Blveted Comisated Culverts.
Made of anti-corrosive Toncan Metal. Write for prices.
The Canton QjLVERreSiLoCo?
CXnton.Ohio. USA.
1 1 RWB DYNAMOTORS
i S FOR
I i CARBON ARC RAIL JOINT WELDING
i I CARBON ARC RAIL BONDING
I I CARBON and METALLIC ARC GENERAL WELDING
I I Rail Welding and Bonding Co., Cleveland, O.
.illlllillliiiliiiiitiiiiiiiiiiHiiiiiiMii nil iiiiiiiiiiii I I iiimiiimiiiiiiniiiiiiiii iiiiiiMiiiiniiiiiiiiiiiiiiiiuiiiiiiiin
.ilMiliiiiiiiiiiiiiiiiiiiiNiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiin-iiiiitiiiiiitiiiiiiitiiiiiiiiiiiiitiiiiiiiiiitiiiiiiiiiiiiiiiiiiiii
wiHiniiiiiuiiiiiiiiiiiiii iiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuMiiii iMiiiiniiMiiiiiiiiiiiiiimiuiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiimiiii miiiiiiiiniiiiiiiiiiiiii
iiKiiiiiiiiiiiiiiiiiiiitiiiiiitiiiiiitiitiiitiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiitimiii
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
Boston Philadelphia Pittsburrh Kansas City Dallas Chicago San Francisco London. Ens.
uniiiiiuiiiiiamaiiir;iiiniiimiiMmiiiiaiiiniiiniiiiiii>iiimnimimniiiiimiiiiiiuiiiiHiiiiiniiiiminiiiiMiiiiiiiiiiii»iiiiiMiniii»iiiiiiiniiiuiiiiiiiiiii» iiiiiiiiiiiiiinimiiiiimiii iihiiiiiiuihi
November 25, 1922
Electric Railway Journal
38
giiiiniHitiMiiiiHiiMiiitiiiMiiniiiiiiiiiiiiiiiiiiimiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimimiiiiiiiiiiiiiiiiiniiitiiiiiiMiiiiiim
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
Pittsburgh, Farmers Deposit Bank Building
Cleveland, Guardian Building
Chicago, Marquette Building
Cincinnati, Traction Building
Atlanta, Candler Building
Tucson, Ariz., 21 So. Stone Avenue
Dallas, Tex^ 2001 Magnolia Building
HoNOLULD, H. T., Castle & Cooke Building
WORKS
Bayonne, N. J.
Barberton. Ohio
Makers of Steam Superheaters
since 1898 and of Chain Grate
Stokers since 1 893
BRANCH OFFICES
Detroit, Ford Building
New Orleans, 521-5 Baronne Street
Houston, Texas, Southern Paciflc Building
Denver, 435 Seventeenth Street
Salt Lake City, 705-6 Kearns Building
San Francisco, Sheldon Building
Los Angeles. 404-6 Central Building
Seattxj:, L. C. Smith Building
Havana, Cuba. Calle de Aguiar 104
San Juan, Porto Rico, Royal Bank Building
itiiiiiiiuniiniiiiiiinMiiiiiiiiniiiiiiniMiiiiiiiiiiiiiiiiiniiiMiiiiiniiiiinMiiiiiiiiuiiniiiiinMiiiiiMiiHiiiiiiriiiiiiniiniiiMiniiiniiiMinMiuMninriiiriiiriiniiiMniiiniiiMiniMiMUMiHriiiiiiMiMiMiiiiiiiMMi^
witlliiliillllliiillllilllllllliiilllllliiiMllllilH<illiiMiii)illllltllllinilllllliMlllliiMiiiliiiiiliiitihiluillll1irtililjrilli»lltllllllllliitlllllllii^ aiilii)iirlilllillllliiiiiilllllllllllllliillililiiiiilitiilli>liiirillllllillllMiltiliiiiiliiitiiiiliiiiiriiiilirNiiiii>iiilitiiilliiimilllilliilllillllMllllc
mk
We make a specialty of
ELECTRIC RAILWAY
LUBRICATION
We solicit a test of TULC
on your equipment.
W&B
"Railroad Special"
Wrenches
Unexcelled for Heavy Duty
Practically indestructible
7 sizes, 6 to 21 inches.
Screw Wrench Book?
J. H. WILLIAMS & CO.
"The Wrench People" , .^ '
BBpOKLTN , B.OFFA)bO . CHiCAQO
143 Blchardt St. 143 Vulcan St. 1M3 W. lit BT.
The Universal Lubricating Co.
Cl-veiand, Ohio
:iiiiiiiiiiiiiiiiMiiiHiiiiiiiiiiiiitiiiMitiiiiiiHMiiiiiiiHiiiiiMiiiMiiiiiiiiiiiniiiiriiiiiiiiiitiiiiiiiiiiiiiiiMii<iHiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiinn *itliiiiiniiniiitiiiiiiiriiiiiMiiriiiitirrntiiiiiiiiiiiiiitiiiiiii(iiitiiiitiiiiiiii)iiiiiitiiiriiiiiiitiiiiiitiiriiiiiiiiiittiiuiiiiiitiiitlllnlHiilrillillr-
^rMniiiiMiniiiHMiiMiniiiuiitMlUMilMnMniiiiiinMnMininiMirMriillMililiMllliinMiMuiiiMiiiMtriHiiitinunilluinilMlllltlinHlMMliiillllliiliiilMlllllMiniiHMniiliiiiiiiiiriiiuiliiiiiiiiiiliHiiMiinMM
MAIL THAT ORDER TO NIC
nriiniiiHiiiiiMiiiiiiiiMiiiuihniiHiiniiuiiiiiiMiiiiiiKiitiiiiiiiiiiifMittiiMiiiiiiiiiiniiiiiiniiiiriiiirniriiiiMiMiiuiiMiuiituiiiiiiiiiMiuiiiriiiMitiiitniiM
wuiiitiiniiiiiiiiiriitMitiiiiiiiniiiiiiiiiiiiiiiuriiiiiiiiiiiiiiiiiiiiiiriiiiiiiiriir iiiiiiiiiiiiiiiuiiiiiiiiiiiriiiiiMtiiir iiniitiiiiiiimis utliuiMUiMiHiiMiniiiiMiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiniiniiniiiiiiiiiniiiiriiiiiiniiiriiiiiniiitiiiiiiiiiiiiiiiiiiiiilillllliliiiiiiiii^
I I I
A Single Segment or a Complete Commutator | |
is turned out with equal care in our shops. The orders we fill i i
differ only in magrnitude; small orders command our utmost care i e
and skill just as do largre orders. CAMERON quality applies to | |
every coil or segment that we can make, as well as to every com- s £
mutator we build. That's why so many electric railway men rely i =
absolutely on our name. 5 §
Cameron Electrical Mfg. Co., Ansonia, Connecticut 1 =
aimiiMmmniMnimiimiimimimiiiiiiMnriMMiiiMimuiiniiummnMitMniiiiMnMnMiMiiMiiMiimiriiiMiimiiiimuiiiMiniiiiiitiiL
^iiiiiiiiiiiiHtiiiiiiiiiiiiuiiiiiniiiiriiniiiiiiiiiiiniiiiiiiMiiiiiitiiitiiiiiiiiiiiniitiiHiiniiiiiiiniiniiriiuiiitiiitiiiHiitiiiiniiiiiiiiiniiiiiii!:
BUCKEYE JACKS
high-grade R. R. Track and Car Jacks.
The Buckeye Jack Mfg. Co.
Alliance, Ohio
Manufactured by electrical engineers who will
understand your in.^ulatins: problems and render =
intelligent senrice. Noted for uniformity and quality. It will pay 1
you to get in touch with =
The Sterling Varnish Co., Pittsburgh, Penna. i I
■^uiiiiHHMiiiiiiiiiiiiriitniiitiiMiiitiiitiiifiiiiiiiiiiiniiniiiiiiiiiiitiiiiiiiiiiniiniiiiiiniimiriiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiimiiiiimiii?
Siiliii llliljllillliiuilririiiuiiiliiiiilllilllllllllllllllllllllllllljllllllllllrliiiilillllllllllllllllillliuilllliuillliiuiillliuuillltllllllllillljt
i I MIUMHKU, WIS. U.5.«. ^
MIUMHKU, WIS. U.5.«.
I Electrical Machinery, Steam Turbines, Steam Engine*, i
I Condensers, Gas and Oil Engines, Air Compressors, |
' Air Brakes 3
iiuiniliiiiiimillillliiiiiiiiiiiiiiiii KiiiiiiiiiriiiiiifiiiiiiiiiiiiiiiilriiiiiKiiiiiiiiiiiuiiii iiijiiiuiiiriiiiiiiiriiiiiinilinillillliin
.•iii>iiiiiiiiiiiiiutiiiiiiiiiiiiiiiiiiiiiiiiiiiniuiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiniiniiniiiiiiniiiiiiiiiiiiiiiniiiiiiiiiiiiii(iiiitiimiiiiiiiiu
aifevinciDii:
Peerless Inralatloo
Paper has 20 to
50 per cent hiKhei
electrical resist
ance.
NATIONAL FIBRE & INSULATION CO.
Box 4^4. Wilmln^on. Delaware
'""■■■■■■■"■> >>i)i<Htiii>i>iiifiiitiiiiiiiMiiitriiuiiiiiiiiuiiiiiiiiMiiiiitiiitiiiuMiiiiitiiiuiiHiiMiiiiiiimiitiiiiiiiMiiiiiinMiriiiiriininT
''iiiuinMiHiuMHMiiiiiimiiiiiiiMiiiuiiiiiiiiiiiiiUHiiuiimiiiiiiitiiiiiiiiiiiiiiiiiiimiiiiimiiMii'iiiiiiiiMiiiiiiiiiiiiimiiiiimiiiiiiiii^
gMiiiiiiiiiiiitiiiHiimuiimiiiiiiiriiiiiiiuiiiiiiiiMii immiiiiiiiiiiiHii (iiiiiiiiiii iimiiiiiiimmiimimimimii mm
Romflpx Insula-
tion Paper hss no
rrain. Folds wltb-
oot crack ioi:.
HACKSAW
|pH5g
-ecoNOMV
EFFIClENCYr
BLADES
CLADIUMOQInc 34CliFfStNewYork
nniiiiMiiiiniMiiiiiiiiMtiriiJtiiiiiiiintiniiiiiiiniiiHiiiiiiiiniiiiiiiiiiiniiitiiiuiiiiiiiiniiniiniiiniiiiiiiiiiiiiiiMiiiiiMiiiiniiiiiiiiniiuiH
34
Electric Railway Journal
November 25, 19!
■>""•"" uiiiiiiiiiiiiiiiim II iiiiiiiiii iiimiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiniiiimii niiiiiiiiiiiiiiiiiiiiiiiu gitiiiiiimii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiimiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiii iiiiimiiiiiiimii
Fonn Tinm.oi:
Car Seat and
Snow Sweeper Rattan
For 60 years we have been the largest im-
porters of rattan from the Islands in the
Indian Ocean. It is therefore to be ex-
pected that when Rattan is thought of our
name, "Heywood-Wakefield," instantly
comes to mind.
Follow that impulse and write us when in
the market for:
High Grade close woven Rattan Car Seat
Webbing, canvas lined and unlined, in
widths from 12 in. to 48 in.
High Grade Snow Sweeper Rattan in
Natural and Cut Lengths.
High Grade Car Seats, cross or longi-
tudinal, covered with Rattan, Plush or
Leather.
HEYWOOD-WAKEFIELD
COMPANY
Factory: Wakefield, Mass.
SALES OFFICES:
Hcy-vood Wakefield Co., Heywood-W&keileld Co.,
US Wm* 34Ui St.. Haw York. 1416 MichiK»n Ave.. Chicaco.
■ . T. Bo7le. MonadDut'k Bide.. San Franciaco. Cal.
F. N. Orirr. 630 Louisiana Ave.. Waahlnrton. D. C.
I Railway and Power Bntineering- Corp.. Toronto and Montreal.
I O. F. Cotter Supply Co., Houitoo. Tezaa.
Siiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiniiiiinniiiii iiniimiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiimiiiiiiiuiii
jftiiniiuiiiiiiniiiiiiiHiiHiiiiiitiiiiiiiiiiiiitiiiiiHiiiiiniiiiiiiiiriininiiiiniiitiiiiiiiiniiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiniiiMiiiiiii^ aitiiiiiiiiiiiiiitiit iiiiiiiiiiiiiiiiiiiiiiiiuiitiiiiiniiiiit iiiiiiiiiiiiininiiiiiiiiiiiiniiiiutiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiitmi
Economical
Stevedoring
ATRIBLOC, rolling smoothly along an overhead
trackway, cuts distance and movements between car
or platform and receiving or shipping room. It saves
much time and labor from inter-departmental handling
and rehandling. There is nothing to jam, clog, or back-
slide; nothing to confuse, strain, or irritate the workmen.
Simply up, away, and do<wn — s<unftly, easily, safety!
Hurtle for information on any type or capacity to 40 Tons.
FORD CHAIN BLOCK CO.
• no a> DIAMOND STREKTS F>HII_AOEI.PMIA. PA.
PARIS ■nuaacL.a TuniN ■arccloma rio ok janciro
F6IVb TIIIIII6<
2220-D
niiiiniiMiiMiniiiiitiiiiiiiiHtinMitiimiiiiniiiiiniiiiitriininiiiiiHiniiiiHiminiiniHiiiiMiiinmiiimimiiiiHimiiiiiiiimuiimiiiMiiR
RAILWAY MOTOR BRUSHES " I
Grade 812 has been proved by test the most economical and satis&ctok-y
brush obtainable for standard flush or slotted commutator railway motors in
local or moderate speed tnterurban service. One of a series of standa x!
railway motor brushes.
COLUMBIA BRUSHES
COST NO MORE — LAST LONGER
NATIONAL CARBON COMPANY, INC.
CLEVELAND, OHIO
SAN FRANCISCO, CAl..
lllilllillllllllllllllllllimillllllllllllllllllMln
^'■■""'"i" ' "I" "I" iiiiiiill Hill III! mil I iiiiiiiiiiiiiiiiiiiiiiiiiiiii II iiiiiiiiiiiMiMiit:
KIJtCTBIC HKATBB BQDIPMJBNTS . ^ ^ . „ =
— Aaoresa All =
Conununi- §
cations to i
GOLD CAR HEATING &
LIGHTING CO. .
NEW YORK CITY
PATENTED
Advertisements for the
Searchlight Section
Can be received at the New
York Office of Electric
Railway Journal
until 10 a. m.
Wednesday
For issue out Saturday
0220
riiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii I iMiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiimimiiiiiiiiiiiiiiiiiiii ihmii iiiiiiiiiii
^iimniiniiiuuuiiiiuiiiiiuiuummuiuuuiiuiiiiiiniiriiiMiiiiiiiiiMiiiiiiiniiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiimiii!
I •^tiUiuuillUUf Car Heating atid Ventilation
BUSH
TERMINAL
(220 36th St.)
Brooklyn,
N. Y.
PS
— -,__„^^_ , _ .jvziiiz: ^ Literature on a
= THBBMOSTAT 002«TBOL BQUIPMBMTB Request
nMiiiiiniuiininiiuiniiiiiiniiiMniiitiifiiiiiimiimiiiiiiiiiiniiiiiniiiiiiriininiiiiiitiiiiiMiitiiiMiiiiiiitiiniiiiiiiriiiiiiiiiriiiiiiiMiriii^
ilEraii
is one of the winter problems that you must
settle without delay. We can show you how i
to take care of both, with one equipment.
. Now is the time to get your cars ready for
next winter. Write for details.
The Peter Smith Heater Company \
1725 Mt. Elliott Ave., Detroit, Mich.
wiiiiinminnmniiimninmnnininnnmiminiimiiiiiiiiiiiiiiiimiiiiiitiiiiiiitiiitiiiiiiiiiniiiMniiiiiiiuuimiiitiiniiiiiiiiiiimiiid
miiiiuiimiiiiuiiiiiimiuiiMiiiiiiiiiiiiiiiiiiihiiiiiiiiiiiiMMiiiiiiiiiininiiiiiiiiiiiniiiiiMiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuits ^iiHiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiii iiiiiiimiiiiiiiiiiiiiiiiihmiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiii iiniiiiiiiiiiiiiii
PAII>WAI{ |fTIUT\( QOM^NV
Sole Manufacturera
"HONEYCOMB" AND "BOUND JBT" TBNTILATOBS
for Monitor and Arch Roof Cars, and all classes of buildings;
also ELBCTBIO THERMOMETER GONTBOIj
of Car Temperatures.
141-151 WEST 28D ST. Write for 1328 Broadway
Ohieaeo, ni. Catalogue New York, N. Y.
'I i
ELECTRIC CAR HEATERS
V THERMOSTATIC CONTROL
i?«tp*»^ ELECTRO-PNEUMATIC ^oih»»-
DOOR OPERATING DEVICES
ttiiiiiiiiiimiiniinniiiiiiiiuimiiiiiiiiii
iiininiinnniiiiiiiiiiiniiiiiiiiiiiiiiiiiiiniiiuniiiiiniiiiiiiiimiiiiiiiiiiimf: aiiiiiiiiiiiiiiiiiiiiiitiiiiiiii iiiiiiiiii i i iiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiniiiiiiiHinniiiiiiii
November 25, 1922
Electric Railway Journal
86
^, „„„ „„„„„ , „ I, IIII.I, 1 iiiiii iiiiuiniiim Hiiiuiiiiii^ I ' iiiiiii..iiciiiiiiiiiiiiimiiiiiiiimiiiimr jiri::iiijiiiiiiiiiiiiii iiihiihiiiiiiiiiiiiiii iiiiiiiiltiuirairaililinraillft
JOHNSON Se'.^
Adjustable
F^F^'
The best changer on the market.
Can be adjusted by the conductor to
throw out a varying number ol
coins, necessary to meet changes in
rates of fares.
Flexible
Each barrel a separate unit, permit-
ting the conductor to interchange
the barrels to suit his personal re-
Quirements. and to facilitate the ad-
dition ol extra barrels.
I JOHNSON FARE BOX COMPANY |
I Ravenswood, Chicago, 111. |
!iiiiiiiiiiiiuiimimimimiiiiiiMiiiniiniiiiiiiiiiniiiiiiiHiniininiiniiniiiiiininiitMniiniiniuiHMiiiiiiiimiitiiiiiiiiiiiiiiiiiiiiiimii(R
aiiiiiMiiiiiiiiiiiimiiiiimiiiiiiiiiiitiiiiiiiiiiiuiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiimiiiiiitiiiiiiiiiiiiiitiimiMiiiiiiiiiiiiiitiiiuuuiiiiiiH
3 S
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
I Type R-10 HEEREN ENAMEL BADOBS. |
s ^
I The International Regruter Co.
I 15 Sotttk Tkroop StrMt, Chicaco, lUiBOti |
iiiHiiiiiiiiiiiminiiiiiiniiniiitiiniiiiiiitiinMiiMiniiiiMnniMniiniiniiiiii)iiniiiiiiniiiiiiiiiniiiiiiiiiniiniiiiiiiiiiniiiitiiiiiiuuiiiiic
MnMiiiiiiiiiiiiiniiiitiiiiiiniiiiiiiiiiiiiii>iiiiiiiiiiniiiiiiniiiiii(tiiiiiitiiiHimiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiuiiiiiuiiiiiiiiiiii'_
f***^
<^»**r
V CORRECT IT
tfr-^
I I USE LE CARBONE CARBON BRUSHES
:7j^.-^f'
fUm^t^
COST MORE PER BRUSH
COST LESS PER CAR MILE
W. J. Jeandron
345 Madison Avenue, New York
Pittsburgh Office: 634 Wabash Bldg.
San Francisco Office: 525 Market Street
Cauadian Distributors: Lyman Tube & Sopply Co.,
Montreal and Toronto
Ltd..
aiiiimiiiniinuiiiumiiniiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiniiiiiimiiiiiiiiraiiiiiiiiiiiimiimmiiiuiiiiiiiiumiiiiiiiiiii
uiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiriiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiifiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiii!:
company &«jL. liirect |
Automatic |
Registration |
By the |
Passengers |
Rooke Automatic |
Register Co. |
Providence, R. I. |
ftifiiiiiiiiiiiMHiiiiiiiiililiimiliiimiitiliMliliiiiiiiiiiiiiiii riiiiiiiiuiiiiiiitiiiiiiiiiiiiiiiiiitMiHiiMiiiiitiuiiiniiiiiiiniinilitlllillli«~
giiniiiiiiiiriiniiiiiimiimiHiiiiiniiimiiiiiilillHiliiiliiiiMimiiHllillliiiiiiiiiiniiMiiiiiiiiiniiiiiHiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiilllHIli^
I Fare Boxes Change Carriers i
I COIN
I COUNTERS SORTERS WRAPPERS |
i THE CLEVELAND FARE BOX CO.
1 CLEVELAND, OHIO |
i Canadian Branch, Preston, Ontario. E
^iiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiitiiiiiiiiiiiiniitiitm iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiMiiiiiiniiiiiriiniiniiiiiiiiiiiiiiiiiiiiiiiKiir;
jjiriiniiillHiniiiiiililiiiiiiniiminililiiiniiimiimintiiimmiHiHiit iiiiiriiiiiiiMuiiiiiii iiiMiiiiiiiiiiiliiiiiliiiiiniiiiriiiiiiiii^
^ Every Service |
A Style for I
Send for Catalog 1
BONNEY-VEHSLAGE I
TOOL CO. 1
Newark, N. J. 1
-MtMiiitliiiiiiiiiilMiiMiiHiiiiiiiniiiiiimmiiiniiitiiMiiniiHiiiiiiMimiiiiiiiiiHiitiiiniiiiiiiiiiiiiiuiiiiiiiMitiiiiiiHiiitiiiiiiiiiiniifMi'
■j*imiiiMiiiiiiiHiimiiiiiiHiiiiiiiiiiiiiiiHiiMiitiiiiiiiMiiiiifiiiiiiiiiiiimiMimiiHiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiMiiiiimimimim
I The Most Successful Men in the Electric Railway |
I Industry read the I
I ELECTRIC RAILWAY JOURNAL |
I Every Week |
Siiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiimiiiniiiiiiiiiiniiiiimiiiiiiiiiiiif
N-L
Indicating Signals |
Mechanical Sanders |
Ventilators, Smokestacks i
Pneumatic Sanders I
i Selector Switches, Lanterns, etc. |
I THE NICHOLS-LINTERN CO. |
I 8404 Lorain Ave., Cleveland. Ohio I
niMitiiiriiiriiitiiniitiiitiiitiiiMiiiiiiiiiiMniiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiniiiiijiiiiriiniiiiiijiMiiiiiiiitiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiMiiiiF
ttiiiiiiiniiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiniiiiiiiiiitiiiiiiiiiiiiimiiiiiiiiiiiiiriiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii'
I Car Seating, Broom and Snow Sweeper
I Rattan, Mouldings, etc.
I AMERICAN RATTAN & REED MFG. CO.
I Brooklyn, N. Y.
I AMERICAN means QUALITY
I RATTAN SUPPLIES OF EVERY DESCRIPTION
^iiiiiiiHiiiiiiiiiiniiniiHiiniitiiiiiiiiiiMiiiiiiiiiiiiiiiiiitiiiiiMiiiitiiiiiiniiiiiitiiiiiiiiiiiniiiiiiriiniiiiiitMitiimiiiiiiiiiiiiiiiiiiiiiiiiiiii
^iiiniiiiiiniiniiiiiiiiiiniiHiiniiniinilillllilliiililllHillliiiilHiiniiniiiiiiiiiiiiiniiiriiniiiiiiniiiiililiKiiiiiiiiiimiHlimiiinlluuHl^
T
^^^■l Perey Manufacturing Co., Inc,
I ^^^BB^^ 30 Church Street, New York City
?iMiitiiiiiiitiiiiiiiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiniiiMiniiMiiniiiiiiitiiiiiiiiiiiiiiiriiniiiiiiniitiiltriiniiiiiniiiiiiHiiniiiiiiti
^iiiiitiiiniiiiiiiiiiiiiiiiiiiiiiiiiitiiitiiiiiiiiiMiiiiiiiiirinrniiiiiiiiiiiiiiiiiriitiiiiiiiitiiiriiiriiiiimiiiiniiMtriiiMiiMiiiiiiiiiriiniiiiiiiiiiiiu
Gets Every Fare
PEREY TURNSTILES
or PASSIMETERS
Use them in your Prepayment Areas and
Street Cars
METER THE ENERGY
that's what you want to save
Then double the saving by Inspecting cars on a kilowatt-hour 5
basis Instead of mileage or time-basis. Ask for data =
ECONOMY ELECTRIC DEVICES COMPANY i
L. E. Gould, 37 W. Van Buren St., Chicago i
OEINBRAL, AGENT: LInd Aluminum Field Colls I
= DISTRICT AGENTS: Peter Smith Heaters, Woods Look Till 3
= Fare lioxea. Bemls Truck Specialties. Miller Trolley Shoea. §
^iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii I iiiiiriii{iiiiiiiiiiiiiiiiiniriiiiiriiiiiiuiiiiiiiiiiiiii iiiiiiiim jiiinriiiiiiiiiiii?
36
Electric Railway Journal
November 25, 1922
Searchlight Section
EMPLOYMENT- BUSINESS OPPORTUNITIES- EQUIPMENT
TOJDISPLAYED — RATE PEB WORD: INFORMATION; DISPLAYED — RATE PER INCH:
i'ositiom Wanted, i cents a word, minimum Box Numbera in care if any of our offices 1 to 3 Inches t4.50 an inc!)
75 cents an Insertion, payable in advance. count lOwords additional in undisplayed ads. 4 to 7 inches 4 30 an inch
PMUion, Foconf and all other classifications. DUcount of 10% if one payment Is made In 8 to 14 Inches 4.10 an inch
8 cents a word, minimum charge »2.00. advance for four consecutive insertions of .in advertUitig inc* Is measured ve:1ically on
Prosogalg, 4C cents a line an insertion. undisplayed ads (not including proposals). one column. 3 columns — 30 inches — to a page.
E, R. J
POSITIONS VACANT
I
WANTED
MAN, experienced In both line worli and
track worlc on fifteen mile interurban
railroad in New Jersey; salary $150.00
per month. State your experience. P-
479. Elec. Railway Journal, 10th Ave. at
36th St., New York City.
f Lli
POSITIONS WANTED
Armature
One used We.stinghouse 306 C. V. 4 arma-
ture wanted ; must be in good operating
condition. State price and where can be
seen ; give full particulars. W-482. Elec.
Railway Journal, Real Estate Trust-
Bldg., Philadelphia, Pa.
IliillilMMMIMIIIIIttlltlMHIIilllllttl
AUDITOR or assiatant. Eighteen years of
experience in electric railway, light and
s power industry. Middle West preferred.
5 PW-475, Elec. Ry. Journal, 10th Ave. at
^ 36th St., N. Y.
SENERAL foreman of «hopB and car
i houses, with a proveti record of eighteen
r years on large city, and interurban prop-
.- ertie.s, desiras to make a change ; can
■ furnish A-1 references as to character
■ and ability ; understand all details of
- mechanical department thoroughly ; will-
' ing to go anywhere. PW-478, Elec. Rail-
way Journal, 10th Ave. at 36th St., New
York Cfty. :.,
MS,,,MA3!^Aa«JiTT-.Ti»>» is tha age in, which
practical experience is of vital impor-
tance in. the Electric Railway. Industry.
Are you in need of a capable, practical,
; experienced superintendent of transporta- .
: tion who is capable of taking over de- i i
jtails and handling same in a manner
that would be a credit to your property?
Successful in public relations and recog-
■ nised as an economical operator. At pres-
• ent with a large property but desire a
; change on account of personal reasons.
■ Very successful in handling labor and
' have made a study of safety work. A
proven record of 18 years on city, sub-
urfjap. and interurban properties with
high grade references from leading men
. in rai)W3^y field is back of this ad. Would
' prefer a large city and suburban prop-
erty tliat requires careful attention.
P W-470, ' - Electric Railway Journal,
Leader-News Bldg.. Cleveland, Ohio.
MANAGER or superintendent railway,
light and power properties ; successful
organizer and tactful in public relations ;
; very resourceful in rehabilitating prop-
) erties ; excellent references. PW-481.
i Elec. Railway Journal, 10th Ave. at 36th
, St.. New York City.
SUPERINTENDENT, with successful rec-
ord as statistician and operating head ;
experienced In Interurban, safety car and
bus operation ; can get desired result.-. ;
satisfactory relations with prsent em-
ployer: personal- reasons for desiring
change. Address PW-477, Elec. Rail-
way Journal, Leader-News, Bldg., Cleve-
land, Ohio.
■WORKING barn foreman desires position.
■■ Can do any kind of wiring, wind arma-
tures and controller repairs; 12 years' ex-
?Berlence. PW-46,3, Eleo. Ry. Journal,
Real Estate Trust Bldg., Phila., Pa.
SALESMEN AVAILABLE
SALES manager or salesman who has had
jten years' experience in track engineer-
ing and ten years' selling experien".e in
the street railway field would like to
make permanent connection; acquainted
with street railway engineers through-
out the States and Canada. SA-480,
Elec. Railway Journal, Real Estate Trust
Bldg., Philadelphia. Pa.
3000 TONS
60 lb. Relaying Rail
A.S.C.E. Section
and Angles
At Girard, Pa.
Buffalo Housewreckinc:
and Salvage Co.
Buffalo, N. Y.
"The House of Dependable \
Service"
NEW and
RELAYING
RAILS I
of all Sections
I hyman-michXelsco. I
I Peoples Get Buildingi Chiceyo. III.
I Branch Offices : =
I 1334 Woolworth Bldg.. New York I
z SI IS B«llwtr Exchange Bldg- St. Louis =
I ^-1311 Pint Kit'l Bank Bldg. PltUburgti |
I Writm or vnrm whmn in th^ marhmi I
to BUY or SELL
z Pleste Mention thli Pubtlration =
HiMtniiMKttiiiini 111
■iliitiiH* «i:
FOR SALE i
1—75 Kw., 550 v., D.C., 6600 Y.A.C. Motor I
Generator Set, |
Electrical Sundries — Insulators, Hangers, I
Frosts, Clamp Ears, etc. — all first class. |
Walter A. Zelnicker Supply Co., St. Louis |
Rails — Cars — Track Material — Machlneiy I
Ask for Bar^ln Bulletin No. 300 |
IIIIMIMttllt IMIHIIIMIMIIMir
IIIIDUMMIttllllHIIMIIIIItHtKtm
FOB SALE
20— Peter Witt Cars
Weight Complete, 33,000 lbs.
Seat 53, 4 — G. E. No. 258-C Motors.
K-12-H Control. West. Air Taylor Trucks.
B.H. Type. Complete.
ELECTRIC EQUIPMENT CO.
Commonwealth Bld^.. Fhiladelphla. Pa.
* •■MMIillMIDIMlKIIMi
NEW FIELD COILS
In Stock
82— GE 52
55— GE 57
20— GE 58
302— GE 67
4— GE 73
30— GE 247
133- GE 800
391— GE 1000
8— GE 1200
59— WH 12A
15— WH 38
25— WH 49
54— WH 68
6— WH 93A
1o per cent less than manufacturers
current prices.
What have you for sale?
Transit Equipment Company
Cars — Motors
.»01 Fifth Avenue. New York.
tUMIMIIIt •■■■IIIMIIIIIIIII
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 DEPRECL\TION
SCRAPS IT
The Searchlight Section is Helping Others
—Let It Help You Also
Otll
November 25, 1922
Electric Railway Journal
frUBARCHLIGHT SECTI<Ml=]ll
37
FOR SALE
5 New Electric Locomotives
Immediate Delivery
hZ
'imx-
- Qi-^
43 Tons, 1500 Volts, 376 H.P.
Hourly rating: 11,200 lbs. tractive effort at 12.7 miles per hour
Continuous capacity: 9,000 lbs. tractive effort at 13.7 miles per hour
Equipment:
Baldwin Class B Mechanical Parts.
Four Westinghouse No. 552 Field-Control Motors.
Westinghouse Double-End HLF Control.
Westinghouse Double-End 14-EL Air Brake.
Two Westinghouse D-3H Compressors (35 ft. each).
Can be changed for 600 or 600/1200 volt operation.
Address either Company
The Baldwin Locomotive Works
Philadelphia, Pa.
Westinghouse Electric & Manufacturing Co.
Eait Pittsburgh, Pa.
88
fdlEARCHUGHT SeCTl6Rl=4*
November 25, 1922
Electric Railway Journal
Make this modern plar
Terms of
Sale —
Send for Illustrated Booklet!
Address Chief, Construction Service,
Quartermaster General's Office
3335 Munitions Bldg., Washington, D. G,
or
Gerth's Realty Experts, Auctioneers
101 W. 42nd St., New York City
Down-payment of 5 per cent.
Additional cash payment of 15 per cent when
sale contract is executed.
Balance may be paid in equal annual or semi-
annual installments, with interest at 5 per cent
per annum, within eight years from date of
sale.
Deed to be delivered by the Government when
purchase price and interest are paid in full.
All payments cash, or certified check.
Possession given upon execution of sale con-
tract, which shall be within one week after
acceptance of bid.
Property to be sold "as is" and "where is."
The Government reserves the right to reject
any or all bids.
November 25, 1922
Electric Railway Journal
ftiZlSlARCHUGHT SECTIONl=l9
39
jTour Industrial Home
The Government will finance 80% of the purchase price)
ON December 7, at 2:30 p.m., the War
Department will offer at auction all
the land and buildings comprising the
Symington Gun Plant.
The auction will take place on the premises
of the plant, 7400 South Ashland Ave., Chi-
cago, 111.
The real estate comprises 47.4 acres located
between 73rd and 74th Streets on the north;
the Chicago Belt Line Ry. on the south ;
S. Ashland Ave. on the east, and the P.C.C.
& St. L. Ry. on the west.
The improvements are as follows :
Forge Shop, steel and brick; sand and gravel roof;
steel sash ; 425 ft. x 375 ft. ; contains seven 10-
ton and two 25-ton cranes.
Cooling Room, steel and brick; 240 ft. x 275 ft.;
contains three 10-ton cranes.
Machine Shop, steel and brick; 1222 ft. x 250 ft.;
contains two 5000-gal. tanks, suitable for gaso-
line, equipped with pumps.
Building "O," steel and tile; 433 ft. x 151 ft.; con-
tains three 20-ton cranes.
Building "P," steel and brick; 380 ft. x 169 ft.;
contains one 10-ton crane.
Power Plant Building, steel and brick; 302 ft. x
55 ft.; contains four 150-hp. boilers with smoke-
less furnaces, connected to 175-ft. brick stack.
Office Building, brick; 60 ft. x 215 ft.; three floors.
Water Tank Tower, with two tanks; one, 24 ft. x
36 ft.; the other, 18 ft. x 12 ft.
Storage Tanks, concrete; sunken; capacity of each,
1,000,000 gals, fuel oil.
Railroad Track, approximately 21,347 ft.; serves
all buildings and connects with Belt Line rail-
way; also 200,000-lb. track scale.
Plant will be offered for sale as an entirety, and also as
two parcels, separated by S. Robey Street, which runs
north and south througrh the property.
40
Electric Railway Journal
November 25, 1922:
WHAT AND WHERE TO BUY
fclquipment. Apparatus and Supplies Used by the Electric Railway Industry with
Names of Manufacturers and Distributors Advertising in this issue
Ad\-ertislnK, Street Car
Collier, liic, iiairou G.
Air BecelverK, Aftercoolers
In^ersuil-Kaud Cu.
Ancliurs, Ou>
iii'-eetric Service Sup. Co.
Onio Bras^d Co.
Staiidarcl Steel Works Co.
Westuighouae E. & M. Co.
Armature Shop Tools
Eiec. oervioe Supplies Co.
.^utoniatie Return switch
Stands
Kamapu Ajax Corp.
.\utomat.e Safety Switch
Stands
Kamapo Ajax Corp.
Axles
Uemis Car Truck Co.
Axles, Car Wheel
Bemis Car Truck Co.
Brill Co.. The J. G.
Carnegrie Steel Co.
St. Louis Car Co.
Westlughouse E. & H. Co.
.Axle Straighteiiers
Columbia M. v\ , & 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'I Register Co., The
Batteries. Dry
National Carbon Co.
Bearings and Bearing Hetall
Ajax Metal Co.
Berais Car Truck Co.
Columbia M. W. & M.I. Co.
General Electric Co.
Gilbert & Sons, B, P. A.
Le Grand, Inc., Nio
More-Jones Br. & Metal Co.
St. Louis Car Co.
Westlnghouse E. & M. Ce.
Bearings, Center and Roller
Side
Stuck! Co., A.
Bearings, Boiler
Stafford Roller Bearing Car
Truck Corp'n
Bells and Gongs
Brill Co., The J. G.
Columbia M. W. & M. I. Ct.
Consolidated Car-Heatintr C»,
Electric Service Sup. Co.
St. Louis Car Co.
Benders, Rail
Railway Track-work Co.
Boilers
Babcock & Wilcox Co.
Bonding Apparatus
American Steel & Wire Co.
Electric Service Sup. Co.
Indianapolis Switch & Fro»
Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Railway Track-work Co.
Bonds, Rail
American Steel & Wire C».
Electric Service &up. Co.
General Electric Co.
Indianapolis Switch & Fror
Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Westlnghouse E. & M. Co.
Book rnblishers
McGraw-Hill Book Co.. Ibo.
Brackets and Cross Arms
(See also Poles, Ties,
Posts, etc.)
Bates Exp. Steel & Tr. Co.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
Hubbard & Co.
Ohio Brass Co.
Brake Adjusters
National Ry. Appliance Co.
Westlnghouse Tr. Br. Co.
Brake Shoes
Amer. Br. Shoe & Fdry. Co.
Barbour-Stookwell Co.
Bemls Car Truck Co.
Brill Co.. The J. S.
Columbia M. W. & Iff. I. Oo.
St. Ixiuis Car Co.
Rrnkes. Brake Systems and
Brake Parts
Allis-Chalmers Mfg. Co.
Bemls Car Truck Co.
Brill Co.. The J. G.
Columbia M. W. ft M. I. Co.
General Electric Co.
National Brake Co.
Safety Car Devices Co.
St. Louis Car Co.
Westlnghouse Tr. Br. Co.
Rrnnms, Track. 8teel or ■«(-
tan
Amer. Rattan * Eeed Mfg.
Co.
R**nshe9, Carbon
General Electr'e Co.
.Teandron. W. J.
Le Carbone Co.
National Carbon Co.
VVL'siiiignouse E. & M. Co.
Brushes, Graphite
jNatiouui Carbon Co.
Brushes, Wire Pneumatic
insersoU-Kand Co.
Brush Holders
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. & M. I. Co
Buses, Motor
Brill Co., The J. G.
Bus Seats
Hale & Kilburn Corp.
Bushings
Nat'l i-ibre & Insulation Co.
Bushings. Case Hardened and
.Manganese
Bemis Car Truck Co.
Brill Co.. Tho J. G.
CnblcK (See Wires and
Cables)
Cunibric. Tapes, Veiluw &
Black Varnished
Irviiigtoii Varnish & Ins. Co.
Carbon Brushes (See Brushes
Carbon )
Car Lighting (Fixtures
Elcc. Service Supplies
Car Panel Safety Switches
Consolidated Car-Heating Co.
Westlnghouse E. & M. Co.
Cars. Dump
Differential Steel Car Co.
Cars, Passenger. Freight
Express, Etc.
Amer. Car Co.
Brill Co., The J. G.
Kuhlman Car Co.. G. C.
-MV'Guire Cummings Mfg. Co.
National Ry. Appliance Co.
St. Louis Car Co.
Wasoii Mfg. Co.
Cars, Srrond Hand
Electric Equipment Co.
Cars, Srlf-Propelled
General Electric Co.
Castings. Brass, Composition
or Copper
Ajax Metal Co.
Anderson Mfg. Co.. A. ft
J. M.
Columbia M. W. ft M. I. Co.
More-Jones Br. ft Metal C!o.
Castings, Gray Iron and
Steel
Bemis Car Truck Co.
Columbia M. W. ft M. I. Co.
St. Louis Car Co.
Castings, Malleable and
Brass
Amer. Brake Shoe ft Fdry.
Co.
Bemis Car Truck Co.
Columbia M. W. ft M. I. Co.
Le Grand, Inc.. Nlc
St. Louis Car Co.
Catchers and Retrievers,
Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Wood Co.. C*as. N.-
Catenary Construction
Archbold-Brady Co.
Circuit Breakers
General Electric Co.
Westinghuse E. ft M. Co.
Clamps and Connectors for
Wires and C«blr«
Anderson Mfg. Co.. A. ft
J. M.
Dosaert ft Co.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
(3«neral Blectric Co.
Hubbard & Co.
Ohio Brass Co.
Westlnghouse E. ft M. Co.
Cleaners and Scrapers —
Track (See also Snow-
Plows, Sweepers and
Brooms)
Brill Co.. The J. G.
Ohio Brass Co.
Clusters and Sockets
General Electric Co.
Coal and Ash Handling (See
Conveying and Hoisting
Machinery)
Coll Banding and Winding
Machines
Columbia M. W. ft M. I. Co
Electric Service Sup. Co.
Coils, Armature and Field
Columbia M. W. ft M. I. Co.
Economy Elec. Devices Co.
OnefiTl Electric Co.
Colls, Choke and Kicking
General Electric Co.
WestinEThouse E. ft M. Co.
Coln-Connting Marhlnes
Electric Service Sup. Co.
Internat'I Register Co.. The
.lohnson Faro Box Co.
Commutator Slotters
Electric Service Sup. Co.
General Electric Cu.
Westlnghouse E & M. Co.
Commutator Truing Devices
General Electric Cu,
Commutators or Parts
Cameron Blec'l Mfg. Co.
Columbia M. W. ft M. 1. Cu
General Electric Co.
Westlnghouse E. ft M. Co
Compressors. Air
Allis-Chalmers Mfg. Co.
General Electric Co.
Ingersoll-Rand Co.
Westlnghouse Tr. Br. Co.
Compressors, Air, Portable
Ingersoll-Rand Co.
Condensers
Allis-Chalmers Mfg. Co.
General Electric Co.
IngersoU-Raud Co.
Westlnghouse E. ft M. Co.
Condensor, Papers
Irvington Varnish ft Ins. Co
Connectors, Solderiess
Dossert ft Co.
Westlnghouse B. ft M. Co.
Connectors, Trailer Car
Consolidated Car-Heat'g Co,
Electric Service Sup. Co.
Ohio Brass Co.
Controllers or Parts
.\llis-Chalmers Mfg. Co.
Columbia M. W. ft M. I. Co.
General Electric Co.
Westlnghouse E. ft M. Co.
Controller Regulators
Electric Service Sup. Co.
Controlling .Systems
General Electric Co.
Wcstinghouse E. ft M. Co.
Converters, Rotary
Allis-Chalmers Mfg. Co.
General Electric Co.
Westlnghouse E. & M. Co.
Conveying and Hoisting Ma-
chinery
Columbia M. W. ft M. I. Co.
Copper Wire
Anaconda Copper Min. Co.
Cord Adjusters
Nat'l Fibre ft Insulation Cu.
Cord, Bell, Trolley Register,
etc.
Brill Co.. The J. G.
Electric Service Sup. Co.
Internat'I Register Co.. The
Roebling's Song Co., J. A.
Samson Cordage Works
Cord Connectors It Couplers
Electric Service Sup. Co.
Samson Cordage Works
Wood Co., Chas. N.
Couplers, Car
Brill Co.. The J. G.
Ohio Brass Co.
Westlnghouse Tr. Br. Co.
Cranes
Allis-Chalmers Mfg. Co.
Cross Arms (See Brackets)
Crossings
Ramapo Ajax Corp.
Crossing Foundations
International Steel Tie Co.
Crossing Frog & Switch
Ramapo Ajax Corp.
Wharton. Jr.. ft Co., Wm.
rrossing Manganese
Indianapolis Switch ft Fro?
Co.
Ramapo Ajax Corp.
Crossing Signals (See Sig-
nals, Crossing)
Crossings Track (See Track)
Special Work)
Crossings, Trolley
Ohio Brass Co.
Crushers, Rock
Allis-Chalmers Mfg, Co.
Culverts
Canton Culvert ft Silo Co.
Curtains and Curtain
Fixtures
Brill Co., The J. 6.
Elflctric Service Sup. Co.
Mw'ton Mfg. Co.
St. Louis Car Co.
Dealers' Machinery
Electric Equipment Co.
Derailing Devices (See Track
Work)
Derailing Switches
Ramapo Ajax Corp.
Destination Signs
Columbia M. W. ft M, I. Co
Electric Service Slip. Co.
Detective Service
Wish Service. P. Edward
Dogs. Lathe
Williams A C!o.. J. H.
Door Onerating Devices
Con. Car-Heating Co.
Nat'l Pneumatic Co.. Inc.
Safety Car Oo.
Doors and Door Fixtures
Brill Co.. Ihe J. G.
General Electric Co.
Hale and Kilburn Corp.
l>oors. Folding Vestibule
Nat'l Pneumatic (3o., Inc.
Draft Rigging (See Couplers)
Drills, Ruck
Ingersoll-Rand Co.
Drills, Track
American Steel ft Wire Co.
Electric Service Sup. Co.
Ingersoll-Rand Co.
Ohio Brass Co.
Dryers, Sand
Electric Service Sup. Co.
Ears
Ohio Brass Co.
Electrical Wires and Cables
Amer. Electrical Works
American Steel ft Wire Co.
Roebling's Sons Co.. J. A.
Electric Grinders
Railway- Track-Work Co. ■
Electrodes. Carbon
Indianapolis Switch ft Frog
Co.
Railway Track-Work Co.
Electrodes, Steel
Indianapolis Switch & Prog
Co.
Railway Track-Work Co.
tracting and Operating
Allison ft Co.. J. R.
Archbold-Brady Co.
Arnold Co.. The
Beeler. John
Oosett Co.. Jas. H.
Day ft Zimmermann
Feustel, Robert M.
Ford. Bacan ft Davis
Hemphill ft Wells
Hoist. Englehardt W.
Jackson, Walter
Parsons. Klapp. Brinkerhoff
ft Douglas
Rlchey, Albert 9.
Robinson ft Co.. Inc..
Dwight P.
Sanderson ft Porter
Smith ft Co.. C. E.
Stone ft Webster
White Engineering Corp..
The J. G.
Witt. Peter
Engineers, Consulting, Con-
Engines. Gas, Oil or Steam
Allis-Clialmers Mfg. C!o.
Ingersoll-Rand Ck).
Westlnghouse E. ft M. Co.
Fare Boxes
Cleveland Fare Box (3o.
Economy Electric Devices
Co.
Johnson Fare Box Co.
National By. Appliance Co.
Fences, Woven Wire and
Fence Posts
American Steel ft Wire Co.
Fenders and Wheel Onards
Brill Co.. The J. G.
Cleveland Fare Box Co.
Consolidated Car Fender Co.
Blectric Service Sup. (5o.
Le Grand. Inc.. Nie
Fibre and Fibre Tnbing
Nat'l Fibre ft Insulation Co.
Westlnghouse E. ft M. Co.
Field Colls (See Coils)
Flooring Composition
Amer. Mason Safety Tread
Co.
Floor Plates
Amer. Abrasive Metals Co.
Forgings
Carnegie Steel Co.
Columbia M. W. ft M. I. Co.
Williams ft Co.. J. H.
Progs St Crossinn, Tee Bail
Ramapo Ajax <5orp.
Frogs, Track
(See Track Work)
Wharton. Jr.. & Co.. Wm.
Frogs, Trolley
Ohio Brass Co.
Fuses and Fuse Boxes
Columbia M. W. ft M. I. Co.
Consolidated Car-Heating Co.
(Jeneral Electric Co.
Westlnghouse E. ft M. (ki.
WilUams ft Co.. J. H.
Fnses, Reflllable
Colombia M. W. ft Iff. I. Co.
General Electric Co.
Gages, Oil and Water
Ohio Brass Co.
Giskets
I'ower Specialty Co.
Westlnghouse Tr. Br. Oo.
Gas-Electric Cars
General Electric Co.
<las Producers
Westlnghouse E. ft M. Co.
Gasoline Torches
Economy Blectric Devices
C!o.
Gates, r^T
Brill Co., The 3. O.
Gear Cases
Coiumoia M. W. ft M. I. Co.
ciiectiic Service sup. Co.
U'esuugrhouse E. & M. Co.
Gears and Pinions
Bemis Car Truck Co.
Columbia M. W. ft M. I. Co.
Electric Service Sup. Co.
(Jeneral Electric Co.
National Ry. Appliance Co
Nuttall Co.. R. D.
Tool Steel Gear ft Pinion
Co.
Generating Sets, Gas-EIeetrlr
General Electric Co.
Generators
Allis-Chalmers Mfg. (3o.
Westlnghouse E. ft M. Co.
Goggles, Eyes
Indianapolis Switch ft Frog
Co.
Smith Heater Co.. Peter
Gongs (See Bells and Oongs)
Greases (See Lubricants)
Grinders and Grinding Sup-
plies
Indianapolis Switch ft Frog
Co.
Railway Track-Work Co.
Grinders, Portable
Railway Track-work Co.
Grinders, Portable Electric
Railway Track-work Co.
Grinding Blocks and Wheel<<
Railway Track-work Co.
Ground Wires
Page Steel ft Wire Co.
Guard Fail Clamps
Ramapo Ajax (jorp.
Guard Rails, Tee Ball and
.Manganese
Ramapo Ajax Corp.
Guards. Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Hacksaws
Gladium Co.. Inc.
Hammers, Pneumatic
Intrersoll-Rand Co.
Harps. Trolley
Anderson Mfg Co.. A. &-
J. M.
Electric Service Sup. Co.
More-Jones Br. ft Metal Co
Nuttall Co., R. D.
Star Brass Works
Headlights
Electric Service Sup. Co.
(rcneral Electric Co.
Ohio Brass Co.
St. Louis Car O).
Heaters. Car (Electric)
Consolidated Car Heating Co
Economy Electric Devices-
Co.
Gold Car Heating ft Light-
ing Co.
National Ry. Appliance Cu
Smith Heater Co., Peter
Beaters, Car, Hot Air and
Water
Smith Heater Co.. Peter
Heaters. Car (Stove)
Electric Service Sap. Co.
Sterling Varnish Co.
Westlnghouse E. ft M. Co
Belmets. Welding
Indianapolis Switch ft Yro^
Co.
Hoists and Lifts
Columbia M. W. ft M. I. Co,
Ford-Chain Block Co.
Ingersoll-Rand Co.
Hose. Bridges
Ohio Brass Co.
Hydraul'c Machinery
Allt3-C!:almers Mfg. Co.
Instrnments. Measuring and
Recording
Economy Electric Devices
Co.
Electric Service Sup. Co.
General Electric Co.
Westlnghouse E. ft M. Co
Insulating Cloth, Paper aniV
Tape
(Jeneral Electric (3o
Irvington Varnish * Ins
Co.
Nat'l Fibre ft Insulation Co
Standard TTndergronnd Cab''
Westlnghouse E. & M. Co.
Insulating Compounds .t-
Varnishes
Sterling Varnish Co.. T^ '
Insulating Silk
Irvington Varnish ft In^
Co.
Insulating VamlstiM
Irvington Varnish ft Ins.
Co.
Sterling Vsmlsh Co.
Insulation (See also Palot<v
Anderson Mfg. Co.. A. St
3. M.
Electric Ry. IkrnlD. Co.
Electric Service Sup. Co.
General Electric Co.
Irvington Varnish ft Ins f'^.
November 25, 1922
ElectricRailwayJournal 41
iiiiiiiiiiHiiiiiiiiiiminiilllHHiiiiiwimwwiiiil ^iiMttiiniiiiiiiiiii(iiitiiiimiiiMiiiiiiiiiiMiiHiiiiiimiitiiiiiiiiiimiiiiiiiiiiiiiniiiiiiitiiiMiitiiitiiitiiitiiiiiiiinHiiiiiiiiiiiiiiiiiiiiiiiii>u
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 BraJce Shoe and Foundry Co.
30 Church Street, New York
332 So. Michigan Ave., Chicago Chattanooga, Tenn.
IU| ^1
AntniinHiiitutiwiiiiiiiiiiiiiiiiiiiiitiiittiiiiiiiiimiiiiiiiiiiiitiitiiiiriniiiniiniiiniiiiiiMiiiiiiitiiiiiiHiiiiiiiMiiiiiiiiriiiiiiitMiiiiiiiiii
iiiitiitiiiiniiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiii'iiiiiiiiiiiiiiiiiiitiiiMiiiiiiiiiminiitiiiniiMiitiiiiiiiiiiiiiiiiiiiiiiiiiiiniiitiiiiiiniiiii';
The Kalamazoo Trolley Wheels
I hskye always been made of en- I
i tirely new metal, which accounts
f for their long life WITHOUT
I INJURY TO THE WIRE. Do
1 not be mislead by statements of
f 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
1 need, write us — the LARGEST
I EXCLUSIVE TROLLEY
1 WHEEL MAKERS IN THE
I WORLD. I
I THE STAR BRASS WORKS |
I KALAMAZOO, MICH., U. S. A. |
rMHtiuiinMiiitiiiNiuuiiniiiniMiiiniHiittiiruiiiiiiiiiiMuriiiMnrinHiiiMiiiiiMiiMiiiiiiMtiiiiiriuiiiiiiHiiiiiiiHiiiriiiniiuiiiiiiiiiiiiiis
uiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiininiuiuniiiHiiiiniMiMniNiiiiiiiniiiiiMiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiML
I Compressor Efficiency at |
Full and Partial Loads
I Type "XCB" .^ir Compressors are equipped with the |
I 5-Step Clearance Control, which automatically causes the |
i compressor to operate at full, three-quarter, one-half, one- |
I quarter or no load, depending upon the demand for air. |
I This compressor can be big enough to deliver the large |
I volume needed during rush periods, without sacrificing |
i efficiency when the demand is lessened. |
I I
i Bulletin 3042 I
llngeissdllRaiidl
I ^r 11 Broadway, New York 615 C |
I If It's Compressed Air Consult Us |
fiilllllillllitiiiitiiiiiiiiiiiimiiiiMitlliiiiMilitiiniiMiiMiiiiiiiiiiiiiliiiiiiitiiiMiiiiiMiiiiiiMiitiiiiiiillHiiiliiiiiiiiiuiiimiiiiiitiitiiimiiiF
tjiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiniiniiiiiiniiniitiiiiliiriiiiiiuiiiliiniiiiiiitiinMiiiiiiHtMiiiiniiirimiiiiiiiliiiliiiiiriiiiiliiiiiiluiitiiitmiH*^
= B. A. Hegeman, Jr., President =
r Charles C. Castle. First Vice-President W. C. Llnetto, Mgr. Sales and i
i Harold A. Hegeman, Vlce-Pres. and Knglneerlng 5
I Treas. Fred C. J. Dell, Secretary 5
National Railway Appliance Co.
i Grand Central Terminal I
I 452 Lexington Ave., Cor. 4Sth St., N. Y. |
I BRANCH OFFICES: I
I Muiisey BldK., Washiiiston. D. C 100 Boylston Street. Boston. Mass. =
i 85 Union Trust Bide.. Harrisburs:. Pa. i
= Hegeman-Castle Corporation, Railway Exchange Bids.. ChieaBO. lU. S
i RAILWAY SUPPLIES I
Tool St«el Gears and Pinions
Anderson Slack Adjust e 1 8
Genesco Paint Oils
Dunliain Hopper Duor Devlcf
Feasible Drop Brake Staffs
FIuxLinnm Insulation
Angle-American Varnisheii,
Paints. Enttmels. Snrfacers.
Shop Cleaner.
Johnson Fare Boxes
Peerless and Perry Side Bearings
Drew Line Material and Railway
Specialties
Hartman Centering: Center Plates
Economy Power Saving Meters
H & W Electric Heaters
Garland Ventilators
Pitt Sanders
National Safety i'ar Equipment
Co.'h One-Man Safety Sars
Central Equipment Company's
Hand Holds
Ajax Perfecto Bronze
Check Plates
^il''"iiitriMriiinrMiiMniiiiiiiniiii>iiiMiiiiiiiiMiiiniitiiiiiii|iiiiiiiiiiiiiiniii(iiHiiiiii '■iiillllilluiiiiiiiiiiniiitiiiiiiiiiiiiiiiiiiiiriR
Tnenieo I'aint St Oil Company's Cement Paint |
jlllllllllllllllllimililliiiiitiiitlliiiiiiiiiiiiiiiiiiiiitiiiiiiiniiliiliriiiiiiiriliMiiriiiiiiiMliiiniiiiMiiininiriiiMriiiiiiiiiiHllillitiiHiimiiiii;
^ iiiiiiimiiiiiiiiii nilitiiiiiliiiiiiiii iHir MliiiiiniiiiiiiiiiMlililliiiriiiiiiiimiiniiiiiiiiiiiiitiiiiiiiiiMlllllir
Made from our Perfecto |
Bronze — the strongest |
and toughest metal on i
the market; will bend |
before it will break. |
Withstands shocks there- |
fore, and outlasts all |
other check plates several |
times. i
specify Ajax Ptrftcto |
Bronze on your next |
requisition. i
The Ajax Metal Company
I Establimhed 1880
I Main Office and fforij: Philadelphia, Pa.
?lllllllllillliriiiiiiiirnitiliiiiiiiiiiliiuiiiiiiiriiltMliiiiiiiiiiiiliiiliiii>iiiiMiiiiiiiiiiriiiiiiliiiiriiiiiiiitiiiMiiiiiiiiiiiiiiiiiiiiiitiiiriiiiilirilr
42
Insulation, Slot
Irvineton Varnish & Ins, Co.
Insulators
(See also Line Material)
Anderson Mfff. Co., A. &
J. M.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
Flood City ittg. Co.
General Electric Co.
Irvington VarnlBh & Ins. Co.
Ohio Brass Co.
Westinghouse E. & M. Co.
Insulator Pins
Electric ServicS Sup. Co.
Hubbard & Co.
Insurance, Fire
Marsh & McLennan
Jacks (See also Cranes,
Hoists and Lifts)
Buclteye Jack Mtg. Co.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Joints, Rail
(See Rail Joints)
Journal Boxes
Bemis Car Truck Co.
BriU Co., The J. G.
Junction Boxes
Standard Underground Cable
Labor Adjusters
Corp. Service Bureau, The
Lamp Guards and Fixtures
Anderson Mfg. Co.. A. &
J. M,
Electric Service Sup. Co.
General Electric Co.
Westinghouse E. & M. Co.
Lamps, Arc and Incandescent
(See also Headlights)
Anderson Mfg. Co.. A. &
General Electric Co.
Westinghouse E. & M. Co.
Lamps, Signal and Marker
Nichols-Lintern Co.
Ohio Brass Co.
Lanterns, Classiflcatton
Nichols-Lintem C!o.
Lathe Attachments
Williams & Co.. J. H.
Lightning Protection
Anderson Mfg. Co., A. A
J. M.
Electric Service Sup. Co
General Electric Co.
Ohio Brass Co.
Westinghouse E. & M. Co.
Line Material (See also
Brackets, Insulators, Wires,
etc.
Anderson Mfg. Co., A. &
J. M.
Archbold-Brady Co.
Columbia M. W. & M. I. Co
Dossert & Co.
Electric Service Sup Co
Electric Ry. Equip. Co. '
General Electric Co.
^SF^'iP"'^ B""- * Metal Co.
Ohio Brass Co.
Westinghouse E. & M. C!o.
Locking Spring Boxes
Wharton. Jr.. & Co.. Wm.
Locomotives, Electric
General Electric Co.
McGuire-Cummings Mfg. Co
Westing-house B. & M. Co
Lubricating Engineers
Galena-Signal Oil Co.
Universal Lubricating Co
Vacuum Oil Co.
Lubricants, Oils and Greases
Galena-Signal Oil Co
Universal Lubricating Co.
Varuum Oil Co.
Machine Tools
Columbia M. W. & M. I. Co.
Machine Work
Columbia M. W. 4 M I Co
Jtaiganeee Steel Castings
Wharton. Jr.. & Co., Wm
Manganese Steel Guard Rails
Bamapo Ajax Corp.
Manganese Steel Special
Track Work
Indianapolis Switch & Prog
Ramapo Aja.x Corp.
Wbarton. Jr., & Co., Wm.
Meters (See Instruments)
Meters, Oar. Watt-Honr
Economy Electric Devices
Motor Buses
(See Buses, Motor)
Motor Leads
Dossert & Co.
Motormen's Seats
Brill Co., The J. Q.
Electric Service Sup. Co.
Wood Co., Chas. N
Motors, Electric
AlliB-Chalmers Mfg. Co
Westinghouse E. & M'. Co
Motors and Oeneratora, Sets
<3encral Electric Co.
Nuts and Bolts
Allis-Chalmers Mfg. Co
Barbour-Stockwell Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Hubbard & Co.
Oils (See Lubricants)
Electric Railway Journal
Packing
Electric Service Sup. Co.
Power Specialty <Jo.
Westinghouse E. & M. Co.
Paints and Varnishes, Insu-
lating
Sterling Varnish Co.
Paints and Varnishes (Preser-
vative)
St. Louis Surfacer & Paint
Co.
Paints and Varnishes for
Woodwork
National Ry. Appliance Co.
Pavement Breakers
IngersoU-Rand 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. Co.
Grencrai 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 Fittings
Power Specialty Co.
Westinghouse Tr. Br. Co.
Planers (See Machine Tools)
Plates for Tee Rail Switches
Ramapo Ajax Corp.
pliers — Rubber Insulated
Electric Ser\'ice Sup. Co.
Rubl>er Insulated Metals
Corp.
Ingersoll-Rand Co.
Pneuniatlc Tools
Pole Reinforcing
Hubbard & Co.
Pole Line Hardware
Ohio Brass Co.
Poles, Metal Street
Bates Exp. Steel Truss Co.
Electric Ry. Equip. Co.
Hubbard & Co.
Poles, Trolley
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Nuttall Co.. R. D.
Poles, Tubular Steel
Electric Ry. Equip. Co.
Electric Service Sup. Co.
Poles and Ties, Treated
International Creosoting and
Construction Co.
Poles. Ties, Post, Piling and
Lumber
International Creosoting and
Construction Co.
Le Grand, Inc., NIc
Nashville Tie Co.
Power Saving Devices
Economy Electric Devices
Co.
National Ry. Appliance Co.
Pressure Regulators
General Electric Co
Ohio Brass Co.
Westinghouse E. & M. Co.
Pumps
Allis-CHialmers Mfg. Ck).
Ingersoll-Rand Co.
Pumps, Vacuum
Ingersoll-Rand Co.
Punches. Ticket
Bonney-Vehslagc Tool Co.
International Reg. Co.. The
Wood Co., Chas. N.
Rail Bonds
Page Steel & Wire Co.
Rail Braces & Fastenings
Ramapo Ajax Corp.
Rail Grinders (See Grinders)
Rail Joints
Carnegie Steel Co.
Rail Joints, Welded
Indianapolis Switch & Prog
Co.
Rails. Steel
Carnegie Steel Co.
Railway Safety Switches
Consolidated Car Heating Co.
Westinghouse E. & M. Co.
Rail Welding
Rail Welding & Bonding Co.
Railway Track-work Co.
Rattan
Amer. Rat. & Reed Mfg. Co.
Brill Co.. The J. G.
Electric Service Sup. Co.
Hale & Kilbum Corp.
McGuire-Cummings Mfg. Co.
St. Louis Car Co.
Registers and Fittings
Brill Co., The J. G.
Electric Service Sup. Co.
International Reg. (jo.. The
Rooke Automatic Reg. (k).
Reinforcement, Concrete
American Steel & Wire Co.
Carnegie Steel Co.
Repair Shop Appliances (See
also Coll Banding and
Winding Machines)
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Repair Work (See also Coils)
Columbia M. W. & M. 1. Co.
General Electric Co.
Westinghouse E. & M. Co.
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 Co.
Westinghouse E. & M. Co.
Resistances
Consolidated Car-Heating Co.
Retrievers, Trolley (See
Catchers and Retrievers,
Trolley)
Rheostats
General Electric Co.
Westinghouse E. & M. Co.
Roller Bearings
Staflord Roller Bearing Car
Truck Corp.
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.
Sash, .Metal. Car Window
Hale & Kiiburn Corp.
Scrapers, Track (See Clean-
ers and Scrapers, Track)
Screw Drivers, Rubber In-
sulated
Electric Service Sup. Co.
Rubber Insulated Metals
Corp.
Seating Materials
Brill Co., The J. G.
Seats, Car (See also Rattan)
Amer. Rattan & Reed Mfg.
Co.
Brill Co., The J. G.
Hale & Kiiburn Corp.
Heywood-Wakefield Co.
St. Louis Car Co.
Second Hand Equipment
Electric Equipment Co.
Secret Service
Corp. Service Bureau, The
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-Lintern 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 Cutters
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. & M. I. Co.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
More-Jones Br. & Metal Co.
Nuttall Co., R. D.
Smokestacks, Car
Nichols-Lintern Co.
Snow-Plows, Sweepers and
Brooms
Amer. Rat. & Reed Mfg. Co.
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
Consolidated Car Fender Co.
McGuire-Cummings Mfg. Co.
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 Sc Wire Co.
Bemis Car Truck Co,
Brill Co., The J. 6.
Sprinklers, Track and Road
Brill Co.. The J. G.
McGuire-Cummings Mfg. Co.
St. Lous Car Co.
Steel Castings
Wharton, Jr., & Co., Wm.
Steels and Steel Products
Morton Mfg. Co.
Steps, Car
Amer. Abrasive Metals Co.
Amer. Mason Safety Tread
Co.
Morton Mfg. Co.
Stokers, Mechanical
Babcook & Wilcox Co.
Westinghouse E. & M. Co.
Storage Batteries (See Bat-
teries, .storage)
Strain Insulators
i Ohio Brass Co.
Strand
Roebling's Sons Co., J. A.
Suiierlieaters
Babeock & Wilcox Co.
Power Specialty Co.
Sweepers, Snow (See Snow
Plows, Sweepers and
Brooms)
Switch Stands
Indianapolis Switch & Frog
Switch Stands and Fixtures
Ramapo Ajax Corp.
Switches, Selector
Nichols-Lintern Co.
Switches, Track (See Track,
Special Work)
Switches and Switchboards
Allis-Chalmers Mfg. Co
Anderson Mfg. Co. A. &
J. M.
Electric Service Sup. Co.
General Electric Co.
Westnghouse E. & M. Co.
Switches, Tee Bail
Ramapo Ajax Corp.
Tampers, Tie
Ingersoll-Rand Co.
Tapes and Cloths (See In-
sulating Cloth, Paper and
Tape)
Tee Rail Special Track Work
Eamapo Ajax Corp.
Telephones and Parts
Electric Service Sup. Co.
Terminals, Cable
Standard Underground Cable
Co.
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
Ticket Choppers and Destroy-
ers
Electric Service Sup. Co.
Ties and Tie Rods, Steel
Barbour-Stockwell Co.
Carnegie Steel Co.
International Steel Tie Co
D,ayton Mechanical Tie 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 Cottinr
Williams & Co., J. H
Tools, Track and Mlscellaae-
ons
-\mer. Steel & Wire Co.
Columbia M. W. & M. I. Co
Electric Service Sup. Co
Hubbard & Co.
R.ailway Track-work Co.
Towers and Transmission
Strnctures
Bales Exp. Steel Truss Co.
Westinghouse E. & M. Co
Track Expansion Joints
Wharton. Jr.. & Co. Wm
Track Grinders
Railway Track-work Co
Track. Special Work
Barbour-Stockwell Co.
Indianapolis Switch & Frog
Co.
New York Switch & Cross-
ing Co.
Ramapo Ironworks
St. Louis Prog & Switch Co.
Wharton, Jr., & Co,. Wm.
Inc.
Transformers
Allis-Chalmers Mfg. Co
Gt^ncral Electric Co.
Westinghouse E. & M. Co
Treads. Safely. Stair Car Step
Amer. Abrasive Metals CIo.
Amir. Mason Saf. Tread (i).
Morton Mfg. Co.
Trolley Bases
Anderson Mfg. Co., A. &.
J. M.
Electric Service Sup. Co.
Oncral Electric Co.
Nuttall Co., R. D.
Ohio Brass Co.
Trolley Bases Retrieving
Anderson Mfg. Co., A. &
J. M.
Electric Service Sup. Co.
(5eneral Electric Co.
Ohio Brass Co.
Trolley Buses
Brill Co.. The J. G.
General Electric Co.
Westinghouse E. & it. Co
Trolley Materials, Overhead
Flood City Mfg. Co.
More-Jones Brass & Metal
Co.
Ohio Brass Co.
Trolley Shoes
Economy Elec. Devices Co.
Trolley and Trolley Systems
Ford-Chain Block Co.
Trolley Wlieels and Harps
Flood aty Mfg. Co.
More- Jones Brass & Metal
Co.
November 25, 1922
Trolley Wheels, (See Wheels
Trolley Wheel Bushings)
Flood City Mfg. Co.
More-Jones Brass & Metal
Co.
Trolley Wire
Amer. Electrical Works
Amer. Steel & Wire Co.
Anaconda Copper Min. Co.
Bridgeport Brass Co.
Roebhng's Sons Co.. J. A.
Trucks, Car
Bemis Car Truck Co.
Brill Co.. The J. 6
McGuire-Cummings Mfg. Co
St. Louis Car Co.
Tubing, Yellow and Black
Flexible Varnishes
Irvington Varnish & Ins. Co.
Turbines, Steam
Allis-Chalmers Mfg. Co.
General Electric Co.
Westinghouse E. & M. Co.
Turbines. Water
Allis-Chalmers Mfg. Co.
Turntables
Indianapolis Switch & Frog
Co.
Turnstiles
Damon-Chapman Co.
Electric Service Sup. Co.
Ohio Brass Co.
Percy Mfg. Co.
Upholstery Material
Amer. Rattan & Reed Mfg.
Co.
Valves
Westinghoi'se ^Ti*. Br. Co.
Vacuum Impregnation
Allis-Chalmers Mfg. (ki.
Varnished Papers
Irvington Varnish & Ins. Co.
Varnished Silks
Irvington \ amish & Ins. Co.
Ventilators, Car
Brill Co.. The J. G.
National Ry. Appliance Co.
Nichols-Lintern Co.
Railway Utility Co.
St. Louis Car Co.
Welders, Portable Electric
Indianapolis Switch & Frog
Co.
Ohio Brass Co.
Railway Track-work Co.
Rail Welding & Bonding Co.
Weldlnv Processes and Ap-
paratus
Genornl Electric Co.
Indiiinapolis Switch & Prog
Oo.
Chin i3rass Co.
Railway Track-work Co.
Rail Welding & Bonding Co.
WestJnghouse E. & M. Co.
Welding Wire & Rods
Page Steel & Wire Co.
Welders, Rail Joint
Indiinapolis Switch Sc Frog
Co.
Ohio Brass Co.
Railway Track-work Co.
Rail Welding & Bonding Co.
Welders. Steel
Indianapolis Switch & Frog
Co.
Wheel Guards (See Fenders
and Wheel Guards)
Wheel Presses (See Machine
Tools I
Wheels, Car, Cast Iron
Bemlii Car Truck Co.
Wheels. Car, Steel and Steel
Tire
Bemis Car Truck Co.
Carner*e Steel Co.
Wheels. Rolled .Steel
Cambria Steel Co.
Midvalc Steel & Ord. Co.
Wheels. Trolley
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. & M. I. Co.
Copper Products Forging C!o.
Electric Ry. Equip. Co.
Electric Service Sup. C!o.
General Electric Co.
More-Jones B. & M. Co.
Nuttall Co.. R. D.
Star Brass Works
Wh'stles. .'VIr
(Jcneral Electric Co.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Wire, Copper Covered Steel
Page Steel & Wire Co.
Wire Rope
Amer. Steel Sc Wire Co.
Roebling's Song Co.. J. A.
Wire, Trolley
Page Steel Sc Wire Co.
Wires and Cables
Amer. Eleo'l Works
Amer. Steel Sc Wire Co.
Anaconda Copper Mln. Co.
Bridgeport Brass Co.
General Electric Co.
Indianapolis Switch A Prog
Co.
Page Steel Sc Wire Co.
Roebling's Sons Co.. J. A.
Standard Underground Cable
Co.
Westinghouse E. A M. Co.
Woodworking Machines
Allis-Chalmers Mfg. Co.
Wrenches
Williams t Co.. J. H.
November 25, 1922
Electric Railway Journal
43
Wheel Talks No. 5
Are Your Trolley Wheels Abrasive?
Copper Wears Smooth
(NO ALLOY)
'They're Forged— Not Cast— That's Why They Last'
FOR BETTER RAILROADING
COPPER WHEELS eliminate the
abrasive surface in the groove with
a minimum of wear on the wire.
COPPER WHEELS maintain
smooth flanges with big reduction in
disengagements.
COPPER WHEELS with die-
forged balance provide smooth run-
ning and continuous contact.
COPPER WHEELS get tough-
ness from the metal-wear resisting
in both groove and hub.
SALVAGE 100% VALUE
Send for Particulars
The Copper Products Forging Company
CLEVELAND
44
Electric Railway Journal
November 25, 1922
ALPHABETICAL INDEX TO ADVERTISEMENTS
, Page
A
Ajax Metal Co 41
AlliB-Chalmers Utg. Co 33
Allison & Co., J. E 22
American Abrasive Metals Co. . 44
.\mer. Brake Shoe & Fdry. Co. . 41
American Car Co 45
American Electrical Works. ... 30
Amer. Mason Safety Tread Co. 44
American Rattan & Reed Mfg.
Co 35
American Steel & Wire Co 31
Anaconda Copper Mining Co. . . . 31
Anderson Mfg. Co., A.&J. M.... 31
Arehbold-Brady Co 31
.\rnold Co.. The 23
Babcock & Wilcox Co 33
Barbour-Stockwell Co 32
Bates B!xpanded Steel Truss Co. 30
Beeler, John A 21?
Bemis Car Truck Oo 44
Bonney-Vehslage Tool Oo 35
Br dgeport Brass Co 8
Brill Co., J. G 45
Buckeye Jack Mfg. Co 33
Camelon Electric Mfg. Co 33
Canton Calvert &, Silo Co 32
Carnegie Steel Co 23
Cleveland Pare Bo.x Co -lo
Collier, Inc., Baron G 26
Columbia M. W. & M. I. C. . . . 25
Con9olidate<l Car Fender Co. . . . 44
Consolidate*! Car Heating Co. . . . 34
Copper Pi*odiicts Forging Co. . . . 43
Corp. Service Bureau. The 23
Crosett Co.. Jas. H 23
D
Damon Chapman Co 44
Day & Zimmermiin Co., Inc. ... 22
Page
Differential Steel Car Co 15
Dossert & Co 30
E
Economy Electric Devices Co. . . 35
Electric Equipment Co 30
Electric Railway Eauipment Co . 30
Electric Service Supplies Co. . . . iP
Peustel, Robt. M 22
Flood City Mfg. Co 31
Ford, Bacon & Davis 22
Ford Chain Block Co 34
"For Sale" Ads 36. 37
Galena-Signal Oil Co 17.
General Electric Co 18
Gi'bert & Sons. B. F. Co 41
Gladium Co.. Inc ,33
Gold Car Heating & Ltg. Co. . . . 34
H
Hale ft Kilburn Coip 29
Help Wanted" Ads 36
Hemphill & Wells 22
Hey wood-Wakefield Co 34
Hoist Englehardt, W 22
Hubbard & Co 30
Indianapolis Switch & Frog Co. 32
IngersollRand Co 41
International Creosot'ng & Con-
struction Co 31
International Register Co., The. 35
International Steel Tie Co..
Front Cover
Irvington Varnish & Insulator
Co 32
Jackson, Walter 22
Jeandron. W. J 35
John.'fon Fare Box Co 35
Kuhlman Car Co.
Page
. . 45
Le Carbone Co .35
he Grand. Inc.. Nic 33
McGraw-Hill Book Co . . . Back Cover
McGuire Cummings Mfg. Co. . . . 10
Marsh & McLennan 6
More-Jones Bra«s & Metal Co. . 27
Morton Mfg. Co 44
N
Nachod Signal Co., Inc 30
Nashville Tie Co 30
National Brake Co 19
National Carbon Co 34
National Fibre & Ins. Co 33
National Pneumatic Co., Inc. ... 11
National Railway Appliance Co. 41
New York Switch & Crossing Co. 32
Nichols-Lintern Co 35
Nuttal Co., R. D 13
Page
Roebllng's Sons Co.. John A. . . . 31
Rooke Automatic Register Co . . 35
Rubber Insulated Metals Corp . . 31
O
Ohio Brass Co.
P.Mfc. Steel & Wire Co 10
Parsons. Klapp, Brinckerhoff &
Douglas 22
Perey Mfg. Co., Inc 35
Positions Wanted and Vacant ... 36
Power Specialty Co 32
Rail Welding & Bonding Co ... . 32
Railway Track-work Co 12
Railway Utility Co 34
Ramapo Ajax Corp 31
Richey. Albert S 22
Robinson & Co.. Dwight P 23
Safety Car Devices Co
St. Louis Car Co
Samson Cordage Works
Sanderson & Porter
Searchlight Section 38
Smith & Co., C. E
Smith Seater Co., Peter
Stafford Roller Bearing Car
Truck Corp'n
Standard Underground Cable Co.
Star Brass Works
Sterling Varnish Co
I Stone & Webster
Stuck! & Co.. A
Tool Steel Gear & Pinion Co ... . 28
Transit Eqitipment Co 38
U. S. Electric Signal Co :i0
Universal Lubricating Co 33
Vacuum Oil Co 20, 21
W
"Want" Ads .3fl
War Dept 38. .39
Wason Mfg. Co 45
Westinghouse Elec. & Mfg. Co. 2. 37
Westinghouse Traction Brake Co. 4
Wharton, Jr., & Co.. Wm 32
White Engineering Corp., The
J. G.
Williams & Co., J. H
Wish Service. The P. Edw.
Witt, Peter
Wood Co., Chas. N
33
23
22
31
jliiiiiililiirjiiii iiiiiiii riiil lllliilllilii iiiiiiiiimillMiiliiriii i m i lliniln ii'.- uiiiiiiii iiiimiiiiiiiiiiiiiniisiiih..iiijiiiiiiii>iiiiiiijiiiiiiiiijiiiiiiiiiiiiiiii ii iiniiiiriiiii timiiiii iiniur.
- CTTiriTI i = SAMSON SPOT WATERPROOFED TROLLEY CORD I
SIDE I
BEARINGS I
a. stucki CO. i
OllMr Bide. i
Pittsburch.P*. I
Tittlllmtiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiniiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiriiiiiiiiniiiiin iiitiiiiiiiiiiiiiiiiiiiiiiKiiiiiitiiiniiiiiiiiiiiR
fiiirllliillliiiiiiiiiiM MniiniiiMiillirilniiiiiiriiiiiiiiiiiilllliiluillliniliililliiiimitiiiMiiiiiiiiiiiiiirii iiiiiiiiiiiiillliiiiiiillil'.:
TWO, FOUR AND FIVE ARM
TURNSTILES 1 1
Send for Circulars | I
DAMON-CHAPMAN CO. | I
Rochester, N. Y. | ^
.iitllilllillillllliiciiiiiiiniMiiniiiiiiiiiiiMijiiiMiiiiiiiiiiiuiiiiiitilliliiiliiiiiiiiiiiiMiriiiiiiiiiiiiiiiiiiMiiiiiiriiniitliniHllllllliliriiiiiiiiii; t
■iiiiiiiiiiiiiiiiiiiiniiiinii jiimiiiiiji iiiiiiiiiiiiiiiiiiiiiiiimiiiiiiMiiiiiiiiiiiiiiijiiii i iiiiiiiiiiiiiiiiiii{iiiriiii!: u
I FERALUN*?Jifd'l-
Trade Mark Beg. V. S. P«t. Off. =
i Made of extra quality stock firmly braided and smoothly flnisbed. i
= Carefully inspected and guaranteed free from flaws. I
= Samples and information gladly sent. S
I SAMSON CORDAGE WORKS, BOSTON. MASS. |
^rtiiiiiiiiiiiiiiiiiniiitMiinrniiiiiiiMnMiiiiiiiitiiiiiriiiiiiriiiMiriiiMiriiiHittiiriiiiiiiiiiiiiiiirriiiiitiiiiinMiMiriiiiiirriiiiiiiiiifiiiiiiiiiiiir
giniiuiiMiuiiiiiiiiuiiiiiniininiiiiHiininiininMiiiiiiiiiiiiiiuiiiiiiiuiiiiiiiiiiriiniiiiiiiiiniiiiitiiiiiiuiitMirii>iiMiiiiiiiiiiMiiinr)iii«:
I PROVIDENCE H-B
FENDERS
LIFE GUARDS
The Contolidated Car Fender Co., Providence, R. I.
Wendell & MacDuffie Co., 61 Broadway, New York
General Sales Agents
MASON'
= Car Steps
i Floor Plates
i Station Stairs
i Door Saddles, etc.
i AMERICAN ABRASIVE METALS CO- ,,,. .,^ ^ ,^. =
I 50 Church St., New York City "'Ift^^uT'' I
nlilllllllliiliiiiiiiiliiiiiniiiiinilliruiiiiiiiiillllllllliliiliiiiiiiiilllllllliiiliiuiiiiiiiiiiiiiiilllllilllllllllllllimilliiiiiiiiiiiillllllllllllillllli:
^iiiiiiiiiiiiriiiiiiiiiiiiiJiiii nil iiiiiiiiiiniiiimimimiiiiiiiiiiimiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii>: aiiiiiuiiiii iiiiiiiiiiiuiiiiiiiijiiiiiiii,..iitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiuiii mil iiiiiiiiiitiiiii'iii iiiiiiiiiiiiiiiiiiiiiiiiiij
Any width, with or without nosing
SAFETY TREAD
I for car and station steps
Standard for 15 iieara
i American ^lason Safety Tread Co., Lowell, Man.
E Stanwood Steps and Karbolltb Flooring
= Branch offlces In New York and Philadelphia
E Joseph T. Byerson & Son, Chicago, Western Distributers
rrflllllllllUIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIINIIIIIIIIIIIIIIIIIIIinilllllllllllllllllllllllllllllllllllllll lllliilllilii
I 55 New Users in the Last 4 Months |
I KASS SAFETY TREADS I
I preaent an Unusual Combination s
I in that they five BETTEa BESC1.TS AT LESS COST |
I Manufactured and Sold by |
I Morton Manufacturing Company, Chicago |
'^iHIHnillillliiiiiHllllllliiiiiiiiiiiiiiiiiiMniuiiiiHiiiiiiuiiiiuiiiiiiiHiniiriiiniiMiiiMiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiliiitiiiiiiiiillllllllllR
'Boyerized" Products Redtice Maintenance
Bemis Trucks
Case Hardened Brake Pins
Case Hardened Bntfiinrs
Case Hardened Nuts and Bolts
Mangranese Brake Heads
Manganese Transom Plata*
Manganese Body Bnshinc*
Bronze Axle Beaiiocs
Bemis Pins are absolutely smooth and true la diameter. We
carry 40 different sizes of case hardener pins in stock. Samples
furnished. Write for full data.
I Bemis Car Truck Co., Springfield, Mas*. |
'jiiiliiiiiiiiiiiiiiiiiiiMiUiiHiiiiiiiiiiiiHiiiiiiiiiiiiHiiuuiiiiiiiiiiiiiiiiiniHiuiiiiiiiuiitiiiiiiiiiitittiMi'HniiitHiiiuiiiiiiiiiiininiiiiiiiiin
November 25, 1922
Electric Railway Journal
Baltimore, Md
United Railways & Electric Company Inaugurates
Service Extension with Brill Rail-less Cars
The opening of a 6.3-mile elec-
tric rail-less car line on Liberty
Heights Avenue, between Gwynn
Oak Junction and Randallstown,
in the suburbs of Baltimore,
demonstrated these facts. That
this electric railway recognizes
that it can extend its service more
economically with this type
equipment, that the cost of put-
ting up the overhead is small
when compared with the saving
in operating cost, and that the
familiarity of electric railway
personnel with this car's equip-
ment is also an important con-
sideration.
The J. G. Brill Company
PmL-A.OE:i-F»MiA.. Pa-.
American Car Co —
ST- UOUIS N/10
G.C.KuHLMAN Car Co.
Cl-CVEl-A'^O, OHIO
Wason Maimf'c Co.
SOR irsiCPtCLD- MASS.
Electric Railway Journal
Examine
This Library of
Electrical
Maintenance
and
Repair
for 10 days
FREE
Six practical "how
to-do-it" books for elec-
tricians, electrical repairmen
and electrical maintenance men.
Six books that take up actual
jobs and show you step by step what to
do. Six books that show you just how to
go about the locating and remedying of motor
and generator troubles, the rewinding of
motors, the re-connection of motors to meet
any condition of voltage, phase, frequency
and speed. The six books in the ELECl^RI-
CAL MAINTENANCE AND REPAIR
LIBRARY give you information that you will
find of priceless value every day on every job,
if you are concerned in any way with the care
and repair of electrical machinery.
These book* telU you
How to rei»laoe commutator segments —
How to connect an induction motor
winding- to meet any condition of
voltage, phase. fl*equency and spcetl —
How to check this reconnection to know
if the motor will operate under the
new condition —
How to draw a diagram for any wind-
ing—
Ten most common defects in windings —
How to locate defects —
How to figure a new winding for an
old core —
How frequency affects winding and
r.p.m, —
How performance is affectetl by a
change in winding —
How to find out what the trouble is
when a motor or generator will not
run —
How to remedy the trouble —
How to keep electrical machines in
first-class operating condition —
How to re-arrange a three-wire system
to reduce voltage fiuetuations —
How to test meters —
How to turn down a commutator —
How to insert spare transformer in
star-delta group —
How to remove defective field coils —
And hundreds of other practical
methods and kinks
Mr. Magruder of
Ambridge, Pa., Writes:
"The books are entirely be-
yond my expectation, and I
would not part with them
for twice the price. I cannot
find words to express my en-
thusiasm at being able to get
such a set of practical books."
Jos. F. Magruder.
Only $4.00 in 10
days and $4.00
monthly for
three months
A List of Books
Rowlands APPLIED ELECTRICITY FOR PRAC-
TICAL MEN
Braymer's ARMATURE WINDING AND MO-
TOR REPAIR
Gandy and Schacht's D.C. MOTOR AND GEN-
ERATOR TROUBLES
HANDBOOK OF ELECTRICAL METHODS
Dudley's CONNECTING INDUCTION MOTORS
WIRING DIAGRAMS OF ELECTRICAL APPA-
RATUS AND INSTALLATIONS
You can secure the use
of the^e six great books
on eleetrical repair work
for ten days' free exam-
ination. When you have
seen for yourself what
these "books are and how
much they could helu
you. send us your first
remittance of S4.00. The
balance may be paid in
monthly installments of
$4.00 until the price of
the library — »16.00 — is
paid. Send for the books
today. Fill in and mail
the attached coupon.
C7^iee 6xamhiatwn Coupcn
.Motiraw-Hill lt4iok Company, Iiir.,
370 Seventh .\venue. New York.
You may send me the si.x volumes of the Electrical Repairman's
Library on approval for 10 days' examination. I agree to return
the books postpaid in 10 days, or to remit 84-00 then, and Sl.OU
per month for ."? months.
... I am a regular subscrib.'r to Electric Railway Joiliiial
Signed .
Address
(Please print)
Oflicial Position
Name of Company
(Books sent on approval to retail purchasers in U. S.
Cana»la only.) E. \\'.
and
5-32
Hill Co., Inc.
December 2, 1922
Twenty Cents Per Co]
iniMfirniiiiTni
MiiiniiiMiiiinT
iMniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii
HOUSTON PUBLIC IT" /
LYCEUM Au. CARi\-o.- ^rJANCH
HOUSTON, TEXAS.
TRADE. MAHK
TRADE. MARK
Qjtandafd for
(olectfic JiailiOau
^iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii^ iiiiiiifc
Electric Railway Journal
December 2, 1922
msc
^%'
1^^'
rWESTIMGHOUSEA
LV ELECTRIC Ja
m
)^i
WWm
A^'^
I' d
^»M
Read
This
Publication!
No. 1655
v"
It tells all about:
TheCLight-Weight, Double
* Truck Car.
The Safety Car.
The Trolley Bus.
It gives the Field as well as the essential merits and
possibilities of each of these three outstanding electric
transportation vehicles, and recommends the electrical
equipment best suited for each type, to meet any local
conditions.
Westinghouse Electric & Manufacturing Co.
East Pittsburgh, Pa.
Westinghouse
Vol. 60, No. 23
New York, December 2, 1922
Pages 869-898
HCM^R
Henry W. Blake, Editor
CONTENTS
Editorials 869
Keep Ahead of the Procession 871
An interview with C. D. Emmons by Harold V. Bozell.
Anticipate the desires of the public. Speed, comfort, cleanliness
and courtesy are necessary. A high class of platform men needed.
Lighter equipment is a certainty. The bus a transportation tool.
Review of Transit Commission Valuation 875
Consulting engineer finds manv errors of omission and commission
In the State Commission's tentative valuation of Brooklyn surface
roads and questions the methods followed.
New Light Motor Car for Paris Tramways 878
"Holding a Field by Filling It" 879
Midi Locomotive Tests Successful 879
Letter to the Editor 880
How the United Railways of St. Louis Keeps Its Public
Informed 880
Use of One-Man Cars in Europe Spreading 881
By p. M. NiEUWENHt'is.
Operation with short cars has been satisfactory and some long
cars will be converted. Due to customs in Europe some loading
difficulties have been encountered, but these are gradually being
overcome.
Transit Expert Reviews Situation Abroad 883
D. L. Turner, of New York Transit Commission, on recent trip
abroad was impressed by the relation between size of buildings
and city transportation problems.
American Association News 884
Recent Happenings in Great Britain 888
News of the Electric Railways 889
Financial and Corporate 892
Traffic and Transportation 894
Personal Mention 896
Manufactures and the Markets 897
McGraw-Hill Co., Inc., Tenth Ave. at 36th St., New York
C>bl« Addroi: "Miehlnlit, N. T."
Juin H. McQraw, PrMldut
ISTBUa J. BAZ.DW1N. Vlce-Prvstdent
Malcolm MtriE, Vlw-Pretldant
Bdwabd D. CoKKLIN. Vlcfr-Prwldent
Jahh B. MoObaw.Jb., 8w. and Treu.
Publliheri ot
tn2
Enffineerinff \nM'Aw«rtf
American Machinitt
Pouter
Chemical and
tlietallurgieal Bngineering
Coal Age
Engineering and MinUig Journal-Prete
Inotmicria InternafUmal
But Trawiportaticn
Electric RoUxcati Journal
mwtrical World
Electrical M erchandiaing
Journal oj Electricitu and
Wertern Industry
IPuilished In San Francisco)
Induttrial Engineer
(PuMUkell in CKicago)
American MacMniet — Eurwean
Edition
Maoiber Aliocllted Bustneai Pipers. Inc. (Published in London)
Th« annual subscription rate is S4 In the United SUtes, Canada. Mexico, Alaska.
Hawaii, the Philippines. Porto Rico, Canal Zone. Cuba, Honduras, Nicaragua, Domin-
ican Republic, Salvador, Peru, Colombia, Bolirla. Ecuador, Argentina, Spain and
Shanghai, China. Extra foreign postage in other countries 13 (total $7, 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, 20 cents.
Change of Address — When change of eddrets ll ordered the new and the old address
must be given, notice to be received at least ten days before the change takes place.
Copyright. 1922, by McOraw-HllI Company, Inc.
Published weekly. Entered as second-class matter, June 23, 1908, at the Post Office,
at New York, undei the Act of March 3, U7». Printed Id U. S. A.
WalBlNQTOlf :
Colorado Building
Cbioaoo:
Old Colonj Building
PB1X,ADEUBIa;
Beal Atate Trust Buildlna
Clbtxlamd:
I«ader-Kews Building
St. Locis :
Star Building
8am PsANCiaco-
Blalto Building
tiONI»ON;
6 Bourerle Strwt, London E. C. 4
Member .\udU Bureau of Clrculatlotil
Are You Using the Journal
in the Larger Way?
THE searching out, analysis, and presentation
in readable, reliable form, of all that repre-
sents forward thinking, better and more economi-
cal service, progress with, respect to any phase of
the business, is the part Electric Railway Journal
plays in the educational work of the industry.
The field comprises such a great scope of activity
that to keep up with its progress is a matter of
constant education for even the best informed
man. And the man who does not keep informed
on the current developments is not only fast
losing his opportunity for personal achievement,
but he is actually decreasing his value to his
company.
But Mr. Executive and Mr. Department
Head, are you using the knowledge pubhshed in
the Journal in the larger way? Are you en-
couraging your subordinates to develop them-
selves by absorbing and capitalizing upon the
advances of the art that are related in the Jour-
nal? "Anyone interested in the education and
development of his organization is missing a great
opportunity if he is not taking special interest in
seeing to it that Electric Railway Journal is
carefully read and absorbed by every man on his
staff of any responsibility whatever" — is the way
one of the leaders of the industry recently put
it in a letter to us.
No other medium exists in the field today that
approaches these weekly issues in downright value
as a source of new information. An editorial
staff of fourteen men well grounded in the science
and problems of the industry and a news cor-
respondent in practically every important center,
are comprised within the organization that is
ever alert for constructive thinking, better equip-
ment or better operation. They are ever study-
ing the developments in the fieW. What appears
in type often represents the final boiled down,
result of labor and study perhaps spreading over
many weeks and embradng a knowledge and
breadth of view such as only a staff of men de-
voting their entire energies to this end can supply.
The Journal is making an annual expenditure
of some $250,000 in this pursuit of knowledge
helpful to the railway men. Are you making the
most of it?
Circulation of this Issue, 5,900 Advertising Index— Alphabetical, 56; Classified, 52, 54; Searchlight Section, 49-51
Electric Railway Journal
December 2, 1922
WABCO is a now pnckitiff cud ma-
terial developed for the express pur-
pose of eliminating' brake cylinder
leakag-e.
WABCO is virtually indestructible.
giv'.ng infinitely longer wear than
ordinary composition or leather
packing.
WABCO possesses just the right
"body" and resiliency to hold itself
always firm aKainst the cylinder
wall, thus maintaining a permanent
air-tight seal.
WABCO is non-porous: air cannot
penetrate its surface.
WABCO is not affected by oil or
water and may be lubricated as
freely as desired without fear of
damage.
WABCO is immune to heat up to
any brake cylinder temperature de-
veloped in actual service.
WABCO is easy to install and easy
to handle at cylinder cleaning
periods; any cleaning agent such as
gasoline or kerosene may be applied
with safety.
Whu?
Once having tried WABCO you
will know why thousands of railway
men throughout the country are
proclaiming this the greatest brake
cylinder packing cup ever offered.
It is a new thought in packing cup
construction — and is setting an en-
tirely new standard for packing cup
performance.
co^
IN the interests of economy and efficiency, specify
WABCO when placing your next order for
brake cylinder packing cups. The results you get
will be surprising. There is nothing comparable
to WABCO for general, all-around utility and
serviceability. WABCO is made in all standard
brake cylinder sizes and can also be furnished in
special sizes and designs for special uses if ordered
in sufficient volume.
Literature
Mailed on
Request
Westinghouse Traction Brake Company
General Offices and Works: Wilmerding, Pa.
Boston, Mass.
ChicaKO, III.
Colambus, O.
I>enver, Colo.
Hoaston, Tex.
OFFICES:
Lob Anj;ele8
Mexico City
St. Louis. Mo.
St. Paul. Minn.
Nfw York
rittsbnnsh
WtlsliinsioD
Seattle
San Franeisco
WestinghousTraction Brakes
December 2, 1922
Electric Railway Journal
O-B Lock Trolley Hangers —
A tighter, smoother line of longer life
Every ear fits up tightly to every O-B Locic Hanger.
The drawings below show how ear and hanger be-
come a rigid unit — weather-tight and time-proof.
All the threads are protected. There is no vibra-
tion between ear and hanger.
The good features of the cap-and-cone and of the
round top suspension are combined in the O-B Lock
Hanger. It has alining feature of the first, it is as
easy to install as the latter.
O-B Lock Hanger is a self-contained unit, protected
bv' O-B Sherardizing, insulated with Dirigo Com-
position.
Prompt Shipment.
O-B Type F Lock Hanger
When the ear is tightened it pulls the stud down
against the heavy spring. The hanger is self-con-
tained, with no loose parts.
This is the way O-B Lock Hanger works —
Usually the ear is out of line with the trolley wire when it first
makes contact with the hanger:
With Ordinary Hanger —
The ear must be backed off,
With O-B Lock Hanger—
After first contact, the ear is rotated still further.
The stud is pulled down and compresses a heavy spring;
which leaves a loose joint between ear and hanger:
The result is a tight, solid joint between lock hanger and
ear when the latter comes in line with the wire:
The
Ohio
Mansfield,
Brass
Co.
Ohio.U.S.A.
New York Philadelphia Pittsburgh Charleston. W.Va. Chicago Los Angeles San Francisco Paris. Trance »
Products: Trolley Matenol, Rail Bonds. Electric Railway Car Equipment, High Tension Porcelain Insulators. Third Rail Insutatort
S ElectricRailwayJournal December 2, 1922
^ <jnsurance plus
OTHER THINGS BEING EQUAL— Marsh &
McLennan would not be carrying the insurance for a
great number of the largest public utilities in America.
The public is no more interested in where you buy
your insurance than they are interested in where you
buy your rails or cars or other equipment.
Marsh & McLennan solicit your insurance solely
because they can render you a service that will decrease
your insurance costs.
On one large Eastern Corporation, for example, we
were able to reduce the insurance rate from $17.50 per
thousand to $4.30 per thousand. Why not buy your
insurance where you can buy the most for you money?
We will be glad to outline this service to business
executives who are interested 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
December 2, 1922
Electric Railway Journal
Trained Eyes and Steel Ties
■'*■•"
D
N the course of experience an En-
gineer develops unconsciously a
faculty of measuring the strength
of materials with his eye — of checking
without calculation by his visual precep-
tion the correctness of any construction —
always when faced with this test Steel
Twin Ties get the nod of approval.
m
HEY'RE big enough for the work
they have to do — 140 pounds of
steel — 156 square inches of bear-
ing per track foot and this at no greater
cost than wood ties in ballast — in many
localities at a large first cost savings over
wood ties in concrete.
See them in your 1923 construction
THE INTERNATIONAL STEEL TIE CO.
Cleveland
Steel Twinlie Track
8
Electric Railway Journal
December 2, 1922
JMmm^i^^mmt^m^m^ji&^m^^^ ?
SEMAPHORE
L I
H T
fORDOUDLETMa
Merurban Railv^Gys
Union automatic
s block signals ^
afford a simple system of
indications easily under-
stood by trainmen.
The continuous A. C.
track circuit makes possible
the use of ''polarized" or
"wireless*' control and in-
sures the display of the pro-
per indication at all times.
On the II'. B. & A. Railroad
»>i
PROCEU
STOP
I CAUTION
PROCEU
v;.
I
i
I
$
i
UNION EQUIPMENT WILL SOLVE YOUR INTERURBAN
TRAFFIC PROBLEMS
Let us study your operating conditions and cooperate with you in considering
what automatic block signaling will do for your line.
m
Trade
M«fk
^nton ^tattcfi $c ^tsnal Co.
SWISSVALE, PA.
Trade
nUrk
^,'
t
KJ
M
m^mm^^^}^^mm^Mmm^^^mim^^^mMmmMm^^
«f^-'»
-i.
December 2, 1922
Electric Railway Journal
r
Keep Them
UP
With
KEYSTONE
Safety Car Specialties
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
Keep the Good Will of Your
Riders With You—
( 1 ) By making it easy for them to recognize the destination
points of your cars — with Keystone-Hunter Illuminated
Signs.
(2) By making it convenient for them to signal the motor-
man — with the reliable Faraday Car Signal System.
(3) By keeping your cars invitingly illuminated — with Safety
Lighting Fixtures that do not rattle or break the glassware.
(4) By giving them the protection afforded by the non-blinding
but penetrating beams of "Golden Glow" light.
Anything that keeps your riders good natured and content to
ride in your cars is a good investment at any price. For this and
the reason of their quality Keystone Car Specialties are builders
of Good Will and Economical operation.
Electric Service Supplies Co.
Manufacturers of Railway Material and Electrical Supplies
PHILADELPHIA NEW YORK CHICAGO
17th and Cambria Street SO Church Street Monadnock Bldg.
Branch OfHces: Boston, Scranton, Pittsburgh. Canadian Distributors: Lyman Tube & Supply
Co., Ltd., Montreal, Toronto, Winnipeg, Vancouver.
10
Electric Railway Journal
December 2, 1922
Lay the Foundations Now
for Future Economies
The Tie
that lasts longest
is least expensive.
SUCCESSFUL railroad operation comprises foresight
and discrimination in the selection of construction
materials that promote efficiency and economy.
The Creosoted Tie has been developed to the point where
it is now recognized as necessary for the efficient, permanent
maintenance of modern railroad tracks.
Sound ties, well treated, have a life in track of two to
several times that of untreated ties. This means an annual
saving cf 10 cr more cents per tie per year. This yearly
economy increases as more treated ties are put in service,
because their use decreases the cost of maintenance and
lessens the necessity for frequent track disturbance.
It is true that the first cost of preserving ties is reflected in
present operating costs, but the ultimate saving accrues as a
benefit to future years, due to longer tie life, fewer renewals
and a reduction in tie requirements.
When you specify International Ties, you receive sound
ties, well seasoned, strictly graded, thoroughly treated for
good penetration and always piled for careful inspection.
We interpret it as our duty to furnish you ties exactly as
you specify without subterfuge, overgrading or deviation
in any form. In other words, International Service and
Products insure full value for your Tie Dollar.
International Creosoting and Construction Co,
General Office — Galveston, Tex.
Plants: Texarkana, Texas Beaumont, Texas Galveston, Texas
December 2, 1922
Electric Railway Jovrnal
11
Inside or Out!
No Half -Way Business
About It
Accident reduction in recent years has been
chiefly among that class of cases known as the
"boarding and alighting" kind. And more
responsible for the improvement than any
other single thing, has been the enclosed plat-
form where doors and steps are interlocked
with starting signals or control. This means
that when the car is started there are no pas-
sengers left in dangerous positions, half way
on or off the car.
National Pneumatic Devices have consistently
lead the way and filled the bill in this develop-
ment. They are widely used because on purely
economic ground alone they save their cost in
damage claims.
NATIONAL PNEUMATIC
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 McCormick Bldg., Chicago
Works: Rah way, N. J.
12
Electric Railway Journal
December 2, 1922
Off and on again — it's done in a jiffy!
The Reciprocating Track Grinder
Does Not Delay the Cars
It is built by practical railway men who know the value of seconds in
operating passenger cars. Therefore, it is so constructed that it can be
instantly and easily de-railed, rolled off the track to one side, and then
re-placed and set at work again. It saves time of cars, and it saves its
own time.
The Reciprocating Track Grinder is used by hundreds of roads, many
companies having ten or more in their track department. By constantly
keeping up with corrugated rail, and smoothing out the wrinkles when
they first appear, great savings are made and the life of the track and
cars is prolonged.
Track Welding and Grinding Equipment
AJAX
Electric Arc Welders
UNIVERSAL
Rotary Track Grinders
ATLAS
Rail Grinders
r
Like the Reciprocating Track
Grinder, the other welding and
grinding equipment listed at the
left is all the result of practical
knowledge of actual railway op-
erating and maintenance condi-
tions. It is designed for fast,
efficient work, at reasonable cost.
Write for further information.
RAILWAY TRACK-WORK COMPANY
3132-48 E. Thompson St., Philadelphia, Pa.
Chas. N. Wood Co.
Boston
Electrical Engineering: & Mfg. Co.
Pittsburgrh
AGENTS:
Atlas Railway Supply Co.
Cbicaffo
P. W. Wood
New Orleans
EQuipmont & Engineering: Co.
Xxtndon, Bng-land
Electric Railway Journal
18
ELRECO
COMBINATION POLES
Ornamental and Ecommical
To put the finishing touches of adornment on
that new bridge or highway, install Elreco
Combination Railway and Lighting Poles.
Avoid the mistakes of former years, whereby
otherwise fine-appearing streets and avenues
have been cluttered up with a veritable forest
of wooden poles and a maze of electric wires.
Combine your railway and lighting poles in
one — Elreco Poles. It is an artistic as well
as a sound economical policy to follow.
Elreco Poles are provided with the finest
G. E. Novalux lighting fixtures. Elreco
Poles are strongly built, yet light in weight.
Their initial cost is reasonable, their mainte-
nance cost a minimum.
Let us send you all the data.
The Electric Railway
Equipment Co.
Cincinnati, Ohio
30 Church St., New York
14
Electric Railway Journal
Dece^nber 2, 1922
Overhead as nearly Everlasting as Possible
Bates Steel Poles for electric railway over-
head have a conservatively estimated life of
fifty years. In your own experience, what
other pole can approach this length of useful
life, even at a generous estimate?
Added to this life advantage is the fact
that Bates Steel Poles require the very
simplest of maintenance and will go longer,
safely, without any maintenance than any
other pole. This is due to their distinctive
one-piece, expanded construction. Every
inch of surface is exposed, easily reached by a
paint brush for cheap easy maintenance.
There are no hidden surfaces, no places for
rust to eat away the pole without being seen.
With ample strength for any type of over-
head construction, with strength that with-
stands the severest storms of winter, with
their endurance based upon the strength of
steel. Bates Poles provide the most permanent
pole line construction known today.
The fact that this kind of construction costs
less than other types is a most important
consideration.
They Outlive the Bond Issues that Buy Them
Ask us for the complete story, and engineering data if you wish it.
Qales
xpande^ teel jiruss ^
208 So. La Salle St., Chicago, 111.
District Sales Offices in All Principal Cities
B^
EXPANDED
kJ STEEL
mis
December 2, 1922
Electric Railway Journal
1&
Industry relies less'on guesses
than it did in the days when it
was easy to roll up a surplus.
H
The electric railway industry
in particular has learned the
lesson of watching its step.
I
Electric railway men as a
whole will do their 1923 buy-
ing on the basis of the in-
dustry's fundamental statistics.
They will want to know just
where the industry is headed
before they plunge with their
newly developed net profits.
I
Their guide will be the annual
compilation of facts for which
they rely on the Statistical
issue of the Electric Railway
Journal.
Where Are We
Headed?
Its text pages are their well
known data book.
I
Its advertising pages are their
well used buying guide.
What have you to say to these
men at that time?
January 6, 1923
Added circulation. Added atten-
tion. Added value.
Enter your space reservation early.
Help in writing a resultful piece of
copy is part of our service.
Forms close December 30.
Electric Railway Journal
{A McGraw-Hill Publication)
Tenth Avenue at 36th Street
New York, N.Y.
Member A.B.P. Member A. B.C. Member A. E.R.A.
16
Electric railway Journal
December 2, 1922
Use Joint Boosters and Forget
Reclamation vs. Reconstruction
Are you worrying about the thousands
wrhich must be spent for track reconstruc-
tion on your property next spring, because
the joints are bad?
The Dayton Joint Booster
will, in nine cases out of ten, provide the remedy
and postpone this large outlay of money for recon-
struction for several years.
The track pictured here was considered beyond
repair, but was reclaimed with Dayton Joint Boosters
^^for less than one year's interest on the cost of new
wbr^. And there was no interruption to traffic.
yiJu.afford to pass by an opportunity of this
kind7"i*4ieQ^~th^ Booster costs only four dollars and
fifty c«/rf»? ■■ "it*
December 2, 1922
Electric Railway Journal
17
About Low Joints For Years To
Come — Place Your Order Now
No Single Installation Has
Ever Required Replacement
The greatest wear of all — on ties, on
rails and on rolling stock — comes at the
rail joints.
Right here the principle of resiliency
obtains its greatest justification.
For in the Dayton Resilient Joint
Booster fallen joints may be perma-
nently built up, in old track, at an initial
expense, only slightly greater than the
expense of making temporary repairs,
with shims.
The Dayton Resilient Joint Booster is
simply a section of the Dayton Mechan-
ical Joint Tie, strengthened throughout
for the exceptional service to which it
is adapted.
It permits the use of concrete under the
Booster and provides for a shock ab-
sorber in the Booster itself, which saves
the concrete from breaking up under
the hammer blows of traffic; moreover,
it can be installed without any interrup-
tion to traffic. Send an order for a small
number and become a Booster.
Resilient
JOINT BOOSTER
THE DAYTON
MECHANICAL TIE CO.
707 Commercial Building, Dayton, Ohio
Canadian Representative
Lyman Tube and Supply Co., Ltd., Montreal, Quebec
18
(4
Electric Railway Journal
December 2, 1922
NATIONAL
TUBULAR STEEL POLES
NWriONAL
EXPERIENCE has taught many valuable
lessons in the selection of poles for trolley
lines, electric lighting, telephone, telegraph, and
signal systems. Perhaps the lessons of greatest
value are those which resulted in the policy of
choosing poles for long life, reliability, and, es-
pecially, fo safety. The recognized safety
(dependability) of "NATIONAL" TUBULAR
STEEL POLES is a consideration of first and
ultimate importance as evidenced by the exten-
sive use of "NATIONAL" POLES throughout
America.
Aah for a copy of "National"
Bulletin No. 14— "NATIONAL"
Tubular Steel Poles
NATIONAL TUBE COMPANY, PITTSBURGH, PA.
General Sales Offices: Frick Building
DISTRICT SALES OFFICES
Detroit New Orleans New York Salt I ake City Philadelphia
Atlanta Boston Chicago Denver Detroit New Orleans New York Sail I ake City Philadelphia Pittsburgh
PACIFIC COAST REPRESENTATIVES: U.S. Steel Products Comoany San Francisco Los Angeles Portland
EXPORT REPRESENTATIVES: U. S. Steel Porduets Company New York City
St. Louis
Seattle
St. Paul
j^^\\mmm\mmmm\mswMN^^^
OF A SERIES OF ARTICLES PICTURING THE INFLUENCE OF THE ENGINEER IN THE AFFAIRS
OF THE WORLD. PRESENTED BY THE McGRAW-HILL COMPANY, INC., WHOSE PUBLICATIONS
HAVE SERVED THE ENGINEER THROUGH HALF A CENTURY OF INDUSTRIAL PROGRESS
•\\'\m\\\M\Mmmmmu\n\iiiiiiuii,iij//wiii
'.^t^^j^i{^^P^^^^,^^^^^~^J^^^pimmiiiii'iiii'"^^
Coal Age
Electrical
World
Electrical
Merchandising
American
Machinist
Industrial
Engineer
(PubliiJudin Chicago)
Engineering
and Mining
Journal- Press
American
Machinist
European Edition
(London)
THE PLACE OF THE
ENGINEER
WITHIN the memory of the elders of today this
nation has turned from a land of scattered agri-
culturists to a compact unit of industrial produc-
tion. And this in the face of a multiplying population with
multiplying food requirements ; in the face of increased acre-
age with increase output per acre.
(H. The change has come through the coming of a body of
men known as engineers, who have delivered us from the
consuming losses of chance by giving us the science of con-
trolled and directed effort.
dl. These engineers have reduced the proportionate popula-
tion of the farms through providing the farmer with mechan-
ical means of replacing human labor.
d. They gave industry impetus through providing it with
equipment designed to construct the machinery and other de-
vices required by the farmer, as well as to meet the enlarged
needs of a congesting urban population.
d. They have put machinery to do the drudgery of detail in
office, store, factory, farm and home. They have put methods
into management, facts where guess-work had been, knowl-
edge where ignorance had taken toll.
d. These engineers, of whom we hear so little and upon
whom we are daily becoming more dependent, have carried
out a successful and constructive revolution which has turned
this country into the greatest of industrial nations.
d. Today they are making themselves felt in the reconstruc-
tion of our standards of intercourse, in the improvement of
both social and industrial laws, in the betterment of ethical
and moral principles.
d. They have earned this position of influence through hav-
ing analyzed the purpose of life and through the evolution of
a science of progress founded upon fact.
d You will do well to follow the activities of the engineer.
Your future depends upon him, not merely your -financial
success but the revaluation of our world and its progress out
of chaos into sound prosperity.
r<sssa«ss«»«s«55ss>s^sjssss^^
^'^"-^'^-^ ^'
"Mm^
Power
Engineering
News-Record
Bus
Transportation
Electric
Railway
Journal
Ingenteria
Internacional
(Printed in SpaniUi)
Chemical ana
Metallurgical
Engineering
Journal of
Electricity and
Western Industry
(San Franeiico)
McGRAW-HILL COMPANY • INC
NEW YORK
V^^^w^^^^^^^^m^w^^^w^^^^w^^w^^^^^wu^^^^^«^^^^^^«^^^^^l^^»l^^^lll»\l^lll uiniwmimmimmmiimini»imminimwmiimii»wmiifi>/wmf»a!t
ENGINEERS OF BUSINESS
The Public Accountants
AND you will do well to consider another group of men
^ whose activities are comparable to those of the en-
gineer and whose work is the deduction of Facts from
Figures, and the practical, timely and systematic appli-
cation of those Facts in industry and business — the Public
Accountants — ^Engineers of Business.
Organization, System, Method, Control, irresistible factors
which determine the value of success, depend upon their
service.
Theirs the power to make figures talk, telling of things as
they are. They the guides, and the guards to progressive
action. Thru their efforts. Ignorance, Gamble and Guess
are eliminated; Mistakes, Inefficiency and Waste disap-
pear; Profit is assured, and Loss prevented.
The cornerstone of Credit is their Complete Audit.
Their monthly Balance Sheets and Operating Statements, and
above all, their Business Budget, are the safeguards against
Over-Production, Over-Expansion and Over -Expenditure.
They have made Cost Accounting a science
necessary to manufacturing success.
-and absolutely
Inventory troubles are cleared by their simple Systems.
Sales Promotion is blind without their Scientific Market
Analysis.
Tax Problems seem to settle themselves thru their practical
knowledge of the law and their understanding of figvu-es.
While their Business Graphics put before the executive a
moving picture of his business activities.
ERNST & ERNST
AUDITS — SYSTEMS — TAX SERVICE
A National Organization with offlcra In 36 of the Larfett CItlM.
December 2, 1922 ElectricRailwayJournal 19
uiiiiiinriiniiiiiiimiiiniiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiii mm iiiiiiiiiiiiiniiiiiiiiiiiiiifiKii tiiiiiiiiiiini ii i iiiiiiiiiiiiiiii niiiiiii miiiiiiiiijiiiiiiiminiiiiiiiiiiiiiiiiiiiiiinimiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiimiiiiiiiiiiiiii iiiiiiil
Jimmy, what are you doing down there?
The boss had this car run in. Said it was time to change
the Pinions. They have run 72,000 miles, but I can't find
one that's 'worn more than smooth, and the Motorman
says it runs so easy that the Policeman at the crossing
swears at him for creeping up on him so quietly.
I told the boss they didn't need changing, but he must
see them himself before he would believe me, and even
then he must see the record, and all he could say was,
what do you know about that, these Nuttall Helicals have
certainly made good.
^{^9
R.D.NUnALL COMPANY
PrrrSBURGHS PENNSYLVANIA
Every Gear Registered
All Westinghouse Electric &
Mfg. Co- District Offices are
Sales Representatives in the
United States for the Nuttall
Electric Railway and Mine
Haulage Products. In Canada;
Lyman Tube & Supply Co.»
Ltd., Montreal and Toronto.
~iiiiiii inMtuiMifimiiiiMimiiiiiiiiiiiniMiiMinMiiMinMiiMiiMniriniiiiiiniiMiiMiiiiiiiMiiiiiiinifiiiMiiiiiiiiiiiiiMiiiiiMiiriiirMniiHMiniiniiiiiiii^ riinMiiiiiniiiiiiiiiiiniiiniiniiniMiMiniMtiiiiriiiniiniiiniinniriiitiniiiiin
20
Electric Railway Journal
December 2, 1922
Snow Fighting Equipment
Selected Snow Sweeper
Rattan on Hand,
Ready for
Immediate Shipment,
Standard Single Truck, Steel Underframe
Long Broom Sweeper
Approximately ninety-five per cent of all
the electric snow sweeping equipment,
which is used in the United States and
Canada, is of McGuire-Cummings make.
The car illustrated here is one example.
The brooms are so arranged that they will
clean both rails ahead of the car; the side
plows will clear 4 ft. 0 in. outside of rails.
It requires two 25-hp. motors to propel
the car, and one 25 to 40-hp. motor geared to
drive brooms at 300 to 350 r.p.m.
Blueprints and specifications will be
submitted on request.
End view of Standard Single Truck
Sweeper.
McGUIRE-CUMMINGS MANUFACTURING CO,
GENERAL OFFICES
111 WEST MONROE STREET
CHICAGO, ILL.
City and Interurban Cars and Trucks, Safety Cars, Combination and Work Cars,
Snow Sweepers, Electric Locomotives.
December 2, 1922
Electric Railway Journal
21
'* Indianapolis" Welded Joints
Meet All Requirements
Investigation of Welded Rail Joints
Metal-Electrode Arc- Welded Class
Indianapolis "Apex" and "Simplex" Types
CONDUCTIVITY
U. S. Bureau of Standards (1913-
191 S), see Technologic Bulletin
No. 62.
"Higher in Conductivity, thru
Joint, than in the unbroken rail."
STRENGTH
Robert W. Hunt & Co. Testing
Laboratories (1914-1916).
"Greater Strength and Less De-
flection, thru Joint, than the un-
broken rail."
ENDURANCE
Over 200 Properties (1912-1922).
"Field Test, and actual service,
thru Seasons, successfully resist
severe traffic and temperature
strains and stresses, as well as cor-
rosion and electrolvtic action."
Joints "INTACT" after ten (10)
years' severe service.
FAILURE OF WELDED
TRACK
Not to exceed 1% of "Breakages,"
attributed to "Indianapolis"
welded Joints, when applied in ac-
cordance with manufacturer's in-
structions. (Many report none
(0%).)
ECONOMICAL
Cost less than Bolted Splices and
Bonds.
AVAILABLE
Any road, Any quantity, from one
(1) to ten thousand (10,000).
UNIVERSAL
Any Rail Section, Suitable for
paved streets.
DEPENDABLE
PROVEN, thru Ten (10) years,
under varying conditions, in di-
versified territory (SO states and
countries) over 200 properties, on
over 125 different rail sections.
INDIANAPOLIS SWITCH AND FROG COMPANY
Springfield, Ohio
^1
22
Electric Railway Journal
December 2, 1922
ACKLEY BRAKES
r-i;
ACKLEY
NO-STAFF
BRAKE
For any size and type of car
Ideally fits your safety program
What you desire is an unobtrusive, powerful hand brake,
which may be applied with the least delay and effort.
The Ackley NO-STAFF, quite unlike other staffless brakes,
is equipped with an eccentric winding drum. The eccentric
absorbs all the chain and rigging slack in a fraction of a
second. The real business of braking therefore occurs in
minimum time.
The price is only $32.00
Send for our bulletin.
Representatives
E. A. Thornwell, Candler Bldg., Atlanta, Ga.
A. W. Arlin, Central Bldg., Los Angeles, Calif.
/VCKLEy
ACKIEYBRAKE S^ SUPPLY CORPORATION
G S AGKLEY ^ COMPANY. REPRESENTATIVES
n 50 Church Street.NewYoik.U.SA, ^ _|
December 2, 1922
Electric Railway Journal
23
Th^se must be considered in
Cost of Lubrication!'
The Wisdom of Experience
Practical executives know that lubrica-
tion means something more than the
purchase of so many gallons of oil.
Likewise that the "cost of lubrication"
may not be limited to the purchase
price of the oil, but must be found by
checking the service results obtained.
Every dollar of expense in repairs,
extra labor or depreciation in equip-
ment that becomes necessary through
inability of the oil to furnish proper
and adequate lubrication, must in jus-
tice be added to the first cost of the oil
to ascertain final, or true cost of lubri-
cation.
An analysis of actual service results has
often revealed the fact that the sup-
posed saving made through the buying
of cheaper oil has been lost many times
over in expenses incurred through the
oil's shortcomings.
Galena Lubrication Service has never
failed to demonstrate its ultimate econ-
omy in mileage, reduction of repairs
and time losses, preservation of bearing
parts and all 'round lubricating effici-
ency. The matchless service it is now
furnishing to more than five hundred
electric properties is convincing proof
of its ability to deliver the most lubri-
cating value for the dollar of cost.
'More miles to the pint;
Better service to the mile!"
Galena-Signal Oil Gbmpanyi
Newark Franklin. Pa. y Chicago
" anH offices in principal citiGS "^
24
Electric Railway Journal
December 2, 192;
Railway motors and con-
trollers
Protective devices
Air brake equipment
Current collectors
Lighting and wiring supplies
Electric fans
Insulating materials
Repair shop tools and facil-
ities
Overhead line material
Rail bonds and bonding
tools
Another G-E Service
Our new catalog of railway equipment is compiled to assist men
who buy and maintain equipment for railway operation.
Hand in hand with our Renewal Parts Catalogs, which give you
detailed ordering information, this book will further simplify
your equipment problem. It completely lists G-E devices and
electrical materials for practically every need on electric, steam,
or mine railways.
The book has been compiled to serve you. Be sure you keep
your copy near at hand.
Gener
General Office
Schenectady; N.Y
Company
Electric
Sales Offices in
all large cities
HAROLD V. DOZEU.
Consulting Editor
HENRY H. NOBRIS
Engineering Editor
C. W. SQUIER
Associate Editor
CARL W. STOCKS
Associate Editor
nOMALD F. HINB
Associate Western Editor
R. E. PLIMPTON
Editorial Representative ,
Volume 60
JiSllA
Consolidation of Street Railway Journal and Electric Railway Review
HENRY W. BLAKE, Editor
New York, Saturday, Dec. 2, 1922
HARRY L. BROWN"
Managing Editor
N. A. BOWERS
Paciflo Coast Editor
H. S. KNOWLTON
New England J^itor
O. J.MaoMURRAY
Nen-s Editor
PAUIi WOOTON
Washington Bepresentative
ALEXANDER McCAlXUM
British News Representative
Number 23
Some Real Progress
Is Being Made in Standardization
PRESIDENT L. C. DATZ of the Engineering Asso-
ciation has placed standardization at the head of
the list of important activities of that organization for
the coming year. This is a wise thing to do, particu-
larly in view of the fact that during 1923 those stand-
ards which are put up to the American Engineering
Standard Committee for ratification can be approved
by a much simpler procedure than will be possible later.
But the situation regarding A. E. S. C. procedure is
of minor importance compared with that of standard-
ization itself. There must be a consistent and persist-
ent effort to standardize everything inherently stand-
ardizable, in the interest of ultimate economy. This is
especially necessai-y now, because there is an increasing
"urge to invention" strongly manifest all along the line.
This urge is a natural accompaniment of the revival of
electric railway activity and should in no way be dis-
couraged. At the same time it needs to be directed
along a safe and sane course, otherwise it will result
in dissipation of effort and increased costs.
Every time a new device or design comes out, it looks
as if the present standards were getting a setback. This
is not necessarily so, because in competition each new
idea must show its superiority to the cumulative wis-
dom of the past in its particular field. Hence the pres-
ent condition of flux in details and even principles of
car design, track structure, etc., need not blind any one
to the substantial progress that has been made in stand-
ardization from year to year. It will be necessary, how-
ever, patiently to examine the merits of each proposed
advance, and carefully to modify present codes to con-
form them to modern thought and practice. President
Datz and his constituency will have earned the plaudits
of the industry if next fall, at the convention, they can
show that they have accomplished this.
Bus Men Have Organized
a National Association
IT IS but a year ago that the American Electric Rail-
way Association debated and decided against taking
bus companies into membership. Prior to that action
this paper had urged the wisdom of admitting well-
established bus companies to the sobering counsels of
the association and commented that if bus men were
barred from membership they would sooner or later
form an organization of their own, which, having none
of the benefits of the experience of the electric railway
men, and because of the cold-shoulder attitude of the
railway men, would probably tend toward the competi-
tive and belligerent line of endeavor. The association
reorganization committee and many individual members
also urged that bus companies be admitted.
Week before last the National Motor Transport As-
sociation was formed. What the future strength and
attitude of this association will be is yet a matter of
conjecture, but it wouldn't be hard to guess the kind
of thinking a majority of the bus members will get
behind. Of course there is some real reason for a
separate association of the kind of transportation com-
panies that employ buses, but this could have been very
largely satisfied by a friendly and progressive offering
on the part of the railway association, such as the
formation of an active bus section or even an affiliated
association. The bus people would then have been "in
the family," where they could have been more quickly
taught the true economies of transportation and also
the advantages to all concerned of co-ordinated rather
than competitive systems. As things are, the same
end must ultimately obtain, because it is the only eco-
nomically sound basis, and because the commissions
are going to direct co-ordination. But the process will
be slower and the damage to the railways greater.
Perhaps much good could be done even yet if the rail-
way association were to take the initiative in establish-
ing friendly relations with the new bus association and
in endeavoring to woi'k with the latter to reconcile
interests.
Sound Commission Thinking
Improves Railway Outlook
THAT the obvious injustice of permitting bus oper-
ation to come into destructive and uncontrolled
competition with the closely regulated electric railway
is not going to prevail becomes daily more certain
as commission decisions on the subject accumulate.
Within the last two weeks two utilities commissions
have spoken very clearly on this important matter.
The Illinois Commerce Commission, in granting a cer-
tificate for a large bus undertaking in Chicago, was
careful that the operation of buses should be confined
to routes that would provide a needed service and not
jeopardize the earnings of the street railway, on which
the transportation of the city must primarily depend.
During the present week the commission of the Dis-
trict of Columbia declined to grant even a small exten-
sion to the routes served by the Washington Rapid
Transit Company, on the ground that the bus operation
already permitted had so eaten into the revenues of
the Washington Railway & Electric Company as to take
the cream of the business, whereas bus operation should
be authorized only where it will create a new traffic
of its own without materially affecting that of existing
rail routes. The commission explains the granting of
the certificate for the initial bus operation in the capital
city by saying that, at the time, the traction company
was unable to handle the business in the rush hours
and that the service was really inadequate. But this
condition has changed and the commission seems fully
aware that the service is at present of a competitive
nature and for that reason does not improve the local
transportation situation.
At the recent convention of the national association
of utilities commissioners there was a remarkable
870
Electric Eailway Journal
Vol. 60, No. 23
unanimity of opinion as to the place of the bus in the
scheme of transportation. There was general agree-
ment that taxes must be more equitably distributed as
between railway and bus and that certificates should be
granted to bus companies only where the operation
would be pei-manent and not in competition with a rail
line that was already giving adequate transportation
service.
So the competitive situation is steadily improving
and there would seem to be little to fear where the
utilities commission has jurisdiction over the buses.
Unfortunately there are only twenty-one states where
the commission does have jurisdiction now, but the bus
line is a utility and the tendency is distinctly to put it
under the commission. Where railway men can do
their most effective work is to push the revision of the
state utilities act so that the commission's authority will
comprise regulation of all common carriers to the same
extent that it does the railway.
But legislative processes are a little slow sometimes.
Meanwhile, bus competition unregulated and destruc-
tively competitive is going on and something ought to
be done right now. The answer is for the railway
to get into the bus business itself in self-defense, if
for no better reason. Is it anything but just plain
common sense to invest a few thousand dollars in buses
to protect an investment of several millions in the rail-
way? Or is it better just to sit by, lamenting the
great unfairness of it all and damning the bus fellow
who is pirating the business, while waiting for the
traction funeral?
There Must Be Some Way
to Control the Vehicle-Collision Situation
THE alarming increase in annual numbers of colli-
sions between cars and vehicles on many properties
necessitates prompt and vigorous action by municipal-
ities and electric railways, as well as vehicle owners
and drivers. At the recent meeting of the T. & T.
Association committee on accident prevention this topic
was considered as the most pressing one now before the
railway operator.
It appears that as soon as one source of danger in car
operation is eliminated another takes its place. Years
ago street vehicle and pedestrian traffic presented oper-
ating difficulties which were largely overcome through
the use of the air brake, through improvement in traffic
rules and through skill in car manipulation. Then came
boarding and alighting accidents, now under control due
to the widespread use of folding steps and inclosed
platforms. Next comes the phenomenal spread in the
use of the automobile, frequently operated by drivers
with indifferent training, and the furious driving of
the taxicabs, to the chauffeurs of which applies the
statement of the watchman, recorded in Kings II, chap.
IX.: "The driving is like the driving of Jehu the son
of Nimshi; for he driveth furiously." No wonder the
transportation superintendent and the claims attorney
spend much energy in racking their brains for ways to
get cars through the traffic with less loss of life, limb
and property.
There is not going to be found any royal road to acci-
dent mitigation. It is coming by way of attention to
detail and by arousing some kind of a spirit of co-opera-
tion The responsibility of the management of electric
railways is to see that neither motorman nor vehicle
driver has any excuse for a smash between a car and
an automobile.
Washington a Good Place
for a Midyear Meeting
EVERY one able to have gone to San Francisco for a
midyear meeting next spring will regret that that
city was not selected at the meeting of the executive
committee last week. Nevertheless the choice of Wash-
ington was a wise one. Only thirty-one railway dele-
gates living east of the Mississippi River had agreed to
go to San Francisco, and this with the smaller number
who could have attended from we.st of the Mississippi
was admittedly insufficient for a representative meeting.
The fact is that the spring is a very bu.sy time on most
railway properties, and while the thought of a trip to
California is alluring, not many can arrange to take the
two or three weeks necessary, or at least to decide defi-
nitely three months in advance that they can get away
by a certain date.
Washington not only has the advantage of being near
at hand for the great majority of the membership but
will make a good convention city for many reasons. A
trip to Washington can often be combined with other
business, and the growing interest of electric railways
in national government affairs makes the selection of
Washington particularly appropriate.
The last convention which the association held in
Washington was on Jan. 29, 1915, and was one of the
most largely attended in the history of the association.
One of the speakers was President Wilson, who, in an
address of more than 4,000 words, impressed upon the
delegates his interest in the success of the electric rail-
way as an important social and economic force in every
community. The sympathy expressed in this speech
was later shown in more tangible form by the appoint-
ment of the Federal Electric Railways Commission,
which was instructed to investigate the condition of the
electric railways, at that time admittedly serious, and
recommend a remedy.
Since the 1915 meeting the relations of the electric
railways with the federal government have become even
closer than they were at that time — nearly eight years
ago. This is particularly true in connection with such
branches of the government as the Interstate Commerce
Commission on the question of rates, the Department of
the Treasury on the matter of federal income taxes, the
Department of Commerce, particularly as the latter is
represented in its statistical department and the Bureau
of Standards, and the Department of Labor as regards
its studies on the cost of living and labor statistics in
general. In addition, of course, the electric railway in-
dustry is often very closely affected by Congressional
action. In fact, so much is this the case that during the
past few years the committee on national relations of the
association has kept a representative in Washington
through whom testimony on bills in Congress affecting
electric railway operation may be presented to the appro-
priate Congressional committee.
This means that a meeting at Washington will accom-
plish two results, outside of those which would be ob-
tained if the meeting were held elsewhere. One of these
is that it will draw the attention of the delegates to
affairs at Washington to a greater extent and awaken
their interest in the very important work of the com-
mittee on national relations. The second is the converse
of that just mentioned and is that the attendance of
a large body of important railway men in Washington
will help to establish the importance of the industry in
the minds of many members in Congress and other
representatives of the national government.
December 2, 1922
Electric Railway Journal
871
Keep Ahead of the Procession
Anticipate the Desires of the Public —
Speed, Comfort, Cleanliness and Courtesy
Necessary — A High Class of Platform Men
Needed^ — Lighter Equipment a Certainty —
The Bus a Transportation Tool
An Interview with
C. D. Emmons
President American Electric Railway Association
President United Railways & Electric Company, Baltimore, Md.
By Harold V. Bozell
Consulting Editor Electric Railivay Journal
"Ki
EEP ahead of the procession — lead not only
by your own ideas, but see what the other
fellow is doing that is good and fit the good
things together. But most important, find out what
the right thing to do is and do it just a little before
it may be expected of you." The foregoing quotation
might well epitomize the leading idea which Mr. Em-
mons, the new president of the American Electric
Railway Association and president of one of the most
progressive electric railway properties in the United
States, expressed recently in a most interesting visit
I had with him to discuss the outstanding electric
railway problems of today and to get his ideas, as a
leader of the industry, as to what the railways could
most advantageously do. We have all of us been saying
for .some time that the industry is coming back — the
saying is getting trite, truthful though it may be. But
Mr. Emmons points out that the industry must know
how to take advantage of this returning prosperity
and that the degree with which the "come-back" is
accomplished depends upon those who are operating the
railways today.
"We have to tackle the problem of keeping public
good will with this coming back," said Mr. Emmons.
"We must put ourselves out a little to keep ahead of
the procession, so that the public may know we are
progressive and ever on the alert to provide the very
Vjest transportation to suit the community's needs.
"There are lots of fine ideas floating around — each
one of us is thinking out new things and we are
exchanging information at conventions and through the
technical press. Managers must see that their com-
panies get the benefit from ideas which have already
been given to them and to their men on the properties.
No man can do his duty by his company if he does
not apply practices which he has learned are to the
advantage of both the public and the company."
Those who know Mr. Emmons know that he is what
he is because he has lived and acted according to the
precepts which he outlined as above. Every step up
that he has taken has been because some one has recog-
nized that he was doing the job he had so well that
there must be greater possibilities in him; every step
he has taken has been without any pull or due to
influential acquaintanceship.
There is another point which ought to be mentioned
in connection with Mr. Emmons' becoming president
of the association, and that is that this practically
marks the coming of the third generation in the elec-
tric railway industry. Previous presidents in the
association will not misunderstand this statement,
which originated, I believe, with the veteran reporter
T. E. Grossman, whom the association presented with
a monogrammed fob at Chicago in commemoration of
the fact that that convention was the fortieth consec-
utive railway convention that Mr. Grossman had
reported. Two twenty-year periods had passed, Mr.
Grossman pointed out, and this is the first year of the
third twenty-year period. The first generation con-
sisted of the men who were leaders of the industry at
the start — men who are executives of the early street
railways when the association began its life. The sec-
ond generation consisted of executives who had started
as younger men during the administration of the first
generation. Now, the third generation takes hold —
men who entered an industry which was already in full
swing and who have risen to executive positions on
account of their progressive ability. Mr. Emmons
marks the first of these men to become the head of the
industry for an administrative year.
But to return for a little more analysis of what Mr.
Emmons means by keeping ahead of the procession.
"Take transportation service furnished, for example.
The man behind the procession will wait for traffic
to increase 5 per cent before he increases his mileage
even 2 per cent. There is a lag in furnishing service,
which is noticeable to the community. When one is
ahead of the procession he knows it is coming, or at
least he can keep his car mileage abreast of the traffic
and maintain a satisfied public. Furthermore, keep
on good terms with the public through real service,
through courtesy, and almost above all through the
handling of complaints."
I found out that Mr. Emmons lives up to what he
preaches on the question of complaints. Records of the
company show that it was not so long ago that com-
872
Electric Railway Journal
Vol. 60, No. 23
plaints averaged eighteen to twenty per day in the
offices of the United Railways in Baltimore, whereas
the records for October, 1922, showed eighty-three com-
plaints for the whole month, and at the same time
there were more than eighty-three commendatory
letters of the service and courtesy on the Baltimore
lines.
"Courteous employees and clean cars — I wish we
could keep our own cleaner than we actually do — -go a
long way in keeping public good will. Dirt grates on
the public.
"And we must study intensively this question of
greater speed. Not only is greater speed a question
of more car-miles per car-hour, but it is a very impor-
tant question in the selling of transportation for people
to want to get where they are going as quickly as
possible. The question today of speeding up cars is of
course very difficult on account of automobile occupancy
of the streets, and yet I hate to object to the automo-
bile because it is popular. We must find our solution
in spite of the automobile or, more, properly put, in
co-operation with the automobile and with the traffic
authorities of the city.
"Then, too, there is quite a revolution in reducing
the weight of cars. We all overdid the question of
heavy cars in the earlier days. Our equipment was
too heavj', and as a consequence at times our speed was
too low or we had to carry excessive motor equipment.
Today the industry is showing progress in reducing
the weight of cars, and the manufacturers have assisted
materially in producing light-weight cars and also light-
weight equipment to replace the heavier equipment. All
this results in lower operating costs and faster, more
comfortable service.
"All thesie things are a part of keeping just a little
ahead of what the public may demand — it is first-class
operation and first-class public relations which win out
and make a property not only a financial success but
a success in its service to the community and there-
fore recognized as an asset to the community.
"Of course there are problems — it is not all easy
sailing. And one of the elements which is militating
against the most economical street car ride for the car
rider is still the burden of paving and its maintenance
which is imposed on so many railways. I notice that
this question is a very live one in England today as
well as in this country. In certain places the community
has recognized the situation and has given some relief.
It is also interesting to note that as soon as munic-
ipalities take over electric railways, in those cases where
municipal ovraership now exists, the municipal author-
ities quickly recognize the injustice or the absurdity
of loading paving maintenance charges upon car riders.
Witness the recent attempt of Mayor Couzens of
Detroit to have the Department of Street Railways re-
lieved of the paving charge."
I found Mr. Emmons naturally hesitant to discuss the
question of wages of electric railway employees, because
this is a subject which it is so easy to misunderstand.
His expression on the subject, however, showed the
same keen sense of proportion that one has come to
expect always from Mr. Emmons. His analysis of the
situation is that for a good many years previous to
the disturbed economic situation of the past five or six
years the wage level of car men was too low as a
consequence of the level of the car fare, which was itself
too low. The public has come to recognize, in large
part, both situations, and so long as car men's wages
are at the level, relatively, of wages in other comparable
lines, the railways should maintain the wage and also
the fare. "I doubt," said Mr. Emmons, "if wages in
general industries will go much lower very soon, if
ever. Managements of railway properties owe it to
their men to maintain wage levels commensurate with
character of employment. It is so easy to be misunder-
stood on this that I would not wish my remarks to be
interpreted as meaning that there are no places in
which wages of car men should be reduced. I am
discussing merely the general philosophy of wage levels
and street car fare as compared with general wage
levels and economic conditions."
I asked Mr. Emmons what effect he thought there
would be on both traffic and necessity for higher fares
if there were no further liquidation in general labor
He said he thought that the effect of high wage levels
on traffic would not be much, because on the whole there
was a higher living level and the cost of other com-
modities would retain the same relative level. There
is this effect, however, and that is that the numerous
very cheap automobiles are having an effect on streel
car traffic — not only as to the actual riding but alsc
upon the problem of getting cars through congested
districts. Mr. Emmons sees some very difficult prob-
lems to work out with reference to the large numbers
of automobiles in downtown districts, in connectior
with street car traffic. As to the need of higher fares
with the exception of certain places where the politica
situation has clouded all fare adjustments during the
past period, his attitude is that the railways are ir
duty bound to work the problem out on present in-
creased fares, in those places where fare increases were
granted during the adjustment period.
"How about municipal ownership? Will other cities
follow Detroit, Seattle and San Francisco, or will thej
attempt to follow Mayor Hylan's lead and encourage
bus competition?"
"I don't think there is much of a tendency towarc
municipal ownership. There are too many cases botJ
abroad and at home of municipally or government
owned public utilities being made into political footballs
with slow or inefficient operation, and these examples
tend on the whole to keep people away from the idej
unless it is forced upon them. As to bus competitioi
by municipalities to weaken the railway transportatioi
systems, in the end the people must and will see tha*
the transportation system of a community must b<
protected for public service. Investors will not pu'
their money into transportation systems unless they se(
that they are sound and have the community behine
them. There is a double responsibility here, of course
on the management and the public, but the public mus
and will realize also that persons with money to inves
will not invest in any enterprise in a community unlesi
there is a dependable transportation system and unlesi
money invested in utilities is recognized and protected
The people can be made to see that those communitiei
which are successful have successful utilities, and al
that statement signifies.
"I think neutral agencies, such as the Electric Rail
ivay Journal, can do much to assist the industry ai
a whole, whether under private ownership or municipa
ownership, to make impartial analyses of the operatioi
of municipally owned systems, because facts, of course
are what we want."
I asked Mr. Emmons if he thought the railway asso
elation should continue to exclude municipal railwayi
December 2, 1922
Electric Railway Journal
878
from membership, and he answered that he was on
record as being in favor of having them in the associa-
tion. He thought that was the best way to work out the
answer to the question of municipal ownership. He
also thought that bus companies should be admitted.
Otherwise they would form an association of their own.
This would mean that the bus question would have to
be worked out through associations which would tend
to be competitive and antagonistic rather than through
one transportation association where the problems could
be worked out on a co-operative basis. (Since this
interview with Mr. Emmons a national bus association
has actually been formed, as already noted in these col-
umns, with E. B. Burritt.
former secretary of the
American Electric Railway
Association, as its executive
manager. )
Continuing, Mr. Emmons
said: "What we do need is
the education of communi-
ties and public service com-
missions that there is only
room for one transportation
facility for one community,
and that this transportation
facility must be protected
against wastage. The rail-
ways— and we have tried to
do this in Baltimore — can
educate the communities in
this way by showing the
communities that they are
ready to supply any neces-
sary bus service in a com-
munity. The National
Association of Railway &
Public Utilities Commissioners can do, and as a matter of
fact is doing, a great deal in this direction and the indi-
vidual state commissions can do much more. In fact it
is difficult without the co-operation of the public service
commissions to do very much in this line. A railway
company which sees the necessity of auxiliary bus lines
should be protected, when it installs them, against jitney
competition there as well as against rail lines. There are
certain places where auxiliary bus lines are warranted,
and I think it is unfortunate for the railway in any such
locality, as well as for the industry as a whole, if the
railway does not recognize this and get there first.
"I think the same philosophy applies to the trackless
trolley, which has its place in certain kinds of traffic
and under certain situations and, when carried to an
electric railway property, will prove, I believe, less
expensive to operate than buses, vehicle for vehicle. I
don't mean to get into any debate with reference to the
place of the trackless trolley and the place of the gaso-
line bus, realizing that the fixed investment of the
trackless trolley is a factor dependent upon the amount
of traffic to be handled. But the trackless trolley does
have a definite place — or I believe it will be found to
have a definite place in local transportation activities."
I ventured to ask Mr. Emmons if he would express
an opinion as to the usefulness of or the service
rendered by Bus Transportation, the co-worker of
Electric Railway Journal, in trying to solve the problem
of the place of the bus.
"I think the effect of Bus Transportation has been
good — it has been very helpful to all of us, and street
Keeping Ahead of the
Procession
THERE are lots of fine ideas floating
around — managers must see that their
properties get the benefit from ideas which
have been given to them and to their men.
There is quite a revolution in reducing the
weight of cars. . . . This results in lower
operating costs and faster, more comfortable
service.
We must and can speed up our service.
We must let the employee know that we
think something of him as a man. We should
do all we can to get high class employees.
Courteous employees and clean cars go a
long way in keeping public good will. Dirt
grates on the public.
railway men, no matter what they think with reference
to the bus, get good from it. I think it will materially
assist in developing bus transportation in non-railway
territory, as well as in working out the problem of the
proper relation between bus and railway in territories
where the electric railway is already located and is a
necessary part of the transportation system."
"What do you see in the way of economies and im-
provements of service available for use by electric rail-
ways now or in the near future," I asked.
"We must and can speed up our service. We must
eliminate downtown congestion, possibly by spreading
the distance between stops, although of course, this
cannot be carried too far.
Many stops slow a car down,
but at present in many
cities the number of stops
per mile or the location of
stops close together is a
matter of legislative re-
quirement by the city. We
are beginning to realize that
the street car must be made
to approximate as nearly as
possible to the individual
automobile as to speed, con-
venience and time of travel
from one point to another.
Don't misunderstand me
here — I do not mean the bus.
But every individual has in
the back of his brain the
idea of liking to ride home
in a private automobile with
all the comforts that that
means. Naturally we cannot
do this — there isn't room
on the streets for automobile transportation, either in
individual cars or in buses in most of our cities. But
we can speed up our service and I have already touched
upon the place of the light car in this.
"I see no immediate wonderful change. It is a con-
stant plugging away and using the best thing here
and the best thing there. Every one is watching the
weekly pass as to its effect on stimulating riding. In
its application, we must be careful about increasing the
number of rides and lowering the gross income. The
application of the pass is a proposition which must not
be bungled. Fares and passes must be applied cor-
rectly.
"The problem of the electric railway is to give serv-
ice as good as possible and as cheap as possible.
"Safety movements can do a great deal of good
toward reducing gross expenditures for accidents both
to the public and to employees. In Baltimore, for
example, we set aside 4 per cent of our earnings for
the claims department and damages, and I think safety
movements can materially reduce similar sums on our
own property and elsewhere.
"Then there is the one-man car, for which I see a
very much greater use than it now has. There are
many excellent types of one-man cars to fit various
conditions and they are surely economical. There is no
doubt but that they have saved some properties from
financial ruin, as well as saving them in the public
grace of their community. I see no reason why every
small city should not be a one-man car proposition.
And there are of course a good many places in larger
874
Electric Railway Journal
Vol. 60, No. 23
cities where one-man car operation is logical. Who
knows? What with the advent of turnstile and other
devices, we may ultimately reach all one-man operation
with even greater transportation speed than we have
now."
"What actual gain is going to come from having
platform men of larger experience now being employed
because of smaller turnover or of higher grade because
of more careful means of selection?"
"There is a gain in many ways. There is a gain in
having people properly handled by some one who knows
his job; there is a real gain in the care of equipment
which shows up in reduced maintenance cost per car-
mile; there is a real gain in good will to have people
who know how to handle the public and there is also
a gain in return due to a greater degree of honesty in
the handling of fare collected by old and tried em-:
ployees. There is a gain in the reduced number of
accidents, and this is one reason for paying older men
more than men new on the property. I think we shouH
do all we can to get high-class employees and to reduc3
the labor turnover. We must let the employee know
that we think something of him as a man. We must
realize and let him know that we realize that he has a
wife and family who are as dear to him as the man-
ager's family is to him. It is all good common sense —
good business, and what ought to be expected in rational
human dealing."
"Would you express an opinion on the interurban
situation?"
"I have been away from the interurban problems for
three years, and of course cannot talk very intimately
about them. But I do believe that the interurbans
exceeded the city systems in going crazy on car weigh\
There has been a considerable backing up on this
position within the past year or two, and it is going
to be a great help to the interurbans to take the posi-
tion tending toward lighter equipment. There is no
doubt a saving in track wear due to the lighter equip-
ment; there is a saving in kilowatt-hour consumptim
per car-mile, which is not merely theoretical, but
which is real and which is more of an item today than
it was at former fuel and labor costs ; there is a saving
on depreciation on the investment (and this is not only
per car, but actually per passenger-mile) and then there
is a further saving in the one-man interurban car,
which I see being used now on some systems."
"How about the zone fare — is it dead as a possibility
in this country?"
"You know the English say that the penny is too
popular a coin for the railways not to give some sort
of a ride for it. But we recognize that the Englishman
is a patient person whereas the American public is
impatient. The collection of zone fare, according to
any scheme so far devised, seems to test the patience
of the American public. The zone fare has many
advantages in theory but, so far as it has been worked
out in this country, it is impractical. It was unfor-
tunate that the Connecticut Company's experiment could
not have continued longer, but under the circumstances
this apparently was not feasible.* I don't know, maybe
some day some one will try it again."
There is one question about which a good deal of dis-
cussion has centered in the industry in the past few
years and that is the question of valuation and capital-
•For a discussion of tlie reasons leading up to tlie abandon-
ment of the zone-fare experiment by tlie Connecticut Company,
see Electric Railwmj ■Journal. Aug. 7. 1920, page 253
ization and rate of return and the relation of these to
each other. On this Mr. Emmons pointed out that a
good deal of capital was put out a good many years ago
at a low rate of interest. In refinancing to make
capitalization equal valuation in some cases, a lower
capitalization a^ a higher rate of return could be
adjusted to mean the same thing to the investor and
perhaps would leave a better taste in the mouth of the
public which recognized a fair J'ate of return for the
property as a whole on the valuation allowed. Mr.
Emmons said he strongly supported "businesslike
valuations, made on the yardstick basis, toward which
the valuation committee of the American Electric Rail-
way Association is now working."
"In this subject, as in all other subjects, the railways
can impress themselves upon their public by taking the
lead in a progressive, substantial and convincing way.
There is nothing to be pessimistic about in the railway
situation. The transportation requirements of our
communities will increase rather than decrease. There
are plenty of problems for every electric railway, plenty
of opportunities for every electric railway man. My
advice in realizing or capitalizing upon these problems
is to keep ahead of the procession."
Training School for Trainmen in St. Louis
THE training school for motormen and conductors
on the United Railways of St. Louis embodies a
number of novel features. Besides the usual instruc-
tion for motormen on the operation of the car control
and brake system, which is given on a foui'-motor pas-
senger car and trailer similar to those used in service,
the men receive instruction on the need for avoiding
accidents, method of making out accident reports, the
importance of courtesy and efficiency and similar public
policy matters.
After a period of instruction on the road, they return
to the instruction room for a review of the most im-
poi'tant features of the first instruction and are exam-
ined as to their knowledge of the operation of the various
parts of the brake and control equipment, method of
making emergency stops, with reverse power, etc. They
are also asked to estimate the distance required to stop
a car with air brake on level drive rail going at a rate of
10 m.p.h. The purpose of this is to assist them in
answering questions in accident blanks and in court that
relate to speed and distance.
Applicants for the position of conductor, as part of
their school work, are encouraged to take some of their
practice trip sheets home for study as well as trip
sheets properly made out with the exception of being
balanced, so that they may balance them and return
them when they report in the morning. Another part
of their homework consists of 100 subtractions of reg-
ister readings, in which the most difficult numbers
possible are used.
In their schoolroom practice the applicants are re-
quired first to pool their money except bills of large
denominations, then take turns acting as conductors and
as passengers, the passengers all paying their fares
with quarters or halves and requiring the acting con-
ductor to issue a transfer with the payment of each
fai-e. Crews are changed every twenty minutes until
each conductor has demonstrated his ability to act effi-
ciently in that capacity. At the conclusion of the trial,
the money pooled by each applicant is returned to him
by the company.
December 2, 1922
Electric Railway Journal
875.
Review of Transit Commission Valuation
Consulting Engineer Finds Many Errors of Omission and Commission in
State Commission's Tentative Valuation of Brooklyn Surface
Roads and Questions the Methods Followed
THE results of a valuation of the surface railroads
of Brooklyn, conducted under his direction, have
just been made public by Francis Blossom, member
of the firm of Sanderson & Porter, consulting engineers,
New York. The valuation was made, so far as prac-
ticable, in conformity with the methods and procedure
followed by the valuation bureau of the New York
Transit Commission, as reported in the Electric Rail-
way Journal for Feb. 25, 1922. Mr. Blossom was
assisted in the work by a large staff, among whom
he mentions particularly R. S. Buck, Thomas F. Mul-
laney, J. R. C. Armstrong, Charles A. Remelius and
Julius A. Hanna, all long engaged in railway work or
the manufacture of railway equipment. The valuation
covered the properties of the Nassau Electric Railroad,
Coney Island & Brooklyn Railroad, Brooklyn, Queens
County & Suburban Railroad, South Brooklyn Railway
and lessor companies, Brooklyn Heights Railroad,
Coney Island & Gravesend Railway, and Brooklyn City
Railroad.
Criticisms of Principles
The report first criticises various general principles
or methods of the commission's tentative valuation, as
contained in its introductory statement; These criti-
cisms in part follow:
The "original cost" valuation described in the report
appears to be a mixture of estimated and of actual costs
and of many assumptions, indicating that the valuing engi-
neer has presented figures which show what he thought the
properties probably cost or should have cost — under condi-
tions he assumes to have existed when he assumes they were
created — rather than what they actually did cost, on a
recognized accounting basis. The costs and prices prevailing-
one or two generations ago are not either normal or appli-
cable to present purchase and sale appraisals, and can have
no value therein. They might warrant consideration in a
rate case to arrive at an "investor's sacrifice" figure of cost.
This would necessarily include accrued deficits in fair
return, or going value under the New York law, and other
direct and indirect costs.
The 1910-1914 reconstruction cost described in the valua-
tion report uses prices which it designates "pre-war prices."
These are supposed to be the prices prevailing during such
years, but appear to be the extremely low prices of 1914.
These also have passed away. While nearer the prices of
today than are the original costs of prior years, there is no
justification for calling 1910-1914 prices normal except for
their own period. They are super-normal judged by many
earlier or lower prices, and sub-normal judged by the
higher prices which have since prevailed. Neither does a
normal exchange value of commodities exist, although the
ratio of the average price of rails and mechanical and
electrical equipment, etc., to the average of living costs is
much less variable than the ratios of prices of single com-
modities. The gold dollar shows the most extreme varia-
tion in value as measured by everything else.
The 1921 reconstruction cost valuation described in the
report is based on an inventory stated therein to have been
made as of June .30, 1921, and on prices stated in report to
be taken in the "period of the first six months of 1921,
which was immediately preceding the completion of the
inventory, and intended to reflect the then 'present-day
prices and conditions.' "
In each of the three above-described bases of negotiation
the report states that deduction should be made either for
depreciation or for the cost of putting the properties into
first-class operating condition. In this connection, the report
states under the caption "depreciation," that "in considering
the investor it would become necessary to trace the actual
investment of the present holders of the securities, and to
ascertain whether such investment when made reflected the
depreciated condition of the property before any injustice
in deducting depreciation from the full valuation of the
property could be seriously maintained. Investors in transit
properties have changed many times since operation was
first commenced, and the price paid in the transfer undoubt-
edly considered the condition of the property." This is
incorrect, for a stockholder succeeds to all rights of a
previous stockholder, and the justice or injustice of any
method of treating depreciation cannot be affected by a
change in the ownership of securities — whether such change
is effected by purchase, gift, bequest, exchange or otherwise.
Moreover, prices paid for stock are usually dependent on
present or prospective earnings.
The report further states that "the straight line basis
has been quite uniformly accepted as the most practical
means of determining the amount which should be deducted
from the value of the property to which depreciation
applies." This statement also is incorrect. Such basis has
been quite uniformly i-ejected. This is admitted in testi-
mony given at the hearings held since the report was pre-
sented. The reason it is rejected is that the straight line
method is illogical. It takes no cognizance of the wear,
tear, use, exposure or condition of the property, nor of the
amount of the expenditures made thereon for maintenance,
repairs, renewals and replacements. On the straight line
depreciation theory of the valuation report two pieces of
equipment of the same age are given the same depreciation,
and the facts as to their real condition are ignored.
Two methods of computing depreciation are used in the
report, viz.: (a) Straight line depreciation, based on the
proportion that the estimated expired portion of the esti-
mated life (with allowance for estimated salvage or scrap
value) bears to the total estimated life (such life being
speculative or unknown in many cases) and (b) deprecia-
tion determined by the estimated cost in 1921 of placing the
properties in first-class operating condition.
The report advocates taking the so-called "original costs,"
and subtracting therefrom the cost of placing the properties
in first-class operating condition at the higher prices of
1921. It includes in the amounts so deducted both its esti-
mated "deferred maintenance" and its estimated "deferred
replacements," i.e., in addition to deferred maintenance the
report deducts much accrued straight line depreciation. The
report then recommends that the amount of residue, ignor-
ing estimated value of the non-operating property, be
offered to the owners, in bonds.
The method used in this connection is stated in the valua-
tion report under the caption "conclusions and recommenda-
tions," and reads: "It is our conclusion that a fair valuation
for the existing property of companies other than that
included under Contracts Nos. 1, 2, 3 and 4 and their
related certificates would consist in allowing the original
cost less the expenditures necessary to put the property in
first-class condition." I do not agree with this conclusion.
It is difficult to see how it could be reached by business men.
Certainly none of those who wrote the report would consider
such a method of valuation fair if applied to their own
home cr property. If the conclusion or rule expressed in
the report were generally applied owners might have to
part with property for nothing, or pay a buyer for taking it.
It penalizes investors who, instead of waiting until 1921,
spent their money twenty, thirty or more years ago to serve
the public. A cubic yard of excavation or fill work done in
1890 is now as valuable to the public as if done in 1920.
Had the conclusion or rule been originally announced that
investors in other kinds of property than railroads would
get appreciation in value but that owners of public service
property would be denied any appreciation of value if and
when they sold their property, Brooklynites would probably
now be walking or riding in horse cars or buses. This
valuation is for the purpose of purchase. For all work,
whenever built, it would seem that the owners are entitled
t(i receive its present value.
Herein I deal with basis number three, mentioned above
and given in the report, namely, reconstruction cost at 1921
prices, because I do not consider that a valuation ai'rived
at by any other method will meet the tests of current busi-
ness practice for the purposes of proposed negotiations.
876
Electric Railway Journal
Vol. 60, No. 23
The report states under caption ''expenditures necessary
to place property in first-class operating condition" that the
present-day condition is not necessarily that of June 30,
1921. This statement is particularly true now, as very
liberal expenditures on maintenance have been made since
the enaction of the transit act, and the values of the
properties are now correspondingly increased. The lesser
prices of the present day would, by reducing the costs of
the work which the report deducts as necessary to put the
properties in good condition — show larger values for each
of the properties. The report includes in the amount which
it so deducts at 1921 prices: (a) An estimated amount to
cover the estimated requirements for overcoming deferred
maintenance, and (b) a large additional estimated amount
to cover its estimates for "deferred replacements" of equip-
ment, i.e., equipment which it assumes should be retired
from service.
Moreover, such deferred replacements have been deter-
mined by an erroneous method, i.e., by assuming the expen-
diture of money to place property in first-class condition
and then retiring such property. An indication of the
magnitude of the amount that the report claims should be
allowed for deferred replacements is given by the statement
appearing in report for Public Service Commission, First
District, New York, for year ending Dec. 31, 1920, on
page 88, which gives the then deferred maintenance of the
surface lines as follows: Cars — all companies (based on
3,100 cars) $231,159; track and paving, for the six com-
panies considered, $4,295,159.
The deferred maintenance plus deferred replacements for
these same companies is estimated for 1921 in valuation
report at $11,368,645.
In this connection the valuation report states "it is
believed that due consideration should be given to an esti-
mate of the necessary expenditures of this character as a
practical means of determining the actual rather than the
theoretical depreciation. Life is necessarily affected by the
standard of the repairs. Renovation and rehabilitation
from time to time will operate to make over and renew and
if successively continued may prolong the line in service to
an extent difficult to estimate." This statement cancels the
preceding statement in the report which says in effect that
it is proper to deduct theoretical depreciation based on age.
It substantiates the contention made by the companies that,
for proper determination of depreciation, findings must not
be theoretical but must be based on inspection and on facts.
The Brooklyn surface road properties are now in sea-
soned condition and require only that enough money be
spent on them to enable them to give a quality of service
equal to that which the same properties could give if new.
To spend more than this amount would be wasteful and
extravagant. In arriving at a purchase and sale figure it
may be proper to allow a credit, from the value of the
property if new, in amount sufficient to put these properties
into condition to give first-class service, but it is not proper
to deduct the capital cost of new equipment expected to be
purchased with the object of increasing the net earnings
receivable by the new owners.
Certain general costs, some of which are mentioned in
the report, apply to all the Brooklyn surface roads. Such
costs include the construction overhead costs and the com-
pany overhead costs, whereas, the direct individual property
costs for materials and labor are a function of quantities in
each case and of their corresponding unit costs. All such
general costs are as inevitable and unavoidable as the costs
of steel rails or cars. They may be computed either on the
basis of material and labor costs or they may be based on
reasonable estimates fixed by experience had in the building
of similar properties.
The report underestimates the allowances that must be
made for costs of land and right of way. Such costs must,
as estimated by Mr. Bennington, be taken on the average
at not less than 1.60 times the assessed valuation. In the
case of the land owned by the Coney Island & Brooklyn
Terminal Company, which is a business corporation and not
a railroad company, the land is believed by the company to
be salable at more than double the assessed valuation. The
report does not even include the necessarily incurred costs
incidental to the acquisition of the land and right-of-way, nor
the costs such as interest and taxes, of carrying the invest-
ment in land and right-of-way during construction. This
land must, in most cases, be acquired well in advance of the
starting of construction. Interest must be thereafter paid
on its cost, and taxes are thereafter payable on such
property and must be paid if the tax department does
its duty.
The report states that easements, private right-of-way,
consents and damages, should be limited in all valuations to
the original cost shown on the books, and that they have not
enhanced by land value increases or rental value increases.
This statement is incorrect as would be soon discovered by
any company now attempting to obtain such property and
rights or to meet the damage claims that would develop.
Even after making this reference to and statement regard-
ing such items the report omits to value any of them except
private right-of-way.
As to the methods used in making its valuations, the
report has assumed that only a portion of the work would
be reconstructed by the contract method. This assumption
is contrary to customary practice. If the work were so
rebuilt, as contemplated in the report, the company costs,
including its administrative and engineering costs, would
be greater by enough to offset the saving in job overheads
and contractor's services which the report erroneously
assumes could so be effected.
Omissions
The commission valuation report, Mr. Blossom says,
also omits many items of value, such as extra cost of
piecemeal construction, many miles of irrevocable and
perpetual easements, development costs of physical
property and business, advantageous advertising and
power contracts and franchises, and much property
which is useful in the operation of the lines but not
now actually in use, such as that purchased to provide
reserve capacity.
Overhead as Determined in thie Report
Mr. Blossom also criticises the method of determin-
ing "overhead" as well as some of the nomenclature
used in the commission valuation report. He explains
that in the statistical section, which gives unit cost
data, the report adds, but only in the case of some
items, the amount of 6 per cent for "job overhead,"
making what is therein called "construction costs." To
this it adds, but only in the case of some items, the
amount of 10 per cent for "contractor's services," mak-
ing what is therein called "contract costs." However,
in making up the estimates of "contract costs" for elec-
trical and mechanical equipment and rolling stock, the
report adds no overhead but uses the manufacturer's
bare selling price to the company, stating that this
price corresponds to the above-mentioned "contract
costs," which, in the case of track and structures, is
the amount paid to the contractor for the finished work,
ready to operate. In other words, this means that in
the report no allowances for job overhead or contractor's
services are included in the electrical and mechanical
equipment and rolling stock. The report then adds to
"contract costs," as made up from the sum of the fore-
going items, certain estimated overhead and other
charges to the company. It terms these "company
overhead charges" and divides them into "expenses dur-
ing development" and "expenses during construction."
"Cost to reproduce," according to Mr. Blossom, is
made up in the commission report from the total of
the estimated costs mentioned above, plus the value
placed on land, right-of-way and materials and sup-
plies, though in the last three items, the report includes
no overhead or carrying costs. On this method of
valuation Mr. Blossom says, in part:
A company or organization reconstructing the Brooklyn
surface railroads in 1921 would hove had to pay costs for
com,pany overheads in excess of the percentages and
amounts allowed in the valuation report of Feb. 15, 1922.
A similar statement also applies to the construction over-
heads. The report depreciates the construction overheads
and the company overheads. The company overheads should
not be depreciated because the creative engineering, legal
and administrative work and the expenses of insurance,
taxes, interest and cost of money, once made are permanent
and will never be duplicated. Some of the construction
overheads will be duplicated when making renewals and
December 2, 1922
El. I'CTRIC RAILWAY JOURNAL
877
replacements but this statement does not apply to all of
the construction overheads or to all of the physical property.
The report appears to allow construction overheads only
on track and structures, made up of 6 per cent for "job
overhead" and 10 per cent for "contractor's services"
(including therein contractor's home office overhead and
profit). These, combined, amount to 16.6 per cent, virhich
seems entirely inadequate. My practice in such work is to
allow at least 12 per cent for job overhead and to figure it
on all (except rolling stock, to which I add 3 per cent) instead
of on only a part of the work. The 12 per cent is made up
of 4 per cent for contractor's works office costs and 8 per
cent for all other items under (a) and (b) of the next
following paragraphs. In my opinion this 12 per cent, so
figured, should be used in these valuations instead of the
6 per cent as used and figured. The 12 per cent for "job
overhead" and the 10 per cent for "contractor's services,"
combined, amount to 23.2 per cent.
"Contract cost" as defined in report must include the fol-
lowing construction costs: (a) All items listed in report as
having been included in "contract cost," (b) express, freight,
demurrage, telephone, telegraph, storeroom, storage, yard,
automobile hire, cartage, rental, job liability insurance, inci-
dentals, extras, omissions, mistakes, changes, corrections,
breakage and waste, rehandling, temporary construction and
duplication of work, removal of poor work, removal of ob-
structions or interferences, excess cost of doing work while
maintaining operation, idle or overtime labor, power, heating,
lighting for nightwork, failure of sub-contractors and relet-
ting of work, delays, strikes, accidents, weather damage, dis-
asters, miscarriage of shipments, city inspection and permits,
bonds, fees, all other uninsurable costs, injuries and dam-
ages to persons and property, operation of job shops,
construction plant maintenance, trial operation, contractors'
works office costs and remuneration for contractors' services,
including therein his home office overhead costs.
"Cost to reproduce" as defined in report must include the
following company costs: (a) Company overhead costs
during construction, such as interest during construction on
all expenditures made, taxes during construction, engineer-
ing costs, administrative costs, fire insurance; (b) com-
pany's costs prior to construction, such as promoter's
remuneration for services and expenses, administrative,
legal and engineering costs, interest on expenditures made,
and taxes on land and right-of-way and on structures; (c)
cost of procuring money; and (d) company's costs sub-
sequent to construction, such as working capital, physical
property development costs, costs to create the business, and
the value of contracts for power, advertising, etc.
Mr. Blossom gives in his report his comments at
some length on the various items listed under "cost
to reproduce." Speaking first of interest during con-
struction, he points out that this money must often be
raised before the work begins and that any organization
constructing or reconstructing the Brooklyn surface
I'outes would have had to pay for construction money
an annual interest rate of at least 8 per cent, because
a lender advancing money for construction would con-
sider the hazards and risks of a loan on an unbuilt
project. In 1921 the annual interest rate would have
been more than 8 per cent. The interest period must
be computed from the time the money is raised until
• construction is completed and operation begins. The
least average interest period would be 2J years on land,
right-of-way and damages, three months on rolling
stock, and one year on other property, and it might
often be more. Taxes are payable on land and right-of-
way after their acquisition, and they are also payable
on building structures.
Engineering design and inspection costs would range
between 3 per cent and 4 per cent of the full construc-
tion costs, including therein the job overhead and the
payment for contractor's services. Administrative, legal
and office costs during the construction period would
range from 2 per cent to 3 per cent of the fair construc-
tion costs, including therein the job overhead and the
contractor's services. Fire insurance would be not less
than 0.4 per cent per year, payable for at least a year
on the insurable portions above the foundation of build-
ings under construction, power plant and substation
equipment, and for at least three months on rolling
stock. This item would amount to at least 0.05 per
cent of the contract costs, exclusive of land and right-
of-way.
Discussing the items included under "Company's
Costs Prior to Construction," Mr. Blossom declares
that the commission report includes nothing for promo-
tion costs, which are always incurred and are unavoid-
able if creative work of this kind is to be done. Mr.
Blossom discusses the other pre-construction costs men-
tioned in group "b" above and estimates that these 1921
combined pre-construction costs would undoubtedly run
from 5 per cent to 10 per cent of the reconstruction
costs of the road and that in amount they would total
not less than 6 per cent of the contract costs, plus the
pre-construction cost of interest on land and right-of-
way, consents and damages, and of taxes on land and
right-of-way.
On the cost of procuring money, he points out that
this cost of financing or of securing construction money
is entirely distinct from interest, and that it is under-
estimated, at least for 1921, in the commission's report.
Such allowance must cover all brokerage and under-
writing charges, the services and expenses of banking
houses and of their security distributing houses, and
the expenses of the company, incurred in this connec-
tion. Mr. Blossom's experience and that of his firm
and of corporations with which he is connected is that
the actual cast of public utility money raised by the
sale of bonds of profitable going companies would run
from 5 per cent to 6 per cent, while the cost of that
raised by the sale of junior securities would range
from 8 per cent upward. The average cost of so
COMPARISON OF VAHI.\TION.S
Commission
Company Valuation
Report
The Nassau Electric Railroad Company $26,309,070
The Coney Island and Brooklyn Railroad Com-
pany 1 3,296,492
Brooklyn, Queens County & Suburban Railroad
Company 10.385,975
South Brooklyn Railway Company and Lessor
Companies 8,307,528
The Brooklyn Heights Railroad Company 1,523,521
Coney Island & Gravesend Railway Company . . . 977,3 \ 8
The Brooklyn City Railroad Company 45,361,243
Mr. Blossom's
Revised
Values
$34,335,707
16,815,948
16,388,409
14,322,522
2,188,909
1,231,066
60,914,216
$106,161,147 $146,196,777
procuring money would certainly exceed 6 per cent and
would probably be 7 per cent. These percentages are
lower than would be asked for street railway securities,
and especially for those of a construction enterprise.
Under the conditions in 1921 of the money market, the
company credit and the city authorities' attitude, the
money might not have been securable even at 10 per
cent or 15 per cent. In Mr. Blossom's own Brooklyn
valuation figures, he takes 6 per cent as the least per-
centage that could properly be figured.
In discussing the next group (d) of reproduction
costs, or that of the company's costs subsequent to
construction, he says that the commission's report
allows for floating capital as determined by the in-
ventory of material and supplies, but includes no
allowance for cash working capital, for physical property
development costs, cost of experimentation or changes,
nothing for expenditures made to create and develop
business, and nothing for the value of power or adver-
tising contracts or for franchise value.
The accompanying table shows the valuations made
by the Transit Commission and by Mr. Blossom.
878
Electric Eailway Journal
Vol. 60, No. 23
New Light Motor Car for Paris
Tramways
Unified System in French Metropolis Is Trying Out a Novel
Form of Car Designed to Secure as Far as Possible
the Riding Qualities and Inherent Lightness
of the Automobile
IMPRESSED by the importance of reducing the weight
of tramway cars and decreasing the shocks transmitted
to the body, the department of studies and of technical
control of the Societe des Transports en Commun de la
Region Parisienne has designed and constructed a sam-
ple car seating forty-nine persons and weighing 12.7
net tons. This is 519 lb. per seat, as compared with
633 lb. for the comparable type of car now in operation
in Paris. The new one might be called a truckless car,
as the two axles are connected through a flexible spring
system to the body underframe, which carries the
motors rigidly mounted. The wheelbase is 11 ft. 10 in.
The car seats forty-nine passengers, and it is driven by
two motors of 45-hp. each, rated on a one-hour basis.
The details are shown in the accompanying illustration.
Each motor drives, through a longitudinal shaft, a
bevel gear carried on the car axle. The gears are of
MOTOR DRIVE -VND SPRING SYSTEM OF EXPERIMENTAL
CAR NOW BEING TRIED OUT IN PARIS
A — LoPeitudinal shirft. B — Connecting rods between axles and
frame. C — Axle housing. B — Adjusting: nut for brake band.
K — Brake drum J — tilastic coupling permitting side play. L —
Semi-elliptic laminated springs. M — Motor.
heat-treated chrome-nickel steel. The gearing is in-
closed in an oil-type casing which provides all bearings
for the axle. As the gears run in oil they splash oil
into the axle bearings, thus furnishing all necessary
lubrication at this point.
An important feature of the design is the flexible
spring suspension, combining both semi-elliptic and
helical springs. These are so designed that the deflec-
tion is slightly over h in. per ton of load. The suspen-
sion provides also for lateral movement in order to pre-
vent the transmission of sidewise shocks to the car
body. To this end the connection from the semi-elliptic
spring to the car underframe is made through a hanger
which is itself essentially a laminated spring. This
hanger, which also incloses a helical spring for vertical
flexibility, is permitted a lateral movement of about 0.8
in. between stops. The maximum force tending to re-
store the hanger to its vertical position is about 6,600
lb. However, the body caii be easily oscillated by one man
pushing and pulling it sidewise.
Braking of the car is done by means of band brakes
acting on drums carried on the longitudinal shafts.
These can be operated either by hand or by means of
small air-brake cylinders mounted on the axle housings.
By this arrangement the total weight of braking equip-
ment has been reduced from between 2,500 and 3,300
lb., as on some of the Paris cars, to less than 900 lb.
These two methods of braking can be supplemented by
the use of the motors, short circuited or reversed.
COMPARATIVE DATA FOR STANDARD AND EXPERIMENT.A L
TWO-AXLE CARS IN PARIS
Wheelbase II Ft. 10 In.
Type G
Motor Car New
(Paris Light
System) Car
.Seating rapacity 49 49
Tiital weight, empty, tons 15 5 12 7
I'nsuspended weight, tons 3 1' 2.1
Weight of truck and equipment, tons 3.0 0
Truck deflection per ton 0 107 in. 0
Total deflection per ton. , 0.2l4in. 0.357in.
Weight of body, tons 8 . 22 9.6'
^ Includes that part of the weight of the motor which is supported from the axle.
2 Complete with underframe and equipment.
* Complete with underframe, motors and equipment.
By the use of this new car, G. Vergniole, of the de-
partment of studies and technical control of the T.C.R.P.
Company, calculates that if all motor cars on this sys-
tem could be conformed to the new model, an assump-
tion which he says is obviously premature, there would
be an annual saving of more than 9,000,000 kw.-hr. The
corresponding saving in coal would be 16,500 tons. This
indicates the advantage due to a reduction in weight
assumed at 2.5 tons, which is much less than would
actually be secured.
There is also the advantage of the reduction in un-
suspended weight and insufficiently suspended weight,
the effect of which is to cause wear and tear on rails,
joints, track foundations and rolling stock.
Actual tests of the new car show it to be capable of
climbing a grade of 5.3 per cent with a load of more
than 13 tons. Starting from rest at the foot of the
grade, it reached a speed of 9 m.p.h. on the grade and
under the same conditions reached about 5 m.p.h. when
drawing an empty train weighing about 25 tons.
Experience with the braking equipment was remark-
ably satisfactory. The motor car alone was stopped on
a downgrade of 2 per cent from a speed of 15 m.p.h.
in less than 65 ft. With rheostat braking, arranged
to limit the speed to about 6 m.p.h. on a grade of from
3 to 5 per cent, the resistance necessary was shown to
be about 6 to 7 ohms.
In concluding his account of the new car, which he
covered in an article in L'Industrie des Tramways,
Chemins de Fer et Tramsports Publics Automobiles, Mr.
Vergniole said that tramway construction has followed
steam railroad models too far. Automobile construc-
tion, involving problems much more complex, has made
remarkable progress in the last few years. The tram-
way conditions are much more nearly analagous to those
of the auto-omnibus than they are to those of the rail-
roads. It should be possible through the use of auto-
mobile technique, the employment of special steels and
light metals, the perfecting of the electrical apparatus
and particuarly the development of high-speed, light
motors, to permit tramway cars to be built with weights
comparable with those of the omnibus. In Paris the
weight of tramway cars per seat is from 1.7 to 2.6 times
that of a gasoline or electric omnibus.
)ecember 2, 1922
Electric Kailway Journal
879
HOLDING A FIELD BY FILLING IT
Milwaukee's Leadership ia Motor Bus
Service an Example of the Progres-
sive Management That Makes Our
Preferred Shares a Safe Home
7% Income Investment
street railway Btatistidans
tell us The Milwaukee Elec-
tric Railway & Light Co.
leads the street railway s>^-
teins of Uie United States in
the number of swift and com-
fortable motor busses with
which it supplements its city,
suburban «>A d interurban
eJectrte railway Maes. Our
dectric railway lines extend
to Sheboygan on the north,
to Racine and Kenosha on
the south, to Wat«town on
the west and to EasI; Troy and
Burlington on the sauthwest.
for a total of 214 mires. Our
fast motor bus lines extend
numicntion' with city tradini;
centers. The public? I5 served
best, safcHt and cheapest liy
having the motor bus lines
ojTciiitcd'as a part of the elec-
tjic railway system.
T^"««"
to Fond du Lac on the north,
to Madison on the west and
to Janeaville, Reloit and I,ake
(■eneva on the southwest, for
a total of 600 miles of regular
operation. The map of our
electric railway ajui motor
bus lines published herewith
shows the terrilory served by
tliis gl4-mile system of fast
passenger and express serv-
ices.
As of Sent 30, The Electric
Co. had 70' passenger busses,
of which 68 were in servico
on lis own lines, and four
leased to Wisconsin Gas &
Electric Co. for s«rvice in
Kenosha. Eleven of the 66
were engaged in Milwauliee
city service, the others in in-
terurban traffic. During the
past year The Electric Co. ab-
sorbed the interests of its
principal competilom in this
field and is now suiiplying
substantially all of the mot^or
bus service for the Greater
Milwaukee dwtrict. ' During
the first nine months of 1922
our busses curried more than
1,100,000 pa-ssengcrs and
operated 910,r).>l miles.
Motor bua.<ie8 will never
supplant elecU ■" railway cars
Jn large cities. They will be in-
creasingly useful stfi feeders
to t^loctric car lines and as
supplementary lines. The
motor bus has a large field,
in interwban traffic, in which
it will grow and prosper, af-
fording hundreds of Small
communities, not serfed or
inadequately served by rail-
ways, fre<,i)ent quick com-
The Electric Co. aims to
hold its flelj not by relying
on lis status as a state-regu-
lated mont;po!y, but by sup-
plying first, best and chcapc-st
whate\'er new service the pub-
lic wants within our scope.
This policy is the best guar-
anty of regular payment ol
ca.sh dividendii on the Com-
IViny's preferred shares now-
being purchased by thousands
of \Visconsin men and women.
These 7% cumulative pre-
ferred shares cost $100 each.
You can buy them either for'
cash or on monthly payments
of .'53 or more per share.
Either way, you get 7% on
every dollar invested from
the day you put it into this
business. Cash dividends are
paid by checl^mailed to share-
holders March 1, June 1, Sep-
tember 1 and December 1.
The Company maintains an
open maricet for the shares,
which are readily salable jn
case of need, in its Securities
Department
If you have idle money, or
wjsli to get 7% interest on
current savings, come in and
talk it, over, or telephone
Grand 5100 and let us send a
salesman. Mail orders filled
promptly by registered letter.
SECURITIES DEPARTMENT
THF. MILWAIHEE ELECTEIC
BAILWAY * EIGHT CO,'
Public Service BIdg.,
MUwauke^ Wis.
"Holding a Field by Filling It"
AN ADVERTISEMENT of the Milwaukee Electric
. Railway & Light Company which recently appeared
in a Milwaukee paper is reproduced herewith. In the
lines is the essence of volumes on how to finance and
simultaneously better public .relations. Between the
lines is a significant story of one effective way of meet-
ing bus competition.
Midi Locomotive Tests Successful
First of Large Order of 1,500-Volt Direct-Current Locomo-
tives Tested Between Pau and Lourdes on Midi
System — Maximum Speed Is 60 M.p.h.
GREAT interest attaches to the recent track test of
the first of the direct-current locomotives destined
for use on the Midi Railway in France. The test was
made between Pau and Lourdes, the locomotive having
been built near Tarbes in southwest France by the
French Electric Construction Company (Compagnie
des Constructions electriques de France). It will be
remembered that the Midi, previous to the war, had
QWula World Photos
First Completed 1,500-Volt, 1,000-Hp. Locomotive
FOR Midi Railway
made investigations of the single-phase system and
had under test several different makes of locomotive of
this type.
The present locomotive, of which some of the de-
tails can be gathered fi'om the accompanying illustra-
tion, is for use in freight service, local passenger serv-
ice and express passenger service on heavy grades. Its
weight is about 80 tons, or 20 tons per axle. Each
truck carries two motors, capable of developing 250 hp.
each continuously, or 350 hp. for one hour. The trac-
tive effort is 16,500 lb. and the maximum speed is
60 m.p.h. The motors drive the axle through double-
reduction gears, one set at each end of each motor
shaft.
The contactors are operated mechanically through a
motor-driven camshaft. The controller and contactor
circuits are fed at 120 volts from a motor-generator
set supplied from the 1,500-volt line. This set also
supplies power for light, heat, compressor motors, etc.
The group includes also an exciter generator for use
while the locomotive is regenerating.
The main driving motors have forced ventilation,
provided by fans, of which there is one for each truck.
The fans are driven from the motor-generator set,
which is located centrally in the cab on its floor. The
motor-compressor groups, of which there are two, are
placed at the ends of the cab.
Provision is made so that when several locomotives
are used in a train in multiple-unit connection the low-
tension circuits of the several groups of motor-gene-
880
Electric Railway Journal
Vol. 60, No. 23
rators can be coupled in parallel by means of special
switches. The above details are taken from the issue of
le Genie Civil for Nov. 11, 1922.
On Statistics
Ford, Bacon & Davis, Inc.
New York, Nov. 27, 1922.
To the Editors:
The Journal never contained a truer or more timely
word than its editorial paragraph of last week regard-
ing the use and neglect of statistics. A rather extended
opportunity for observation would lead one to believe
that there is not a street railway office in the land which
is not full of valueless figures, with more coming through
the mill every day. The operation of a street railway
is a big job and a man generally thinks he does well
just to keep it running, and he is right. But he ought
to set aside an hour some day to plan out an audit of
his statistics. For every report, record or form and
for every figure thereon, he should get an answer to
these questions :
1. Why is this prepared?
2. What deductions can be drawn from it and what are
they worth?
3. Are such deductions systematically drawn?
4. Are the figures right; that is, are they what they
purport to be?
5. Can the form be improved so that: (a) It will be more
useful? (b) It will be cheaper to prepare?
6. Does it pass under the eye of every one who can make
good use of it?
7. Is it consistent with all other figures on the same
subject?
It would seem that every one might agree that no
figure should be prepared without a real purpose, either
as a record, or to indicate efficiency and inefficiency, or
to prevent inefficiency. It may be that a figure or form
has value in one of these particulars, but does it have
enough value to warrant the expense of preparing it
and the danger of obscuring figures and deductions of
undoubted value. The men who must draw the deduc-
tions are busy, so that things should come before them
in as simple and vivid form as possible.
Drawing deductions from reports is a fine art. I
remember a story in the Journal some years ago of a
superintendent who came into his general manager's
office highly elated because "the Smith Street Line hit
40 cents yesterday." This was in the old 5-cent fare
days. The general manager said that any superin-
tendent who let a line earn 40 cents gross revenue per
car-mile ought to be fired. In the story, the superin-
tendent had no come-back, but he might have retorted
that it would depend upon the average length of haul,
size of car, comparative travel in the two directions,
per cent of transfers, and a few other things. Figures
may not lie, but explanations of them sometimes do.
In the stress of operation, reports are often neglected.
No one can get the ultimate essence of a report but
the man in authority. However, he could get a lot of
help down the line if he would sketch out the things
he looks for and the meaning to him of the various
figures. This would at least stimulate inquiry.
If figures are not right, it were better that they had
never been made. Figures may be all right mathe-
matically, and the books may balance, but if a figure
is not exactly what it purports to be, it is wrong. Ex-
amination of books and records seldom fails to develop
many instances of such errors. This is generally due to
lack of consultation and co-operation between depart-
ments.
To make forms useful, they should answer specific
questions which the man responsible for operation is
always asking himself. They should throw light on
every vital action or condition. In preparing a form,
therefore, the man who is in charge of the work should
have a large share. Failure to do this often results
in the keeping of more or less private records by mem-
bers of the organization who cannot get what they
want through regular channels, or feel that they cannot
i-ely on what they get.
There is certainly a lot of money wasted in preparing
statistics by cumbersome methods, duplications and
otherwise. Clerk hire is cheap, but nothing short of
100 per cent efficiency is going to save the electric rail-
way industry.
What is needed pretty generally is a good shaking
out of dust, some intelligent analysis of cause and effect,
and loyal co-operation between the people who use the
figures and the people who make them.
If we should clean house, it may be that some of the
commissions would see their way clear to simplifying
their requirements in the way of statistics.
J. A. Emery.
How the United Railways of St. Louis Keeps Its Public Informed
Trappic-Crbating Posters Displayed by the United Railways, St. Louis, Mo., at the Chicago Convention op the American
Electric Railway Association. These Have Been Appearing From Time to Time on the Company's Oaks
December 2, 1922
Electric Railway Journal
881
Use of One-Man Cars in Europe Spreading*
Operation with Short Cars Has Been Satisfactory and Some Long Cars Will
Be Converted — Due to Customs in Europe Some Loading Difficulties Have
Been Encountered, But These Are Gradually Being Overcome
By p. M. Nieuwenhuis
Manager of the
Arnhem Municipal Tramways
AFTER an extended study of the
operation of safety cars in the
United States, the writer recommended
their trial to the City Council of
Arnhem. The motive for the use of
these cars in Arnhem was economic.
On account of the increase in cost of
labor, reduction in working hours, etc.,
the cost of operation per car-kilometer
had increased from 14J cents (Holland)
in 1914 to 51 cents in 1920, although the
fare had increased only from 7i cents
to 10 cents on the city lines and from
15 cents to 20 cents per trip on the
suburban lines. It is not thought prac-
ticable to increase this fare or to make
other economies in operation. The
former headway in the city was ten
minutes, reduced later to seven and a
half minutes, and on the suburban lines
was from ten to fifteen minutes. It
was estimated that the cost of plat-
form labor per car per year with two
men, including wages, pensions, sub-
stitutes during the permitted vacation
with pay for twelve days of the year,
accident insurance, etc., was about
6,000 florins a year. The average num-
ber of hours worked by the men per
day is seven hours and twenty minutes.
The existence of a uniform fare on the
suburban lines made the introduction
of the American system of one-man car
particularly easy, especially as during
the rush hours a good many passengers
ride on passes or commutation tickets,
which it was necessary only to show to
the operator.
Three one-man safety cars were
ordered from a Philadelphia car builder,
but the standard design of Birney car
had to be somewhat modified because
the limit in width was 2.2 meters (7 ft.
2 J in.). These cars had not been re-
ceived at the time the paper was written.
It was also decided to rebuild some ex-
isting short cars for one-man operation,
though, for reasons of cost, it was con-
sidered undesirable to install air brakes
and pneumatic equipment for doors and
steps, and manual control was used.
The design adopted was based some-
what on that used in Chicago on two-
man cars, as observed by the writer.
The car is also supplied with push
buttons.
Collection of Fares
On the one-man cars, of which we
now have several, we have only the
uniform fare of 10 cents, which entitles
a passenger to a transfer. We do not
use a fare box, but the operator carries
one or two bundles, each consisting of
250 tickets, on which are indicated the
date and the hour of issue, and a differ-
ent color is used for each line. This
ticket also serves as a transfer and on
the second car is cancelled by having
the end torn off. We looked into the
subject of fare boxes and transfer issu-
ing machines, but as we needed only a
small number of the transfer issuing
•Abstract of paper read at convention of
union International de Tramways, de Che-
tnins de fer d'lnt^rSt local et de Transports
Publics Automobile.?. Brussels, Oct. 2-6, 1922.
Automatically Closing Pantograph
Gate for Exit on One-Man
Cars at Arnhem
machines, the builder did not feel that
it was worth while to modify his de-
signs to fit the smaller transfer ticket
which we wanted to use. As regards
the fare box, my own opinion is that
the ticket system which we are now
using is simpler, but that is a matter
of personal opinion only. I realize that
fare boxes have been operated for some
time with very satisfactory results at
Haarlem. Finally we put in a stool for
the operator to sit on.
Having got good results with three
rebuilt cars, we decided to change over
to one-man operation all of our motor
cars of the smaller types, or those with
room for eighteen seated passengers
and fourteen standing passengers. With
these cars we were able to cut down
headway in the city from ten minutes
to seven and a half minutes, though
employing a smaller number of men.
In general the service has been entirely
satisfactory.
The lines in Arnhem all terminate in
a central square (Willemsplein) where
the cars stop for a minute or two to
permit passengers to change cars, but
there has been no appreciable delay at
this point, in spite of the large number
of people transferring. Operating speeds
have not been increased for these cars.
It must be admitted that there has
been some delay in loading and some
public dissatisfaction therewith. There
will be, for instance, a woman returning
from the market and carrying as many
bundles as a Christmas tree who will
mount the platform without the fare in
her hand. She will then have to deposit
her bundles on the platform, make a
search for her pocketbook, which per-
haps she can find and perhaps not in
the place where she thought it was, then
after paying her fare resume posses-
sion of her bundles. Then there is the
man about town who will jump on the
platform and pass quickly to his seat,
cigar in mouth (we are in Holland you
must remember) and become absorbed
in the landscape until the operator
touches him on the shoulder and re-
minds him he has not paid his fare.
Then he has to take off his gloves, un-
button his coat, and so on. Fortunately
the public is not composed in great
part of such individuals.
I arranged with a newspaper man
to study the situation, and he reported
to me as a result of an inquiry that
the public had already become accus-
tomed to the change and he thought
that it was a matter of time only that
these delays would disappear. Already
we are finding that the public is becom-
ing accustomed to having the exact
change, and it may be that at least in
Holland we can enforce a rule that per-
sons not so supplied will be refused
passage.
Ii> the old type two-man cars the
public entered by the rear platform
and left by the front platform. It is
my opinion that only small sized one-
man cars, or those capable of carrying
from thirty-two to forty passengers,
can use the same platform for entering
and leaving. As soon as we change our
larger cars^ (which seat twenty-four
passengers and have standing room for
twenty-five) to one-man operation, the
passengers will have to enter by the
front platform and leave by the rear.
This will make necessary the use of
some device which will prevent pas-
sengers entering by the rear platform
without paying fare. Two types of
apparatus have been designed.
The first drawing shows a form, of
pantograph gate which takes relatively
very little room on the platform, al-
though it permits the rapid exit of
passengers. At the same time the
entrance of passengers is very diffi-
cult. The device consists of a V-shaped
pipe framework on the platform with a
pantograph barrier extending across
the exit opening. The pipe barrier con-
sists of two members, one of which is
stationary and the other swings so as
to provide the opening exit. The latter
member is provided with a handle for
:882
Electric Railway Journal
Vol. 60, No. 23
the conveniepce of the passenger when
leaving the car, as shown in the plan
view. The swinging member, or gate,
is normally held in the closed position,
as shown in the plan, by means of a
spring which operates on a bell crank
lever fastened to the bottom of the
rotating member underneath the car
platform. To open the gate the pas-
senger takes hold of the handle which
is latched and swings the gate forward
into the position shown at the top in
the engraving. This movement folds
the pantograph gate out of the way,
leaving a passage wide enough for one
passenger only. As soon as the pas-
senger gets off the step the gate auto-
matically closes.
One objection to this gate is that a
passenger who is leaving the car by
the rear platform may hold the gate
■open to permit another passenger to get
on the car, but this probably would
happen very rarely, because by a mir-
ror the motorman can see everything
that is going on. However, the com-
in the American technical papers, he
found on his arrival that he had not
been deceived. In this case, Ameri-
cans, always audacious in their enter-
prises, had taken the bull by the horns,
and by the one-man car had been able
practically to reduce the platform costs
by half, with the same mileage. To do
this in Holland would mean a saving
of about 40 francs per motor car day.
Continuing, the speaker said he pre-
sumed many railway men would doubt
the practicability of introducing the
system in their own localities. Public
opinion, they would say, would not
stand for it, but are the European
populations less civilized or less dis-
ciplined than those in America? In
Arnhem, which has 80,000 inhabitants,
and is the center of an agricultural
district, the community has accepted the
change with good grace. It is possible
that in a more industrial locality, more
hostility would be shown at first, but in
the speaker's opinion everything de-
pends on the way in which the system
Canadian Association to Meet
in Toronto
SECRETARY D. N. GILL of the
Canadian Electric Railway Asso-
ciation has sent to the membership a
report of the executive and general
meetings held in connection with the
American Electric Railway Association
convention at Chicago. It was decided
to hold the 1923 convention at Toronto
some time during the summer. It was
suggested also that, as many Canadians
are members of the American Electric
Railway Association, a general meet-
ing of the Canadian Association should
be held each year during the convention
of the former.
The secretary reported the appoint-
ment of the following permanent com-
mittees: On public relations — A. W.
McLimont, Winnipeg, chairman; Max
A. Pooler, St. John; E. W. Oliver,
Toronto; George Kidd, Vancouver, and
W. J. Lynch, Quebec. On standards —
G. Gordon Gale, Hull, chairman; D. E.
Mr n-nnn-zy f ~ " " '
Folding Turnstile for Exit on One-Man Cars at Abnhem
pany has also designed a different type
of barrier in the form of a turnstile
for possible use.
The turnstile used is of a three-arm
type and a particular feature lies in the
fact that one of the arms can be folded
in out of the way. This is of advantage
at the operating end of the car, as it
provides space for the operator which
otherwise would be taken up by the
turnstile. Another interesting detail is
in connection with the pipe framework
barriers. When the turnstile is used
for the exit of passengers, a bracket
arm shown at Ai in the accompanying
■drawing projects out and is connected
to the center of the turnstile by an arm.
At the operating end of the car this
arm can be unhooked from the center
post and folded into the position shown
in A-2. This effectually closes off the
opening and at the same time provides
additional space for the operator.
Zone Pare Not an Impediment
In introducing his paper Mr. Nieu-
wenhuis explained that before the adop-
tion of the one-man car in Arnhem,
he had made a trip to the United States
in February, 1921, where he had made
a special study of the one-man safety
car. Although a little skeptical as to
the conditions which he had read about
is introduced to the community and the
preliminary educational work done.
Another objection raised to the sys-
tem is that in most of the European
cities the zone system is used; this
means the distribution of a large num-
ber of fare receipts of different values,
and the issuance of these fare receipts
takes time and would increase the
length of stops. This did not seem
an insuperable objection to the speaker,
since the fare system if complicated
could be simplified. Certainly some
effort is worth while to secure such
an important saving. Mr. Nieuwenhuis
then presented his report, of which an
abstract has just been given.
New International Railway
Association Organized
AN INTERNATIONAL railway con-
.ii-ference was held recently in Paris,
where the permanent headquarters of a
new organization, the Union Interna-
tionale des Chemins de Fer, will be
located. The organization has been
formed for the purpose of facilitating
international trade and traffic, and it
includes Germany, as well as Japan and
China. The official language will be
French, and it is expected that a gen-
eral meeting of the association will be
held every five years.
Blair, Montreal; E. P. Coleman, Hamil-
ton; C. C. Curtis, Sydney; W. G. Mur-
rin, Vancouver; H. T. Gibbs, Toronto;
W. G. Gordon, Toronto, and Hugh
Millar, Montreal. On safety — J. F. H.
Wyse, Toronto, chairman; R. M. Reade,
Quebec; C. C. Curtis, Sydney; W. R.
McRae, Toronto; W. H. Darracott,
Winnipeg, and James Lightbody, Van-
couver.
H. E. Weyman, Levis, was appointed
chairman of a committee which is to
report on the advisability of repre-
senting to the dominion government
certain changes in the classification of
accounts and also on proper accounting
for maintenance and depreciation of
electric railway properties.
The secretary announced that the
interests of the electric railway indus-
try in Canada at the dominion and
provincial capitals are being looked
after by the following: Dominion —
P. G. Burpee, Ottawa; Ontario — C. L.
Wilson, Toronto; Quebec— W. J. Lynch;
New Brunswick — J. A. Olive, St. Jehn;
Nova Scotia — W. L. Weston, Halifax;
Manitoba — Edward Anderson, Winni-
peg; Saskatchewan- — D. W. Houston,
Regina; Alberta — M. Freeman, Leth-
bridge, and British Columbia — V. Laur-
sen, Vancouver.
December 2, 1922
Electric Railway Journal
883
Kentucky Association to Meet
at University
THE Kentucky Association of Public
Utilities has accepted the invita-
tion of President Frank L. McVey of
the University of Kentucky to hold its
1922 annual meeting at the university.
The meeting will be held, therefore, at
Lexington on Dec. 12. The four util-
ity companies operated in Lexington
■will tender a dinner on the evening of
Dec. 11 to the delegates and guests.
On Dec. 12 the meeting will convene
at 9 a.m. at the Phoenix Hotel, where
there will be preliminary exercises. At
11 a.m. the delegates will board special
cars of the Kentucky Traction & Ter-
minal Company for transportation to
the university, where at 11:30 the meet-
ing will reconvene in joint session with
the student body in the chapel.
At the close of the morning session
an inspection of the grounds and build-
ings of the university will be made,
followed by a luncheon and further in-
spection. At 2:30 p.m. the meeting
will be held in Mechanical Hall on the
campus.
New List of International Tram-
way Association Officers
and Directors
THE Union Internationale de Tram-
ways, de Chemins de fer d'Interet
local et de Transports Publics Auto-
mobiles has announced the complete
list of officers and committee members,
as follows: Honorary president,
Baron Janssen, vice-governor of the
Societe Generale de Belgique, Brussels;
president, C. de Burlet, Brussels; vice-
presidents, H. Geron, Brussels, and G.
Pavie, Paris; directors J. F. S. Barth,
Christiania; L. Boulle, Paris; H. Cau-
friez, Brussels; Marquis de Foronda,
Barcelona; F. de Lancker, Brussels;
W. Gerlicz, Lodz; J. Kessels, Brussels;
F. Level, Paris; A. Mariage, Paris;
Commander A. Natoli la Mantea,
Palermo; Kai Norregaard, Copen-
hagen; Ch. Rochat, Geneva; G. Sal-
vador!, Turin; Ch. Thonet, Liege, and
J. W. van der Vegt, Rotterdam.
Safety Code Revision Under Way
r\^ NOV. 2 there was held in New
^^York City a meeting of the sec-
tional committee of the American En-
gineering Standards Committee to con-
sider possible revision of Section 2 of
the National Electrical Safety Code.
The proceedings were largely in the
nature of organization. Dr. M. G. Lloyd,
United States Bureau of Standards,
was elected chairman; C. B. Hayden,
of the Wisconsin Railroad Commission,
vice-chairman, and Roy C. Dwyer, of
the Bureau of Standards, secretary. It
was decided that an executive commit-
tee consisting of these three officers
and one representative each of the sev-
eral interests represented should con-
stitute the working body.
The executive committee will be
made up as follows.: Officers mentioned,
and Thomas Sproule, Newark, N. J.,
representing National Electric Light
Association; K. L. Wilkinson, New
York City, American Telephone &
Telegraph Company; Charles Rufus
Harte, New Haven, Conn., American
Electric Railway Association; George
Gibbs, New York City, American Rail-
way Association; A. E. Knowlton, Yale
University, New Haven, Conn., Public
Utilities Commission of Connecticut;
R. A. Bloomsburg, New York City,
National Association of Mutual
Casualty Companies; E. A.,, £
Norfolk, Va., International Association
of Municipal Electricians; R. W. E,
Moore, East Pittsburgh, Pa., National
Safety Council; Charles H. Gant^s,
Hamilton, Md., United States Deparlr^
ment of Labor.
After consideration of a number of
suggestions made by the main com-
mittee, the sub-committee adjourned to
meet in Washington on Nov. 27.
Transit Expert Reviews Situation Abroad
D. L. Turner, of New York Transit Commission on Recent Trip Abroad Was
Impressed by the Relation Between Size of Buildings
and City Transportation Problems
AT A MEETING of the New York
. Chapter of the American Associa-
tion of Engineers, held at the Hotel
McAlpin, New York City, on Nov. 14,
the speaker was Daniel L. Turner,
consulting engineer of the New York
Transit Commission. Mr. Turner had
recently visited Glasgow, Liverpool,
Edinburgh, London, Berlin, Paris, and
other cities in Great Britain and on the
Continent. He gave statistics of track
mileage and the riding habits in a
number of cities, together with run-
ning comments on his observations of
electric railway construction and oper-
ating methods, including the allied sub-
ject of buses.
Contrasting conditions in New York
City with those abroad, he said that
the terrific congestion due to the con-
struction of very high buildings, which
threatened to make transportation an
impossible problem in New York in a
few years, is absent in the foreign
cities. In the latter, five-story build-
ings are considered plenty high enough
in the business districts, vrith the re-
sult that the traffic offered by the
occupants of these buildings is fairly
well distributed.
In Liverpool, said Mr. Turner, there
is subway and surface transportation,
with a few buses, with little belief in
the usefulness of the last named. The
great development there is in the direc-
tion of "arterial ways," which are wide
highways with .provision for tramways
in the center. On these highways the
cars can make such good speed as to
bring them into the class of rapid
transit.
Glasgow, wth 500 miles of single
track, is much overbuilt from the tram-
way standpoint. Frequent service is
given, with the result that the traffic
at one time exceeded 500 rides per
capita per annum. Fares are collected
on the zone system, nearly 60 per cent
of the passengers paying the minimum
fare of IJ cents. The municipality manu-
factures its own cars, under individual
contracts with the workmen, and paints
them different colors for the several
routes. The property is in excellent
condition and has reduced its indebted-
ness to $1,500,000, after paying which
the city will own the property free of
encumbrance. The manager, James
Dalrymple, is buying in small lines
for the city, and expects to electrify
a seven-mile subway which is now
operated by cable.
Edinburgh presented little of interest
from' the transit standpoint, as it is
now being changed over from cable
operation to the overhead trolley. There
was great difficulty in bringing the
citizens around to approve this change,
but the changeover will soon be com-
plete.
In London Mr. Turner was impressed
by the fact that there is no competi-
tion between the buses and the rapid-
transit lines, which serve different dis-
tricts. The London County Council op-
erates surface cars but is not per-
mitted in the center of the city, where
buses handle all surface traffic. A dozen
or more different companies operate
the rapid-transit lines. The buses work
in well with the general transportation
system of the city.
The London buses seem to be almost
innumerable, and they follow many
routes. It is, however, very easy to
get around with their aid, as the routes
are convenient and the buses are plainly
marked with route signs.
One thing about London transporta-
tion is the alacrity with which pas-
sengers board and alight from the cars.
They are expected to be prompt and
not get hurt. Crowds of people desir-
ing transportation are much more amen-
able to reason and control than in this
country. Their reasonableness is shown
further in the fact that they do not
demand all-night transportation.
On the Continent Mr. Turner found
conditions interesting, but with few
features of great novelty. In Greater
Berlin, which was formed in 1920, there
are few rapid-transit facilities in the
new sections. Much traffic is handled
by the Stadtbahn, which is steam oper-
ated. The Ringbahn, a suburban sys-
tem, carried considerable traffic, but
rapid transit is not considered impor-
tant and involves but 12 per cent of
the total traffic. Six-car trains are the
maximum. Eighty-five per cent of all
traffic in the city is carried on the
tramways, buses being very little used.
Train operation is common, this plan
being preferred to that of providing a
large number of places per operating
unit by the use of the double-deck plan
which is common in England. The zone
fare "seems to be operating satisfac-
torily.
884
Electric Railway journal
Vol. 60, No. 23
American Association News
Committee Appointments for 1922-1923
PRESIDENT C. D. EMMONS of the
American Association and the pres-
idents of the affiliated associations have
completed their committee appointments
for the current association year. These
are listed below. These committees
have already begun to function, the
first meetings having been held in New
York City last week.
American Association
Finance
J. H. Pardee, president J. G. White
Management Corporation, New York,
N. Y., chairman.
R. P. Stevens, New York, N. Y.
J. G. Barry, Schenectady, N. Y.
Policy
Britton I. BuDD, president Metro-
politan West Side Elevated Railway,
Chicago, 111., chairman.
J. P. Barnes, Louisville, Ky.
H. G. Bradlee, Boston, Mass.
H. E. Chubbuck, Peoria, 111.
W. H. Sawyer, East St. Louis, 111.
Paul Shoup, San Francisco, Calif.
H. D. Shute, East Pittsburgh, Pa.
J. J. Stanley, Cleveland, Ohio.
L. S. Storrs, New Haven, Conn.
Robert I. Todd, Indianapolis, Ind.
National Relations
Charles L. Henry, president Indi-
anapolis & Cincinnati Traction Com-
pany, Indianapolis, Ind., chairman.
W. R. Alberger, Oakland, Calif.
P. S. Arkwright, Atlanta, Ga.
H. G. Bradleie, Boston, Mass.
Arthur W. Brady, Anderson, Ind.
C. D. Cass, Waterloo, Iowa.
F. C. Chambers, Des Moines, Iowa.
B. C. Cobb, New York, N. Y.
S. M. Curwen, Philadelphia, Pa.
J. H. Hanna, Washington, D. C.
T. N. McCarter, Newark, N. J.
John W. Shartel, Oklahoma City,
Okla.
H. B. Weathbrwax, Albany, N. Y.
Subjects and Meetings
J. N. Shannahan, president New-
port News & Hampton Railway, Gas
and Electric Company, Hampton, Va.,
chairman.
W. R. Alberger, Oakland, Calif.
H. V. BozELL, New York, N. Y.
Harlow C. Clark, Newark, N. J.
L. C. Datz, Memphis, Tenn.
C. R. Ellicott, New York, N. Y.
Edwin Gruhl, New York, N. Y.
W. F. Ham, Washington, D. C.
G. H. Harries, Chicago, 111.
Henry R. Hayes, New York, N. Y.
W. V. Hill, San Francisco, Calif.
J. E. Hutcheson, Montreal, Can.
Wallace Muir, Lexington, Ky.
W. G. Nicholson, Omaha, Neb.
L. H. Palmer, Baltimore, Md.
C. C. Peirce, Boston, Mass.
G. T. Seely, Youngstown, Ohio.
Publicity
Frank R. Coates, president Com-
munity Traction Company, Toledo,
Ohio, chairman.
Barron Colliex, New York, N. Y.,
vice-chairman.
P. S. Arkwright, Atlanta, Ga.
J. F. Collins, Jackson, Mich.
P. H. Gadsden, Philadelphia, Pa.
L. E. Gould, Chicago, 111.
F. T. Griffith, Portland, Ore.
A. A. Hale, Boston, Mass.
G. a. Richardson, Philadelphia, Pa.
L. S. Storrs, New Haven, Conn.
Elton S. Wilde, New Bedford, Mass.
Publications
L. S. Storrs, president The Connecti-
cut Company, New Haven, Conn, chair-
man.
F. G. BuFFE, Kansas City, Mo.
Harlow C. Clark, Newark, N. J.
Edwin C. Faber, Aurora, 111.
P. N. Jones, Pittsburgh, Pa.
M. B. Lambert, East Pittsburgh, Pa.
C. C. Peirce, Boston, Mass.
A. M. Robinson, Philadelphia, Pa.
Martin Schreiber, Camden, N. J.
J. E. Wilkie, Chicago, 111.
Company and Associate Membership
W. H. Sawyer, president East St.
Louis & Suburban Railway, East St.
Louis, 111., chairman.
H. H. Adams, Chicago, 111.
W. R. Alberger, Oakland, Calif.
A. C. Blinn, Akron, Ohio.
Luke C. Bradlbtv, Houston, Tex.
F. D. Burpee, Ottawa, Ont.
T. C. Cherry, Syracuse, N. Y.
JiLSON J. Coleman, Scranton, Pa.
L. E. Gould, Chicago, 111.
Edward M. Graham, Bangor, Me.
A. L. Kempster, New Orleans, La.
George R. Lyman, New York, N. Y.
W. J. Lynch, Quebec, Que.
William H. McGrath, Seattle,
Wash.
J. C. McQuiston, East Pittsburgh,
Pa.
H. H. NORRIS, New York, N. Y.
E. M. Walker, Terre Haute, Ind.
E. P. Waller, Schenectady, N. Y.
E. A. West, Denver, Colo.
E. F. WiCKWiRE, Mansfield, Ohio.
J. H. Wilson, Mobile, Ala.
Special Sub-Committee on Canadian
Membership
W. J. Lynch, general manager Que-
bec Railway, Light, Heat & Power Com-
pany, Ltd., Quebec, Que., chairman.
F. D. Burpee, Ottawa, Ont.
Company Section and Individual
Membership
Martin Schreiber, manager .south-
ern division Public Service Railway,
Camden, N. J., chairman.
C. P. Billings, Pittsburgh, Pa.
F. G. BuFFE, Kansas City, Mo.
F. R. Coates (executive committee
member), Toledo, Ohio.
W. J. Flickinger, New Haven, Conn.
J. H. Mallon, Chicago, 111.
W. G. MuRRiN, Vancouver, B. C.
A. T. Perkins, St. Louis, Mo.
Harry Reid, Indianapolis, Ind.
Co-operation with State and Sectional
Associations
W. H. Sawyer, president East St.
Louis & Suburban Railway, East St.
Louis, 111., chairman.
Minnie B. W. Baker, Denver, Colo.
F. D. Beardslee, St. Louis, Mo.
John W. Belling, Boston, Mass.
R. M. Booker, Hampton, Va.
R. I. Brown, Little Rock, Ark.
John N. Cadby, Madison, Wis.
L. E. Earlywine, Indianapolis, Ind.
Rex Fowler, Des Moines, Iowa.
D. N. Gill, Hull, Que.
0. D Hall, Oklahoma City, Okla.
W. V. Hill, San Francisco, Calif.
E. F. Kelley, Louisville, Ky.
F. C. Lewis, Framingham, Mass.
A. Bliss McCrum, Charleston,
W. Va.
T. T. Parker, Cottonwood Falls,
Kan.
R. V. Prather, Springfield, 111.
J. P. Ross, Birmingham, Ala.
W. F. Stanton, Rochester, N. Y.
Henry M. Stine, Harrisburg, Pa.
E. N. Willis, Dallas, Tex.
Construction and Maintenance of High-
ways for Motor Vehicles
W. J. Harvie, vice-president Auburn
& Syracuse Electric Railroad, Auburn,
N. Y., chairman.
C. M. Cheney, Des Moines, Iowa.
W. F. Graves, Montreal, Canada.
Samuel W. Greenland, Fort Wayne,
Ind.
E. C. Johnson, Los Angeles, Calif.
E. P. ROUNDEY, Utica, N. V.
J. N. Shannahan (executive com-
mittee member), Hampton, Va.
H. M. Steward, Boston, Mass.
Co-operation of Manufacturers
E. F. Wickwire, secretary the Ohio
Brass Company, Mansfield, Ohio, chair-
man.
R. E. Adreon, St. Louis, Mo.
George A. Barnes, New York,
N. Y.
W. D. Blatz, Bridgeport, Conn.
C. R. Ellicott (executive committee
member). New York, N. Y.
E. C. Faber, Aurora, 111.
P. N. Jones, Pittsburgh, Pa.
J. C. McQuiston, East Pittsburgh,
Pa.
E. B. Meissner, St. Louis, Mo.
George R. Rowland, New York,
N. Y.
P. L. Thompson, New York, N. Y.
E. P. Waller, Schenectady, N. Y.
December 2, 1922
Electric Railway Journal
885
Education
Edward Dana, general manager Bos-
ton Elevated Railway, Boston, Mass.,
chairman.
Edward J. Blair, Chicago, 111.
Thomas Conway, Jr., Aurora, 111.
C. B. Fairchild, Philadelphia, Pa.
M. B. Lambert, East Pittsburgh, Pa.
M. McCants, San Francisco, Calif.
C. E. Morgan, Brooklyn, N. Y.
Henry H. Norris, New York, N. Y.
A. T. Perkins, St. Louis, Mo.
F. R. Phillips, Pittsburgh, Pa.
J. P. PULLIAM, Milwaukee, Wis.
J. V. Sullivan, Chicago, 111.
William Von Phul, New York,
N. Y.
H. E. Weeks, Davenport, Iowa.
Thomas S. Wheelwright, Rich-
mond, Va.
Electrolysis
W. J. Harvie, vice-president and gen-
eral manager Auburn & Syracuse Elec-
tric Railroad, Auburn, N. Y., chairman.
James P. Barnes (executive commit-
tee member), Louisville, Ky.
L. P. Crecelius, Cleveland, Ohio.
Adrian Hughes, Jr., Baltimore, Md.
M. B. Rosbvear, Newark, N. J.
G. W. Van Derzee, Milwaukee, Wis.
National Utility Associations
Randal Mohgan, vice-president
United Gas Improvement Company,
Philadelphia, Pa., chairman.
Britton I. BuDD, Chicago, 111.
Joseph K. Choate, New York, N. Y.
F. R. CoATES, Toledo, Ohio.
E. C. Faber, Aurora, 111.
P. H. Gadsden, Philadelphia, Pa.
L. S. Storrs, New Haven, Conn.
R. I. Todd, Indianapolis, Ind.
J. W. Welsh, New York, N. Y.
Mail Pay
L. H. Palmer, assistant to president
United Railways & Electric Company
of Baltimore, Baltimore, Md., chairman.
Gordon Campbell, York, Pa.
G. K. Jeffries, Indianapolis, Ind.
R. A. Leussler, Omaha, Neb.
Samuel Riddle, Louisville, Ky.
W. S. Rodger, Highland Park, Mich.
R. P. Stevens (executive committee
member). New York, N. Y.
C. L. S. Tingley, Philadelphia, Pa.
H. B. Weatherwax, Albany, N. Y.
Co-operation with the National
Safety Council
L. H. Palmer, assistant to president
United Railways & Electric Company
of Baltimore, Baltimore, Md., chairman.
W. H. BoYCE, New Brighton, Pa.
Wallace Muir, Lexington, Ky.
Trackless Transportation
H. B. Flowers, vice-president and
general manager United Railways &
Electric Company, Baltimore, Md.,
chairman.
J. H. Alexander, Cleveland, Ohio.
R. E. Danforth, Newark, N. J.
B. J. Fallon, Chicago, 111.
George Keegan, New York, N. Y.
C. W. Kellogg, Boston, Mass.
T. J. McGiLL, Minneapolis, Minn.
H. A. MULLETT, Milwaukee, Wis.
D. W. Pontius, Los Angeles, Calif.
H. B. Potter, Boston, Mass.
G. T. Seely, Youngstown, Ohio.
Claus Spreckels, San Diego, Calif.
E. A. West, Denver, Colo.
Uniform Motor Vehicle Regulatory
Laws
C. D. Cass, general manager Water-
loo, Cedar Falls & Northern Railway,
Waterloo, Iowa, chairman.
R. R. Bradley, Chicago, 111.
A. W. Brady, Anderson, Ind.
H. E. Chubbuck (executive commit-
tee member), Peoria, 111.
David Daly, Keokuk, Iowa.
D. W. Pontius, Los Angeles, Calif.
B. E. Tilton, Syracuse, N. Y.
Mid-Year Dinner
J. H. Hanna, vice-president Capital
Traction Company, Washington, D. C,
chairman.
H. L. Brown, New York, N. Y.
C. R. Ellicott, New York, N. Y.
H. B. Flowers, Baltimore, Md.
W. F. Ham, Washington, D. C.
W. H. Heulings, Jr., Philadelphia,
Pa.
C. E. Morgan, Brooklyn, N. Y.
C. C. Peirce, Boston, Mass.
E. P. WiCKWiRE, Mansfield, Ohio.
Accountants' Association
Engineering-Accounting (joint
committee)
H. C. Kimball, auditing department
Washington Railway & Electric Com-
pany, Washington, D. C, chairman.
J. C. Collins, Rochester, N. Y.
G. F. DiNNEEN, Holyoke, Mass.
A. W. Grady, Durham, N. C.
Charles H. Lahr, Akron, Ohio.
Relations with Other Associations
M. W. Glover, auditor West Penn
Railways, Pittsburgh, Pa., chairman.
L. T. Hixson, Indianapolis, Ind.
I. A. May, New Haven, Conn.
F. H. SiLLICK, New York, N. Y.
F. E. Webster, Haverhill, Mass.
Committee Representing Accountants'
Association at Convention of Rail-
way and Utility Commissioners
Wallace L. Davis, auditor Lehigh
Valley Transit Company, Allentown,
Pa., chairman.
B. W. Fernald, Oakland, Calif.
C. S. Mitchell, Pittsburgh, Pa.
Standard Classification of Accounts
H. L. Wilson, treasurer Boston Ele-
vated Railway, Boston, Mass., chair-
man.
M. W. Glover, Pittsburgh, Pa.
W. F. Ham, Washington, D. C.
Robert H. Wallis, Fitchburg, Mass.
Percy S. Young, Newark, N. J.
Stores- Accounting
R. A. Weston, special accountant
The Connecticut Company, New Haven,
Conn., chairman.
C. L. Bartlett, Haverhill, Mass.
Charles J. Bendt, Charleston, S. C.
G. H. Caskey, Hampton, Va.
A. E. Hatton, Pittsburgh, Pa.
J. Scott Pardoe, Philadelphia, Pa.
J. B. Walker, Dallas, Tex.
Claims Association
Automobile Accidents
G. T. Hellmuth, general claim agent
Chicago, North Shore & Milwaukee
Railroad, Chicago, 111., chairman.
J. G. Bruce, Indianapolis, Ind.
D. M. Finch, Des Moines, Iowa.
F. T. Gatrell, Chicago, 111.
Carl Young, Milwaukee, Wis.
Resolutions
C. B. Proctor, claim agent Memphis
Street Railway, Memphis, Tenn., chair-
man.
J. S. Harrison, Jacksonville, Fla.
William H. Renaud, New Orleans,
La.
Subjects
H. V. Drown, general claim agent
Public Service Railway, Newark, N. J.,
chairman.
Samuel B. Hare, Altoona, Pa.
J. J. Reynolds, Boston, Mass.
Accident Prevention
H. O. Allison, safety engineer
Beaver Valley Traction Company, New
Brighton, Pa., chairman.
W. G. Fitzpatrick, Detroit, Mich.
F. W. Mulford, Richmond, Va.
Engineering Association
Buildings and Structures
N. E. Drexler, chief engineer New-
port News & Hampton Railway, Gas &
Electric Company, Hampton, Va.,
chairman.
B. R. Brown, Dallas, Tex.
Charles W. Burke, Brooklyn, N. Y.
J. D. Kent, New York, N. Y.
James Link, Knoxville, Tenn.
John R. McKay, Fort Wayne, Ind.
L. L. Newman, Birmingham, Ala.
J. M. Penick, Richmond, Va.
S. J. Steiner, Aurora, 111.
C. H. Clark (sponsor), Cleveland,
Ohio.
Equipment
F. H. Miller, vice-president Louis-
ville Railway, Louisville, Ky., chairman.
Walte:r S. Adams, Philadelphia, Pa.
Lewis J. Davis, Brooklyn, N. Y.
Charles Gordon, Chicago, 111.
J. L. Gould, Wilmington, Del.
Stuart Hazlewood, Philadelphia,
Pa.
J. M. HiPPLE, East Pittsburgh, Pa.
Robert Long, Altoona, Pa.
A. J. Miller, Ramapo, N. Y.
M. O'Brien, St. Louis, Mo.
E. D. Priest, Schenectady, N. Y.
Pierre V. C. See, Akron, Ohio.
C. W. Squier, New York, N. Y.
W. G. Stuck, Lexington, Kentucky.
A. Taurman, Birmingham, Ala.
Daniel Durie (sponsor), Connells-
ville, Pa.
886
Electric Railway Journal
Vol. 60, No. 23
Engineering-Accounting (joint
committee)
L. R. Brown, office and field engi-
neer New York State Railways, Roch-
ester, N. Y., chairman.
E. D. Dreyfus, Pittsburgh, Pa.
Herbert Jackson, Washington, D. C.
Charles R. Harte (sponsor), New
Haven, Conn.
Heavy Electric Traction
Sidney Withington, electrical engi-
neer New York, New Haven & Hart-
ford Railroad, New Haven, Conn.,
chairman. --v .
A. H. Armstrong, Schenectady,
N. Y.
R. Beeuwkes, Seattle, Wash.
J. M. Bosenbury, Peoria, 111.
H. W. Cope, East Pittsburgh, Pa.
John C. Davidson, Bluefield, W. Va.
J. H. Davis, Baltimore, Md.
J. V. B. Duer, Altoona, Pa.
E. C. Johnson, Los Angeles, Calif.
Norman Litchfield, New York,
N. Y.
A. S. Richey, Worcester, Mass.
C. H. QuEREAU, New York, N. Y.
L. S. Wells, New York, N. Y.
H. A. Johnson (sponsor), Chicago,
111.
Power Distribution
M. B. ROSEVEAR, superintendent of
distribution Public Service Railway,
Newark, N. J., chairman.
J. Walter Allen, Boston, Mass.
Robert L. Allen, Syracuse, N. Y.
S. H. Anderson, Los Angeles, Calif.
L. W. Birch, Mansfield, Ohio.
H. G. BURD, New York, N. Y.
Leslie E. Delf, Fort Worth, Tex.
Ralph W. Eaton, Providence, R. I.
L. F. Griffith, Little Rock, Ark.
H. D. Hawkes, Chicago, 111.
H. M. Hobart, Schenectady, N. Y.
Adrian Hughes, Jr., Baltimore, Md.
Charles H. Jones, Chicago, 111.
John Leisenring, Springfield, 111.
F. McVittie, Rochester, N. Y.
H. S. Murphy, Philadelphia, Pa.
H. A. Pharo, Pittsburgh, Pa.
W. ScHAAKE, East Pittsburgh, Pa.
A. Schlesinger, Indianapolis, Ind.
James Scott, Cleveland, Ohio.
F. J. White, Passaic, N. J.
Charles R. Harte (sponsor), New
Haven, Conn.
Power Generation
C. A. Greenidge, chief engineer the
J. G. White Management Corporation,
New York, N. Y., chairman.
L. D. Bale, Cleveland, Ohio.
W. E. Bryan, St. Louis, Mo.
H. E. Davis, Utica, N. Y.
Frank G. Frost, New Orleans, La.
F. C. Hanker, East Pittsburgh, Pa.
G. H. Kelsay, Cleveland, Ohio.
H. A. Kidder, New York, N. Y.
G. Hall Roosevelt, Schenectady,
N. Y.
G. W. Saathoff, New York, N. Y.
Walter C. Slade, Providence, R. I.
A. E. Stierly, Hampton, Va.
R. L. Weber, Kansas City, Mo.
G. W. Welsh, East St. Louis, 111.
E. H. Scofield, (sponsor), Minnea-
polis, Minn.
Purchases and Stores
B. J. Yungbluth, supervisor pur-
chases and supplies Philadelphia
Rapid Transit Company, Philadelphia,
Pa., chairman.
William C. Bell, Richmond, Va.
Jackson P. Dick, Atlanta, Ga.
J. E. Fleming, Washington, D. C.
W. N. Ford, Memphis, Tenn.
Harry H. Lloyd, Indianapolis, Ind.
W. S. Stackpole, Newark, N. J.
W. H. Staub, Baltimore, Md.
R. H. Dalgleish (sponsor), Wash-
ington, D. C.
Standards
Martin Schreiber, manager South-
ern division and chief engineer Public
Service Railway, Camden, N. J., chair-
man.
H. L. Andrews, Schenectady, N. Y.
C. C. Beck, Mansfield, Ohio.
J. A. Brooks, Philadelphia, Pa.
C. H. Clark, Cleveland, Ohio.
W. G. Gove, Brooklyn, N. Y.
C. R. Harte, New Haven, Conn.
E. R. Hill, New York, N. Y.
H. A. Johnson, Chicago, 111.
C. G. Keen, Philadelphia, Pa.
John Lindall, Boston, Mass.
H. H. NoRRis, New York, N. Y.
F. R. Phillips, Pittsburgh, Pa.
N. W. Storer, East Pittsburgh, Pa.
N. B. Trist, Pittsburgh, Pa.
Unification of Car Design
H. H. Adams, superintendent shops
and equipment Chicago Surface Lines,
Chicago, 111., chairman.
J. A. Brooks, Philadelphia, Pa.
G. L. Kippenberger, St. Louis, Mo.
John Lindall, Boston, Mass.
Victor Willoughby, New York, N. Y.
H. A. Johnson (sponsor), Chicago.
Way Matters
W. F. Graves, chief engineer Mon-
treal Tramways, Montreal, Que., chair-
man.
C. A. Alden, Steelton, Pa.
V. Angerer, Easton, Pa.
S. Clay Baker, East St. Louis, 111.
W. R. Dunham, Jr., New Haven,
Conn.
E. B. Entwisle, Johnstown, Pa.
G. C. Estill, New Orleans, La.
R. B. Fisher, Harvey, 111.
Chester F. Gailor, New York, N. Y.
Howard H. George, Newark, N. J.
A. E. Harvey, Kansas City, Mo.
J. H. Haylow, Memphis, Tenn.
E. M. T. Ryder, New York, N. Y.
Francis Tingley, Washington, D. C.
J. B. TiNNON, Joliet, 111.
George T. Wilson, New York, N. Y.
W. W. Wysor, Baltimore, Md.
R. C. Cram (sponsor), Brooklyn,
N. Y.
Specifications for Air Tanlts
R. H. Dalgleish, chief engineer the
Capital Traction Company, Washing-
ton, D. C, chairman.
L. J. Davis, Brooklyn, N. Y.
J. A. Leefer, Wilmerding, Pa.
Automatic Substations
Walter E. Bryan, superintendent of
power United Railways of St. Louis,
St. Louis, Mo., chairman.
L. D. Bale, Cleveland, Ohio.
C. A. Butcher, East Pittsburgh, Pa.
John M. Drabelle, Cedar Rapids,
Iowa.
C. H. Jones, Chicago, 111.
G. Hall Roosevelt, Schenectady,
N. Y.
E. H. Scofield (sponsor), Minne-
apolis, Minn.
Engineering Manual
R. C. Cram, engrineer surface road-
way Brooklyn Rapid Transit Company,
Brooklyn, N. Y., chairman.
C. R. Harte, New Haven, Conn.
Daniel Durie, Connellsville, Pa.
Wheel Tread and Flange Contours and
Rail Head Contours
H. H. Adams, superintendent shops
and equipment Chicago Surface Lines,
Chicago, III., chairman.
C. A. Alden, Steelton, Pa.
V. Angerer, Easton, Pa.
H. Fort Flowers, Findlay, Ohio.
George L. Fowler, New York, N. V.
J. H. Hanna, Washington, D. C.
J. H. Lucas, Milwaukee, Wis.
A. D. McWhorter, Memphis, Tenn.
J. M. YouNT, San Francisco, Calif.
A. J. Miller, Ramapo, N. Y.
J. F. Miller, Pittsburgh, Pa.
Wood Preservation
H. H. George, engineer maintenance
of way Public Service Railway, New-
ark, N. J., chairman.
M. J. CuRTiN, Boston, Mass.
W. H. FULWEILER, Philadelphia, Pa.
Ernest F. Hartman, New York,
N. Y.
E. L. MORIER, New York, N. Y.
A. Schlesinger, Indianapolis, Md.
C. A. Smith, Atlanta, Ga. j
A. P. Way, Philadelphia, Pa. I
R. C. Cram (sponsor), Brooklyn, N.Y.
Transportation and Traffic
Association
Accident Prevention
H. B. Potter, assistant general man-
ager Boston Elevated Railway, Bos-
ton, Mass., chairman.
M. W. Bridges, Chicago, 111.
Charles W. Chase, Gary, Ind.
James Harmon, Indianapolis, Ind.
S. B. Irelan, Montgomery, Ala.
A. W. KoEHLER, Rochester, N. Y.
C. E. Morgan, Brooklyn, N. Y.
R. M. Reade, Quebec, Que.
E. M. Walker, Terre Haute, Ind.
Alba H. Warren, El Paso, Tex.
J. V. Sullivan (sponsor), Chicago,
III.
W. H. BoYCE (sponsor), New Brigh-
ton, Pa.
Bus Operation
W. J. Flickinger, assistant to presi-
dent The Connecticut Company, New
Haven, Conn., chairman.
R. R. Anderson, Providence, R. I.
A. C. Blinn, Akron, Ohio.
Walter H. Burke, Boston, Mass.
A. H. Ferrandou, Washington, D. C.
R. N. Graham, Youngstown, Ohio.
J. M. Ives, Danbury, Conn.
December 2, 1922
Electric Railway Journal
887
H. A. MuLLETT, Milwaukee, Wis.
L. H. Palmer, Baltimore, Md.
Thomas S. Wheklwright, Richmond,
Va.
J. K. PuNDERFORD (sponsor). New
Haven, Conn.
Edward Dana (sponsor), Boston,
Mass.
Merchandising Transportation
Samuel Riddle, vice-president Louis-
ville Railway, Louisville, Ky., chairman.
H. H. Brown, Duluth, Minn.
G. Sarin Brush, Houston, Tex.
Frank L. Butler, Atlanta, Ga.
R. F. Carbutt, New York, N. Y.
John F. Collins, Jackson, Mich.
John A. Dewhurst, Philadelphia, Pa.
Samuel W. Greenland, Fort Wayne,
Ind.
M. McCants, San Francisco, Calif.
A. W. McLiMONT, Winnipeg, Can.
Richard Meriwether, Dallas, Tex.
E. B. Moore, Fairmont, W. Va.
F. D. NORVEIL, Anderson, Ind.
O. A. Smith, Los Angeles, Calif.
E. C. Thomas, South Berwick, Me.
T. H. TUTWILER, Memphis, Tenn.
W. H. BoYCE (sponsor), New Brigh-
ton, Pa.
Edward Dana (sponsor), Boston,
Mass.
One-Man Car Operation
J. P. Pope, general manager Ken-
tucky Traction & Terminal Company,
Lexington, Ky., chairman.
N. W. BoLEN, Newark, N. J.
H. C. Decamp, Dayton, Ohio.
J. E. Duffy, Syracuse, N. Y.
A. L. Reiynolds, Youngstown, Ohio.
Karl A. Simmon, East Pittsburgh,
Pa.
A. SWARTZ, Toledo, Ohio.
L. G. Van Ness, Cincinnati, Ohio.
W. E. Wood, Houston, Tex.
G. H. Clifford (sponsor). Fort
Worth, Tex.
T. C. Cherry (sponsor), Syracuse,
N. Y.
Traffic Regulations
H. B. Flowers, second vice-president
and general manager the United Rail-
ways & Electric Company of Baltimore,
Baltimore, Md., chairman.
Henry 0. Butler, St. Louis, Mo.
F. R. Cogswell, Pittsburgh, Pa.
Frank P. Edinger, Chicago, HI.
W. H. Maltbie, Baltimore, Md.
Paul E. Wilson, Cleveland, Ohio.
referred to the possibility of using
water on slippery rails instead of sand.
He stated that this is being done in
Liverpool, England. The discussion
covered a number of practical points in
connection with the daily operation of
the system.
"Aera" Subscription Price
MENTION was made in the report
of the executive committee meet-
ing in last week's issue of this paper
that an increase in the subscription
rate to Aera was planned. Secretary
Welsh has called attention to the fact
that this is in error, and that no in-
ciease in the subscription rate to indi-
viduals is now contemplated.
Committee on National Relations
Organizes
ANOTHER of the committees to
meet early in the association year
was that on national relations, of which
Charles L. Henry, Indianapolis, Ind., is
chairman. This committee met in New
York City on Nov. 24 and discussed its
work in a general way. No definite
program was outlined, but a review of
the situation of the electric railways
in so far as they are affected by na-
tional legislation was taken. Besides
the chairman there were present F. C.
Chambers, Des Moines, Iowa; B. C.
Cobb, New York City; S. M. Curwen,
Philadelphia, Pa.; J. H. Hanna, Wash-
ington, D. C, and H. B. Weatherwax,
Albany, N. Y.
Camden Section Elects Officers
AT THE OCTOBER meeting of the
Public Service Railway, Southern
Division, company section, the follow-
ing were elected to serve for the com-
ing year: President, C. V. Wallace;
vice-president, W. H. Wright; secre-
tary, George C. Stoll; treasurer, P.
O'Connor; directors, Hamilton C. Won-
derly and Robert A. McArthur. Martin
Schreiber, manager of the division, re-
lated some Chicago convention experi-
ences, stating that he noted a spirit of
optimism that has been missing at
recent conventions.
In the general discussion one speaker
Association Information
and Service
THE American Association ofiice
announces the following additions
to and revision of its service bulletins.
These are available to all members of
the association in good standing.
Public utility laws — A summary of
the laws creating state public utility
commissions, giving an analytical digest
of the main provisions covering their
jurisdiction and laws of the transporta-
tion companies. This is the seventh in-
stallment of the compilation which was
begun in June.
Intenirhan wage agreements — An
analysis of the agreements now in
effect on the lines of twelve large
interurban companies, showing in com-
parative form the provisions of each
agreement.
Relief from, paving burdens — A re-
view of recent developments in the
movement to obtain relief from mu-
nicipal requirements to repave" and
maintain the pavement along electric
railway tracks, with accounts of the
leading cases which have recently been
decided.
Automobile transportation coats —
Some figures on costs of automobile op-
eration in both passenger and freight
services. Contains report of the Fifth
Avenue Coach Company for the year
ended June 30, 1922.
Trend of materials prices — A new
edition of the association's compilation
bringing down to date the trend of
prices of materials used by the electric
railways, as furnished by the manu-
facturers.
In addition to the above, supplements
to the association's fare bulletin, wage
bulletin and cost of living studies have
been prepared, bringing them down to
date.
Safety Experts to Study
Automobile Accidents
ONE of the first, if not the first, of
the newly appointed committees to
organize and meet was the committee
on accident prevention of the Trans-
portation & Traffic Association. This
met in New York City on Nov. 24 with
Chairman H. B. Potter, Boston, Mass.,
in the chair. Other members present
were H. 0. Allison, New Brighton, Pa.;
M. W. Bridges, Chicago, 111.; C. W.
Chase, Gary, Ind.; A. W. Koehler,
Rochester, N. Y.; C. E. Morgan, Brook-
lyn, N. Y.; C. E. Mulford, Richmond,
Va. ; J. V. Sullivan, Chicago, 111.; and
E. M. Walker, Terre Haute, Ind.
President G. T. Seely, of the T. & T.
Association, also attended for part of
the meeting.
After general discussion a sub-com-
mittee was appointed to draft a ques-
tionnaire asking for reports on differ-
ent classes of accidents, particularly
collisions with vehicles, derailments,
car collisions, boarding and alighting
accidents (for open and closed cars
separately) and personal collisions.
This committee will consist of Messrs.
Bridges, Chase, Koehler, Boyce, Sulli-
van and Potter. It was also decided
to have this committee co-operate
with the corresponding committee of
the Claims Association.
A second sub-committee was next
appointed to prepare a compilation of
methods of handling accident-preven-
tion problems. The investigation will
include plans for co-operating with
civic and other bodies. The committee
will comprise Messrs. Walker, Morgan,
Reade, Warren and Harmon.
The following were appointed as a
committee to co-operate with the Ameri-
can Association Committee of One
Hundred (through Labert St. Clair),,
in regard to the preparation of safety
posters which are to be distributed free
to all electric railways in the United
States. The appointees were: Messrs.
Potter, Allison, Morgan, Sullivan and
Walker.
Mr. Potter urged strongly the giv-
ing up of such outworn slogans as
"Safety First," "Watch Your Step,"
etc., and recommended that new ones
be formulated. One of the recent epi-
grams which had struck his fancy was:
"Any accident may be fatal."
Mr. Seely addressed the committee,
stating that it has a free hand to de-
velop its subject, which is one of the
most important ones at present in con-
nection with the welfare of the indus-
try. The situation is so alarming that
anything that can be done to assist
electric railways in reducing accident
costs will be greatly appreciated.
888
Electric Railway Journal
Vol. 60, No. 23
Recent Happenings in Great Britain
London Underground Railways' New Capital, Extensions
and Fare Reductions — Electrification of Southern
Railways — More Time Saving
(From Our British News Representative)
ON OCT. 18 a prospectus was issued
inviting subscriptions for addi-
tional capital to the amount of £3,958,-
000 for three of the London under-
ground electric railway companies.
Three days later it was announced that
the issue was oversubscribed and that
lists were closed. The rapidity of sub-
scription was no doubt due to the fact
that the new capital is guaranteed by
the state both as to principal and in-
terest under the trade facilities act of
1921. The issue was the second and
final portion of the total guaranteed
by the government.
In June last redeemable second de-
benture stock was put on the market
at the price of 94 per cent by the
London Electric Railway to the extent
of £1,000,000 and by the City and South
London Railway to the extent of
£1,500,000. The present issue is of
£2,250,000 of 4J per cent redeemable
second debenture stock in the case of
the London Electric, £1,250,000 of the
same denomination of stock for the
City and South London, and £458,000
of 41 per cent redeemable debenture
stock of the Central London Railway,
all dated 1942-72, and all at the issue
price of 93 per cent. The stocks are
of course trustee securities.
The new works to be carried out,
some of which have already been begun,
include the widening of the tunnels of
the City and South London Railway,
the construction of a connecting "tube"
line between the railway at Euston and
the Charing Cross and Hampstead
Railway at Camdentown, the building
of a surface continuation on the latter
railway from Golder's Green to Edg-
ware, the construction of an extension
of the Great Northern & Piccadilly rail-
way from Hammersmith to a junction
with a branch of the London & South
Western Railway, the provision of ad-
ditional rolling stock, the improvement
of stations and the substitution of
escalators for lifts at a number of
stations. These works will, among
other things, enable through trains to
be run from Edgmore in the north to
Clapham in the south, and from Fins-
bury Park in the north to Richmond in
the southwest, thus greatly adding to
public facilities. Meantime work will
be afforded to thousands of men, and
it may be recalled that the object of
passing the grade facilities act was to
promote employment for the workless
on undertakings of permanent public
utility.
London Fares Reductions
The London underground railway
companies have announced that a
scheme of reductions in force will be
put into operation on Jan. 1, 1923. The
minimum lid. fare will be retained, but
fares above that amount will be reduced
to an approximate rate of Id. per mile
up to 4d., and thereafter the distances
given for all fares above 4d. will be
increased. This, it is hoped, will en-
courage the longer-distance traffic and
help to build up the outer suburbs.
As under the London electric rail-
ways fares act, 1920, workmen's return
fares are the single ordinary fares for
the double journey, workmen will
benefit correspondingly with the reduc-
tion in ordinary fares. The minimum
return workman's fare, however, re-
mains at 3d. Season ticket rates will
be lowered in proportion to ordinary
fares. Over all, the reductions affect
one-third of the railway fares. The
companies have in the past not charged
up to their full statutory powers on the
average, and when the reductions are
carried out they will be charging less
on the average than Id. per mile.
Of course the companies hope that
increased traffic will be a result of the
reductions. Expenses have not yet
fallen sufficiently to warrant wholly the
present concessions. The cost of carry-
ing a passenger for the first nine
months of 1922 compared with the first
nine months of 1921 shows a reduction
of only three-tenths.
The Southern Railway
Amalgamation
By the railways act of 1921 it was
provided, inter alia, that all the steam
railway companies of Great Britain
.should be combined into four great
companies, and that work of amal-
gamation is now in progress. In re-
gard to what is called the southern
group, there is an interest for readers
of this journal, because two out of the
three railways to form the group, the
London & South Western and the Lon-
don, Brighton & South Coast Railways,
already use electric traction on their
London suburban lines, and the third,
the South Eastern & Chatham Railway,
proposes to adopt the same method on
its suburban routes. Toward the end
of October it was announced that these
companies had at last agreed on the
terms on which they will form the
southern group.
The new amalgamated company will
issue its stocks in exchange for those
of the existing companies, and its
capital will be £144,846,000. It does
not seem to be anticipated that there
will be much trouble in arranging for
the running of through electric trains
between the three hitherto existing
undertakings should it be found de-
sirable. At the same time it may be
noted that the London & South Western
uses direct current at 600 volts on a
third-rail conductor, that the London
& Brighton works on the single-phase
high-tension system with overhead
wires, and that the South Eastern &
Chatham contemplates the use of
high-tension direct current.
Speed in "Booking"
On the New York underground rail-
ways, where I believe a uniform fare
for any distance prevails, the question
of speed in issuing tickets (here called
"booking") to passengers cannot pre-
sent the same difficulty as it does on
the London underground railways,
where the fares are in proportion to
distance to be traveled. As local city
railways are extended, however, the
necessity for graduated fares, even in
America, becomes more acute, so that
the following details supplied officially
to me by the London underground rail-
way companies may be of interest. It
may be remarked that the comparison
between the issuing of tickets by hand
and by booking machine shows such
an extraordinary efficiency and smart-
ness on the part of the booking clerk
that he ought to have substantial pro-
motion.
The figures also indicate that
if there are many booking clerks like
him there is no material advantage in
using a booking machine.
The test was taken during the heavy
rush hour of 5:30 to 6:30 p.m. At
Piccadilly Circus Station of the "Un-
derground" during the hour a booking
clerk issued by hand 809 tickets. Out
of the number of passengers, 441 re-
quired change, the details being: Nine
required id. change; three required
change for 3d.; 157 needed change for
6d.; 130, change for Is.; 85, change for
2s.; 51, change for 2s. 6d., and six,
change for 10s. At Oxford Circus
Station, by means of an electrically
operated booking machine, between
5:30 and 6:30 p.m. a booking clerk is-
sued 872 tickets.
During that time he was delayed in
answering four inquiries for season
tickets and in supplying from the emer-
gency ticket rack six ordinary tickets
which the machine was unable to meet.
The machine delivers the change as
well as the tickets.
Edinburgh Conversion
A remarkably smart bit of work was
carried out by the Edinburgh tramway
department in the early morning hours
of Sunday, Oct. 22, in connection with
the conversion of the lines from cable
to electric traction. Up to midnight on
Saturday, Oct. 21, cable cars were run-
ning in Princes Street, the great
central thoroughfare of the city. At
half-past nine o'clock on Sunday morn-
ing the first electric car ran over the
route, which is about a mile long. All
the work which could be done before-
hand had of course been carried out.
Squads of men, numbering in all about
300, were put on at several points about
midnight to adjust the tracks and to
erect the center poles and trolley
wires. By Sunday evening a complete
Princes Street service of cars was in
operation by electric traction.
I
News of the Eledric Railways
FINANCIAL AND CORPORATE
TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
•a»H
I Service Complaint Filed
International Blames Inability of New
Men — Local Service Restored in
Lockport, "Owl" in Buffalo
Traffic experts of the Public Service
Commission are making a survey of
service on the local lines of the Inter-
national Railway, Buffalo, N. Y., as a
result of an appeal to the municipal
authorities for improved service. City
authorities have served notice on the
company that cars must be operated
with more regularity.
Herbert G. Tulley, president of the
International, says the company has
more than sufficient men to operate its
local and interurban cars, but since the
so-called Philadelphia vacationists have
returned home, the new men being em-
ployed by the company have given con-
siderable trouble. The claims depart-
ment of the railway company has many
accident and claims investigations
under way.
The City Council unanimously
adopted a resolution demanding that all
the cars operated on the local lines of
the International be equipped with life
guards, emergency brakes and rear
exits and crews must report all acci-
dents to the police. This resolution was
made necessary because of the increas-
ing number of traffic accidents. The In-
ternational did not appear in opposition
to the proposed resolution. It is the
company's contention that the city is
without such authority as the Public
Service Commission only has jurisdic-
tion.
The activities of the claims depart-
ment of the International and the Phila-
delphia Rapid Transit Company officers
who have been detailed to strike duty in
Buffalo are confined almost exclusively
to getting evidence against jitney own-
ers and drivers and arresting them.
Several arrests are made daily and fines
of $25 to $.50 are imposed by the City
Court Judges. The City Court calendar
is now so congested with jitney cases
demanding jury trials that it will keep
many of the judges busy until next
April hearing the evidence.
The International Railway has taken
an appeal from the decision of the Ap-
pellate Division of the Supreme Court
which upset the writ of mandamus ob-
tained by the railway to compel Mayor
Schwab to enforce the anti-jitney laws.
The case now has been carried to the
New York State Court of Appeals.
Local service on the Lockport lines
of the International was restored Nov.
25. The city had been without local
service since the start of the strike,
July 1. Three days after service was
restored Edgar J. Dickson, vice-presi-
dent of the International, stated that
riding was 50 per cent of normal, with
little or no disorder by the strikers.
Half-hour "owl" service has been re-
stored by the company on many of the
local lines of the International in Buf-
falo. Other lines with no "owl" service
since the strike are now operating on
an hourly basis.
Police Chief Elliott of the city of
Tonawanda has served notice on the
International that cars run on lines
within the city limits must not operate
at a greater speed than 8 miles an hour.
The action follows a vote by the Board
of Aldermen, which is the result of the
increasing number of accidents. The
order aiffects the old Buffalo-Niagara
Falls interurban line and the Buffalo-
Kenmore-Gratwick line.
Win Spend $550,000 in 1923
The Virginia Railway & Power Com-
pany and the City of Petersburg, Va.,
will spend approximately $550,000 in
1923 in improvements and betterments.
The improvement work includes new
paving work, new tracks, a trackless
trolley for Walnut Hill and the exten-
sion and enlargement of Petersburg
hydro-electric development. The paving
will cost about $150,000 and the new
tracks and power plant will cost the
company approximately $400,000.
The railway service will continue in
the city as the Council rejected the
trollibus proposal but the system will
be operated in Walnut Hill. Two of
the trackless trolley cars have already
been ordered and probably will be in
Petersburg by Jan. 1, 1923.
Bill Provides for Electrification
William J. MacDonald, a Boston real
estate operator, recently filed with
clerk of the House a bill authorizing
the incorporation of the Boston Rapid
Transit Company, for the purpose of
financing the electrification of the rail-
roads entering the north and south
stations, for the construction of a union
station in the Back Bay district and for
authority to construct tunnels to con-
nect the two leading stations with the
Boston, Revere Beach & Lynn Railroad.
Under the terms of the bill the com-
pany is authorized to issue stock to an
amount of not more than $100,000,000,
with the right to increase its capital
stock. The new company offers to elec-
trify the Boston & Maine, Boston &
Albany and the New Haven for a dis-
tance of 15 miles from the State
House, operating for the benefit of the
traveling public. The bill provides
that the corporation shall file with the
legislature, on or before Feb. 1, 1925, a
report of the results of its negotiations
accompanied by plans, terms, surveys,
estimates and other data incidental to
a comprehensive plan for consolidation
of proposed lines.
Votes Down One-Man Car
City Council of Toledo Disapproves of
Commissioner Cann's Plan for Chang-
ing Deficits Into Balances
One-man cars left the streets of To-
ledo, Ohio, at midnight on Thursday,
Nov. 23, by vote of the City Council,
which finally stood 16 to 3 against the
riew type of equipment.
Commissioner Wilfred E. Cann, who
has made many changes in local opera-
tions to effect an operating deficit into
balances each month for the stabilizing
fund, in an effort to secure lower fares,
recommended the one-man cars as one
of the only remaining avenues to save
money. The cars were placed in opera-
tion on the Bancroft line on July 1.
With these results Mr. Cann recom-
mended to the Council committes the
adoption of a weekly pass at $1 each as
a trial with the idea of making the
savings immediately available to the
regular patrons in decreased fares.
But the Council turned down the whole
proposition largely on the recommenda-
tions of street car men and organized
labor in general.
The ten one-man cars on the Bancroft
line and twenty placed in operation a
few weeks ago on the Cheiry line were
saving $3,750 a month, Mr. Cann told
the Council. Approximately 50 per
cent of the saving had been put back
into increased service.
"By going back to the old type cars
we lose the net savings and the public
loses the net increase in service," de-
clared the commissioner to the Council.
"The surplus earnings for October
which were credited to the stabilizing
fund amounted to slightly less than
$7,000. With the extremely high costs
incident to operation of street railways
today this surplus was effected by econ-
omies of such strict character that they
cannot be continued."
Mr. Cann said that the total amount
of money spent for maintenance of
tracks, equipment and overhead per
car-mile in Toledo was less now^ than
the amount spent for maintenance of
tracks alone in Detroit. An increase of
1 cent a car-mile for maintenance in
October would have wiped out the en-
tire surplus.
The commissioner argued that
changes in equipment would do away
with 75 per cent of the objections to
the one-man car as it was placed in
operation on the Cherry line — Peter
Witt type with entrance and exit at
front door — and that the weekly pass
would eliminate the other 25 per cent
of objections.
Savings effected by the one-man cars
amounted to 22 per cent decrease in the
labor costs of operation and at the
same time a 6 per cent increase in
service.
890
Electric Eailway Journal
Vol. 60, No. 28
Readjustment Plan Operative
Final Steps Being Taken Under Which
the Status of Affairs of New York
Companies Will Be Changed
The so-called Interborough-Man-
hattan plan of readjustment, under
which the intercorporate relations of
the Interborough Rapid Transit Com-
pany and the Manhattan Railway, New
York, will be placed on a new basis,
has been declared operative by concur-
rent action of the three committees
representing the security holders prin-
cipally affected. The committee for
Interborough-Metropolitan 4J per cent
bonds has accordingly called for pay-
ment on Dec. 27, the purchase price of
the new ten-year 6 per cent Interbor-
ough notes, amounting to $160 on each
$1,000 bond, or $32 a share of Inter-
borough Rapid Transit Company stock.
Bondholders who exercise the option
to take the notes will receive $160 in
notes, 5.25 shares of Interborough
Rapid Transit voting trust certificates,
and five shares of Fifth Avenue Bus
Corporation voting trust certificates.
Bondholders who exercise the second
option under the plan, that of not sub-
scribing to the new notes, will receive
2.10 shares of Interborough Rapid
Transit voting trust certificates and
two shares of Fifth Avenue Bus stock
certificates. Depositors of Interborough
stock who elect to take the notes will
get $32 a share in notes and one share
of Interborough stock trust certificates.
Depositors of bonds with the com-
mittee who have not heretofore elected
to subscribe to the notes may do so up
to Dec. 27.
Execution of the readjustment plan,
by relieving the Interborough Rapid
Transit Company of a portion of the
rental for the Manhattan Elevated lines
and providing it with additional cash,
is expected to work a practical reor-
ganization of the company, putting it
on its financial feet and ending threats
of receivership. The holding company,
Interborough-Consolidated Corporation,
and all its stocks and bonds will cease
to exist.
The capitalization of the combined
Interborough Rapid Transit Company
and Manhattan Railway will be as fol-
lows:
< I) Interborough Rapid Transit Com-
pany ist and refunding mort-
gage 5 per cent bonds $ 1 54,446,000
(2) Interborough Rapid Transit Com-
pany 10 year 7 per cent notes se-
cured bv Interborough Rapid
Transit Company bonds 34,330,000
(3) Manhattan Railway bonds 45,206,000
(4) Manhattan Railway stock 60,000,000
(5) Interborough Rapid Transit Com-
pany unsecured 6 per cent notes. 1 0,500,000
(6) Interborough Rapid Transit Com-
pany stock 35,000,000
All the other securities, including
$45,700,000 principal amount/ of Inter-
borough Consolidated Corporation pre-
ferred stock and 932,600 shares of no
par value common stock of the same cor-
poration, are wiped out. The $64,000,-
000 of 4i per cent bonds of the
Interborough Consolidated Company
disappear and those who were formerly
bondholders of that company now
become stockholders of the Inter-
borough Rapid Transit Company. The
stock of the Interborough Rapid Tran-
sit Company was formerly pledged
back of the Interborough-Consolidated
bonds. The details of this plan were
published in the Electric Railway
Journal for Oct. 14, page 648.
As a step in the plan of readjustment
the Fifth Avenue Bus Corporation was
chartered in Delaware on Nov. 14 with
a capital stock of $40,000,000. The de-
tails of this move were contained in a
letter sent on Nov. 27 by the protective
committee of the Interborough-Metro-
politan 4^ per cent bonds to all bond-
holders.
The plan calls for a readjustment of
the stock of the New York Transporta-
tion Company — a holding company own-
ing the entire capital stock of the Fifth
Avenue Coach Company, operating
Fifth Avenue-Riverside Drive bus lines.
The stock of the New York Transpor-
tation Company is now held by trustee
in bankruptcy of the Interborough-
Consolidated Corporation, which, under
the Interborough-Metropolitan read-
justment plan, will be liquidated.
According to the announcement the
Interborough-Metropolitan Committee,
Grayson M-P. Murphy, chairman, will
acquire 103,574 shares of the New York
Transportation stock now held by the
bankrupt Interborough - Consolidated
Corporation estate. This stock will be
vested in the new bus company, which
will issue enough no par value stock to
provide five shares for each $1,000 of
Interborough-Metropolitan 4i per cent
bonds, the stock so issued to be vested
in voting trustees.
From time to time, it was stated, the
new corporation probably will acquire
additional stock of the New York Trans-
portation Company, of which the gen-
eral public now holds 131,476 shares,
and that shares of the new concern shall
be issued therefor. The Fifth Avenue
Bus Corporation, it was explained, has
offered to purchase the 103,574 shares
of New York Transportation Company
stock held by the Interborough-Con-
solidated Corporation at $3,262,581, or
$31.50 a share, the market price as of
Nov. 15.
The officers of the Fifth Avenue Bus
Corporation are Grayson M-P. Murphy,
president; Frederick Strauss, vice-
president, and D. R. Noyes, treasurer.
The directorate includes Charles H.
Sabin, Charles S. Sargent Jr., Fred-
erick T. Wood and Stephen Van Ness.
The Interborough Rapid Transit Com-
pany in September operated at a deficit
of $464,759 after charges, compared
with a deficit of $398,204 in September,
1921. Operating revenue increased
$66,437 over revenue for September last
year, while operating expenses and
taxes increased $164,577, amounting to
$2,977,649. A comparative statement
of earnings for September, 1922 and
1921, follows:
1922 1921
Gross $4,258,082 $4,191,645
Netaftertaxes 1,280,434 1.378,573
Total income . 1,331,008 1,425,409
♦Deficit after charges 466,759 398,204
* Exclusive of deficit accruals under the provisions
of Contract No. 3 and related elevated certificates,
which under these agreements with the city are
payable from future earnings.
It is explained that the statement for
September, 1922, is provisional pending
final adoption of the Interborough-
Manhattan plan, which provides for re-
adjustment of fixed charges reducing
Manhattan dividend rental, omitting
temporarily sinking fund payment on
Interborough first and refunding 5 per
cent bonds and refunding existing 8
per cent obligations by issue of $34,-
330,000 of new 7 per cent ten-year
notes. The deficit after charges for
the three months ended Sept. 30, 1922,
based on existing fixed charges,
amounted $1,775,418.
In September both subway and ele-
vated divisions of the Interborough
system reported deficits after charges;
the former shows a deficit of $46,962,
compared with a surplus in September,
1921, of $10,195, the latter a deficit of
$419,797, against a deficit last year of
$408,398.
Holds One-Man Car Has Place
A systematic effort has been made by
the Boston (Mass.) Elevated Railway
to determine the precise place of the
one-man car in the transportation sys-
tem of Boston. It has held hearings in
various sections to sound public opinion
on the subject, trying to learn first
hand what the patrons of the road think
of the car. In conformity with the con-
clusions reached the company will re-
cast its service and withdraw the one-
man car from certain sections, and per-
haps extend it to others.
The public trustees of the road held
a meeting on Nov. 28 and passed the
following vote on the subject:
Voted : That the tiustees of the Boston
Elevated believe that the one-man car has
a proper place upon the railway system
which is under their management as the
elevated, subway or tunnel train, the two-
man car and the electric or motor omnibus
each has Its proper place, for the reason
that rightly used the one-man car is a
factor that makes possible more frequent
service and extension of the 5-cent fare as
well as economy in operation.
Further voted, That the one-man car Is
not suited for operation under conditions
of heavy trafllc for the reason that under
such conditions its use provokes and often
seriously annoys passengers in boarding
the car, and occasions delays which re-
sult in interruptions of schedule that in-
terfere with efficient service ; that there-
fore all changes necessary to bring the use
of one-man cars under the rules ab«ve
stated be promptly made.
No Prospects for Ending Strike
Efforts to end the strike of linemen
and substation operators of the Cincin-
nati (Ohio) Traction Company have
proved futile. H. H. Broach, Interna-
tional vice-president of the Brother-
hood of Electrical Workers, who has
been negotiating for the men, has left
Cincinnati, apparently abandoning his
efforts. The traction company has
enough men at work to keep the lines
in repair, according to Walter Draper,
vice-president of the company. He
said that the company was stringing
no new lines at the present time, but
that this work would be renewed Dec. 1
by men from another city.
The men went on a strike two weeks
ago, when the traction company re-
fused their request for a 25 per cent
increase in salary.
December 2, 1922
Electric Railway Journal
891
I
Fifteen Injured in Interurban
Accident
A Flint limited interurban car of
the Detroit (Mich.) United Railway
was hurled from its tracks when it
hit an open switch at the Fair Grounds
loop on Woodward Avenue, Detroit, on
Friday evening, Nov. 17, and turned
over, injuring fifteen of the seventy-
five passengers aboard. The car cov-
ered a distance of about fifty feet after
leaving the track, crossing the side-
walk and breaking a heavy pole sup-
porting overhead telephone wiring be-
fore coming to a stop in the soft dirt
in a vacant space beside the fair
grounds.
Neither the motorman nor the con-
ductor of the car was injured.
According to statements made shortly
after the accident occurred, a city car
using the same track had taken the
electrically operated svritch and entered
the Fair Grounds loop shortly before
the approach of the interurban. The
switch remained open. It was reported
that the switch would not close upon
the approach of a car traveling faster
than about twelve miles an» hour.
While the motorman stated that his
car was going at the rate of about
twenty or twenty-five miles an hour,
some of the passengers were of the
opinion that the speed was much
greater.
When the trucks of the heavy car
hit the loop the body of the car was
hurled clear of the trucks. The fact
that the accident did not prove more
serious is attributed to the heavy con-
struction of the car, which saved it
from being smashed by the force with
which it hit after leaving the open
switch.
Patrolmen from a nearby booth noti-
fied the nearest station and fifteen
patrolmen in the police flier arrived to
take charge of the rescue work. A
number of motorists also aided. The
prompt work averted a panic.
After making their statements both
members of the car crew were released.
broadly used throughout the country
where traffic conditions and car equip-
ment justify it."
In conclusion Mr. Andrews requests
Mr. Franke to inspect the operation of
a new type of one-man car equipment
which has just been put into service on
the Park Avenue line in Brooklyn.
Replies to One-Man Car
Complaint
In reply to a letter by Paul A. Franke,
secretary of the Twenty-Eighth Tax-
payers' Protective Association, Brook-
lyn, N. Y., Lincoln C. Andrews, chief
executive officer of the New York
Transit Commission, upholds the uses
of the one-man car. Mr. Franke calls
the one-man cars "murder cars" and
refers to an accident on Oct. 28 where
a pedestrian was run over by one of
these cars. In Mr. Andrews' reply it
was made plain that the accident in
question could not be attributed to care-
lessness on the part of the driver and
that the records of the various com-
panies throughout the country show
that there are less street accidents from
the use of one-man cars than there
were when the same lines were oper-
ated by two-men cars. Further, that
"the use of one-man car operation is
being accepted and more and more
Conferences on Wage Agreement
Officials of the Worcester Consoli-
dated and the Springfield Street Rail-
way Company are in conference with
the officials of the Carmen's Union over
the establishment of a wage agreement
for 1923. They have held several con-
ferences and have failed to reach an
agreement.
Consequently the case will be sub-
mitted to a special board of arbitration.
Bentley W. Warren will act for the
companies and James H. Vahey for the
unions, and if these men can come to
an early agreement on a third arbi-
trator the case will come to a hearing
within a week or two.
The men have asked for an increase
in the maximum wages from 58 to 68
cents an hour, and the company has
asked them to accept a reduction to
50 cents as the maximum. A reduction
of 14 per cent is proposed for the track-
men and shop men.
|]!ii" iiiijpimiiiiii^nTin
An Example of Spirit. — The Dallas
(Tex.) Railway and its employees have
contributed more than $2,000 for the
support of Dallas charities during 1923.
Employees Perform. — The Colonial
Minstrels, the members of which are
Public Service Railway employees, re-
cently conducted a successful two-night
performance at Camden, N. J. William
G. Scheina, assistant superintendent of
the southern division of the railway,
was the interlocutor.
Wage Agreement Continued. — The
employees of the United Railways &
Electric Company, Baltimore, Md., have
accepted the offer of President C. D.
Emmons to continue the present wage
agreement. The contract which would
have expired on Jan. 1, 1923, provides
a scale of from 45 to 50 cents an hour
for motormen and conductors.
Wages to Remain the Same. — Samuel
W. McCall, neutral arbitrator in the
Berkshire (Mass.) Street Railway's
wage dispute, on Nov. 27, returned a
report to the effect that wages shall
remain the same for the year beginning
June 1, 1922, as for the year preceding.
Blue uniform men receive a maximum
of 53 cents an hour. The 400 employees
sought increases averaging about 25
per cent, while the company desired to
reduce the pay by about 10 per cent.
Welfare Work Continues.— The direc-
tor of the welfare department of the
Interborough Rapid Transit Company,
New York, N. Y., has submitted the
annual report to the president and gen-
eral manager for the year ended June
30, 1922. According to figures shovm
sixty-five men were listed on the pen-
sion payroll as of July 1, 1922. For
the fiscal year ended June 30, 1922, the
voluntary relief department paid out a
total of $108,391, including sickness and
accident benefits. The total amount of
loans outstanding on June 30, 1922,
amounted to $8,226.
Power Development Article Re-
printed.— H. M. Atkinson, chairman of
the board of directors of the Georgia
Railway & Power Company, Atlanta,
Ga., wrote an article in the Nov. 2 is-
sue of the Manufacturers' Record en-
titled "Power Development of Georgia
Railway & Power Company on Tallulah
and Chattooga Rivers." The article
has been reprinted in pamphlet form,
with illustrations showing a remark-
able series of aeroplane views of the
properties and power development of
the company in the counties of Haber-
sham and Rabun, Georgia.
Protests Street Widening Plan. — An
argument is on in Louisville, Ky., be-
tween merchants and the city admin-
istration over a proposed plan to widen
two or three blocks of Fourth Avenue,
the busiest street in the city, by cut-
ting 15 ft. from the east side, with
owners on the west side paying for the
necessary changes. The change would
result in resetting all car tracks, and
perhaps result in less congestion in the
widened area, but greater congestion
where the street again narrowed. It
would also cost the Louisville Railway
a good deal of money in rebuilding its
tracks.
Hydro Commission Favored. — By a
vote of seven to five the City Council of
Windsor, Ont., expressed its approval
of the operation of the Windsor Munic-
ipal Railway by Ontario Hydro-Elec-
tric Commission. In other words the
move of the transportation committee
to call into conference delegates from
other municipalities interested in the
lines met with defeat. Alderman A.
W. Jackson, who supported the recom-
mendation of the committee, asserted
that municipalities by their delegates
should decide whether it was advisable
to take advantage of the new munic-
ipal street act, and appoint a local
commission to operate the railway
system.
Seeks Twenty-five- Year Franchise^ —
The management of the Waterloo-
Wellington Railway, an electric line
operating between Kitchener and
Bridgeport, has applied to the city for
a twenty-five-year franchise. The pres-
ent franchise ran out a year ago, and
a year's extension was granted. This
will be up in February. If the city will
not grant the franchise the railway com-
pany was asked that the city of Kit-
chener purchase the line. The railway
was offered to the city some years ago,
and the City Council turned it down.
The question has been turned over to
the railway committee of the City Coun-
cil, which will have a conference with
the Light Commission.
892
Electric Railway Journal
Vol. 60, No. 23
Valuation at $70,000,000
Brief FiFed Fixes United Railways Valu-
ation $20,000,000 Higher than
Commission's Figure
Attorneys for the receiver of • the
United Railways of St. Louis have filed
with the Missouri Public Service Com-
mission at Jefferson City a brief de-
claring that the valuation of the com-
pany's property for rate-making pur-
poses should be fixed at $70,000,000.
This is $20,000,000 higher than the
tentative valuation put on the property
by the Public Service Commission in
September, 1919.
The brief was filed by Charles W.
Bates and T. E. Francis, attorneys for
Rolla Wells, receiver of the United
Railways, and for F. W. Doolittle and
William H. Bennett, consulting engi-
neers for the receiver.
It is stated by the brief:
While under .some theories of valuation
announced by the courts and adopted l>.v
evaluating bodies as the yardstick by which
to measure the present fair value of thf
property of a public utility for a rate base
we should be justified in asking for a higher
figure, we have concluded, after studyinB
the evidence, that the above amount ($TU,-
1100,000) constituted the fair value of the
property devoted to public use on .Jan. 1.
1919.
After stating that additions to the
property since Jan. 1, 1919, are mat-
ters for consideration by the technical
staff of the commission, the brief says
that the property involved included the
United Railways and its subsidiaries,
the Missouri Electric Railroad and the
Florissant Construction, Real Estate
and Investment Company, all referred
to as "the company."
The brief outlined some statistical
Purchase price paid to syndicates
for shares of capital stock of
underlying companies, meas-
ured by the market value of
the securities of the United
Railways given in payment. . .132,811,105
Purchase of scattered stock of
underlying companies 1,316,031
Bonds of underlying companies. . 13,980,100
Xew current assets of underly-
ing companies assumed (a
credit) 708,498
Purcha.se of suburban stock 1906. 3,200,000
Suburban bonds assumed 7,500,000
Suburban current liabilities as-
sumed 447,932
Construction 1890-1919 16,896,274
Working capital 2,253.876
Total $76,895,820
To this is added $736,608 as
the value of the Missouri Elec-
tric Company, making a grand
total "historical cash invest-
ment" of »77,632.428
facts with respect to the United Rail-
ways, The company serves a popula-
tion of about 1,000,000 and an area of
approximately 240 square miles. It
employs in the furnishing of transit
service a total of 460 miles of track
and overhead distribution system. It
operates 1,449 passenger cars, 225
work service cars and three electric
locomotives.
During the last calendar year for
which complete figures are available
(1921) the company, according to the
brief, carried 282,447,190 revenue and
150,562,354 transfer passengers, a total
of 433,009,544. In performing this
service the receiver operated 44,301,764
car-miles and 4,789,450 car-hours, em-
ploying 3,508 trainmen and 2,118 other
employees, including officers.
The brief includes a table to show
v/hat is termed "the historical cash
investment" of the United Railways
and the Missouri Electric Company as
of Jan. 1, 1919. The table for the
United Railways is given herewith.
By "historical cash investment" is
meant the aggregate purchase price
paid by the United Railways for the
property, together with the amount of
working capital employed in operating
the properties and the cost of con-
structing all extensions, additions and
permanent improvements.
Recently Sold Property
to Be Improved
The property of the Maumee Valley
Railways & Light Company, sold at
sheriff's sale to Marion Miller, presi-
dent of the Home Savings Bank, To-
ledo, and chairman of the bondholders'
protective committee, on Nov. 15, will
be turned over to the Maumee Valley
Railway. A reorganization and exten-
sive improvements will be made with
$100,000 of new capital.
The property sold for $50,000. It has
been operating at a loss for the last
three years.
Following recommendations of engi-
neers who made a recent survey of the
property one-man safety cars of the
light interurban type will be put into
service rather than gasoline-driven
cars. Both had been under considera-
tion. Seven of the new cars will be
purchased. Heretofore the company
has rented most of its equipment from
the Community Traction Company.
The new company will seek twenty-
year franchises in Maumee and Perrys-
burg, the twin villages up the river
from Toledo. In return the railroad
will promise twelve-minute headway
service, the new equipment, and pos-
sibly reduction in fares. The general
plan is more or less contingent upon
the granting of the franchises.
The Maumee Valley Railway will
have an authorized bond issue of $500,-
000, of which only $350,000 will be out-
standing. There are $300,000 of 5 per
cent underlying bonds of the old com-
pany represented by the bondholders'
protective committee.
In addition the new company will is-
sue $100,000 of preferred stock and
$400,000 worth of common stock.
LeRoy Eastman, of the law firm of
Smith, Baker, Effler, Allen & Eastman,
is attorney for the bondholders' com-
mittee.
Electric Line Sold — Improve-
ments and Extensions
Contemplated
John B. Weekley of Birmingham has
purchased the electric railway system
of the Alabama Traction Company,
which operates electric cars in De-
catur and Albany, Ala. The consider-
ation was not made public.
The Alabama Traction Company has
been in the hands of a receiver for
some time, hence the purchase of the
electric property by Mr. Weekley de-
pends upon the confirmation of the sale
by the United States Court. A rep-
resentative of Mr. Weekley said that
the matter of confirmation of sale
would come before the United States
Court on Dec. 15, and that he was con-
fident the sale would be confirmed at
that time.
Mr. Weekley's representative stated
that it was the intention of Mr.
Weekley to organize a stock company,
which would take over eventually the
electric lines of Decatur and Albany.
It is stated from Decatur that Mr.
Weekley is contemplating improving
and extending the lines, just as soon
as the confirmation of the sale by the
United States Court is completed and
all necessary details are arranged.
Mr. Weekley was before the Decatur
City Council recently and asked for a
thirty-year franchise over the streets
of that city for the operation of the
electric lines. This franchise has
been granted. A similar franchise was
asked for at the hands of the Albany
City Council. The Albany franchise is
now in the hands of a committee, and
reports from Albany say the franchise
will be granted. The present franchise
of the Alabama Traction Company has
but a short time to run, it is stated.
The stock of the Alabama Traction
Company is owned largely by Eastern
interests, which have controlled the
company for a number of years. The
Alabama Traction Company is the
oldest street car company in North
Alabama. The company had its be-
ginning in 1887 when Sam Wharton
built about 2 miles of track and op-
erated mule cars over these tracks.
About the year 1906 Mr. Wharton sold
out to a stock company, which con-
verted the proposition into an electric
street car system, connecting the cities
of Decatur and Albany. The com-
pany went into bankruptcy about five
years ago and since that time has been
operated by a receiver.
Today the Alabama Traction Com-
pany's trackage is about 10 miles, the
lines reaching the principal sections of
Decatur and Albany. They have a
number of modern street cars and a
large brick carhouse and offices.
It is understood from Decatur that
people in several of the outlying sub-
urban sections of Decatur and Albany
are asking for street car lines to be
built to those sections. It is believed
that Mr. Weekley and his company,
when fully organized and ready for
business, will extend the lines for sev-
eral miles, reaching out to the prin-
cipal suburbs of Decatur and Albany.
December 2, 1922
Electric Railway Journal
893
Improvement Seen in Brooklyn
Report
An improved condition is noted in tlie
four months' operation of the Brooklyn
(N. Y.) Rapid Transit Company ended
Oct. 31, 1922. Compared with a net
income of $724,097 for the four months
ended Oct. 31, 1921, the net for the
same period this year stood at $1,032,-
114. Total operating revenues were
$12,140,178 against $11,501,296 a year
ago. Expenses this year were $7,982,-
153 against $7,618,286 for the same
four months in 1921. The improvement
was credited to strict economy.
Reorganization Plan Up
»for Approval
Approval of the reorganization of the
Syracuse & Suburban Railroad, Syra-
cuse, N. Y., as the Syracuse & Eastern
Railroad has been asked of the Public
Service Commission. Edward Powell,
representing the bondholders who
bought the road under foreclosure sale,
made the application. The new concern
asks authorization to issue $300,000 in
common stock and $512,000 in bonds,
which are to be delivered to the reor-
ganization committee for payment of
the railroad property.
The new company will not take over
a spur line tapping Montclair and did
not include it in its petition to the
commission. The abandonment of the
spur line has brought a wide protest.
October Operations in Toledo
Show Surplus
October operations of the Community
Traction Company, Toledo, Ohio, show
that a surplus of $6,991 was added to
the stabilizing fund, which now shows a
balance of $174,313, according to the
report made by Commissioner W. E.
Cann to the Board of Control at its mid-
month meeting.
The city ownership or sinking fund
now amounts to $362,316, of which
$255,000 is represented by 6 per cent
bonds of the company which have been
purchased.
During October the gross earnings
amounted to $311,117, representing an
increase of $6,746 over the same month
last year.
Operating expenses also showed an
increase of $10,620, due in large part to
credit for overpayment on power re-
turned last year. Increased mainte-
nance and higher taxes produced a net
income of $49,925, being approximately
$10,000 less than for the month of
October last year.
During the month there were oper-
ated 651,096 car-miles, as compared
with 625,758 for October, 1921. Rev-
enue passengers totaled 5,032,026, an
increase of 285,326 over the same month
last year. The increase in riding is
due principally to elimination of direct
bus competition and the improvement
in industry.
Commissioner Cann gave the Board
of Control a complete history of his
■dealings with the Council on the one-
man car subject and outlined his belief
that changes in equipment and trial of
the weekly pass at $1 would show re-
markable results in favor of the new
one-man cars.
He said increased charges for main-
tenance would be necessary soon.
1921 Income Amounts to $230,531
The board of directors of the Wash-
ington, Baltimore & Annapolis Electric
Railroad, Baltimore, Md., recently sub-
mitted to the shareholders a report on
the operations for the year ended Dec.
31, 1921. Railway operating revenues
for 1921 were $2,512,540, against
$2,092,334 for 1920. Operating ex-
penses advanced from $1,534,206 in
1920 to $1,810,455 for the year ended
Dec. 31, 1921. The net income in 1921
was $230,531.
This figure is considered low when
compared with former years. In 1917
the net income was $462,6r)l; 1918,
$494,536; 1919, $319,400; 1920, $287,-
006. The 1921 figures include opera-
tion of the Annapolis Short Line.
Surplus of More Than $1,010,347
for Nine Months
For the first nine months of 1922 the
Virginia Railway & Power Company,
Richmond, Va., realized a surplus of
$1,010,347 after deducting all items ex-
cept depreciation and reserve. The
gross earnings for the nine months'
period in 1922 were $6,830,822, which
represented a decrease of $778,233 over
the same period in 1921. However,
there was a decrease in expenses in
1922 amounting to $1,099,705. This de-
crease helped materially the net earn-
ings of $2,583,487, an increase of $321,-
473 over the first nine months' net
earnings of 1921. The company's
statement shows a much improved
financial condition.
Sioux City Railway and Light
Properties Merge
The Sioux City Service Company
and the Sioux City Gas & Electric
Company recently came under the same
control when a merger was completed
on Nov. 2. This settlement places both
companies under the control of the
United Gas & Improvement Company,
which has had an interest in the gas
and light company at Sioux City for
some time. The merger was in accord-
ance with an ordinance passed by the
City Council and approved by the peo-
ple of Sioux City on Aug. 28. The
property of the Service Company,
which operates the railways in Sioux
City and furnishes part of the power
and lighting service, is valued at ap-
proximately $4,000,000.
H. L. Kirk, formerly general mana-
ger of the Service Company, has been
elected president to replace R. J. Dun-
ham, who has resigned. W. J. Bertke,
formerly general superintendent of the
Gas & Electric Company, has been
elected vice-president and general man-
ager of the Service Company. Mr.
Bertke will hereafter be in charge of
the operation of the street railway sys-
tem in addition to the gas and electric
properties.
The merger will mean little or no
change in the railway service; how-
ever, ambitious plans have been laid
for enlarging the gas and electric serv-
ice through the installation of addi-
tional mains and transmission lines.
The merger has also made possible the
consolidation of the two power and
lighting services so that they can now
be operated as a unit.
Improvement in 1922
Operation Noted
The annual report of the United
Light & Railways Company, Grand.
Rapids, Mich., for the calendar year
1921 contains a comparative statement
of operation for the twelve months
ended Sept. 30, 1922, compared with the
twelve months ended Dec. 31, 1921.
This statement shows the progress the
company made during the first nine
months of 1922. The gross earnings
for the year ended Sept. 30, 1922, were
$11,467,995, an increase of $93,179 over
the calendar year ended Dec. 31. 1921.
The operating expenses decreased from
$8,002,742 to $7,886,079 for the twelve
months ended Sept. 30, 1922. The bal-
ance after all dividend charges for the
1922 period was $982,899 against
$833,201 for the year ended Dec. 31,
1921.
Financial
News Notes
Authorizes Purchase. — The City
Council of Toronto, Ont., has passed
a by-law authorizing the purchase of
the Toronto Suburban Railway, includ-
ing the line to Guelph.
Authorizes Bond Issue. — The Missouri
Public Service Commission has given
authority to the Hannibal Railway &
Electric Company, Hannibal, Mo., to
issue $150,000 first mortgage 7 per
cent bonds, due Nov. 1, 1932.
Bonds Offered. — Halsey, Stuart &
Company, Philadelphia, Pa., are offer-
ing $3,500,000 of the Sioux City Gas &
Electric Company's first mortgage 6 pei'
cent gold bonds, series "A." The
bonds, in denominations of $1,000, $500
and $100, are offered at 99J and inter-
est yielding about 6.05 per cent. The
due date is Sept. 1, 1947.
Balance Shows Increase. — For the
twelve months ended Oct. 31, 1922, the
Republic Railway & Light Company,
Youngstown, Ohio, reports gross earn-
ings of $7,793,409, against $7,568,619
for the twelve months ended Oct. 31,
1921. Operating expenses and taxes in
the 1922 period decreased $110,639. The
balance for depreciation, dividends and
surplus was $551,843 in 1922, an in-
crease of $269,079 over the twelve-
month period ended Oct. 31, 1921.
894
Electric Railway journal
Vol. 60, No. 23
Council Rejects Proposal
Seattle Body Tables Mayor's Request
for Lower Fare — Other Develop-
ments in Discussion
After extended discussion and debate
by Mayor E. J. Brown and members of
the City Council of Seattle on the ad-
visability of bringing up for decision at
this time the matter of a 5-cent fare
on the lines of the Seattle (Wash.)
Municipal Railway, the City Council, as
a whole, voted to table the Mayor's
most recent proposal submitted to the
Council in letter form. The Mayor's
letter recommended the adoption of a
5-cent carfare, effective Feb. 1, with
the issuance of transfers only for
tokens to be sold at the rate of four
for 25 cents or 6i cents each. Mayor
Brown had first intended that the mat-
ter as to whether the deficit caused by
a 5-cent fare should be made up by
taxation be submitted to the voters at
the spring election, but decided later
that this move would be inadvisable.
The City Council, after discussion of
the Mayor's recommendation, tabled the
letter, on the ground that it would be
most impolitic to talk about reductions
in carfare before the United States
Circuit Court of Appeals renders a de-
cision in the street car litigation now
before it. Decision in the so-called
"specific performance suit" brought by
the Stone & Webster interests against
the city in the street car litigation is
expected daily. The case was heard
two months ago by three judges of the
Circuit Court of Appeals, sitting in
Seattle, arguments being presented by
the legal representatives of the Puget
Sound Power & Light Company and the
city of Seattle on Sept. 19.
In this case the power company asked
for a decree directing that in event the
revenues of the street railway are suf-
ficient to pay the interest and principal
on the $16,000,000 bonds given for the
railway system, but not sufficient to pay
all cost of maintenance and opera-
tion, the city should make up the deficit
in cost of operation and maintenance
out of the general Ux fund or any other
available fund.
Judge E. E. Cushman last spring be-
fore the State Supreme Court, in the
"fourteen taxpayers" suit, made a de-
cision that under no circumstances could
the city's general fund be invaded for
the support of the Municipal Railway
Following the State Supreme Court's
decision, the city appealed the decision
of Federal Judge Cushman in the spe-
cific performance suit to the United
States Circuit Court of Appeals, asking
that the decree entered by Judge Cush-
man be annulled and set aside. The
Circuit Court of Appeals decision is the
one expected daily.
There were other developments in
the carfare discussion. Superintendent
D. W. Henderson said that the railway
could return to a 6i-cent fare, that is,
four tokens for 25 cents, by March 1,
probably without any deficit. The Mayor
rejected, on advice of Councilman Erick-
son and Superintendent Henderson, the
idea of the weekly pass system. A dis-
cussion was held on the plan of adopt-
ing the pay-as-you-leave system of fare
collection for outbound cars and pay-
as-you-enter system for inbound cars.
Mayor's Letter Quoted
In his letter to the City Council,
Mayor Brown said:
The obligations of our transportation sys-
tem were made under the present carfare
charge, and all obligations due and payable
will be met Feb. 1, 1923, and I see no rea-
son why a reduction in carfare cannot be
made to take effect on that date. Many
plans have been suggested and I have given
careful consideration to each and every one
of them, carefully considering at all times
that our transportation system should be
popularized and brought into public favor
by lowering the rate of charges on car-
riding to the public and increasing the gross
revenue.
The pass system has been Investigated.
Hut the pass system would not give relief
in lower carfare to the citizens of Seattle
who are compelled to use the street cars,
but would only afford cheaper transporta-
tion to those who are constantly moving
about the city. It would give that class
transportation far below cost.
The people of our city are accustomed to
using a transfer. If we were to abandon
the transfer and sell car ride tokens at 4
cents, no one would pay 5 cents for a ride,
when they could buy tokens for 4 cents.
This would endanger the revenue and would
compel transfer users to pay two fares, and
would not be equitable.
I believe that a 5-cent carfare for all
straight rides will secure for our trans-
portation system all the short rides that
4 -cent tokens would do. I believe that our
citizens are willing to pay 61 cents, or 25
cents for four tokens, in all cases where
transfers are to be used.
I do not believe that our homeowners
should at any time be asked to make up
any deficit that may arise from the opera-
tion of our transportation system.
Permits Elimination of Low
Ticket Rate
The City Council of Meridian, Miss.,
recently granted the privilege to the
Meridian Light & Railway Company of
eliminating the present rate of 5 and 6i
cents for tickets. This ticket rate will
be replaced by a 7-cent ticket charge,
to be sold in strips of five for 35 cents,
and will have a universal transfer
privilege. Tl;e present 10-cent cash
fare and school ticket rate of 31 cents
will remain in force.
H. G. Bonner, general manager of the
Meridian Light & Railway Company,
sent a letter to the City Council re-
questing such changes because of the
company's insufficient income. He said
that the experiment with the 5-cent
fare had proved a failure after a trial
period of nine months. He claimed
further that the results showed that the
£-cent ticket fare had increased riding
to a very limited extent, so that the net
result had been to decrease railway in-
come about $113 a day as compared with
the income for the same nine months
of last year. In spite of materially re-
duced expenses the railway was now
failing to make its operating and main-
tenance expenses by over $100 a day.
Fight on Jitneys Renewed
Company at Albany, N. Y., Deter-
mined Unfair Competition Growing
Out of Strike Shall Stop
An aftermath of the United Traction
Company's trolley strike in Albany and
Troy a year ago is the continued op-
eration of jitneys between Albany and
Troy and Troy and Averill Park. Re-
cently Justice Ellis J. Staley in the
Supreme Court imposed a fine of $250
or thirty days in the Albany county
jail on six operators of jitneys who
have been operating in the face of an
injunction granted during the strike by
Justice Harold J. Hinman. Only two
of the six adjudged guilty were pres-
ent in the court at the time they were
declared in contempt.
J. Stanley Carter, representing the
United Traction Company, made proof
of the service of charges of violations
on sixteen men. Those not adjudged
guilty were represented by attorneys,
who asked for adjournments to make a
defense. They were given until Nov.
29 to present affidavits disproving the
charges, and at this time if Justice
Staley is in doubt as to their guilt on
the affidavits he will require the pro-
duction of the witnesses on both sides
at a hearing on Dec. 2 in special term.
Opposed to Adjournment
Mr. Carter opposed any adjournment
of the proceedings and said the in-
junction order was well known to the
defendants operating jitneys illegally
and that all the judges of the dis-
trict have imposed fines on those who
have been adjudged guilty for more
than a year. He said they have been
making a joke of the order of the court
and persist in violating the law and
the injunction.
The United Traction Company in-
cluded many other alleged jitney op-
erators in the show cause order, but
they have not been served. Efforts
will be made, Mr. Carter said, to bring
these additional defendants into court
to put an end to jitneying.
Warrants for the arrest and com-
mitment of the six men adjudged guilty
of contempt of court were placed in the
hands of Sheriff John J. Allen, of Al-
bany County, who will either collect
the fines or take them to jail to serve
their sentences.
The operation of jitneys between
Albany and Troy, due to the fact that
the boat line did not run ferries during
the past summer on account of the
coal situation, has been a particularly
lucrative venture and the jitney op-
erators have been willing to take the
chance. While the fare on the jitneys
is higher than that of the traction com-
pany many persons have preferred
that means of transportation because
of its celerity. The .traction company
is now determined to stamp out the
last remaining signs of competition in
this line.
December 2, 1922
Electric Kailway Journal
895
Law Does Not Require Cut
in Capital Traction Fare
In reply to an application of the
Federation of Citizens' Associations
seeking a reduction in fare on the lines
of the Capital Traction Company,
Washington, D. C, Corporation Counsel
Stephens recently advised the Public
Utilities Commission that the law did
not require a cut in the fare on the
Capital Traction cars on the ground
that that company was earning more
money than the Washington Railway &
Electric Company. It was the position
of the federation that the commission
was acting without authority in main-
taining the same fare for both com-
panies when the rate gave the Capital
Traction a larger return. It is believed
that the commission will reject the
application.
Arguing that the commission had no
power under the law to fix a rate of
return upon valuation which is greater
for one company than for another, Mr.
Stephens went on to say that the de-
cisions of public utility commissions
and courts throughout the country had
established the principle that a public
utility corporation had the right to earn
a fair return upon the investment,
which would have to be decided by
the Public Utilities Commission having
supervision of the subject. "Certainly,"
he said, "it cannot be conclusively said,
as argued on behalf of the citizens'
associations, that it is discrimination,
within the meaning of the law, to allow
one rate of return for one company and
a larger rate for another, because the
law is entirely silent upon this subject.
Concluding Mr. Stephens said in
part:
I do not think the argument could be
maintained before any judicial tribunal that
the commission is guilty ot a discrimina-
tion, in the legal .sense, in fixing the same
rate of fare for both street railroad sys-
tems of the District of Columbia, especially
so in view of the fact that it is generally
recognized by those cognizant with the sub-
ject that to do so would seriously cripple,
it not permanently wreck, one of the great
transportation systems in the city.
Pass Plan Extended — Mayor
Prefers Five-Cent Fare
The Tacoma Railway & Power Com-
pany has received notice of an exten-
sion of the pass system for ninety days,
the initial trial period of the system
■expiring Nov. 26. During the trial
period the company has built up its
pass patronage from 7,000 to 11,000 a
week, and company officials, including
Manager Richard T. Sullivan, consider
the system a success. The renewal of
the trial period will run to Feb. 25,
1923, at which time the company hopes
the system will have proved itself a
success to the point of warranting its
permanent adoption. Figures given
out by the company show that the sys-
tem has increased traffic during the
non-peak hours to an average of 4J
cents per ride.
Mayor A. V. Fawcett, who has made
a vigorous fight for a 5-cent fare for
Tacoma residents and who started a
bus system on routes where travel was
heaviest in an effort to compel the trac-
tion company to grant a 5-cent fare,
states that he would like to see the
pass system made permanent, but that
he also wanted a straight 5-cent fare
for the workingman. Discussing the
question, Mayor Fawcett said that the
present system economically was bene-
ficial to about half the residents of
Tacoma as compared with previous
cost conditions. He believed that the
pass encouraged people to go down
town more often and afforded more
opportunity for spending money. He
said he did not object to the pass plan,
but believed the solution of the fare
problem lay in the 5-cent rate.
Refuses Ordinance for
Bus Operation
The City Council of Richmond, Ind.,
at a recent meeting, refused to consider
an ordinance on third reading which
would have granted a franchise to a
company to operate passenger buses in
the streets of that city. The ordinance
was postponed indefinitely. The pro-
posed bus line was to operate in com-
petition with the car lines of the Terre
Haute, Indianapolis & Eastern Traction
Company. The Council was disposed to
favor the bus lines when the ordinance
was first introduced some weeks ago,
but since that time there has been some
criticism of the ordinance. The trac-
tion company has indicated its intention
of improving city service where a sur-
vey indicates improvement is needed.
New cars are to be put on some lines.
Pasadena Has "Weekly Pass"
Effective Nov. 27, the Pacific Elec-
tric Railway will establish a "weekly
pass" plan on its local lines in Pasa-
dena, Calif. This will provide pas-
sengers with a pass good for an un-
limited number of local trips at a cost
of $1 weekly. The pass is trans-
ferable; the only limitation is that the
pass is honored for only one person on
any one trip of a car.
The passes will be sold at local
ticket offices of the company and on
local cars beginning on Monday of each
week and will be good for passage until
midnight the following Sunday. They
will be accepted on interurban trains
for transportation within local zone
fare limits. The company introduced
the weekly pass plan for the first time
on its local lines in September, 1922,
in Riverside and Pomona, and Pasa-
dena, the third point, is decided upon
in a continuation of the plan to test the
acceptability of the weekly pass to the
patrons.
Another City Will Try "Pass"— It
was recently announced by an official
of the Interstate Public Service Com-
pany that the weekly pass plan would
be adopted on the lines in New Albany,
Ind. It will be the regular $1 trans-
ferable pass good for one week,
although only one person may ride on
it at a time. The date for starting the
new plan has not been announced, but
it is probable that it will be Dec. 3.
Rejects Application
Commission Disapproves Extension of
Washington Bus Company's Lines —
Railway Service Adequate
The Public Utilities Commission of
the District of Columbia has declined to
approve the application of the Wash-
ington Rapid Transit Company for an
extension of its service. In refusing
the petition the commission stated that
earlier approval for the establishment
of bus lines on a number of routes now
being served had been given because
at that time the street car lines were
seemingly unable during the rush hours
to provide adequate and convenient
carrying capacity for the public. The
number of car riders were then greater
than at present, however, and the con-
ditions that warranted the compara-
tively large invasions of the regions
already served by the railway no longer
present themselves.
If the Public Utilities Commission
were now to grant further bus exten-
sions of like character, while promot-
ing the convenience of relatively few,
they would tend to damage the inter-
ests of greater numbers of the people.
The commission spoke further of the
high investment required by the rail-
way company in installing the under-
ground type of construction and the
fact that they are required to pay a
tax of 4 per cent on their gross re-
ceipts, pave a large portion of the
streets and pay the salaries of the
street crossing policemen, all of which
must be earned over and above the so-
called fair return out of the receipts of
the car riders.
The Public Utilities Commission said
that certain diagonal streets not occu-
pied by car lines lend themselves to a
more direct and more rapid transporta-
tion than can be had on the railway
lines and that bus lines had been per-
mitted for that reason. Such bus lines,
however, have invariably taken from
the car companies the cream of their
traffic — the short-haul rider — and this
notwithstanding the fact that bus lines
pay into the public treasury no portion
of their gross receipts, no paving tax
and nothing for street crossing police-
men.
In opinion of the commission there
is a legitimate field for bus service,
but this does not lie in the multipli-
cation of lines or vehicles reaching the
heart of the city. It lies rather in
providing service in extension of the
street car lines into territory so thinly
settled as not to justify the large in-
vestment necessary for street railway
service.
The bus lines should be feeders.
They should create business and not
rob the street railways of the just re-
ward due to their heavy investment for
the public benefit. The commission also
stated that such public service as was
justified in a city should be owned and
operated by the street railway compa-
nies and co-ordinated so that transfer
privileges and other desirable joint re-
lations would result.
896
Electric Railway Journal
Vol. 60, No. 23
J. R. Ong Consultant
Mr. Ong Has Resigned from Atlanta
Company to Take Up Inde-
pendent Work
Another proof of scientific speciali-
zation in the field of mass transport is
the creation of the job of transportation
engineer, the man who co-ordinates the
efforts of the mechanical department in
providing the transportation equipment
and of the operating department in
handling that equipment to best ad-
vantage. It involves the analysis of
operating methods to the end that good
service may be rendered economically.
One of the earliest workers in this field
has been J. R. Ong, who after varied
experience on both large and small
properties and in both the operating
and regulating fields has just hung out
his shingle as consulting transportation
engineer. He will make his headquar-
Chicago, Lake Shore & South Bend
Railway in the car shops during the
stressful period of construction and in-
augural operation. From Purdue Mr.
Ong became an apprentice with the
Westinghouse Electric & Manufacturing
Company at its main plant in East
Pittsburgh and was later transferred to
the company's Philadelphia sales office.
In 1911 he became superintendent of
substations on the Fort Dodge, Des
Moines & Southern Railroad, Boone,
Iowa.
With the experience obtained in the
manufacturing, commercial, construc-
tion and operating side of electric trans-
portation, Mr. Ong has completed the
circle by work with the regulating
bodies. From 1912 to 1918 he was a
member of the joint engineering staff
serving the Railroad Commission of
Wisconsin and the Wisconsin Tax Com-
mission. In this position he not only
made investigations of street and inter-
urban railway service matters but was
also engaged in the valuation of these
properties. Later he resigned to be-
come traffic engineer for the board of
control of the Kansas City Railways,
following which he went to Winnipeg,
where he made a fine record for eco-
nomical operation, at the same time
maintaining a high standard of service.
J. R. Onq
ters at Piqua, Ohio, because of its cen-
tral location.
Mr. Ong in taking up independent
work resigns as transportation engineer
of the Georgia Railway & Power Com-
pany, Atlanta, Ga. While connected
with the Atlanta property he has done
much to co-ordinate schedules with
traffic and has been instrumental in
planning methods to improve "on-time"
operation; but even more to study the
general trend of the city's growth so
that proper provision would be made
in the future for maintaining and
bettering the company's standards of
service. In this he has had the encour-
agement of F. L. Butler, general operat-
ing manager, who induced Mr. Ong to
come to Atlanta after previous associa-
tion with him in his work with the
Winnipeg (Canada) Electric Railway.
A review of the positions which Mr.
Ong has held indicates that he is well
equipped for his new work. In 1909 he
v/as graduated from Purdue University
in electrical engineering, having previ-
ously been with the Indianapolis & Cin-
cinnati Traction Company and the
Municipal Railway Advocate
Will Go to Washington
James Couzens, Mayor of Detroit,
has been appointed by Gov. Alexander
J. Groesbeck as United States Senator
from Michigan. Ht will fill the unex-
pired term of former Senator T. H.
Newberry, resigned. The appointment
has been accepted.
Mayor Couzens has long been a
prominent figure in Detroit. In 1919
his proposition to purchase the Detroit
United Railway lines was defeated.
Undaunted, he obtained permission
from the voters to build a municipal
system. Later, he arranged for the
purchase of the privately-owned sys-
tem and, after the voters had approved,
consolidated it with the new municipal
lines. This undertaking by the city of
Detroit became effective last May.
Complete details of the taking over of
the lines were given in the Electric
Railway Journal, issue of May 20, 1922.
New Director in Electrical
Engineering School
Paul M. Lincoln has recently been
appointed director of the school of
electrical engineering in the College of
Engineering, Cornell University. He
succeeds in this position the late Alex-
ander Gray. Mr. Lincoln brings to his
new position a practical engineering
experience of nearly thirty years with
wide connections in the engineering
world. He has been connected with the
Short Electric Company, Cleveland; the
Westinghouse Electric & Manufactur-
ing Company, Niagara Falls Power
Company and the Lincoln Electric Com-
pany, which had been organized by his
older brother in 1894. For many yeara
he has taken an active interest in the
affairs of the American Institute of
Electrical Engineers. In 1902 he in-
vented the synchroscope, a device which
has come into universal use where al-
ternating-current machines are paral-
leled. For this invention he was
awarded the John Scott Medal by the
city of Philadelphia on recommendation
of the Franklin Institute of that city.
Edited from the Cars
"Boise Valley Stotts" Has Traveled
121,680 Miles by Interurban Rail-
road in Quest of News
Editing a department of a well-estab-
lished daily newspaper literally from an
electric railroad is unique even in these
modern days, but it has been done for
almost seven years by James R. Stotts,
editor of the Loop Department of the
.1. R. Stotts
Boise Evening Capital News, better
known throughout Idaho, Oregon and
Washington as "Boise Valley Stotts"
because of the big part he has played
the past thirteen years in the develop-
ment of the Boise Valley and its agri-
cultural, horticultural, dairying and
livestock raising industries.
His faith in the Boise Valley since
he came to it in the early part of 1910
has been of an optimistic nature and
his vision of the greatness of its future
has been clear, for before the Gem
Irrigation district tributary to the
Boise Valley was reclaimed he traveled
over the great desert then comprising
it and predicted its ultimate recla-
mation. It was on April 1, 1916, that
Mr. Stotts initiated the "Interurban
Department" of the evening paper of
Boise, using the interurban electric
railroad of the Boise Valley Traction
Company in making his daily 60-mile
trip around the valley, and from the
date of the initiation of his department
up to the present he has never had a
vacation and has missed only one day
from his work, that day's absence hav-
December 2, 1922
Electric Railway Journal
897
ing been due to sickness. Up to Oct. 1
of the present year Mr. Stotts had
worked 2,027 days, used 121,680 miles
of interurban railroad mileage and
written for his department approxi-
mately 10,000 columns of news matter.
The psychology and value of "Touch-
ing Elbows with Folks" and especially
those engaged in agriculture is thor-
oughly understood by him and it is
probable that he knows and can call by
name not less than 20,000 people of the
different communities of the valley. He
knows their environments, has studied
their industries and is constantly active
in every movement for the progress of
those industries. One of his penchants
is getting the view of the other fellow
and understanding his problems. If Bill
Smith and his neighbors import a pure-
bred bull into the community they tell
"Boise Valley Stotts" and he writes of
it. If one of them has raised the stand-
ard of his hogs "Boise Valley Stotts"
is advised and the incident is given
publicity, or if a bumper crop has been
produced he is told of it. He has a
mania for statistics and he can tell you
the exact annual revenue of any of the
valley's industries or the exact annual
shipment of any commodity and its
total value.
Both of the local newspapers of
Boise carry an "Interurban Loop De-
partment" and this results in consider-
able free and valuable advertising for
the traction company.
Guy A. Richardson Resigns
Guy A. Richardson, vice-president in
charge of operation of the Philadelphia
(Pa.) Rapid Transit Company, has
announced his resignation. The reason
for his leaving the Mitten forces was
not disclosed. It was said that Mr.
Richardson had originally intended to
resign on Oct. 13, but had remained
to assist in the scheduling of the Frank-
ford Elevated Market Street subway
routes.
In April, 1919, Mr. Richardson came
to Philadelphia as superintendent of
transportation, leaving the position of
general superintendent of the Puget
Sound Traction, Light & Power Com-
pany. Within a year he was elected
vice-president of the company, becom-
ing one of the youngest electric railway
executives in the country. On one
occasion Mr. Mitten pronounced Mr.
Richardson "the best transportation
operating engineer in America."
R. F. Tyson, assistant to Mr. Richard-
son, will temporarily assume the duties
of vice-president.
A. E. Duty Dead
A. E. Duty, assistant general mana-
ger of the Cleveland (Ohio) Railway,
died on Nov. 29. Mr. Duty had been
with the electric transportation system
in Cleveland for more than fifty years.
He served from 1912 until eight
months ago as general superintendent
of transportation, at which time he
was promoted, on the death of George
L. Radcliffe, to the position of assist-
ant general manager.
Manufactures and the Markets
DISCUSSIO:^IS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES BUSINESS ANNOUNCEMENTS
Commercial Community
Co-operates
An extract from the forthcoming
annual report of the Secretary of Com-
merce for the fiscal year 1921-1922 re-
fers to the administrative work of the
department in the matter of revising
commercial statistics. It said that
through the manufacturers' associa-
tions, committees were created in the
principal industries, and upon their ad-
vice the work of the Bureau of the Cen-
sus in this important direction had been
reorganized and simplified. Further,
that co-operation had also been estab-
lished with various trade associations
for the proper publication of current
statistics bearing on production and
distribution, and the monthly publica-
tion entitled "Survey of Current Busi-
ness" had been started by the de-
partment and had been greatly wel-
comed by the business community.
plies furnish the government with
materials, so that this co-operation
promoted through this committee "will
give the industry a better opportunity
to participate in the development of
specifications for government pur-
chases and it will at the same time
bring to the government, to a greater
degree than has heretofore been pos-
sible, the talent of the 200 industrial
organizations co-operating in the work
of the American Engineering Stand-
ards Committee." It is expected that
the net result will be national speci-
fications recognized by the industry
and government alike.
Co-operation on Specifications
for Federal Purchases
The American Engineering Standards
Committee has appointed a standing
committee on co-operation with the
Federal Specifications Board with the
object in view of eliminating the differ-
ences between specifications for gov-
ernment purchases and the usual prac-
tice of commercial supplies. Many
manufacturers of electric railway sup-
Advice Offered on Export
Problems
The National Foreign Trade Council
New York, N. Y., has announced the or-
ganization of a Trade Adviser Service
"to act throughout the year as a
medium for the interchange of expe-
rience on foreign trade problems." Ac-
cording to the anouncement more than
100 leading foreign trade executives
from all parts of the United States have
agreed to co-operate in this work.
This service will be given without
obligation to the inquirer and vrithout
remuneration to the adviser "solely
with the bigger and broader point in
view of assisting in the development of
American foreign trade."
The general chairman of the Trade
ELECTRIC RAILWAY MATERIAL PRICES— NOV. 28, 1922
Metals — New York
Copper, electrolytic, oenta per lb 13.625
Lead, oenta per lb 7,10
Nickel, oenta per lb 39. 00
Zinc, oenta per lb 6.975
Tin, Straita, cents per lb 36 . 50
-Muminum, 98 to 99 per cent, cents per lb 22.50
°"'"*"'" *"■ «iioum, oenta per lb.:
35.00
25.00
Babbitt metal, wareoousa, oenta per lb.:
Fair crade
Com mercial
Bituminous Coal
Smokeless mine run, f.o.b. vessel, Hampton
Roads $8. 00
Somerset mine run, Boston 4. 00
Pittsburgh mine run, Pittsburgh 2.625
Franklin, 111., screenings. Chicago 2. 50
Central, 111., screenings, Chicago 1 . 675
Kansas Screenings, Kansas City 2. 50
Trade Materials— Pitteburgh
Standard Bessemer steel rails, gross ton $40. 00
Standard open hearth rails, gross ton 40. 00
Railroad spikes, drive, Pittaburgb base, cents
perlb 2.75
Tie plates (flat type), cenla per lb 2. 35
Angle bars, cents per lb 2.75
Rail bolts and nuts, Pittsburgh baae, cents, lb. 4.17
Steel bars, cents per lb 2. 00
Ties, white oak, Chicago, 6i n. z 8 In. x 8Ht. 1 . 40
Hardware — Pittsburgh
Wire nails, base per keg 2.75
Sheet iron, (28 gage), cents per lb 3.00
Sheet iron, galvanized, (28 gage), cents per lb 4.00
Galvanized barbed wire, cents per lb 3. 40
Galvanized wire, ordinary, cents per lb 2.50
Waste — New York
Waste, wool, cents per lb 15.00
Waste, cotton, (I0()lb. bale), cents per lb.:
White 14.00
Colored 12.00
Paints, Putty and Glass — New York
Linseed oil, (5 bbl. lots), cents per gal 90. 00
White lead, (100 lb. keg), cents per lb 12.125
Turpentine, (bbl. lots), per gal $1 . 55
Car window glass, (single strength), first
three brackets, A quality, discount* 84. 0%
Car window glass, (single strength), first
three brackets, B quality, discount* 86 . 0%
Car window glass, (double strength, all siies,
A quality), discoimt* 85 . 0%
Putty, 5 lb. tins, cents per lb 5 . 50
*The8e prices are f.o.b. works, boxing
charges extra.
Wire— New York
Copper wire base, cents per lb 15.75
RuDDer-covered wire, No. 14, per 1.000 ft... 6.70
Weatherproof wire baae, cents per lb 1 6 . 00
Paving Materials
Paving stone, granite, 4x8 i 4, f.o.b.
Chicago, dressed, per sq.yd 13 . 35
Common, per sq.yd 3.10
Wood block paving 3 J, 16 treatment, N. Y.,
per sq.yd 2.39
Paving brick, 3i x 8i x 4, N. Y. per 1,000 in
carload Iota 50.00
Crushed stone, 3-in., carload lota, N. Y.,
per cu.yd 1.75
Cement, Chicago consumers net prices, with-
out bags 2.60
Gravel, }-in., cu.yd., N. Y 2. 00
Sand, cu.yd.. N. Y 1. 00
Old Metals— New York
Heavy copper, cents per lb 12.00
Light copper, centa per lb 9. 50
Heavy brass, cents per lb 6.50
Zinc, old scrap, cents per lb 4. 50
Yellow brass, centa per lb (heavy) 7 , 00
Lead, heavy, cents per lb 5.75
Steel car axles, Chicago, net ton $18.00
Old car wheels, Chicago, gross ton 16.50
Rails (short), (ihicago, gross ton 18 75
Rails (relaying), Chicago, gross ton 33.50
Machine turnings. Chicago, net ton 9.75
898
Electric Railway Journal
Vol. 60, No. 23
Adviser Service is E. P. Thomas, presi-
dent United States Steel Products
Company; A. E. Ashbumer, American
Multigraph Sales Company is vice-
chairman, and C. J. Warren, Reming-
ton Typewriter Company, is executive
chairman.
Automatic Substations for
Baltimore
The United Railways & Electric
Company is contemplating the instal-
lation of automatic substation equip-
ment in its substations during 1923.
A study of the advantages of such
installation is now being made under
the direction of Vice-President H. B.
Flowers.
Rolling Stock
Maumee Valley Railway, Toledo,
Ohio, the new company formed by the
acquisition of the Maumee Valley Rail-
ways & Light Company, will make ex-
tensive improvements to the system.
Seven new cars will be purchased.
United Railways, St. Louis, Mo., has
been authorized, through Rolla Wells,
receiver, by Judge Paris in the United
States Court to expend $1,227,902 for
fifty new cars and to meet interest on
bonds and current expenses.
New York State Railways, Syracuse,
N. Y., suffered the loss of the Oneida
■carhouse by fire. The loss is in excess
of $100,000. Four trolleys, two of the
third-rail type, in use between Syracuse
and Utica, were destroyed. These cars
v/ere each valued at $30,000. The build-
ing was totally destroyed.
' FiiFiiimiiiiFii iiiir
mill iiiiiiiiiir riimnr
Track and Roadway
Southern Pacific Company, San Fran-
cisco, Calif., has received permission
from the Railroad Commission to re-
locate a spur track at grade across a
county highway in the vicinity of
Visalia, Tulare County.
Columbus, Delaware & Marion Elec-
tric Company, Columbus, Ohio, is mak-
ing rapid progress on the new lines it
is building between Worthington and
North Columbus. All-steel ties are be-
ing laid in concrete and new and very
heavy rail is being used. Officials say
that the track will be smooth and free
from defects that cause cars to sway.
It is expected that the new line will be
completed and ready for use before
February. All of it is to be double-
tracked.
imiiiiuiiiiiiaiE
II" riiiirinim
Power Houses, Shops
and Buildings
Pacific Electric Railway, Los Angeles,
Calif., proposes to replace a manually
operated motor-generator set at its sub-
station at Strawberry Park on its
"Watts-Redondo line with a synchronous
converter automatic 1,000-kw. set. The
present 1,000-kw. motor-generator set
at Strawberry Park substation is to be
transferred to the Watts substation to
increase the present capacity of this
unit.
Puget Sound Electric Railway, Ta-
coma, Wash., has completed plans and
will start work immediately on a new
interurban station to be erected at
South Eighth and A Streets, to replace
the present station, which will be dis-
mantled. Building will be of mission
type, with brick and stucco exterior.
It will have an arcade for the entrance
to cars, and a covered parking space
for motor buses. Complete, it will cost
approximately $20,000.
Birmingham Railway, Light & Power
Company, Birmingham, Ala., suffered
an explosion of a gas pipe at its car-
house recently which did a considerable
amount of damage to the offices on the
second floor. The office furniture was
badly scorched and burned, while all
of the window glass was demolished.
Officials of the company say there was
a leak in one of the gas pipes and a
number of men were looking for it when
one of them struck a match and the ex-
plosion followed. No one was injured.
iiiMi iiimiii" I'i'iii Ill" immijiijLijiiiiiiiiiMiiiiiiiiiinnniinn
Trade Notes
Peter D. Thropp, vice-president of the
John E. Thropp's Sons Company, Tren-
ton, N. J., died on Nov. 23. Mr. Thropp
was an official of the De Laski &
Thropp Circular Woven Fire Company
and the Eureka Flint & Spar Company.
The Thropp company specializes in the
making of rubber machinery.
Wilson Welder & Metals Company,
New York, N. Y., is now represented ex-
clusively in Maryland, Virginia and the
District of Columbia by the Alexander
Milbum Company of Baltimore. A
large stock of color-tipt welding metals
and plastic-arc welding machines is
available at this point for distribution
throughout the territory and a complete
demonstration plant is in operation.
Refractories Manufacturers' Associa-
tion, Pittsburgh, Pa., is sending out a
printed questionnaire to be used in con-
nection with a survey which it is organ-
izing to obtain complete information
regarding the furnaces in which refrac-
tory materials are used. All consumers
of refractory brick, it is stated, will
derive a certain benefit from the suc-
cessful prosecution of the work and co-
operation with the undertaking.
Power Specialty Company, New
York, N. Y., builders of Foster super-
heaters, economizers and oil heating
and cooling equipment, announces the
opening of new branch offices in
Detroit, Mich., in the Dime Savings
Bank Building, in charge of L. Lanyi,
and in Boulder, Colo., at 2324 Four-
teenth Street, in charge of R. B.
Nutting, who was formerly Chicago
district manager.
Roller-Smith Company, New York,
N. Y., announces the appointment of
the Electric Material Company as its
agent in the state of Washington and
parts of Oregon and Idaho. The Elec-
tric Material Company has recently
opened an office in the Hinckley Build-
ing, Seattle, and will handle the Roller-
Smith Company's lines of electrical
instruments, circuit breakers and radio
apparatus in that territory. The
Seattle office is in charge of R. F.
Robinson, who has been engaged in the
electrical industry since 1905, when he
was graduated from the University of
Wisconsin with the degree of electrical
engineer. The Electrical Material
Company's main office is at 589 Howard
Street, San Francisco, and it also has
a branch office in the Title Insurance
Building, in Los Angeles. Roller-Smith
apparatus is handled by both of these
offices as well as the Seattle office,
which means that the Electric Material
Company represents the Roller-Smith
Company along the entire Pacific Coast.
Westinghouse Electric & Manufac-
turing Company, East Pittsburgh, Pa.,
received during the month of October
contracts for power apparatus aggre-
gating more than $3,500,000. This
shows a marked increase in the total
sales of previous months and, accord-
ing to the company, indicates a definite
trend toward a revival of business in
the electrical industry. Among the con-
cerns from which the contracts were
received are the Georgia Railway &
Power Company, Union Traction Com-
pany of Indiana and the Ohio Public
Service Company.
luimillilllniiiriiinmiiTiiliuiniTiriiiiiiiii '"i" iiiniiiiniin imii
New Advertising Literature
Heine Boiler Company, St. Louis.
Mo., has issued an attractive folding
pamphlet called "Talk, Talk, Talk ver-
sus Coal Production." The pamphlet
tells what the Heine boilers are doing
all over the country in helping the in-
dustry "to carry on" during the coal
strike.
General Electric Company, Schenec-
tady, N. Y.. has issued Bulletin 44,018,
called Metropolitan and Elevated Sys-
tems, which presents from an engineer-
ing viewpoint the principal character-
istics of several great rapid transit sys-
tems. The facilities for power produc-
tion, transformation, transmission and
utilization are outlined briefly for each
of the systems in the cities of Boston,
Chicago, New York and Philadelphia.
Combustion Engineering Corpora-
tion, New York, N. Y., has issued two
pamphlets entitled "The Coxe Stoker"
and "Service." The larger bulletin on
the Coxe stoker covers particularly the
performance of this stoker on Western
and Mid-Western bituminous coals. A
number of test reports, each accom-
panied by corresponding curves, are
included. These tests show very re-
markable results and because they are
complete in every respect they will be
of considerable interest to the engi-
neering world. The "Service Bulletin"
will be of value to all stoker compa-
nies. This booklet presents the stoker
manufacturers' side of the question and
shows why a proper charge for real
stoker service would not only be fair
to the recipient but would be to his
advantage. It is illustrated with an
interesting cartoon story.
December 2, 1922
Electric railway Journal
25
The little brake
with the big reputation
From the very beginning — the Peacock Staff-
less Brake has made good on the safety car.
Why? Because it was especially designed
with a knowledge of the conditions which
would occur.
The ordinary arbitrary formulas for braking
power did not apply properly in this case.
The light weight construction of the car
itself, together with its large passenger carry-
ing capacity, creates an abnormal live load
ratio when the car is filled.
Peacock Staffless Brakes provide ample brak-
ing power to stop the safety car on any grade,
with the heaviest passenger load it can carry.
They are at least twice as powerful as the
ordinary hand-brake.
Peacock Staffless Brakes are light in weight
and occupy minimum platform space.
Write for full details
PEACOCK
STAFFLESS
BRAKES
NATIONAL BRAKE COMPANY
890 EUicott Square
Buffalo, N. Y.
Canadian Repreaentalive : Lyman Tube & Supply Co., Ltd., Montreal. Canada
26
Electric Railway Journal
December 2, 1922
N^ ai^
c?5 E/Tt gme er«
jfort), Bacon & '^^avie
Incorporated
Business Established 1894
115 BROADWAY, New York
PHILADELPHIA CHICAGO SAN FRANCISCO
Stone & Webster
Incorporated
EXAMINATIONS REPORTS APPRAISALS
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 Salle Street
CHICAGO
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
OPERATION — MANAGEMENT
32 VANDERBILT AVE., NEW YORK
A. L. DRUM & COMPANY
ConMulting and Constructing Engineers
VALUATION AND FINANCIAL REPORTS
RATE STUDIES FOR PRESENTATION TO PUBLIC SERVICE
COMMISSIONS
CONSTRUCTION AND MANAGEMENT OF
ELECTRIC RAILWAYS
76 West Monroe Street, 215 South Broad Street
CHiicago, in. Philadelphia, Pa.
ENGELHARDT W. HOLST
Consulting Engineer
Appraisals, Reports, Rates, Service Investigation,
Studies on Financial and Physical Rehabilitation
Reorganization, Operation, Management
683 Atlantic Ave., Boston, Mass.
ALBERT S. RICHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER, MASSACHUSETTS
PETER WITT
UTILITY CONSULTANT
456 Leader-News BIdg., Cleveland, O.
JAMES E. ALLISON & GO.
Consulting Engineers
Specializing in Utility Rate Cases and
Reports to Bankers and Investors
1017 Olive St., St. Louis, Mo.
C. E. SMITH & CO.
Consulting Engineer*
2065-75 Railway Exchange BIdg., St. Louis, Mo.
Chicago Kansas Cily
Investigations, Appraisals, Expert Testimony, Bridge
and Structural Works, Electrification, Grade Crossing
Elimination, Foundations, Power Plants
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Traffic and Reorganization
Investigations
Fort Wayne, Indiana
WALTER JACKSON
Consultant on Fares, Buses, Motor Trucks
Originator of unlimited ride, transferable weekly
pass. Campaigns handled to make it a success.
143 Crary Ave., Mt. Vernon, N. Y.
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
Parsons, Klapp, Brinckerhoff & Douglas
\\M. BARCLAY PARSONS
EIGEXE KLAPP
B. M. BRIN'KKKHOFF
W. i. IH»1 (il.AS
Engineers — Constructors — Managers
Hydro-electric Railway Light and Industrial Plants
/appraisals and Reports
CLEVELAND
1370 Hanna BIdg.
NEW YORK
84 Ptnr .St.
December 2, 1922
Electric Railway Journal
2ri
AMERICAN BRIDGE COMPANY
EMPIRE BUILDING, 71 BROADWAY, NEW YORK
Manufacturers of Steel Structures of all classes, particularly
BRIDGES AND BUILDINGS
Sales Offices :
NEW YORK. N. Y 71 Broadway
Philadelphia, Pa Widener Building
Boston, Mass 120 Franklin Street
Baltimore, Md Continental Building
PITTSBURGH, PA Prick 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.
SaltLake City. Utah....Walker Bank Building
Duluth, Minn Wolvin Building
Minneapolis, Minn 1th Ave. & 2d St., S.E.
Pacific Coast Representative:
U. S. Steel Products Co.. Pacific Coast Dept.
San Francisco. Cal Rialto Building
Portland. Ore Selling Building
Seattle, Wash Mh Ave. So., Cor. Conn. St.
Export Representative: United States Steel Products Co., 30 Church St.. N. Y.
u
Byllesby
Engineering & Management
Corporation
208 S. La Salle Street, Chicago
vVw York
Tacoma
The Corporation Service Bureau
1). II. Bojie, Pr«fident I^. A. ('hri»tiaaspn. Vice President
A. R. McLean, General Manager
LABOR ADJUSTERS
Investigations — Inspections — Confessions
GEXEBAI> OFFICES:
Suite 1215, Ulmer Building, Cleveland, Ohio
Dwight P. Robinson & Company
Incorporated
Design and Construction of
Electric Railways, Shops, Power Stations
125 East 46th Street, New York
Chicago
Los Angeles
Youngstown
Montreal
Dallas
Rio de Janeiro
Joe R. Ong
Consulting Transportation Engineer
Specializing in Traffic Problems and in Methods to
Improve Service and Increase
Efficiency of Operation
PIQUA, OHIO
KELLY, COOKE & COMPANY
Engineers
149 BROADWAY
NEW YORK
424 CHESTNUT STREET
PHILADELPHIA
J. N. DODD
614 Hall of Records, New York, N. Y.
Planning and Equipment of City Rapid Transit Lines
Special Investigations
DAY&ZIMMERMANN.Inc.
Vjeji^n , Constru ction
l^eporij-, Valuations, "Management
NEW YORK PHILADELPHIA Chicago
SANGSTER & MATTHEWS
Consulting Accountants
TalBBttOD aad Bat« Speaimllst*
D«pr»d»tii» ConsolidsUoni &»•• nnfcwIiilM
R90rU to Banken
25 Broadway, NEW YORK
134 9*)uth LaSalle Street, CHICAGO
28
Electric Railway Journal
December 2, 1922
i^-'^i
^^
z^
.'\^
<t^
^
McGraw-Hill Publications
Every one the leader in its field
American Machinist
Serves the men responsible for results wherever any kind
of machinery Is made or used. The recognized clearing house
of the better ways of doing things in the machine shop, of
the new ideas in inaclilnery and of the most approved methods
in shop managemem. $5.00 per year.
American Machinist — European Edition
Published In London (for 23 years) by a special staff who
thoroughly understand the needs and wishes of the machinery
manufacturing executives of Great Britain and the European
Continent. 35 shillings per year.
Bns Transportation
A transportation engineering and business paper of the
passenger bus industry — including automobile buses, trackless
trolleys and any other self-propelled buses. It covers mana-
gerial, organization, operating and maintenance problems,
complete news of the Industry and details of equipment.
1 2.00 per year.
Chemical and Metallurgical Engrineering
Exponent of the fundamental engineering principles on
which the chemical, metallurgical and allied industries are
baseil. The scope of Its editorials and articles may be sum-
marized as the engineering, technology and economics of those
industries. $4.00 per year.
Coal A^e
Devoted to the mining and marketing of coal. Presents
new methods, new equipment, new construction, current news
production statistics and market data. $3.00 per year.
Electrical Merchandising
Tlie monthly magazine of the electrical trade. It gathers
from the field new selling ideas and effective commercial and
financial methods and disseminates these facts among those
who sell, manage and finance electrical appliances, equipment,
supplies or service. $2.00 per year.
Electric Railway Joarnol
The engineering and business newspaper of the electric rail-
way industry. It thoroughly covers corporate policies, con-
struction, managerial, operating and maintenance methods,
legal and financial news, equipment and supplies and all
phases of public relations. $4.00 per year.
Electrical World
The executives' and engineers' paper, including In Us
scope public policy matters and the outstanding commercial
situations. It presents the latest authoritative Information
on the actlrtties of the central station, the Industrial electrical
engineer and on the scientific, manufacturing and commercial
fields of electricity. $5.00 per year.
Electrical Review and Indastrlal Engineer
Devoted to the problems of electric operation and mainte-
nance in mills and factories, particularly from the stand-
point of the man ri'sponsible for the proper inspection, opera-
tion and maintenance of electrical equipment. $2.00 per year.
IPublithed in Chicago.)
Engtne«rlng and Mining Journal-Press
Recognized as the standard authority on metal mining, mill-
ing, refining and on the mineral industries. Reports on
methods, processes and improved equipment used In the lead-
ing mines, mills and smelters. Gives authoritative summaries
of market conditions and prices. $4.00 per year.
Engineering News-Record
Records the intimate technical details concerning notable
operations, beeps its readers abreast of current engineering
and construction practice, and reports promptly and accurately
the civil engineering and construction news of the day. $5.00
per year.
Ingenieria Internaetonal
Presents the latest information on the current achievements.
practices, equipment and apparatus of the five major branches
of engineering in all parts of the world, with special ref-
erence to their application and use in the Spanish- reading
countries. $5.00 per year. {Printed in Spanish.)
Journal of Electricity and Western Industry
Reports Western events, advocating economy, efficiency and
convenience of electric iwwer for all imiustrles of the West,
mannfacturlng, agricultural, mining, merchandising and home-
building. $2.50 per year. IPubUtlied in San Franciteo.)
Power
It reports every phase of the progress in the generation
and transmission within the power plant — including steam.
oil, gas and water-power prime movers, and electrical refriger-
ating, ventilatltiff, pump and elevator suxillury equipment.
$3.00 per year.
We will be pleased to send a sample copy of the publication which
serves your industry. Please address Promotion Department.
McGraw-Hill Company, Inc.
Tenth Avenue at 36th Street, New York City
December 2, 1922
Electric Railway Journal
29
The High Cost of "Spinning Wheels"
If your bus is equipped with ordinary springs you will
lose 1 ,000 miles of travel in one year.
It seems incredible and yet, figure it out for yourself.
If your bus operates over a road that has but 1 inch
depression every 10 feet and the springs rebound
throwing the bus I inch off the ground, your wheels
spinning in the air burning gas and getting nowhere,
will have left the ground in one year a distance of
1 ,000 miles — miles of lost motion.
Think how far the money you pay for "spinning
wheels" would go toward paying for a new bus in only
one year.
MITTEN-TRAYLOR MOTOR BUSES, equipped
with HIFLEX SPRING SUSPENSION will cut
your lost miles more than half.
HIFLEX, by actual test, keeps the wheels of a bus
on the road six times longer than ordinary spring
suspension.
Hiflex does more
It eliminates side sway Increases number of riders
Reduces fuel consumption Reduces cost for repairs
Insures safe operation Increases life of the bus
Reduces driver fatigue Permits use of solid tires
INCREASES YOUR BUS REVENUE
MITTEN-TRAYLOR MOTOR BUSES
are HIFLEX equipped
// you Want to know more about what HIFLEX
does and how it does it write for our special booklet
MITTEN-TRAYLOR
N
K
R
^kiladQlpkicL
so-
Electric Railway Journal
December 2, 1922
AIR BRAKE HANDLES : Bronze
AIR BRAKE HANDLES : Malleahle Iron
CAR TRIMMINGS:
Conductor Slsnal Bella
Door Sheaves and Track
Motorman's Seats
Patent Door Locks
Platform Foot Gongs
Register Rod Fittings
Stationary Register Pulleys, Single
Stationary Register Pulleys, Double
Swinging Register Pulleys
CASTINGS : Special Attention Given to All Claases . .
Aluminum
Brass
Bronze
Cast Steel ■
Orey 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. type
Malleable Iron, reversing, with bronze or steel
bushings
CONTROLLER PARTS:
Contact Fingers, operating
Contact Fingers, reversing . ...
Contact Segment Tips
Contact Segments
Contact \Va.shers
Controller FinirerTips
Controller Cylinder Shafts. .
W. H. type HL Controller Parts
O. E. type M. M K and PC Controller Parts
DESTINATION SIGNS, STEEL.
DROP FORGINGS : Light, Medium, Heavy
DUST-PROOF AND OIL LUBRICATED CENTER
PLATES.
GRID RESISTANCE : Complete for two or tour motor
equipment
Grid Resistance Repair Parta for All Types
LINE MATERIAL:
Feeder Ears. . . .
Splicing Kars ' !
Trolley Ears
MACHINERY:
Armature Bearing, Babbitting and Broaching
Armature Machine, Columbia Pat'd
Armature Buggies
Armature Lead Flattening Rolls
Armature Shaft Striilghtener
Armature Winding Stands
Axle StralBhtener
Babbitting Moulds
Banding and Heading Machines
Bearing Boring Machines
Car Hoists
Car Repiacers
Coll Taping Machines
Coll Winding Machines
Pinion Pullers, any type
Pinion Pullers: Repair Parta
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 the
Manufacture of Standard Boiler and Stoker
orate Bars also Ash and Coal Down-take Pipes:
or other types of Castings used In Power Stations.
RAILWAY MOTOR PARTS:
Armature Bearing Shells: Malleable Iron
Armature Hearing Shells: Scmi-Ste»l
Armature Bearings: Bronze
Axle Bearing Shells: Malleable Iron. .'.'.'.'.".'.
Axle Bearing .Shells: Semi-Steel
Axle Bearings: Bronze . .
•^^i?.*?'.' Armature Bearings: vi'ith or'wi'tiibil'tBiiH
biti Lining: Base, Lead or Tin
Armature Coils. . .
Armature Shafts
Bolts, Special for Motors and Trucks
Brushholder Parts
Brushholders. Complete
Commutators. All Types
Dowel Pins for Armature and Axle Bearln'gs'. '.
t leld Coll Terminals. .
Field Colls
Gear Cases: Malleable Iron ".
Gear Cases : Sheet steel. Welded or Riveted ".
Moi.or Covers. . .
Pinion Nuta ...
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 Bralies
P t ■' t f ^^'"'''"''"' Traction Trucks, Columbia
Coupling piiis'.'.' .!!!.'!'!!!!!
E(|uallzers * ' *
Gusset Plates
Journal Box Cover*
Journal Box Shims
Journal Boxes
Journal Brass Wedgee. .
Journal Brasses
Journal Check Plates. ...
Turnbuckles
"Columbia Service"
// means this list-
and more!
For your convenience we append this list of the
more common products of Columbia Shops, prod-
ucts for which repeat orders are constantly be-
ing received from scores of satisfied railway
customers.
As an actual fact "Columbia Service" embraces
a much wider scope. We are being called upon
constantly to produce special parts to our
customers' own drawings and specifications.
Many companies have learned the lesson that
such work can be done better and more econom-
ically in Columbia's shops. Why? Because we
have equipment suited to the work, and men
accustomed to developing new ideas.
Talk it over with our representative
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, 1S13 Candler BIdg., Atlanta, Ga.
F. F. Bodler, 903 Monadnock BIdg., San Francisco, Cai.
December 2, 1922
Electric Railway Journal
*t
The chief leaps from his chair
at the first wrong note in
the drone of the turbine
— And you may be sure that the engine room
force gets busy.
They all know that the turbines must not
stop. And engineers know, too, that the tur-
bine must have a constant stream of clean,
cooling oil.
They recognize that this condition can only
be maintained with good clean oil of the right
quality and with the proper characteristics for
the work.
Recognition of these facts has brought about
the selection, adoption and standardization of
TEXACO Turbine Oils in many of the best
run power plants in the world.
Here's a quick outline of some of the reasons
for their unparalleled success:
Steam Turbine Operators prefer TEXACO Turbine Oils because
1 — They do not break down with continued use.
2 — TEXACO Turbine Oils do not emulsify.
3 — They do not hold water in suspension.
A — ^They do not cause corrosion of shafts and bearings.
5 — They are uniform. Barrel after barrel, bought any time or any
place, will exhibit the same physical characteristics.
6 — They are economical because due to negligible evaporation and ab-
sence of decomposition, only a very little additional oil is needed to
make up the small natural losses.
7 — They are obtainable instantly at any of our numerous stations and
warehouses all over the country.
The following TEXACO Turbine Oils f.re recommended:
Ring Oiler Bearings, Normal conditions TEXACO REGAL OIL
Ring Oiler Bearings, Exposed to high temperatures TEXACO ALCAID OIL
Circulating Oiling Systems, Direct drive TEXACO REGAL OIL
Circulating Oiling Systems, Reduction geared TEXACO ALCAID OIL
Write for a copy of our booklet "Lubrication of the Steam Turbine"
There is a TEXACO Lubricant for Every Purpose
; ^"jff?
THE TEXAS COMPANY
DEPT' R'J' 17 BATTERY PLACE -NEWYORK CITY
HOUSTON ' CHICAGO - NEW YORK
OFFICES IN PRINCIPAL CITIES
32
Electric Railway Journal
December 2, 1922
When You
Sell Anything
Make a Record
of It
A one-man car equipped with an Ohmer Fare Register
with a capacity of twelve different fare classifications.
In selling any commodity, it is good business practice to
put down in black and white just what each sale amounts
to and what it consists of. This is just as necessary in
selling electric railway transportation as it is in selling
groceries or dry goods.
OHMER Fare Registers
which are made in a sufficient
number of types and sizes to meet
all electric railway requirements,
record in permanent form all the
details in connection with trans-
portation sales.
OHMER
Fare Register Company
Dayton, Ohio
Ohmer Equipment in a Side Entrance Car
December 2, 1922
Electric Railway Journal
89
)
^jy
On the Speedy Interurban Fliers
(In I'.lectric Locomotives
MILLER
TROLLEY SHOES
on the Portland -Lewiston Interurban
Installed nearly five years ago, Miller Trolley
Shoes have been used continuously ever since on
all the equipment of the Portland-Lewiston Inter-
urban. Why? Ask that company's officials and
you will learn that Miller Trolley Shoes stay on
the wire at high speeds, give steady contact, are
quiet where trolley wheels were noisy, and last
much longer.
On the passenger express cars they have four 90-hp.
motors and speed up to practically a mile-a-
minute. They enter cities and run under city
traffic conditions. The electric locomotive has
four 12S-hp. motors and will draw ten loaded flat
cars. Yet under all these diverse conditions,
Miller Trolley Shoes give most satisfactory service.
Tests of trolley wire wear show Miller
Trolley Shoes do not wear the wire
A while ago they checked up on trolley wire wear at 12 points
and found, after four months, three spots where the micrometers
showed a bare .001 inch wear. At the rest no wear could be
observed.
On Powerful Snowplows
MILLER TROLLEY SHOE CO., Boston-21, Mass.
Western Representative: Economy Electric Devices Co., 1590 Old Colony Bld^., Chicago, 111.
34
Electric Railway Journal
/i /P.-7-/- ■"
mfi^m-
December 2, 1922
jiiiiiimi/ii'^
vm
i •/./ warn 1(1
't-
Wlilimrr^ Winter
^^^^/, Traffic Troubles
Minimized
When you install Stafford Roller Bearings
on your trucks you have eliminated one of
the most common and most frequent sources
of wmter trouble.
These bearings normally decrease journal
friction 90%. The Stafford Roller Bearing
shows up to even greater advantage in cold
Aveather when the lubricating oil and pack-
ing of the antiquated friction bearing con-
geal into a solid mass.
Watch your bearings in cold weather —
when they are most severely tested, and you'll
see why Stafford Roller Bearings for car
trucks have been so enthusiastically received
and endorsed by practical railway men.
Guaranteed for three years
STAFFORD ROLLER BEARING
CAR TRUCKil^^ecORPORATlON
LAWTON
MICHIGAN
December 2, 1922
Electric Railway Journal
35
Another Lifer
in the
Boyerized Family
Heres a turnbuckle that is as much better than the ordi-
nary turnbuckle as Boyerized pins and bushings are m
comparison with the untreated sort.
Instead of a big, coarse-threaded jam nut that needs a
two-fisted wrench for application and yet won't stay put,
you require onh a pocket-size wrench that is apphed at
a convenient angle.
What's the secret?
The jam-nut idea is replaced by a split clamp with a
spring power that just won't be loosened once the little
nut you see at one side has been tightened.
The split of this clamp is lined with felt, serving a double
purpose : First, to act as an oil feed : second, to keep the
oil from working out of the oil pocket which keeps the
threads lubricated always.
That isn't all, either. The end of the McArthur turn-
buckle is so arranged that each half is cut at a different
angle, exposing a cross-section of one full tooth. This
tooth acts like a cutting tool in shearing off any ice or
snow from the threads, as the latter feed into the turn-
buckle for adjustment.
For Trucks with Inside-hung Brakes and
Motors
The McArthur Turnbuckle is exceptionally valuable. Here
with the turnbuckle rods coming directly over the rails there
is not enough clearance for a pitman to make a handy turn
with the large wrenches needed on jam nuts. With the
McArthur. a little wrench calls the turn and calls it right.
Keep a McArthur well brushed and it will
LAST AS LONG AS THE TRUCK
Bemis Car Truck Company
Electric Railway Supplies
SpringAeld, Mass.
REPRE.SKNTAT1VKS:
E.ui.omy Eli-otric Devices Co.. Old Colony B.clsr.. Chicago, III.
P F Bod'er 903 Monadnock Bldtr., San Francisco. Cal.
W F. McKeniiey. ,>4 First Street. Portland Oregon.
J, H. Denton, 1338 Broadway. New York City N. Y.
\ W Aran 773 Pacific Electric Bldg-.. I>os Angeles. Cal.
The
McArthur
Turnbuckle
Other Members of the
Boyerized Family
Brake Hangers
Brake Levers
Pedestal Gibs
Brake Fulcrums
Center Bearings
Side Bearings
Spring Post Bushings
Spring Posts
Bolster and Transom Chafing Plates
36
Electric Railway Journal
December 2, 1922
CHILLED IRON WHEELS
for railway and street car
service. Capacity 20,000 per
day. 25,000,000 in service
ASSOCIATION OF MANUFACTURERS
OF CHILLED CAR WHEELS
1847 McCormick Bldg., Chicago
Chicago, 3
St. Louist 2
Buffalo, 4
Pittsburgh. 2
Cleveland, 2
Amherat, N. S.
Montreal
Mich. City. Ind.
Louisville
Mt. Vernon, III.
Ft. Wayne. Ind.
Birmingham
Atlanta
Savannah
Boston
Detroit
St. Paul
Kansas City. Kan
Denver
Tacoma
Rochester,
Sayre, Pa.
Berwick, P«.
Albany
Toronto
New Glasgow. N. S.
Madison, III.
Huntington, W. Va.
Wilmington, Del.
Houston. Tex.
Hannibal, Mo.
Reading, Pa.
Baltimore
Richmond. Va.
Ft. William. Ont.
St. Thomas
Hamilton
Ramapo. N. Y.
Marshall. Tex.
Los Angeles
Council Bluffs
N. Y.
American Railroad Association
Standards
7nS lu" *t"! i°' ^^*^^^ Capacity Cars
7?ft u* "^t" i""^ ***'°°° Capacity Cars
lln \t' "^t" J***" 1*X>.000 Capacity Cars
850 lb. wheel for 140,000 Capacity Cars
The Standard Wheel for Seventy-One Years
miLLE
Ir ^ IT '
December 2, 1922
Electric Railway Journal
87
•A*
The ANDERSON Line
of Line and
Trolley Supplies
Biiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiii>:=
V
Aetna Insulation
Overhead Line Material
Pole Line Material
Section Switches
Canopy Switches
Trolley JVheels
Trolley Poles and Harps
Trolley Bases
^-
y
Best Materials
Our consistent policy, through many years
of manufacturing is well-known to our
many satisfied customers. The success of
Aetna Insulation, our own special com-
pound, is a striking example. It is now the
most universally used and most extensively
imitated insulating material on the market.
Write for our Catalogue.
R.£OU^eilED
Albert & J. M. Anderson Mfg. Co.
Established 1877
289-293 A St., Boston, Mass.
Branches— New York, 135 Broadway. Philadelphia, 429 Real
Estate Trust Bldg. Chicag-o, 105 S. Dearborn St. London,
Ntaka Ye Mbusi
There is a legend about the niaki ye mbusi, or
African honey-bird, that inspires fear in the
native Kaffirs.
They will tell you that his fluttering, coaxing
flight may lead to a bee-tree full of honey, but
that more often than not it leads straight into
the abode of evil spirits.
In which respect it resembles certain carbon
brushes that look all right, and sell at attractive
prices, from the buyer's standpoint — but the
trouble they don't lead to isn't worth men-
tioning!
Much safer to stick to brushes of known qual-
ity— Morganite — which are specified by experts
according to their compositions and according
to the work the motor has to do.
Don't be mislead by the honey-bird*!
= Elerlric Power Equipment Corp.
= 1 3th and Wood Sts., Phlla-
= delphia
S Klectrlcal Engineering & Mfg.
5 Co., 909 Penn Ave., PItt3-
S burgh
S J. p. Drumraey, 75 Pleasant
= St., ItQvere, Massachusetts
Main Office and Factory:
519 West 38lh Street, New York
DISTBICT ENOINEERS AND AGENTS :
= W. R. Hendcy Co.
= Seattle
Herzog Electric & Engineering ^
Co., ISO Steuan St.. San =
Francisco 5
Special Service Sales Company, =
S02 Delta Bldg., Lo) Angeles 3
Hoge Bldg.
IniiiuiiiiiiiiiiiuiiiuiiiiiiiiiiiiiiiiuiHiiiiiiiiiiiiiuiiiiuiiuiiiiiiiiiiiuiiiiiiiiiiuHiiniiiiiiiiiiiiiiiiiiniiiiiiuiiiiiiuiiiiiiiiiil
Railway & Power Engineering s
Corporation, Ltd.. 131 East- 3
ern .\vt'., Toronto, Ontario, S
Canada 5
38
Electric Railway Journal
December 2, i922
The Plant Behind the Product
"IRVINGTON"
Black— VARNISHED CAMBRIC— Yellow
The Standard of the World
^ H
r -"f
1 n
^,*^iiiS
''H;
Plant of
The Irvington Varnish and
Insulator Co.
f:mi*y
^■SS^
The largest and most modern factory devoted exclusively to the
manufacture and development of VARNISHED INSULATION.
Mitchell-Rand Mfg. Co., New York
T. C. White Electric Supply Co., SI. Louis
E. M. Wolcott, Rochester
SaleM RepreaentativM :
F. G. Scofield, Torrnto
L L. Fleig & Co., Chicago
Consumers Rubber Co., Cleveland
Clapp & Lamoree, Los Angeles
^itiiuiiitimiiniiiiilnniiiiiHiiMirinMitlntniiiniiiiMiMitiiMiiiiHiiiMlMlNlllliniiiliuilllllliiiiiiiiiiiiiiniiniltiiirinMiiMiiHiMiiiiinnliMlilinMiiliniiiiiiiimiitiiiiiuiitiHMiliniiiiiiMmin
A Harp You Can
Change in the Dark
And keep your cars in service. No loss of
schedule time. No tools but your hands.
Only Ten Seconds Time Required. All
repairing, adjusting and lubricating done at
the work bench.
Bayonet Anti-
Friction Base
has all wearing
parts bushed.
Self-Lubricating.
Non - Breakable,
Poles Changed
in One Minute.
Front Trolley Wheel to
Semi-Rotary Sleet
Cutter in 10 SECONDS
without any tools.
Backing Up Going Forward |
Write for full parttcular* and free trial |
BAYONET TROLLEY HARP CO., Springfield, Ohio |
5iiiiiiiiiiitiiiiiiiirMiMiiriniMiiiiriiinriiMiiiMnMniiHiiimitiiiHiiiiiiHiiiiHiiiitimiHimiiiiiMiiMiMMiiiiiiiiiitiiHiininiiHiiininiiiMMiniMii^
December 2, 1922
Electric Railway Journal
39
TAYLOR REDUCED HEIGHT TRUCK
WITH
S. A.
TAYLOR STRAIGHT ACTION BRAKE
SMOO iH RIDING
LOW MAINTENANCE COST— Absolute Safety
Center Plate Height 22^4 in. with 26 in. Diam. Wheels
For Modern Low Level Double Truck Cars, the Taylor R. H. Truck, equipped with Taylor S. A. Brake,
with large diameter hard steel pins, will provide the best possible service results from every standpoint.
TAYLOR ELECTRIC TRUCK CO., TROY, N. Y.
SPECIFICATIONS ON REQUEST
Established 1892
SEND FOR PORTFOLIO
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 : Wideoer Building
Hydraulic Portable Rail Bender
40 ElectricRailwayJournal December 2, 1922
^inMniiniiiMitiiiMnMiiMuintmiiiiMnmirMiMiiriiiNiiinMiiriirmiMUinMniuiiiMiiriimifinMiriiimmniniiimimiiiiMiiMiM^^^^
492,750 miles
May 3, 1913
April 10, 1922
In that steady grind of City Rail-
way service
"Tool Steel"
And the user writes :
"We have several other pinions
yet in service and in good condition
which will probably give service
almost equal to the one we have just
taken out."
-foot 5t£A" C^-fttr,-
T 5. Q
'%V StcfpoaVity
SnmiiiitiitiiniiniiiinniiiiiTntiiiiuiiniiniMiiTiiniiniKntiiiiiiniiJiMiriiiniiiMMiriiriiiMiiiiriitinMtiiniiinniminiiuMiiiiiinMiiiniininMtiiniiiiiii^ tttiiiirritiiiiiiimititiiiin;
Griffin Wheel
Company
McCormick Building
Cliicago, 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
December 2, 1922
Electric Railway Journal
41
mms.
A standardized double truck, light weight,
one-man two-man 54-passenger car. Door
and Platform arrangement optional with
the purchaser.
TKe Birthplace QptK<? Safety C^r
{iim J imiMiiiiw mini iiiiiiim iiiiiiiiii iiiii iiiiiiiiiiin iimimiiiiimiMiiiiiiiliilllllliiil ^ gimiiiiniiMiiiiii iiiiiiitiiir.iiiiiiiiiitiii iiiiiiiimiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiimiiiiiiiiiiiiiiiiiiilliirillll^
Protect Your
Highway Crossings
with Nachod High-
' -*^^fW^^^
\ ^HH^
way Crossing
j^^MaH
Signals. They pre-
JUjjUl
vent damage suits,
...J^^^mi
and let you sleep
^l^riH^Bj^H
easier at night. Fur-
4k ^^^^^1
nished with bell,
a ^HflvP^^m
wig wag and flash-
IM. '-tHv^^sP^V
ing lights, independ-
o|# ^^H f^yMfl
ently operated. Also
K^fll
singly, or in any
combination.
IWmBSctB
NACHOD
II^^^^^HIftii-'^^
SIGNALS
I^^HI^IBHiiB
for highway crossings
^^^^BHBHr ^^^^^^^1
are described in
^^^^^^^hBk^^^^B
Catalog 720. They
i^^^^^^^Bi ""^ '" 'inffllE
are operated from
IJ^^^I^^^Ej ^isiailBi^
trolley power by high
^^^R
speed overhead trol-
^^HM>
ley contactors without
j^^HU^HAiriBHIII
moving parts. Our
Catalog 719 tells
about Nachod Block Signals; and the Manual about
i the automatic Headway Recorder for timing cars. |
I NACHOD SIGNAL CO., INC. 1
I LOUISVILLE, KENTUCKY |
^iiiiiiitMiiiiMiniiiiitMiiMiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiii-iiiiiiniiiiHiiiiiiiiiiiiiiiiiiiiMiriiiiiiirMiiiiiiitniMiiMiiiiuiiiiiiMMitiiiir
^iiiimiiuiimiuiiiHiiiiiiiiiimiiiiHiiiiiiMiimimimiiiiiHiiiiitiiiiiimiitiiniiiitiiiiiiiniiiiiiiniiniiniiitiiiniiiiiitniiuiimiimuimS
42
Electric Railway Journal
Is Money
Ever "Spent"
for
Advertising?
A young and energetic executive took
hold of a fine old business in New York.
"What this business needs," he told
himself, "is a place in the mind of the
pubUc."
And deliberately he set out to sacrifice
the greater volume of his profits and
invest the sacrifice into the bui ding of
good will.
He did. And to this old business,
advertising was the breath of life.
For six months had not passed before
the business had grown so that the
advertising cost was a smaller percentage
than ever it had been, and, because of a
larger volume, the shop effected econ-
omies and gave far superior service.
That was five years ago. Today a
certain percentage is spent, or supposed
to be spent, for advertising. But as fast
as the appropriation is spent, the more
the business increases ; and the more that
the business increases, the smaller the
percentage becomes.
Is money ever "spent" for advertising?
Published^by the Electric Railway Journal in co-opera-
tion with The American Association of Advertising Agen-
December 2, 1922
giiriJiirjrrijiiiiiiiiiijiiiiiiiiiiiiiMiiiiiMiiiiiiiiiiiiiiiiiiiHiiimiiiniiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiimiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHii
I Our Cars Cost Less
To Maintain
Ik II ■■■■■I
'■ I apiiiiip-aa i<
Safety First
^U&
Cars of All Types
From
Birney One-Man Safety
To
Large City and Interurban
SPECIALTIES
Sash, Doors, Interior Finish and
Framing, Curtains, Ventilators and
Car Trimmings, Brakes, Gongs,
Door and Step Mechanism.
"We Satisfy"
Give Us A Trial
Perley A.Thomas Car Works
High Point, N. C.
'iiiiiiiiiiiiiiiiiiiiiininiiiiiiniiiiininiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiriiiiuiiiiiiiciiiiiiiiiiiiiiiiijiiiiiiniiiiiiiiiiiiiiiimiiiiiiiiiiiiiii
December 2, 1922
Electric Railway Journal
43
jiiiiMiniiiniiiMiiniKMi
nniinMiMMtiiiiMHHniniiiMHMMnMiinMtnMiiiHiMHMiiinMiinuiiriniiMiinriiiiiiirHnriMMiiinMiinriiiiiMnMnuMiiniMMHiiiuMniniMMiiinMHMiMiMriMiiiitiiiiMMiinniiiiu
CMAPMANAuiomaiicSiifnals
Keep I OUT 18-inch Red Semaphore Arm— 24-inch White [
• Hooded Dial for a background — Arm and |
g-k^-^t/tn ft^r\i^ir%fT f background lighted at night — ^Arm, therefore, |
CCff » 1 1 l\Jt/lTX^ • clearly visible night or day, under all condi- |
tions of light, sky effects, etc. — Works in all |
weathers — Automatically ! |
Charles N. Wood Company, Boston, Massachusetts
^iiniiriiMiiiinMMnMiniMHiMiiMiiiHriiiMMNMnniiMiinirMniiiiHiMrniiiiiHiitMiiiMiiiiinMniiiiMuiiiiiniiiiiniiiiniMniMiniMiinMHMirinniNiiinMiMiiiiiiiiniiiiniirM
aiiiiiiiHiiMiiiiimiiHiiiiiiiniiiiiiiiiiiiiimiiiiiiHimiiiiiiiiiiiiiiiMUiiiiiiniitiiiiiiiniiniiiiiiiiiMiiiiiiiiiniiiiiiiiMiHiiniiiiiiniiniiiMi^ iiiiiiiiiiiHiiiMiiiiniiiiiiiiiiiiriniihiiiuiMiiiiimiiiHmiiiiiiMiiMiiiiiniiiiiinimiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiitiiiniiiimiiiiimc
No. t
Am
Electric Railway I
f^f^ Automatic |
„.. Signals |
for Accessibility
and Reliability
"/imerican"
/JjNSVLAnNG
»/ imcoiHPAxir I
Philadelphia. New York. Parti. ■ntlMi* |
Sales Agentm: |
Electric Service Supplies Co. |
Philadelphia. New York dtica^o |
?i(iiiitiiirriiiiiiiiriiiiiiiiiiiiiiiiiiiiriiiriiiiiiiii]iii(iiiiiiniiiniiiiiiuiiiiiiiiiiiiiii]iiiiiiiiiiiiiHiiiiriiniHiiiiiiiiiiiniiiiiiiiiMiiuiiiniiiiiin
k AMELECTRIC PRODUCTS I
BARE COPPER WIRE AND CABLE I
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
i = Keg. D. S. Pat. Office
i i Galvamzcd Iron and Steel
= i Wire and Strand
i 1 Incandescent Lamp Cord
PAPER INSULATED
UNDERGROUND CABLE
MAGNETIC WIRE
luiiiitiiiiiiiitiiiiiiiiHiiiiiiiiiitiiiiiiitiiiniiiiiiiiMtiiiitHiiiitiiiiiiiiiiiiiiitiiminiiiiiitiiiiiiiiiimiiiiiiiiimiiiiiiiiiiiiiiiiiiiiD
I AMERICAN ELECTRICAL WORKS I
I PHILLIPSDALE, R. I. I
I Boston, 176 Federal: Chicago. 112 W. Adami: i
= Cincinnati, Traction Bldg. : New York, 233 B'wa; 3
ninilllllllllilimilillinilllllltllilllllilMllllllltlliHlniiiiiiniiniiliiiiriiniiniiriiiuMiiililiniiHiniiiMiiiiitiiMilltlllllDllltilimiimilllR
^uiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMimiiniiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiniiiiiciiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiii:
U. S. Electric Contact Signals I
for I
Single-track block-signal protection ^
Double-track spacing and clearance signals |
Protection at intersections with wyes =
Proceed signeds in street reconstruction work =
United States Electric Signal Co. |
West Newton. Mass. §
^iluriiiii{r niiiMiiiiiiiiitiiiiiiiiiiiilllllllllllllllllllinilillliiililiiililMillllllllirrifiiitiiiiiiiiiiii i iiiiiriiiiiiiiiiiiiiiiiE
£iuniiHii(niiiiittillllllillliiiiliiliililtlimlilllMMliiiliiiiHiiliiitilninillliiiiiiilllilliiiiliiilliiiiiiiitiiililiiilnimlltiiiiiittiiiiiiitiiiiiK
I Transmission Line and Special Crossing |
I Structures, Catenary Bridges |
I WRITE FOR OUR NEW DESCRIPTIVE CATALOG |
I ARCHBOLD-BRADY CO. 1
i I
I Engineers and Contractors
SYRACUSE, N. Y.
iiiNiiiiiiiiiiMniiiiiiiiiiiiiiiiiiiiiiiiiiiitiiitiiiiiiiiiiiiiiiiiiniiiiiiitiitiiiiiiiiiiiriiitiiiiiiiiiiitiiitiiiiiiiiiiiiiitiiittiiNiiNiiiiiiuiiiw
gjiMiiMiiiiiuiuiiiuiiniiniiiiHiiiMiiiiiiniiMuiiniiHiiniiiiiiuiiiiiiiiiMiiiiMinniiiniiniiniiMMUiititiunniiiiiiiiiiniiniiiiiiniiitiit'
FLOOD CITY
Rail Bonds and Trolley Line Specialties
FloodCity Mfg. Co., Johnstown,Pa.
aiiiiiiiiiHiiiiiniiniiiiriiiniiiiiiniiiiiiiuiiiiiiiiiiiriiniiiiiiiiiiuiiiiii)iiiniiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiuiin>]iiiitiiiiiiniiiiiiiiiiiiiiii
Peirce Forged Steel PiiiS |
I with Drawn Separable Thimbles |
I Your best insurance against insulator breakai* |
I Hubbard & Company |
I PITTSBURGH, PA. |
niMiiiMiiiiiiiniiiiiiniiiuiiniiitiiuiiniiiiMnMiiiiiiiiiiiiiiHirMiiiiiirniMiiMiiiiiriiiiiiiMitHiiMiiiiniiiiiiiiiiniitiiiiiiiiiiiMiiiiiiiiiiiiir
ainiiniiitMiiMiiiiiiiiiiriiiiiiiniiniiiiiiniiiMitMiniiiiiininiiMiiiiiiuMniiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiirMiiMiMHiiiiiiiiiiniiniiiiiiiiiiifa
I NASHVILLE TIE COMPANY
I Cross Ties: White Oak, Chestnut, and Treated Ties.
I Oak Switch Ties.
I Prompt shipment from our oiun stocks.
I Headquarters — Nashville, Tenn.
I A. D. Andrews, Terre Haute, Ind., Representative.
^iiiiiiiiiiiiiiiiiiiiiitMiniiniiitiiiiiiiiiiiHiiniiniiiiiiiiiiiiiiitiiiiiiiiiiiirMiiiiiniiriiiiiitiiiiiiniiiiiiiniiiHiiiniMiiiiiritiiiiiriiiiiiiiiiiii
^iiniiitiiiiMiiriiitiiiiiiiiiiiiiiiniiiiiiiniiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiinriiiriiiiiiiiiiitiiiiiiiiiiiiMiiimiiiiiiiiiiiriiiitiiiiiitmiiiiiiiiiitiiiu^
1 Rani^po Iron Works
£ Established 1881
AJax Forge Conipany
Establish 1883
I RAMAPO AjAX CORPORATION |
i Successor 1
I HILLBURN, NEW YORK f
i Chicago New York Superior, Wis. Niagara Falls, N. Y. |
I Automatic Return Switch Stands for Passinsr Sidioers I
= Automatic Safety Switch Stands i
I Mang-acese Construction — Tee Rail Special Work |
?<iiiiiMiiiiniiiniiniiHiiiiiiii(iiiininiiiiiiiiiiiiiiMuiniHiMiniiiiMiuiiiMiiiMiMiiiiiiMiiiiMiniMiiitiiiMiiiiiiiiiMiiMrMniiiiiiMtniiMiH
oimihiimiiiimiiiiiimiifiiiiiiiiJiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiJiiiiiiiiiiiiii iiiiiiiiiii i iiimiiiuiiiiiiimiiL atiitmmiiii iiiHimiiiiiimiiiiiiiiiiiiimiiiimiiiiimniiiimiiiiiiiiiiiiiitiiiii imiiiiiiMiiiiiiMniiiiMiiiiiiiiiiiiiiuiiiiu
Standard Underground Cable Co.
Pittsburgh, Pa. |
M;irtiifnft\lrers of =
Copper, Brass, Bronze Wires, Rods, Tubes i
Copper Clad Steel Wire 1
Insulated Wire of all kinds 1
Lead Covered and Armored Cables =
Cable Terminals, Junction Boxes, etc. |
i I'.oston. Washington. Philadelphia. PittsburKh, Seattle. Chicago, i
I New York. Atlanta, San Francisco, Detroit, Los Angeles. St. Louis 1
iliiiiiitntuillHiiiHitiiuiliiiilnlliiiijiiiiiiiiniiiilillllllillllMniintlliMlliiniliniiiliilililliiuiilliiniiiiiiiiiiiiiiniiiiMniiiiiiniiiiiiv'T
ROEBLIMG
I INSULATED WIRES AND CABLES |
I JOHN A. ROEBLING'S SONS CO., TRENTON, NEW JERSEY f
^MiniiiniiiniiHiiuiiiiiiiitiiiiiiiiiiiHiiiiintiiniiiiiiiHMiiiiiniiiiriiiiiiniiiiiiiiiiitiiiiiiiiiiKiiiiiiiiiiiiMiininiMiiiiiiiuiiniiiiMiniiin
r
44
Electric Railway journal
piiiiiiiiiiimiiiiiiiiiiiiiiiiiiimiiniHiiiiiiiiiiiiimiiiiiiiiiiiiiiiimiiiiiiiimiiiiiiiiiiimiiiiiiiiiiiiMiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiimiis
American |
Rail Bonds I
CROWN
UNITED STATES
TWIN TERMINAL
SOLDER
TRIPLEX
Arc Weld and Flame Weldj
Send for new
Rail Bond Book
American Steel & Wire
December 2, 192
iiiiiiininiiiiriiiii iiiiiiiii iiiriMiiiiiiiiiiiiriiiiiiiiiiiiiiiiMiiiiiiiriiiiiiiiiiiiiriiiiiiiirjiiiiiiiiiiiiiiiiiiFiiiiiiiiiiMiiiiiiiiiniiiii
I SPECIAL TRACKWORK
I Of the well-known WHARTON Superior Designs
and Constructions
Steel Castings
Forcings
Gas Cylinders
Converter and
Drop Hammer
Seamless
Electric
and Press
Steel
I Wm. Wharton Jr. & Co. Inc., Easton, Pa.
i (Subsidiary of Taylor-Wharton Iron & Steel Co.,
I High Bridge, N. J.)
I ORIGINATORS OF
I MANGANESE STEEL TRACKWORK
.TniiiriniiniimiinriirMiMiiiimiiiiMiMiiiiriiiMimiMiiHiiiimiiimniimmuiMMiriininMiriiiMiMiiMiMiiiiuiiiiMmiM
£fiinMiniiiiinininMiriiiiiiiiiriiiMMnMiiiiiiiiiuiiiriitiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiii!iiiiiiiiiiHiiiiiitiniiitiitiiriiiHim
ERICO
Rail Bonds
Brazed Bonds
Tjrpe ET I head
Type EA | of rail
Type EC, web of rail
Arc Weld Bonds
CHICAGO
NEW YORK
Company
Type AT-F
Type AT-R
Type AU
Type A, base of rail
head
of rail
The Electric Railway Improvement Co.
Cleveland, Ohio
TlllllliiilllllltlliiiuMuiiiiiiiiiuiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiMiriiiiiniiiiiiiitiiiiiiiiitiiiiiiiliiiniiiMiiiiiDiiiiiiiiiitiiiiMniiMini;
imiiniiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiriiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiijiiiiiiiiiitiiiiiiiiilur
BARBOUR-STOCKWELL CO.
205 Broadway, Cambridgeport, Mas*. I
Established 1858 I
Manufacturers of
Special Work for Street Railways
Frogs, Crossings, Switches and Mates
Turnouts and Cross Connections
Kerwin Portable Crossovers
Balkwill Articulated Cast Manganese Crossings
ESTIMATES PROMPTLY FURNISHED |
IHWMHiiiwiiiiiiMiMiiiMiMniiniiiMnriiiiiniiiininiiiiiiiMiiiinininiiiMniMiiiiiniiiniiiiiiiitMiiiJMUiirriiriiiiiiMniiiiiiiiiiiiiiiiiiin
iiiiiiitiiiniiiiiiiiiiiiiiMiuiiiiiniiniiuin(iiiiiiMiiiniiuiininiuuiiiniU[iiiiiJMiniiiiiiiiiiniii..uniiiiiiiiiiiiiiiiuuniiiiiiiiiiuiniiti
SPECIALISTS
in the
Design and Manufacture
of
Standard — Insulated — and
Compromise Rail Joints
The Rail Joint Company
61 Broadway, New York City
diiiiiiiiiiiiiiiiiiii
iiiiiiiimiuuniiiiiiiiiiiiiiiiiiiiiiiiiimii iiiiiii iiiiiii iinimiiiiraiiiiiiiiini
jililliiillllltlluillllliniinilllltiiliillililliilninlitiiiiMiiiiiii)iiii;riliilirlltriiillliiiillrliti)ilinllflilllilliniiriiliiHliitiitiiiiiilIllllllii
aiitiiiiiiiiiiiMiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiitiiiiHiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiKiiiiiiiiiitriniiiiiiiiiii
I High-Grade Track
1 Work
I SWITCHES^MATES— FROGS— CROSSINGS
1 COMPLETE LAYOUTS
I IMPROVED ANTI-KICK BIG-HEEL SWITCHES
I HARD CENTER AND MANGANESE
I CONSTRUCTION
S
I New York Switch & Crossing Go.
I Hoboken, N. J,
niiiiriiiillliMiniininHiiiiiininMiilllliiiiiiiiriiiiiiiiitiiiriiiiiiiinniiiiriiiriiiiiiiiitiiiiiniiiMirMiliiniminiiiiuiiliMiiiininriiiriiltll
9llriiiiiniiiitliiiittittiitiiiiiiiiitiitiiiiiiuirriiiiiiiiitiiitiitiiitittiiiiirtiiiiiitiiriii)iiiiiitiiriitcilliiirlltliiliiiiiillllllllilliiiuiliiiiiilliril
I Use only Awebco Tape on your Armatures
i Field Coils have better protection when wound with
I "AWEBCO Tape." Send for samples.
1 ANCHOR WEBBING COMPANY
I 300 Brook Street, Fawtucket, Rhode Island
iiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiimiiiiiiiiiiimiiiimuiiiiiiiiiiiiiiiiiiiiiiimuiiiiiiiiimiiiiiuiuiiiciiiiiiiiiiniiiiiiiiiniraimiiiiiiiiimiiu
December 2, 1922
Electric Railway Journal
45
„, rmilliillillliliiiliiiiiiilliiiiiiiiiiiiilllllliiiiiiiiiiiniillliltlliiiiniiniiiiiinim lirinii mil iiiilllllliliiiilMililiniiuillllllll iiiiiiiiiiiiiiiiriiiiii jiiiiiiii iiuiilliiiiliiuiiiiiiir llllllllllllllllllllllilllilllinilllllliilllllilllllllllllllllllllllllllll
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
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
Dallas, Tex., 2001 Magnolia 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
Db»iver, 435 Seventeenth Street
Salt Lake City, 705-6 Kearns 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
Siiiiiiiiiiiiiiiiiiiiiiiiijiiiiriiiiiiiiiiiiiriiiii iiiiriiiiiiiiiiiiiiriiiiiii ii iiiiiiiiiiiiiiuii iiiiiiiiiiiiiiii mil iimiiiiiiiiiiimiiii mil miiiiiimiHiii miimmiiiiimimi i immimmiimmmimiimmiii mmimiiiilh.-
sjiiiiiiiiiiniiitiiiimiliiltiii:iiiiiiliiiilliniiuiiiiiiiiiiiiiiiii!iMiiiiuMiiiniiirtiniiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliiiilililllllimillll|i:
iTiiiiiiiiiiiiniiMiiiiiiiiiiitiiiiiiiitiiiiiiliiiiiiiiiiiiiiiiiiii)iiiiiiiiiiiiitiiliiiiiiitiiniiiiiiMiiiiii»iniltiliiliiiiiluiilllimitlllllllHiiliiiim
WILLIAMS' SUPERIOR
DROP-FORGED CLAMPS
11 Patterns, in a wide rangre of sizes
for every clamping purpose
J. H. WILLIAMS & CO.
"The DropForaino People"
We Specialize in
Electric Railway Lubrication
=.Mt.
BROOKLTN
143 Richards St.
BUFFAIX)
143 Vulcan St.
CHICAGO H
1143 W. 120th St. i
Tulc, a lubricant, gives many advantages,
in operation and reduces the cost of lubri-
cation. Our service men are engineers,
and besides advising proper methods, will
pack your cars, show you how and why
Tulc should be used, and get money-
saving results. Ask us for details.
The Universal Lubricating Co.
Cleveland, Ohio
Scientifically and
accurately compounded to
reduce lubricating costs.
iriiiimiiniiiiiiuiiimii iiiiiiiiiiiiiiiiiiiiii i iiitiiiiiiiiiiii i ii iimiiiniiiiiiiiiiiuiimiiiiiiiiiiiiiin aiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiMiiniiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiMiiiiiniiiiiiiiiiriiiiiiiiiiiiiiiiiiiiirtiininiiiiiS
griiiiiiiiiiiiMiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiitiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiij,
I RWB DYNAMOTORS I
5 FOR i
s CARBON ARC RAIL JOINT WELDING I
I CARBON ARC RAIL BONDING i
I CARBON and METALLIC ARC GENERAL WELDING |
I Rail Welding and Bonding Co., Cleveland, O. |
fllllliluillillllilliilllllillillllillllllltlllllllllilllllllllllllllillllllilllllllliiniiinillllllllllllillllllllliilllllllllllJllllllllllllllllMllliiiiiiiiiir;
aiiiiiniiiiiiiiiiiniiiiiiiiiiiiiiitiiiiiiiTiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiminiiiiiiim
I Railroad and Tram Car Specialties |
i New inventions developed, perfected |
I and worked for the English market I
I Messrs. G. D. Peters & Co., Ltd.
I Windsor Works, Slough (Bucks), Eng. |
?iiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiimimimiiMiimiiiiiiiiiiiiiiiiiiiiiiii{iiiiiiiiiiiiiiiimiiiiiiiiiMm iii iiimiiiimiiiiimiimiiH
■iiiiiiinuiiiiiiiiiitintiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiJiiiiiiiimiiiijmiiiiiiiiiij
I Electrical Machinery, Steam Turbines, Steam Engines, |
i Condensers, Gas and Oil Engines, Air Compressors, |
I Air Brakes |
%ll1ll1inillMWIHIIIIIIIIIIIIIIIIlllllUlllllllllllllllllllllllllllilllllllitllllllilllllll1lllllllltlllllllll'llllilllllllllllllllllllllll11llllllltllllllllB
iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiniiniiiiiiiiiiiiiiiiiiHiiiniiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiriiifS
'Jiniiiiiuiiiiiuiiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiuilililii^
I BUCKEYE JACKS |
I bigh-grade R. R. Track and Car Jacks. |
f The Buckeye Jack Mfg. Ck>. I
i AlUanee, Ohio i
i §
niuiininiMiiiiUMiiiiiiiiiiiiiiiiniiiniiiiiiiiiniiininiiiiiiiniiiriiniiniiiiiniiiiiiiiiiiiiiniiimiiiiiiiiiiiiniiTiiiiiiiiiiiiiiniiniimimm?
^imiiiiiiiiiuuiuiuuiiiuiiiiiiuiiuiuiuiiiiiiiiuiiimimiiiiiuiiimmimimnmuiiiiiimiii iiiimimiiiiiiiiiiiiimmmimi^
I K^iimmilU!. Car Heating arid Ventilation I
is one of the winter problems that you must I
settle witbout delay. We can show you how =
to take care ol both, with one equipment. =
. Now is the time to get your cars ready for S
next winter. Write for details. S
I gQ2SSSI~ "^^^ Peter Smith Heater Company |
I ^^\Vm\WI^ 1725 Mt. Elliott Ave., Detroit, Mich. |
liiiiiimnmniiiniinniniiinimmnimininrinriniiiininiiiiiiiniiniiiiiiitiiitriiiiiiiriiiiiiiiiiniiiiiiiiiiiJuiiiiiiiniiiiiiitiiMiiiiiiiiiX
uMuiinHiitiiiiMniiiiimiMiMiiiiiiiMiiiiiiiiiuiiHiiittiHiiiiiiuituiiiiiiiiuiiiiiiiiiiiiiiiiHriiiiuiMHiuiiiiiiiiiiiniiitHinniiimiimmH
h.
Peerlesii Inftalatlon
Paper hag 'Ab to
50 per cent higher
eU'ctrlcal reeUt-
uDce.
NATIONAL FIBRE & INSULATION CO.
Box 435, Wilmington, Delaware
iHinfijiimMiiiiiiiniiiiiiiiiiiiiiiiiiiiimiitiiiHiitiiiiiiiiMiiiniiniiniiiiiiiiiiuiiiiiiiiiiiiniiMiiiiiitiiiuiiiiiittiiHiiiiiiiiiiiiiiiiiiitiiiiiii.
Manufactnred "by electrical engineers who will
understand your insulating- problems and render
= intelligent service. Noted for uniformity and quality. It will pay
I you to get in touch with
I The Sterling Varnish Co., Pittsburgh, Penna.
^uiimiiiinMimiiMiimiiMiimnMniiiiiiiiMiiMiMiiiMiiitiiiMiiMirmiMirMiiriiiMiiMirMiiiriiiiiiiiiiiiiiiiiiiiiiMiiiMimin^^
'«iiiMtiMtiiitiMiMMiitiiiiMiiMniiiiiiniiiiiiiiiMiiiiiiiiiiiii[iiiniiiiiiiiriiiiiiriiiiiiiiini:iiiiiiriiiiiiiiiiiiiiiiiiirtiiiiiiiiiiiii!iiitMiiiinin
s
I A Single Segment or a Complete Commutator
i is turned out with equal care in our shops. The orders we fill
= differ only in magrnitude: small orders command our utmost care
I and skill juet as do large orders. CAMERON quality applies to
i every coil or segment that we can make, as well as to every com-
i mutator we build. That's why so many electric railway men pely
i absolutely on our name.
I Cameron Electrical Mffir> Co., Antonia, Connecticuk
niiiiiiiiiiiiiiiiitiiiuiiniiiniiiiiiiMiiiiimiimiiiiiiitiiiiiiitiiiiiiiniiiMiiiiiiimiiiiiiiiiiiiiiiiniiiMiiiHiiiiniiiniMMitiHiwiw^
46
Electric Railway Journal
December 2, 1922
■lllltlliiiiilltiwiiiiilMiliiiiuliiiiiluiiuiiiiiiiiiiriiniiiiiiiiiiiilliiiiiuiiliiiMilininiHriniiiliiliiiiiliiiiiiiiiinniirliiiiiiiirriirtiiriiiiiii^ uitriitnitiiniiiiiiiitiiiiiiiiiiriuiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiniiiiii i iiiiHiMMuiiMiitiiHimiuiiiiiiiitdiiiiu
HOPE TAPES
For results — Tapes, Webbings, I
Sleevings, of uniform and standard |
quality for electric purposes, that is, I
Hope Webbing Company service. |
Send for samples and prices |
HOPE WEBBING CO. I
New York
Providence
Troy
Chicago I
tANrTr
Besr. U. S. Pat. Off.
ELECTRICAL INSULATION
Micanite armature and com-
mutator insulation, commu-
tator segments and rings,
plate, tubes, etc.. Empire oiled
insulating materials; Lino-
tape; Kablak; Mico; and
other products — for the elec-
trical 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
Works: Schenectady, N. Y. 8-F
miiiiiiiiiitiiniiiiiniiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiMiiiiitiiiiiiliiiiiin.'iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiitiiiiiiiiiiiiiiniitiiiiiiiiiiiiin
■tffniiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiimHiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiimiiiiMiitimiNiiiiiiiirMiiiiiiiiiiiiiiiiiiMiiiiiiiniiiiii^
I Car Seat and
Snow Sweeper Rattan |
For 60 years we have been the largest im- |
porters of rattan from the Islands in the |
Indian Ocean. It is therefore to be ex- |
pected that when Rattan is thought of I
our name, "Heywood- Wakefield," instantly |
comes to mind. |
Follow that impulse and write us when in |
the market for: |
High Grade close woven Rattan Car Seat |
Webbing, canvas lined and unlined, in |
widths from 12 in. to 48 in. |
High Grade Snow Sweeper Rattan in |
Natural and Cut Lengths. I
High Grade Car Seats, cross or longi- |
tudinal, covered with Rattan, Plush or |
Leather. |
HEYWOOD-WAKEFIELX)
COMPANY I
Factory: Wakefield, Mass. |
SALES OFFICES : |
Heywood-Wakefield Co. Heywood-Wakefield Co, 1
516 West 34th St.. New York 1415 Michigan Ave., Chicago i
E. F. Boyle, Monadnoek Bldg., San Francisco. Cal. |
F, N. QrigK, 630 Louisiana Ave., Washington, D. 0, I
Railway and Power Engineering Corp.. Toronto and Montreal I
G, F, Cotter Supply Co,, Houston. Texas i
TiiiMiiiiiMiiiiiiiiiriiiiiliiiiiiiriiiiliiiiiiiliiiiilMiMiiuiiiiiiiiHiiiiiiiiii'iiiiliiiiiiiiiiiiliHiiiiiindMiiiiiriiiriiiiiiiiiiiiiiiiiiiiriiiiiiiiiiitiit;
■iiimlllU!liliiiiMliiiiiiiMlMlltiiiiiniiiiniiniitiiiiiiiiiriiiiiiiiiiiiiiiiiilltiniiir>iiiirMittili,ifiiiiitiiiiiiniiiiiiiinii>iiitllllllilluiluiiii',j
u
fSED individually, there are Triblocs to manage
any load to 40 Tons ; used in batteries of two,
three, or four, they take care of loads up to 80, 120 and
160 Tons respectively. This means ability to cope with
loads not only of wide capacity-range, but of varying
bulk and conformation.
Write for information on any type or capacity to 40 tons*
2321-D
FORD CHAIN BLOCK CO.
SND Ok DIAMOND STREETS PH1LADCI.FMIA. PA.
^^ OVgRSCAS WtPWCSCNTATtVC ^1^ _
^^^^S^ALUED MACHINERY COMfWrrOF AMER»CA,^<fi^fc>
^'SJgSaiy'^ 5t CHAfcWCWS >T. NCW YO«H,.U&.A. ^"^^"^^^^
PAms ■nussCLS tuhin aARCKuor^A mo oc janciro
mHiiiiiMiiiiiiiiimimimiHiiiiiiiiiiiiiiiiiimimiiiiiimimHiiiiiiiMimiHmimiHiiiiiiiiiMiiimimiiiiiHiiiniimiiii^ riiiiiiiiiiimmiiHiiiiiNiiiiiiiiiMiiiiiiiiiHiiMiMiiiiiiiiiiiiiMiitiiitinMitMniiniiniitMiiMiiiiiiiiniiiiiniiitiiitiitiiiminiiitiittiiiuriiiiib
December 2, 1922
Electric Railway Journal
47
g""""" iiiiiiiiiiiiiiiiiniiiiiiiir miiiiiiiniiiiiiiiiiiiiiiiiiiii i iiiiiii i mil mil liimi^ gimimimimiimimmiiiiii iiiiii imimimil iiimimiiiimimimimimmimimimimi miiiiimui miiiiii,j
I ^ The I I
Zone System of Fares
Successfully Collected i |
With the aid of | |
Cleveland Fare Boxes
L«t u* give you particulars | |
The Cleveland Fare Box Co. i I
Cleveland, Ohio | |
CANADIAN CLEVELAND FARE BOX, Ltd.. | |
Preston, Ontario | |
^iiiiiiiiiiiiiiiiiiiiliiniiiiiiiiiiiiiiililliiiliiiiiiiiiiiiiiMiiliiiitiiMiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiimimiR =
SitniiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiillllllliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiililliliiiiiililililililllltlllllllllllllllllll'^ I
Waterproofed Trolley Cord
Type R-\0 International Single
Register. This register, hand or
foot operated, is also arranged for
electric operation and the double
Type R-] I IS arranged for electric
operation only.
Type R-tO
i Is the finest cord that science and skill can produce. =
I Its wearing qualities are unsurpassed. |
I FOR POSITIVE SATISFACTION ORDER I
I SILVER LAKE |
i If you are not familiar with the quality you will be i
I surprised at its ENDURANCE and ECONOMY |
I Sold by Net Weightm and Pall Lmmtha |
I SILVER LAKE COMPANY I
I Manufaetnrerg o/ bell, sitenal and otAcr eordm, a
I Newtonville, Massachusetts |
^iMriKiiiiHiiiuiiMiiiniiMittniiiiiMiiMiiiiiiiMiHiiiiiiniiMiiniitiiiiiiiMiiiiiiuiiiiiMiiiniuiitiiniiniiMiitiiiniiiiiiiiiiiiiniiiiuiiiuiiiR
More Revenue?
A more important matter than exten-
sions and additions to service is the secur-
ing of maximum revenue from existing
facilities.
A great majority of street railway
systems find that the accurate, dependable
registration of Internationals helps in
securing this maximum revenue.
Their simplicity of operation and the
definite visible and audible registration of
each fare helps platform men, and gives a
record which the accounting department
can rely upon.
Our mature experience in fare collection
and accounting matters is at the service of
street railway organizations for the asking.
I The International Register Co.
i 15 South Throop St., Chicago
= Exclusive Selling Agents for HEEREN Enamel Badges
^iiiiiiiiiiiMiimiiiimii I imimimmimiiiimimimimmiiiiiiiiiiiiimiiiimiiiiimimmimimmi iimimimmiiiiimS
::i|iiiiii[iniiiiiHiiiiiiMiiiiiiniiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiniitMiiiiiiiiiiiiiiiiiiiii)iiiuiiiiiitiiiiiiniMiiniiM
MAIL THAT ORDER TO NIC
niiiiiMiinMiiiiiiiiMriiniiiitiniiniiniiiiiiiMiniiMiiMMnirniiiiiiiiniiiiiiitiiniiniitMininiiiiiiniiniinMMiiHnniiminiirniuiiiuiiuiiMiiMMiiiiiitiiiniitiiiinH
ijiiiiiiiiiinimiiniiiiriiiiMifninFiininniniiniiuiiiniiiiiiiMitiiiniiiiiiniiniiniiiiiiriiiiHiiitiiitiMiiiniiiriiiiiiiiitiiiiiiiiiMittiiiiini'.^ :i*HiiiHiMiiMiiiiiiMnMiiMniiniiiiiiiiiiiMiiM(iMiiiiiiiiitriiriiitiiiiiitiiiiiiiiiiiiiiitiiiiiiiiiiriiiiiiii(iiiiiiiiiiiiiiiiiiiiiMiiiiiiiiHiiiiiiiiim
aUBOT&lC H&ATKB E4jUlf AtKNTS Addreea All i
Communi- i
catione to |
BUSH I
TERMINAL |
4 220 36th St.) =
Brooklyn. =
N. Y. I
Literature en 5
= THKKMOSTAT CONTROL BaVIPMKNT§ Retfuest =
BMiiniiiiMiiMiiiiinMHiMniiiiiiiiiiiuMiiiiniiiiiiiiiiiiiiiiiiiiMiiiiiiriiiiiiniiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiniiiiiiiniiiiiiui^
uimiiuMiiiiiniMiMiiiMiiiiiniiiMiiiMUiiiuiHiiiiiiHMiniiiiiiniiiiiiitiiniiHiHiiiiniiiiiiniitMiiMiniiiiMiiiiiiiiiiiiuiiiriiiiiiiMiiiniiiu
75% of the electric railways
B-V Punches
company r««j . Direct
Automatic |
Registration |
By the I
Passengers |
Rooke Automatic |
Register Co. |
Providence, R. I. f
'iitiiitliitllilllllllHllliluiilliiiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiMiiiiiiiiiMiiMiiiiiiiiiiiiiiiiiiiHiiiiiiiiiinuimiiimimiiiiimilllllih^
^iiiiiiiitiiiiiiiimiiMiiiiiiiniiiiiiiiiiiiiitiiiiiimiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiitiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiimiii^
I PROVIDENCE H-B i
i Send for Catalog
I BONNEY-VEHSLAGE TOOL CO., Newark. N J.
SliiiltiiiiiiiiiiiiiiiiitiiiiiiliilllllllltllilllltlliiiiiiiililllllllllllliiiiMiiillliiiiiiilllllllllllllllllllllllliiillllllllillllllilllllllilllllllllllliilliii;
SiliiiiiiiiiliiliniiniiiiHiiiiimiiuiliillHiiittiininiiililMlilllillliiiliiiiiiniimiiiiiiillMlllllllllimilinlllliniiiiiiitiiitllllimimilmilii
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
I RATTAN SUPPLIES OF EVERY DESCRIPTION |
^iiiimiiiiimiiMiiimiiHiiitMiiiiiiiiiiiiimiitiiiniiiiiimiiiiiiiiiiiiiiiiiiiniitiiiiiiiiiiimiiniiiiiiniiiMiitiiniiiiiimmmiiiiinHiiiiHiii
FENDERS
LIFE GUARDS
I The Consolidated Car Fender Co.,, Providence^ R, I. |
I Wendell & MacDufBe Co., 61 Broadway, New York i
i General Sales Agents §
^niiiiiitiiniimiiHiiiiiMiiiiiiniiiniiiiiiniiiiitiNiitiiiNiiiiiirniiiiiiiiiMiiuiiiiiiiiiiiitMtiMiMnriiniiiiiiiiiiiiiiiiiiiiiniitiiiniiiiiiHHm
aiiiiiiiiiiiiiiiiiMiiuiiiiiiiiiiuiiiiiHiiiniiiiiiiiiuriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiitiiiiiniiiiiiiiiiiiiiniiiiiiiii'::
TWO, FOUR AND FIVE ARM
TURNSTILES
Send for Circulars
DAMON-CHAPMAN CO.
Rochester, N. Y.
.tillliiiiiiiillillllllllinilllMMlllillillllllliilliiitllliuillilllliillllllliliillllliliMiiiiiiMiiiiiiiiiiMiiiiimiimimimmimiiimimmiiiiimn
48
Electric Railway Journal
mil iiiiiiiiiiiiiii iiiiiiiiiiiiiiiuiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiituiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuuin:iiiiiiuiiiiiiiuuniiii^
lilt P"
' I
§
December 2, 1922
imiiiiiinuiiininiiiiuuMiMUiMiiiii^
Brake Shoes
I .^^^ Jv*^^^'"""^ 1 1 A. E. R. A. Standards
I (JU^^^^^ j I Diamond "S" Steel Back is the Best Type
j ^ CORRECT IT I I
Standard I
i USE LE CARBONE CARBON BRUSHES | P
^Ay.-^^"
fU'^*^
Patterns
for
COST MORE PER BRUSH
COST LESS PER CAR MILE
W. J. Jeandron
345 Madison Avenue, New, York
Pittsburgh Office: 634 Wabash Bldg.
San Francisco Office: 525 Market Street I
I Canadian Distributors: L.yiimn Tube & Supply Co., Ltd., g
1 Montreal and Toronto =
fuiniiiiuimuiiiiiiiiiiiiiiiiiiininiiuiiiiiiiMiiiiiiiiniiiiiiiiiiiiiiMiiiiiiiniiiMiiiiiiiiiiiiMiimimitraiinimiiiuiiinnDmiiiiniiuiniif
uiiiiiiiiiiiiniiMiHiiniiiHiiiiiiiiniiiiiiiiiiMiiiiitiiMiiiiitiiniiMiiuiniiMmiMiiiiiiiiiuiiiiHiiiiiiiitimiiiiiiiiiMiHiiiiiiiiiiiiiiimiiiitiiu
I RAILWiVy MOTOR BRUSHES I
SAFETY
CAR
D-67 for Narrow Treads
D-87 for Wide Treads
American Brake Shoe and Foundry Co. I
30 Church Street, New York ♦ |
I 332 So. Michigan Ave., Chicago Chattanooga, Tenn. |
imiiiniiniiiiiiiiiiinimmiHiiiiiiiiiiiiiiiiiiiKiniiniiiriin'tuMtii *>» '•'■'•"•tiii':iiiiiiiiiiiiiininiiitiiiiiiuic
viiiuiiiiltiimii1T)iiiiiiiiiitiiriiiiti iiiiiiiriiuiiiiitiiiiitiiiiiiiiiiiiiiiiiitiiii t iiii iiiniiiiiiiiiiiiiiiiiNiiiiiiMiiiiuiiiiMSB
407
I Grade 407 is luiiversally recognized and adapted as the premier i
I compressor motor brush on standard railway systems. One of a I
I series of standard railway compressor motor brushes. |
I COLUMBIA BRUSHES
j COST NO MORE — LAST LONGER |
I NATIONAL CARBON COMPANY, INC. I
I CLEVELAND, OHIO SAN FRANCISCO, OAL. |
nlllllliiiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHllllllllllllllllllllllllllllllllllluilluillillllliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiliiitlllllllllllllllln
MiHiiiiiiHiiiiitiiiUimiHiiiiiiiiiiiiiiiniiiiiiMiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiniiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiL
pAU*WAl( I fTIUIT\( f»OMPAN\{ |
Sole Manufacturers §
"HONEYCOMB" AND "ROUND JET" VENTILATORS I
for Monitor and Arch Roof Cars, and all classes of buildinffa; i
also ELECTRIO THERMOMETER CONTROL I
of Car Temperatures. i
141-lftl WEST 22D ST. WHte for 1328 Rroadway |
Cbicaeo. III. Catalogue New York. N, Y. 3
imiiitiiiiiiiiiiiiiniiiiiinriiiiiininiiiiMitiiniiniiiriiiMiiriiiiiiiMitiiitMTiiiiiitiiniitiininMuiniiuiiiiMiiiMitiitiiitiniiniitiiiiiiiiii't
MOEE-JO^ES
'TIGER-BKOmE'
AXLE
/AND ARMATURE
BEARINGS
J^o{ cilways me cAeapesi, bui eVer
lowest in u/iimate cosi
MORE-JONES BRAvSS&METALCQ
S(. Louis. Missouri.
:iiuiiiiiutiiniiitiiniiiiiirriiiriiiiiiiriiiiiiiiiiiiiiiiiiiiiirriiiitiriiiriiiiiiii)iiiiiiiiiiiiriiriiriiiiriiitiiMriMiiiiiiiriiii<iriiiiiiiiiiiiiMiiiuiiiit: w
METER THE ENERGY |
that's what you want to save |
Then double the saving by Inspectlnff cars on a kllowaU-hour =
basis Instead of mileage or time-basis. Ask for data i
ECONOMY ELECTRIC DEVICES COMPANY i
L. E. Gould, 37 W. Van Buren St., Chicago I
_ GENERAL, AOBNT: Und Almnlnum Field Colli I
= DISTRICT AGENTS: Peter Smith Heaters. Woods Ixjok TIU =
E Fare Boxes, Bemls Truck Specialties, Miller Trolley Shoes. =
Siiiiiiliiiiiiiiiuiiiiiiuiiiiimiiiiiuiiiiiiiiiiiniiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiinimiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiimiiiiimiiiil!
Sill iiiiiiiMiiiiiiiiiii II imiiiiiiiiiiiiitiii I iiiiiiiiiiiiiniiiiiiiimiiiiiiiiiiiiii iiiiiiiiiiiiii iiiiiiiuiniF
iliiiiiiiiiiiiiiiiiiiiiiiiiiiuiHiiiiiii iiitiiiiiiiiiii mil nil I mm m" i im imiiiinll£
IT
^^^B| Percy Manufacturing Co., Inc. i
I ^^^1^^^ 30 rliurth Street, Ne\v York City |
TMimimiiiiHiiiiiiiiiiiimimmimimmittimimmiiiiii iiimimmimimmiiiiiiiimm mmimmimimmiimitiimmiiii*:
iiiiiiiiiniiiumtluuiiuujuiiuiiiiiiniiliiilitlllinMiiitiiiniHiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiu*
Gets Every Fare
PEREY TURNSTILES
or PASSIMETERS
Dk them in your Pretnyment Area* and
Street Car*
Sse tha Crank of th« i
GREAGHEAD DESTINATION SI6N|
lly i'n;i:i' n * it, c nductor or motorman E
can ciiange sign without leaving platform, s
All thai has to be done is to turn the S
crank. Better investigate. |
CREAGHEAD ENfilNFERINQ CD.. CINCINNATI. 0. |
iiiniiiiiHiiiiiniiMiniiiriiiiiMiiiiiitiHiiiiiiMiitiiinuiiHimimiHiiiiiiiiimiimmiMiiiiiiMmiitimimtiimmMmtfnmm^
December 2, 1922
Electric Railway Journal
49
Searchlight Section
EMPLOYMENT -BUSINESS OPPORTUNITIES- EQUIPMENT
UXDISPLAYED — KATE PER WORD : INFORMATION : DISPLAYED — RATE FEB INCH :
i'osJdmis Wanted. 4 cents a word, minimum Bon fltimiera In care if any of our offlces 1 to 3 Inches $4.50 an inch
75 cents an Insertion, payabie in advance. count lOwords additional in undisclayed ads. 4 to 7 inches 4,30 an inch
Foiition, recant and all olher classifications. DUco«nt of 10% if one payment is made in « '" " '"*'" ''•"' »" '"■="
» cents a word, ailnimum cnarge s_.yu. advance for four consecutive insertions of An advertUinff inch is measured vertically on
ProDosals, 4C cents a line an Insertion. undlspiayed ads (not Including proposals). one column, 3 columns — 30 Inches — to a page.
_ ^^ J
POSITIONS VACANT
MAX, experienced in both line work and
track work on fifteen mile interurban
railroad in Xew Jersey; salary $150.00
per montli. State your experience. P-
479. Blec. Railway Journal, 10th Ave. at
36th St., New York City.
POSITIONS WANTED
DIVISIOX road master, general foreman ;
practical experience, for twenty-two
years maintenance, construction, special
work, steam or electric ; three years di-
vision road master on New England city
and interurban line ; prefers Middle West
or Coast. P\V-4S4. Elec. Ry. Journal.
10th Ave. at 36th St.. New York City.
GENERAL foreman of shops and car
houses, with a proven record of eighteen
years on large city and interurban prop-
erties, desires to make a change ; can
furnisli A-1 references as to character
and ability ; understand all details of
mechanical department thoroughly ; will-
ing to go anywhere. PW-478, Elec. Rail-
way Journal, 10th Ave. at 36th St., New
Y'ork City.
MANAGER or superintendent railway,
light and power properties ; successful
organizer and tactful in public relations ;
very resourceful in rehabilitating prop-
erties ; excellent references. PW-481,
Elec. Railway Journal, 10th Ave. at 36th
St., New Y'ork City.
MR. AIANAGER, are you in need of a cap-
able, practical superintendent of trans-
portation who is fully competent to take
over all details and handle same in a
manner that would be a credit to your
property? Successful in public relations,
safety campaigns and capable of getting
results from employes ; recognized as an
economical operator. At present with
large property ; present relations are
pleasant ; personal reasons for desiring a
change to another property. A proven
record of eighteen years with large city,
suburban and interurban properties with
high grade references is back of this ad.
PW-48B. Elec. Railway Journal, Leader-
News Bldg., Cleveland, Ohio.
POSITIONS WANTED
llllltlMllllMIMtlMIIti
illlllllMHIMIIiii
SUPERINTENDENT, with successful rec-
ord as statistician and operating head ;
experienced in interurban, safety car and
bus operation ; can get desired results ;
satisfactory relations with prsent em-
ployer : personal reasons for desiring
change. Address PW-477, Elec. Rail-
way Journal, LeSLder-News, Bldg., Cleve-
land, Ohio.
Are You The Man
we need, not merely to sell our prod-
ucts to the electric traction industry,
but what is more important to
render a real esig^ineerinp ser^aee that
is associated with that product ?
The man we want may be associated
with the electric traction industi-y at
this time or with a sales org-aniza-
tion covering- that industry. He has
probably realized that his opportun-
ity lies in the direction of the sales
eiigripeer who sells his product be-
cause of the engineering service he
can render. To 6uch a man we can
offer a real position. He wilt be
located in the East. State yoiu'
qualifications fully and address
P-483. Electric Railway Journal
Leader-News Bldg*.. Cleveland. Ohio.
■ UIIIIIIIIMIIIIIIIIIIIIIIIIIIIMIIMIIM III! lllllll Illinillllllllll
New Motor Repair Parts
IMMEDIATE SHIPMENT
We have in stock virtually every part
necessary to complete all of the types ol
non-interpole motors. They are new and
were manufactured by either the Westing--
house Compaiiy or the General Electric
Company. They may be purchased at 2.">
per cent less than the manufacturers pres-
ent prices.
Send your orders to us and deduct 25 per
cent from the current quotations.
What have you for sale?
TRANSIT EQUIPMENT CO.
Cars — Motors
501 Fifth Avenue, New York.
i FOR SALE i
20— Peter Witt Cars
i Weight Complete, 33,000 lbs. |
i Seat 53. 4 — G. E. No. 258-C Motore. !
= K-12-H Control, West. Air Taylor Truck*. \
% R.H. Type. Complete. I
I ELECTRIC EQUIPMENT CO. I
Commonwealth Bldg.. Philadelphia, Pa. |
3000 TONS
60 lb. Relaying Rail
A.S.C.E. Section
and Angles
At Girard, Pa.
Buffalo Housewrecking
and Salvage Co.
Buffalo, N. Y.
nm
"Opportunity" Advertising: | |
Think
^^Searchlight"
First!
0099
VMimiiiiMMiininiMiiiiiiiiiMiiiHtiiiiiiiiMiiniiiit iiiiiimimii tiiiiiiiiiiiiiiiiiitt
FOR SALE i
2 — Brand New G. E. Reversible motor equl[>- s
ments, 550 volt, D.C., each constating of: I
I — 50 Hp., 250/1000 r.p.m., and one 6 hp„ =
1X00 r.p.m.. intermittent rating motors, com- I
piete with control panels, controllers. rheostatB, =
etc. Price each equipment, J 1 0 0 0, f.o.b.. s
New York, boxed. =
GR. WEIVBERG & AT.. FOSKER I
ENGINEERIXG COMPANY. Inc. i
120 Broadway, New York. N. Y. |
IIIIMIFIilllllllllMIIMHIHirtllMllll INIIIIIIItllllllttllllllltllllllltlllllllllllHItMlltr
IIUMUIIIIMII rMIIMIIDItllUMIMH IMIIM tllMMUIHIIItllttlllllM-,
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!
illMlir llllllllltllllMMIIIItMIIIMUMIIIIIIIMIMIIMIIIflMMMII
IIIMIIIHMIIIIinillltllllllUK
'lllltMtllMIIIHMIIIMIMIHHr
50
9C:«ARCHLIGHT SECTIONlI^i
December 2, 1922
Electric Railway Journal
NOTE — Sale of Sodium Nitrate, approximately
25,000 short tons, located at Jacksonville, Tenn.,
will be held by Sealed Bids, closing 12 o'clock
noon, December 15, 1922. For information and
proposal form, address District Ordnance Sal-
vage Board, Room 808, Army Bldg., 39 White-
10-G.A.
December 2, 1922
Electric Railway Journal
fmSEARCHLIGHT SECTKMH^^
lOG.A.
51
N.
ProAt
XDLE machines do more than gather
dust. They pile up a costly over-
head— while you're waiting for the ma-
terial that wasn't delivered on schedule.
Many a plant has been saved this em-
barrassment and expense by discover-
ing a War Department Sale on just
the materials they needed. For every
War Department Sale means im-
mediate delivery!
And a, big saving, as well.
Look in your business paper or the daily press for
the sales announcements. When you find one that
fits your needs, send for the catalog. Then seize
your opportunity, for such a one will never come
again. Address inquiries to Major J. L. Frink,
Chief, Sales Promotion Section, Office, Director
of Sales, Room 2515 Munitions Building, Wash-
ington, D. C.
Send for this booklet, The
Story of War Department
Sales.
52
Electric Railway Journal
December 2, 1922
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
Advertisins, Street Car
Collier, Inc.. Barron Q.
Air Receivers. Aft«rcooler«
IngersoU-Eand Co.
Anchors, Gay
Electric Service Supplie* Oo.
Ohio Brass Co.
Westinghouse Elec. & M. Co.
Armature Shop Tools
Elec. Service Supplies Co.
Automatic Return Switch
Stand
Bamapo Ajax Corp.
Antomatic Safety Switch
Stands
Ramapo Ajax Corp.
Axle Straighteners
Columbia M. W. 4 M. I. Oo.
Axles, Car "Wheel
Bemis Car Truck Co.
Brill Co.. The J. G.
St. Louis Car Co.
Taylor Electric Truck Co.
Westinghouse Elec. & M. Co.
Babbitt Metal
More-Jones B. &M.Co.
Babbitting Devices
Columbia M. W. & M. I. Co.
Badges and Buttons
Electric Service Supplies Co.
International Register Co..
The
Bankers and Broker*
Coal & Iron National Bank
Batteries, Dry
National C.'irbon Co.
Nichols-Lintem Co.
Bearings and Rearing Metala
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
A. Gilbert & Sons B. F. Co.
Le Grand. Inc., Nie.
More-Jones Br. & Metal Co.
Taylor Electric Truck Co.
Westinghouse Elec. & M. Co.
Bearings, Center and Boiler
Side
Stuck! Co.. A.
Bearings, Roller
Stafford Roller Bearing Car
Truck Co.
Bells and Gongs
Brill Co.. The J. G.
Columbia M. W. & M.I. Co.
Consolidated Car Heating Oo.
Elec. Service Supplies Co.
Benders, Bail
Ry. Track-work Co.
Watson-Stillman Co.
Boiler Tubes
National Tube Co.
Bond Testers
Amer. Steel & Wire Co.
Elec. Service Supplies Co.
Rail Welding Sc Bonding Co.
Bonding Apparatus
Amer. Steel & Wire Co.
Elec. Ry. Imp. Co.
Elec. Service Suplies Co.
Indianapolis Switch & Frog
Co.
Ohio Brass Co.
Railway Track-work Co.
Rail Welding & Bonding Co.
Bonds. Ball
Amer. Steel & Wire Co.
Elec. Railway Imp. Co.
Elec. Service Supplies Co.
General Electric Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Westingliouse Elec. & M. Co.
Brackets and Cross Anns
(See also Poles. Ties, Po<t&
etc.)
American Bridge Co.
Bates Exp. Steel Truss Co,
Creaghead Bng. Co.
Elec. Ry. Equip. Co.
Elec. Service Supplies Co.
Hubbard & Co.
Ohio Brass Co.
Brake Adjusters
Nat'l Ry. Appliance Co.
Westinghouse Tr. Br. Co.
Brake Shoes
Amer. Brake Shoe Ic rirj.
National Brake Co.
Safety Car Devices Co.
Taylor Electric Truck Co.
Westinghouse Tr. Br. Co.
Bridges & Buildings
American Bridge Co.
Brooms, Track, Steel and
Rattan
Amer. Rattan & Reed Mfg.
Co.
Brushes, Carbon
General Electric Co.
Jeandron, W. J.
Le Carbon e Co.
Morgaiiite Brush Co.
National Carbon Co.
Westinghouse Elec. & M. Co.
Brushes, Graphite
Morsranite Brush Co.
National Carbon Co.
Brush Holders
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. & M. I. Co.
Brnshes. Wire Pneumatic
IngeraoU-Rand Co.
Bunkers, Coal
American Bridge Co.
Buses, Motor
Brill Co.. The J. G.
Miiten Traylor. Inc.
St. Louis Car Co.
Bushings
Nat'l Fibre & Insulation Co.
Bushings, Case Hardened and
Manganese
Bemis Car Truck Co.
Brill Co., The J. G.
Cables
(See Wires and Cables)
Cambric Tapes, Yellow &
Black Varnish
Irvington Varnish & Ins. Co.
Mica Insulator Co.
Carbon Brushes
(See Brushes, Carbon)
Car Lighting; Apparatus
Elec. Service Supplies
Car Panel Safety Switchee
Consolidated Car Heating Co
Weetinghouse Elec. & M. Co.
Cars, Dump
Differential
Inc.
Cars, Gas Rail
St. Louis Car Co
Cars, Passenger Freight
Express, etc.
American Car Co.
Brill Co., The J. G.
Kuhlman Car Co.. G. C.
McGuire Cummings Mfg.
Co.
National Ry Appliance Co.
St. Louis Car Co
Thomas Car Works.
Perley A.
Wason Mfg. Co.
Witt, Peter
for
Steel Car Co.,
Co.
Barbour-Stockwell (>>.
Bemis Car Truck Co.
BHU Co.. The J. O.
Columbia M. W. & M. I. Co
Taylor Electric Track Co.
Wheel Truing Brake Shoe
Co.
Brakes, Brake Systemt and
Brake Parta
Ackley Brake & Sup. Corp.
Bemis Car Truck Co.
Brill Co.. The J. G.
Columbia M. W. * M. I. Co
General Electric Co.
Cars, Second Hand
Electric Equipment Co.
Cars, Self-Propelled
General Electric Co.
Castings, Brass, Comimsition
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 Bridge Co
Bemis Car Truck Co.
Columbia M. W. & M. I 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
Le Grand. Inc. Nic
Catchers and Retrleren
Trolley
Earn, C. I.
Electric Service Sup. Co
Ohio Brass Co.
Wood Co., Chas. N.
Catenary Construction
Archbold-Brady Co.
Ceiling, Car
Pantaaote Co.. The
Circuit Breakers
General Haectrie Co.
Westinghouse Blec. & M. Co
Clamps and Connectors
Wires and Cables
Anderson Mfg. (jo., A
J. M.
Electric Railway Equip. Co.
Elec. Service Supplies Co.
General Electric Co.
Hubbard & Co.
Westinghouse Elec. & M. |Co.
Cleaners and Scrapers, Track
(See also Snow - Plows,
Sweejiers and Brooms)
Brill Co., The J. G.
Ohio Brass Co.
Clusters and Sockets
General Electric Co.
Coal and Ash Ifandllng
(See Conveying and Hoist-
ing Machinery}
Coll Banding and Winding
Machines
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Coils, .Armature and Field
Columbia M. W. & M. I. Co
General Electric Co.
We.sliiiffhouse Elec. & M. Co.
Coils, Choke and Kicking
Electric Service Suppliea Co.
General Electric Co.
Westinghouse Elec. & M. Co.
Coin-Counting Machines
Internalional Register Co.
The
Johnson Fare Box Co.
Commutator Slotters
Electric Service Suppliea Co.
General Electric Co.
Westinghouse Elec. & M. Co.
Commutator Truing Devices
General Electric Co.
Commutators or Parts
Cameron Elec'l Mfg. Co
Columbia M. W. & M. I. Co
(Seneral Electric Co.
Wostinghouse Elec. & M. Co.
Compressors. Air
AUis-Chalmers Mfg. Co.
General Electric Co.
Ingersoll-Rand Co.
Westinghouse Tr. Br. Co.
Compressors, Air Portable
Ingersoll-Rand Co.
Compressors, Gas
Ingersoll-Rand Co.
Condensers
General Electric Co.
Ingersoll-Rand Co.
Westinghouse Elec. & M. Co.
Condenser Papers
Irvington Varnish & Ins. Co.
Conduits, Underground
Std. Underground Cable Co.
Connectors. Soldrrless
Wcfitinghouse Elec. & M..C0
Connectors, Trailer Car
Consolidated Car Heating Co.
Elec. Service Supplies Co.
Ohio Brass Co.
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.
Weetinghouse Elec. & M. Co.
Converters. Rotary
General Electric Co.
Weetinghouse Elec. & M. Co.
Conveying and Hoisting Ma-
chinery
American Bridge Co.
Columbia M. W. & M. X. Co.
Copper Wire
Anaconda Copper Mining Co.
Cord .Adjusters
Nat'l Fibre & Insulation Co.
Cord, Bell, Trolley, Register,
etc.
Brill Co.. The J. G.
Electric Service Supplies Co.
International Register Co.,
The
Roeblings Sons Co.. John A.
Samson Cordage Works
Silver Lake Co.
Cord Connectors and Couplers
Electric Bervice Supplies Co.
Samson Cordage Works
Wood Co.. Chas. N.
Couplers, Car
Brill Co.. The. J. G.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Cross Arms, (See Brackets)
Crossings
Ramapo Ajax Corp.
Crossing Foundations
International Steel Tie Co,
Crossing Frogs and Switches
Ramapo Ajax Corp.
Wharton. Jr., &Co.. Inc.. Wm.
Crossings, Manganese
Indianapolis Switch & Frog
Co.
Ramapo Ajaz Corp^
Crossing Signals. (See Slg-
I nals. Crossing)
& , Crossings, Track. (See Track,
Special Work)
Crossings. Trolley
Ohio Brass Co.
Curtains and Curtain Fix-
tures
Brill Co., The. J. G.
Electric Service Supplies Co
Morton Mfg. Co.
Pantasote Co.. The
Dealers' Machinery
Electric Equipment Co.
Transit Equipment Co.
Derailing Switches. Tee Rail
Ramapo Ajax Corp.
Destination Signs
Columbia M. W. & M. I Co
Creaghead Eng. Co.
Electric Service Supplies Co.
Detective Service
Wish Service. P. Edward
Dogs, Lathe
Williams & Co.. J. H.
Door Operating Devices
Consolidated Car Heating
Co.
National Pneumatic Co.. Inc.
Doors and Door Fixture*
Brill Co.. The. J. G
Cfeneral Electric Co.
Safety Car Devices Co.
Doors, Folding Testibole
National Pneumatic Co
Inc.
Draft Rigging. (See Coup-
lers)
Drills, Rock
Ingersoll-Rand Co.
Drills, Track
American Steel & Wire Co
Electric Service Supplies Co
Ingersoll-Rand Co.
Ohio Brass (3o.
Dryers, Sand
Electric Service SuppliM Co.
Ears
Ohio Brass Co.
Electric Grinder>
Railway Track Work Co.
Electrodes, Carbon
Indianapolis Switch & Frog
Railway Track Work Co.
Electrodes. Steel
Indianapolis Switch & Frog
Co.
Railway Track Work Co.
Electrical "Wires and Cables
American Elec. Works
Roeblings Sons Co., J. A.
Engineers, Consulting, Con-
tracting and Operating
Allison & Co.. J. E.
Archbold-Brady Co.
Arnold Co., The
Beeler John A.
Byllesby & Co., Inc.. H. M.
Day & Zimmerman. Inc.
Dodd. J. N.
Drum & Co., A. L
Feustel. Robert M.
Ford. Bacon & Davis
Hemphill & Wells
Hoist, Bngelhardt W.
Jackson. Walter
Kelly. Cook & Co., Inc.
Ong, Joe R
Parsons, Klapp. Brlnkerhofl
& Douglas
Richey, Albert S.
Robinson tc Co.. Dwight P.
Sanderson & Porter
Sangater & Mathews
Smith & Co.. C. E.
Stone & Webster
Witt, Peter
Engines. Gas, Oil and Steam
Ingersoll-Rand Co.
Westinghouse Elec. & M
Co.
ISxpansion Joints, Track
Wharton Jr., & (3o., Inc.,
Wm.
Fare Boxes
Cleveland Fare Box Co.
Economy Elec. Deviees Co.
Johnson Fare Box Co.
Nat'l Ry. AppUance Co.
Ohmer Fare Register Co.
Fence*, Woven Wire and
Fence Posts
Amer. Steel & Wire Co.
Fenders and Wheel Guards
Brill Co., The. J. Q.
Cleveland Fare Box Co.
Consolidated Car Fender Co.
Electric Service Sup. Co.
Le Gr.ond. Inc. Nic
Star Braas Work*
Fibre and Fibre Tubing
Nat'l Fibre & Insulation Co.
Westinghouse E. & M. Co
Field Coils. (See Coils)
Flaxlinnm Insulation
Nat'y Ry. Appliance Co.
Floodlights
Electric Service Sup. Co.
Flooring, Composition
American Mason Safety
Tread Co.
Forglngs
Columbia M. W. & M. I. Co
Williams & Co.. J. H.
Frogs & Croisings. Tee Rail
Ramapo Ajax Corp.
Frogs, Track. (See Track
Work)
Frogs. Trolley
Ohio Brass Co.
Fuses and Fuse Boxes
Columbia M. W. & M. I. (3o.
Consolidated Car Heating Co.
(Seneral Electric Co.
Westinghouse Elec. & M. Co
Williams & Co., J. H.
Fuses, Refillable
Columbia M. W. AM. I. Co.
(Jcneral Electric Co.
Gaskets
Westinghouse Tr. Br. Co.
Gas-Electric Cars
General Electric Co.
Gas Producers
Westinghouse Elec. Sc M. Co.
Gasolene Torches
Economy Elec. Devices Co.
Gates, Car
Brill Co.. The, J. G.
Gear Cases
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Westinghouse Elec. * M. Oo.
Gears an^ Pinions
Arkle.v Brake & Sup. Corp.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Electric Bervice Supplier Co.
(Jeneral Electric Co.
Nat'l Ry. Appliance Co.
Nuttall Co., R. D.
Tool Steel Gear & Pinion
Co.
Generating Sets. Gas-EUectrit
General Electric Co.
Generators
English Electric Co.
(5eneral Electric Co.
Westinghouse Elec. & H. Co.
Goggles, Safety
Indianapolis Switch & Frog
Co.
Gong* (See Bells and Gong*)
Graphite
Morganite Brush Co.
Greases. (See Lubricants)
Grinders and Grinding Sup-
plies
Indianapolis Switch & Frog
Co.
Railway Track-work Co.
Grinder*, Portable
Railway Track Work Co.
Grinders, Portable Electric
Railway Track Work Co.
Grinding Blocks and Wheel*
Railwa.v Track-work Co.
Guards. Cattle
American Bridge Co.
Guard Rail Clamps
Ramapo Ajax Corp.
Guard Ralls. Tee Rail &
Manganeee
Ramapo Ajax Corp.
Guards, Trolley
Electric Service Sup. Co.
Ohio Bras* Co.
Hammer*, Pneumatic
Ingersoll-Rand O).
Harp*, Trolley
Anderson M. Co., A. A 3. M.
Bayonet Trolley Harp Co.
Electric Service Sup. (Jo.
More-Jones Br. & Metal Co.
Nuttall Co.. R. D.
Star Brass Works
Helmets, WeldliK
Indianapoll* Switch A Frog
Co.
Headlight*
Electric Service Sup. Co,
General Electric Co.
Ohio Braes Co.
Headlining
Pantasote C-o.. The
Heaters. Car (Eleetrle)
Consolidated Cat Heating
Co.
Economy Electric Donee*
Co.
Gold Car Heating & ULfht-
ing Co.
December 2, 1922 ElectricRailwayJournal 53
iiimiiiiiiimiiiiiiniiiiMiniiiiiiMiiiiiiiiiiiHiiiiiiiuiiiiiiiiiiiiiiHiiiiiiniiiiiiiiiHiiiiiiiiiiiiiiiiiiiiimiiiiiiitiiiiiiiniitiiMiimiiiiiiiin SiMiiiMiiiMmiifiiiirMininiiiiiimiiiiiiiiiitiiitiiiiiuiiiiiiiHiiniiiiiiniiiiiiiiiiiiiiitiitiiitiiiiiiitiitiiiiiiiniiniiiiiiniiiiiiniiiiiitiiiiiiiiL
THE COAL & IRON NATIONAL BANK I
of the City of New York f
Capital $1,500,000 ' |
Surplus $1,000,000 Und. Profits $363,051 |
Resources $23,743,000 f
Offers to dealers every facility of a New York i
Clearing House Bank. §
'iiriiriiiliiliiMitniiiiiiiiiiiMiiiiiiMiiiiiiintriiliilrrlltillllirillllMlllliriilMllliitilillHriiiriiiriilriliriilllilriiillliiilliiliililiiliiiiitinriiK;
HininnintiiiiiiiiiiiiNiiMiiiiiimiiiiiiiiiiiiiriiiiiiiii'iiiiitiiiiiiiiiiiiiiiHiiiiiitiiriiitiiiiiiiiiirniriiitiiitiiiiiiitiiiMiiiiiiiiiiiiiDiiiiiuiiiiL
I Don't Remove Worn Wheels |
I It isn't necessary any more. Just equip your cars with i
I Wheel Truing Brake Shoes. |
I If only the wheel tread needs truing, ask us to send you the |
T\a^r=<T 7^;.''^J^:^^»w brake shoe (section i
iri??;5:^75?OT7?S5l^ O ^ shown herewith). I
IVe have a brake |
s/ioe for every I
kind of vtheel |
•wear. i
I Wheel Truing Brake Shoe Co. I
I Detroit, Michigan |
?iii)iMiiMiiiiiiiiiii)iiii)ii[iiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiitiiri)iiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiMiiimiiliiliiiiniiiiiii(illuiR
aiiiiinilllllllilllllini)ilillllluiiliiiniiiiiiniiiiiillii(lllllliiiillliiiilllMiiilllii(ilniiiii!iliiniiiiiiHiuiiiilinililllninliiiiiiniiliiiniini.:
E A R L L
DIFFERENT kinds of service require different
modes of treatment. For years we have special-
ized on Catchers and Retrievers exclusively. We
can satisfactorily meet every condition.
We can give you the Ratchet Wind, the Emergency
Release, the Free-Winding Spring, the Drum Check,
and other absolutely exclusive features.
^S^-rA, A^ I
^MiiniiiiiiniiiiiiiiiiHii' ■[MiiiiiiniiitiiiiiiMiimiiiimiiiiiiiiiitiiiiiimiiiiiiiiimiiiiiiiiitiiiitiiiiiiitiiiiiiiiiiMiiiiiiiiiiiiiiitiiHiiiiiiini
uiiNiiiiiNnMiiriiiiiiiiii;iiMiiniiMiUHiuniiniMiuiiiiiiiiiiiiiiiiiii(iiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiitiiiitiiiiiiiiiiiiiiiiiiNiiiiiiiiiiiiiiiMiiiit:
•THEY'RE FORGED— NOT CAST
THAT'S WHY THEY LAST"
1 e<?f
u
w nr.
>V l_ l_ C O l=> F>
A Ps.
"t
{No Alloy)
R
Lr-^\}
^B
^V I
TROLLEY WHEELS
The die-forged balance means smooth running and i
continuous contact. I
Send for Particulars |
THE COPPER PRODUCTS FORGING CO. I
I 1412 East 47th Street, CLEVELAND I
!fiiirMiiiiiirriiiitiiitiiiiiiiiiitriiiiiiiiiiiiiii)iiiriiiiiiiriiitiiiiiiiitiiriiiMitMiiiiiiiiiiiiiiiiitiiitiiiMiiiiiMiiriiiiiiiMiniiitiitiiliiiimiiiiiiUR
uninMirrinrinMiiimittiiMiiiiiiiiiimiiiiiiniiiiiniiriiiiiiiiiiiMiiiiiimimiiiiiiiitiniMiiiiiiHiiMiiMnMiiMUMUiiHiHiimimiiminnii':
mii''<iiiiiitiiiiiiiimitiiimniiiiiiniiitMitMiiiiitMitiiiimiriiiMiiiMiMiiriiiMiiimMiti> HiiiiMiiiMiiiiiimiiiiiiiiitiiiriiiiiiiiiiiiiir:
uinrniirMiiniiMiiMiiiMiMiiiMiiMiiuiiMiiMiKiiiMiMiiiiiiiiniiiiiniiiiiiMiiMiiMiiiMiiiiiiuiiiiiiMiiMiiuiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiur.
N-L
Indicating Signals
Mechanical Sanders
Ventilators, Smokestacks
Pneumatic Sanders
Selector Switches, Lanterns, etc.
I I SAMSON SPOT WATERPROOFED TROLLEY CORD I
THE NICHOLS-LINTERN CO. I
I 8404 Lorain Ave., Cleveland. Ohio I
'irilitilliiiiitlllllliiiiiiilinilMllHliniMitiiiiMiitiiitiiiiiiiiiiiiiiiriiiMliiititiiiiHirtiitiiiiMiliiiiiilrilniiltiuninillllllllllllKilliiiinilllir
jmiimimiimiMiiiwir iiiiifiiiiiiiiiiiiiiiiii iii iifiiiiiriiiiiiii iim iiiimiii (iiiiiiiiiiiiliiiri:
ELECTRIC CAR HEATERS
THERMOSTATIC CONTROL
ELECTRO-PNEUMATIC
bOOR OPERATING DEVICES
iiiiiiiiiiiiiiiiiiniiiiiniiiuiiiiiiiiiiiniiiiiiiiiiiiiiii' iniiniiniiiiiiiiiiuiiiuiiniiitiiniiniiiiiiuiiuiiiiiiuMUiMiiHiiiniiiiiitHHii?
i Made of extra qualiiy siucit iirmiy Draide4 and smoothly Unished. i
i Carefully inspected and g-uaranteed free from flaws. i
= Samples and informatiou g-ladly sent. §
I SAMSON CORDAGE WORKS, BOSTON, MASS. |
^HiMiiiniirniiiintiniiiiiiiiiMiiNiiMiirMirniiiiitiiiiMiiiiiiuiiniiNiii)iiiNiininniiiiiitiiiniitiiiiiiiiiiiiiiiiiiiriiiitiiiiiiiriiiiii!iiiiMiin
IJiniMinillKMJIMIIIHMIinilllMIJMIINIIIIIIIIIIMIIIIIIIlllNllirillMIIHIirtlllMIIMIIHIUinillllMIMIIItMlllllllltlinilinilUllltllltlllllllllll
I SS New Users in the Last 4 Months
KASS SAFETY TREADS
I present an Unusual Combination
I iTi that they give BETTER RESULTS AT LESS COST
I Manufartiired and Sold by
Morton Manufacturing Company, Chicago
-^liniiiirtllliiiiniiiriiiilMiiiiiiiiiiiliiiiiniitiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiniiiiiiiniiiiiiitiiniiiniitiiiniiniiinMiriiitiiiriiirrllliii
64
Nat'l Ry. Appliance Co.
Smith Heater Co., Peter
Heatera, Car, Hot Air and
Water
Electric Service Sup. Co.
Smith Heater Co.. Peter
Howts and Lifts
Columbia M. W. & M. I. Co.
Ford Chain-Block Co.
BoistB, Portable
InsereoU-Hand Co.
Hose, Bridge
Ohio Brass Co.
Hydraulic Machinery
WatBOn-Stillman Co.
Instruments, MeaAnrtng, Test-
ing and Recording
Economy Electric DeTicee
Oo.
Electric Service Sup. Co.
General Electric Co.
Westing-house Blec. & M. Co.
Insulating Cloth, Paper and
Tape
Anchor Webbing Co.
General Electric Co.
Hope Webbing Co.
Xrvington Varnish & InSj Co.
Mica Iji-sulator Co.
National Fibre & Insulation
Co.
Westinghouse Tr. Br. Co.
Insulating Comnounds &
Varnishes
Sterling Varnish Co.
Insulating Machinery
Amer. Ins. Machinery Co.
Insulating Silk
Irving-ton Varnish & Ins. Co.
Insulation. (See also Faint*)
Anderson M. Co.. A. & J. M.
Electric Ry. Equipment Co.
Electric Service Sup. Co.
General Electric Co.
Irvington Varnish & Ina. Oo.
Mica In.sulator Co.
Westinghouse Blec. & M. C*.
Insulators. (See also line
Material)
Anderson M. Co., A. 8c J. M.
Creaghead Engineering Oo.
Electric By. Equipment Co.
Electric Service Sup. Co.
Irvington Varnish & Ins. <3o.
Ohio Brass Co.
Westinghouse Else. & M. Oo.
Insulator Plna
Electric Service Sup. Co.
Hubbard & Co.
Insulation Slot
Irvington Varnish Sc Ins. Co.
Insulating Varnishes
Irvington Varnish & Ins. Co.
Insurance, Fire
Marsh & McLennan
Inventions Developed Mid
Perfected
Peters & Co.. Q. D.
Jacks. (See also Hoist* >nd
Ufts)
Buckeye Jack M^g. (3o.
.Columbia M". W. & M. I. Co.
Electric Service Sup. Co.
National Ry Appliance Co.
Watson-Stiilman Oo.
Journal Boxes
Bemis Car Truck Co.
Brill Co., The. J. G.
Labor Adjusters
Corporation Service Bureau.
The
Lamp Guards and Ftxtnrea
Anderson M. Co., A. & J. H.
Electric Service Sup. Co.
General Electric Co.
Westinghouse Elec. & M. Co.
Lamps, Arc and Incandescent
(See also Headlights)
Anderson M. Co.. A. & J H
General Electric Co.
Nat'l Elec. Specialty (3o.
Westinghouse Blec. & M. Co.
Lamps. Signal and Marker
NicholsLintern Co.
Lanterns, ClasslfloatiOB
Niehols-Lintem Co.
Lathe Attachments
Williams & Co.. J. H.
Lightning Proteotisn
Anderson M. Co.. A. & J. M
Electric Service Sup. Co
General Electric Co.
Ohio Brass Co.
Westinghouse Blec. & M. Oo.
Line Material. (See also
Brackets, Insulators, Wires,
etc.)
Anderson M. Co.. A. & J. H
Archbold-Brady Co.
Columbia M. W. & M. I Oo
Creaghead Mfg. Co.
Electric Ry. Equipment Co.
Electric Service Sup. Co.
English Electric Co.
General Electric C!o.
Hubbard & Co.
More-Jones Br. & Metal Oo
Westinghouse Elec. & M. Oo.
lacking Spring BoSles
Wharton. Jr. & Co.. Inc.
Wm.
Locomotives, Blectrie
General ETlectric Co.
McGuire (Jummings Mfg. Co
Westinghouse Elec. & M Co
Electric Railway Journal
Lubricating Engineers
Galena-Signal Oil Co.
Texas Co.
Universal Lubricating Co.
Vacuum Oil Co.
Lubricants, Oil and Grectse
Borne, Scrymser Co.
Galena-Signal Oil Co.
Texas Co.
Universal Lubricating Co.
Vacuum Oil Co.
Lumber. (See Poles, Ties,
etc.)
Machine Tools
Columbia M. W. & M. I. Oo.
Watson-Stillman Co.
Manganese Steel Guard Kails
Ramapo Ajax Corp.
Manganese Steel, Special
Track Work
Indianapolis Switch & Prog
Co.
Wharton, Jr. & Co., Inc.,
Wm.
Manganese Steel Switches,
Frogs and Crossings
Ramapo Ajax Corp.
Meters, Car Watt-Hour
Economy Elec. Devices Co.
.Mica
Mica Insulator Co.
Motor Buses
(See Buses, Motor)
Motormen's Seats
Brill Co., The. J. G.
Electric Service Sup. Co.
Wood Co., Chas. N.
Motors, Electric
(general Electric Co.
Westinghouse Elec. & M. Co.
Motor and Generator Sets
General Electric Co.
Nats and Bolts
Barbour-Stockwell Co.
Bemia Car Truck Co.
Columbia M. W. & M. I. (3o.
Hubbard & Co.
Oils (See Lubricants
Packing
Electric Service Sup. Co.
Westinghouse Tr. Br. (jo.
Paints and Tarnishes for
Woodwork
Acklcy Brake & Sup. Co.
National Ry. Appliance Co.
Sterlinir Varnish Co.
Pavement Breakers
IngersoU-Rand Co.
Paving Material
Amer. Br. Shoe & Pdry Co
Pickups, Trolley Wire
Electric Service Supplies Co.
Ohio Brass Co.
Pinion Pullers
Columbia M. W. & M. I. Co
Electric Service Suppliee 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
Watson-Stillman Co.
Westinghouse Tr. Br. Co.
Planers. (See Machine Tools)
Plates for Tee Rail Switches
Ramapo Ajax Corp.
Pliers, Rubber Insulated
Electric Service Sup. Co.
Pneumatic Tools &
Accessories
Ingersoll-Rand Co.
Pole Line Hardware
Ohio Brass Co.
Pole Reinforcing
Drew Elec. & Mfg. Co.
Hubbard & Co.
Poles, Metal Street
Bates Expanded Steel Truss
Co.
Electric Ry. Equip. Co.
Hubbard & Co.
Poles and Ties, Treated
International Creosoting &
Construction Co.
Poles, Ties, Posts, Piling and
Lumber
International Creosoting &
Construction Co.
Le Grand. Inc.. Nic
Nashville Tie Co.
Poles, Trolley
Anderson Mfg. Co.. A. &
J. M.
Bayonet Trolley Harp Co.
Columbia M. W. & M. I. Co.
National Tube C3o.
Nuttall Co.. R. D.
Poles, Tabular Steel
Elec. Ry. Equip. Co.
Electric Service Sup. Co.
National Tube Co.
Power Saving Devices
Economy Electric Devices
Co.
Nat'l Ry. Appliance Co.
Pressure Regulators
(Jeneral Electric Co.
Westinghouse Elec. & Mfg.
Co.
Pumps
Ingersoll-Rand Co.
Watson-Stillman Co.
Pumps, Vacuum
IngersoU-Rand (3o.
Punches, Ticket
Bonney-Vehslage Tool Co.
International Register (^.,
The
Wood Co., Chas, N.
Punching Machinery
Watson-Stillman Co.
Bail Braces & Fastenings
Ramapo Ajax Corp.
RaJl Johits
Rail Joint Co., The
Rail Joints, Welded
Indianapolis Switch & Frog
Co.
Rail Giinders. (See Grinders)
Railway Safety Switches
Consolidated Car Heating Co.
Westinghouse Mec. & M. CJo.
Bail 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.
Registers and Fittings
Brill Co., The, J. G.
Electric Service Sup. Co.
International Reg. C!o.. The
Ohmer Fare Register Co.
Rooke Automatic Reg. Co.
St. Louis Car Co.
Reinforcement, Concrete
Amer. Steel & Wire Co.
keimir Shop Appliances. (See
also Coil Banding and
Winding Machines)
Columbia M. W. & M. I. Co.
Electric Service Supplies Co
Repair Work. (See also
Ooils)
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse Mec. & M. Co.
Replacers, Car
Columbia M. W. & M. I. Co.
Electric Service Suppilies Co.
Resistance, Grid
Columbia M. W. & M. I. Co.
Resistance, Wire and Tube
General Electric Co.
Westinghouse Elec. & M. Co.
Resistances
Consolidated Car Heating Co.
Retrievers, Trolley. (See
Catchers and Retrievers.
Trolley)
Rheostats
(Jeneral Electric Co.
Westinghouse Elec. & M. Co.
Rooting, Car
Pantasote Co.. The
Roller Bearings
Stafford Roller Bearing Car
Truck Co.
Sanders, Track
Brill Co., The, J. G.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Nichols-Lintern Co.
Ohio Brass Co.
Sash Fixtures, Car
Brill Co.. The, J, G.
Scrapers, Track. (See Clean-
ers and Scrapers, Track)
Screw Drivers, Rubber
Insulated
Electric Service Supplies Co.
Seating Materials
Brill Co., J. G.
Pantasote Co.. The
.Seats, Bus
St. l.ouis Car Co.
Seats, Car. (See also Rattan)
Amer. Rattan & Reed Mfg.
Co.
Brill Co.. The. J. G.
Hey wood- Wakefield Corp.
Peters & Co.. G. D.
St. Louis Car Co.
Second-Hand Equipment
Electric Equipment Co.
Secret Service
Corporation Service Bureau.
The
Securities Electric Railway
Bonbright & Co.
Shades, Vestibule
Brill Co., The. J. G.
Shovels
Hubbard & Co.
Shovels, Power
Brill Co., The, J, G,
Signals, Car Starting
Consolidated Car Heating Co.
Co.
Electric Service Supplies Co.
Nat'l Pneumatic Co., Inc.
Signals, Indicating
Nichols-Lintern Co,
Signal Systems, Block
Electric Service Supplies Co.
Nachod Signal Co., Inc.
Union Switch & Signal Co.
U. S. Electric Signal Co.
Wood Co., Chas. N.
Signal Siystems, Hiehwtty
Crossing
Nachod 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.
Electric Service Supplies Co.
More-Jones Br. & Metal Co.
Nuttall Co.. B. D.
Smokestacks, Car
Nichols-Lintern Co.
Snow-Plows, Sweepers and
Brooms
Amer. Rattan & Reed Mfg.
(Jo.
Brill Co., The. J. Q.
Columbia M. W. & M. I. Co.
Consolidated Car Fender Co.
McGuire Cummings Mfg. Co.
Soldering and Brazing. (See
Welding Processes and Ap-
paratus)
Spikes
Amer. Steel & Wire Co.
.Special Adhesive Papers
Irvington Varnish & Ina. Co.
Splicing Compounds
Westinghouse Blec. & M. Co.
Splicing Sleeves. (See Clamps
and Connectors)
Springs, Car and Truck
Bemis Car Truck Co.
Brill Co.. The, J. G.
St. Louis Car Co.
Taylor Electric Truck Co.
Sprinklers, Track and Road
Brill Co.. The. J. G.
McGuire Cummings Mfg. Co.
Steel and Steel Products
Morton Mfg. Co.
Steps, Car
American Mason Safety
Tread Co.
Morton Mfg. Co.
Stokers, Mechanical
Babcock & Wilcox Co.
Westinghouse Blec. & M. Co.
Storage Batteries. (See Bat-
teries, Storage)
Strain Insulators
Ohio Brass Co.
Strand
Roeblings' Sons Co.. J. A.
Superheaters
Babcock & Wilcox Co.
Sweepers, Snow. (See Snow
Plows. Sweepers and
Brooms.)
Switch Stands
Indianapolis Switch & Frog
Co.
Ramapo Ajax Corp.
Switches, Selector
Niobols-Llntern Co.
Switches, Tee Rail
Ramapo Ajax Corp.
Switches, Track. (See Track,
Special Work)
Switches and Switchboards
Anderson Mfg. Co.. A. &
J. M.
Electric Servivce Sup. Co.
(Jeneral Electric Co.
Westinghouse Blec. & M. Co.
Tampers, Tie
Ingersoll-Rand Co.
Tapes and Cloths. (See In-
sulating Cloth, Paper and
Tape)
Tee Rail, Special Track
Work
Ramapo Ajax Corp.
Telephones and Parts
Electric Service Sup. Co.
Testing Instruments. (See In-
struments, Electrical Meas-
uring, Testing, etc.)
Thermostats
ConsoUdated Car Heating Co.
Co.
Gold Car Heating & Light-
ing Co.
Railway Utility Co.
Smith Heater Co.. Peter
Thread-Cutting Tools
Wiliams & Co., J. H.
Ticket Choppers and De-
stroyers
Electric Service Supplies Co.
Ties, Mechanical
Dayton Mechanical Tie Co.
Ties and Tie Rods, Steel
American Bridge Co.
Barbour-Stockwell Co.
International Steel Tie Co.
Ties, Wood Cross. (Bee Poles,
Ties, Posts, etc.)
Tongue Switches
Wharton, Jr., & (3o.. Inc..
Wm.
December 2, 1922
Tool Holders
WilUams & Co., J. H.
Tools, Track and Hlsc.
Amer. Steel & Wire (3o.
Columbia M. W. & M. I. Oo.
Electric Service Supplies C!o.
Hubbard & Co.
Railway Track-work Oo.
Tools, Thread Cattine
Williams & Co.. J. H.
To'wers and Transmission
Structures
American Bridge Co.
Archbold-Brady Co.
Bates Expanded Steel Truss
Co.
Westinghouse Elec. & Mfg.
Co.
Track Grinders
Railway Track Work Co.
Trackless Trollicars
St. Louis Car Co.
Track, Special Work
Barbour-Stockwell Co.
Indianapolis Switch 4 Frog
Ck>.
New York Switch U
Crossing Co.
Ramapo Ajax Corp.
Wharton, Jr., Sc Co.. Inc..
Wm.
Transfer Issuing Machines
Ohmor ,Fare Register Co.
Transfer Tables
American Bridge Co.
Transformers
(ieneral Electric Co.
Westinghouse Eke. & M. Co.
Treads, Safety, Stair, OOr
Step
Amer. Mason Safety Tread
Co.
Morton Mfg. Co.
Trolley Bases
Aikliy Brake & Sup. Corp.
Anderson Mfg. Co.. A. ft
J. M.
Electric Service Supplies Co.
General Electric Co.
Nat'y Ry. Appliance Co.
Nuttall Co.. R. D.
Ohio Brass Co.
Trolley Bases, Retrieving
.\ckU-y Brake & Sup. Corp.
Anderson Mfg. C!o.. A. &
J. M.
Blectrie Service Supplies <3o.
General Electric Co.
More-Jones Br. & Met. Co.
Nat'y Ry. Appliance C!o.
Nuttall Co., R. D.
Ohio Brass Co.
Trolley Bases
Brill Co.. The. J. G.
General Electric Co.
Westinghouse Blec. & M. Co.
Trolley Materials
Blectrie Service Supplies Co.
Ohio Brass Co.
Trolley Materials, Overhead
More-Jones Brass & Metal
Co.
Trolley Shoes
Miller Trolley Shoe Co.
Trolleys and Trolley Systems
Ford Chain-Block Co.
Trolley Wheels. (See Wheels,
Trolley)
Trolley Wheel & Harps
More-Jones Brass & Metal
Co.
Trolley Wheel Bushings
More- Jones Brass & M^etal
Co.
Trolley Wire
American Elec'l Works
Amer. Steel & Wire Co.
Anaconda Copper Mining Co.
RoebUngs Sons Co.. J. A.
Trucks, (Jar
Brill Co.. The. J. G.
Bemis Car Truck Co.
McGuire Cummings Mfg. Co.
St. Louis Car Co.
Taylor Electric Truck Co.
Westinghouse Elec. & M. Co.
Tubing, Steel
National Tube Co.
Tubing, Tellow & Black
Flexible Varnishes
Irvington Varnish & Ins.. Co.
Turbines. Steam
(Seneral Electric Co.
Turnstiles
Damon-Chapman Co.
Electric Service Supplies Co.
Percy Mfg. Co., Inc.
Turntables
Indianapolis Switch & Prog
Cto.
Upholstery Materials
Amer. Rattan & Reed M.
Co.
Valves
Ohio Brass Co
Westinghouse Tr. Br. Co.
Varnished Papers
Irvington Varnish & Ina. Co.
Varnished Silks
Irvington Varnish & Ins. Co.
December 2, 1922
Electric Railway Journal
55
aiiiitiiitiiiiiuiiiiiiiiiiiiiiuiimiiHiiHiiiiiiiiiiiiiiiHiiiuiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiniiiitiiniiiiiiniiiiriiiiMiiiiiiiii'
|jiim»iiiMiiii»»i»»niiHninn'iMutiM»utimiiiii»iininHmiiiiiiiiiiiiiiimiiunmiiiiiiiji«iii»iiiiHiiiHminniitig
The Differential Car
An automatic dump car, an electric locomotive, »
snow plow, and a freight car — all in one. Big
savings shown in track con-
struction and maintenance,
paving work, coal hauling,
ash disposal, snow removal,
and freight transportation.
The Differential
Steel Car Co.
Findlay, Ohio
?IMlliiiiiitiiiiiiiniiitiiitiiniiitiiniiiniiiiiiiiiiiiiiiii'iMnMitiiuiiniitiiiiMiiiiniiitiitiiiiiiitiiiriiitiiiriiitiiiuii!iiiMiiiniitiiiiiiriiiitiir
^nHiiriiiiriiitiiiiiiiiiiiiiiiiiniuiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiKtiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiM.
IJOHNSON
Universal |
Changer
Adjustable
The best changer on the market.
Can be adjusted by the conductor to
throw out a varying- number of
coins, necessary to meet chanpeB in
r:ites of fares.
Flexible
Each barrel a separate unit, permit-
ting the conductor to interchange
the barrels to suit his personal re-
quirements, and to facilitate the ad-
dition of extra barrels.
I JOHNSON FARE BOX COMPANY |
I Ravenswood, Chicago, 111. |
riiiiiiiiiiiiiiitiiimimiiiiiKiiimiiiiiitiMniiir iniiuiiitiMriiii itiiiriiiiiiiriiiiiiiiiiniiiii)]iiiiiiiiiiiiiiiiiiHiiiiii(iiiirii>i|iiiiiiHi^
HiinniMiiiitiiininMniiinMiiiiiriiniiiiiiniiniini!iiiiMiifiiiniiniiiiiiirMiriiiiiniiiriiiiiiiiiniiiiiiniiiiiiuiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiip:
The Kalamazoo Trolley Wheels
I ha,ve always been made of en- I
i tirely new metal, which accounts
I for their long life WITHOUT
I INJURY TO THE WIRE. Do
I not be mislead by statements of
I large mileage, because a wheel
I that will run too long will dam-
1 age the wire. If our catalogue
I does not show the style vou
I need, write us— the LARGEST"
1 EXCLUSIVE trolley
I WHEEL makers IN THE
I world. I
THE STAR BRASS WORKS
I KALAMAZOO, MICH., U. S. A. |
'HmHiiimiiiiiiiiiiiiiiiniiiiiiiitiiiiiiiiMiitMiMiiriiiMitMiiriiiMiiuiiiiMiMiriiirnitiiiriiiMiiiiniiitMirniiMiiriitiiirMiiiiiiriiitiiiiiiiMiie
SiirMintiiHiiiiiiiiiiiiiiiinHniiiiiitniiiiiiiiiiniiirHniiiiiiirHniiiiHiuitMiiiiimiiiiiiiiHiiiniiiiiiniiiiiriimiiitiiiiiiinillilliliiiiiiirii;,
= B. A. Hegoman. Jr., President 1
Z Charles C. Castle, First Vice-Presfdant W. C. Lincoln, Mgr. Sales and i
= Harold A. Hegeman, Vice-Pres. and Engineering =
= Treaa. Frwl C. J. Dell. Secretary =
National Railway Appliance Co.
i Grand Central Terminal =
I 452 Lexington Ave., Cor. 45th St., N. Y. I
I BRANCH OFFICKW: I
I Munsey Bldg"., Washingrton, D. C. 100 Boylston Street, Boston. Mass. =
I 85 Union Tru.st Bldff.. Harrisburg-, Pa. =
= Hegeman-Castle Corporation. Railway Exchange Bldg'.. Chicago, 111, =
RAILWAY SUPPLIES I
Tool Steel Gears and Pinions
Anderson 81:ick Adjust era
Oene8co I'aint OiIh
Uunham lloiiper Door Device
Ffmsible Drop Broke Staffs
Fluxlinum Insulation
Angle-American Varnlsheit,
Taints, Enamels. Snrfaeers.
Shop Cieaner.
Johnson Fare Boxes
Peerless and Perry Side Bearings
Drerw Line Material and Railway
S|>ecialtie«
Hartmun Centering Center Plates
Economy Power Saving Meters
II & W Klectrio Heaters
(iiirland Ventilators
I'itt Sunders
National Safety far Equipment
C'o.'s One-Man Safety Sars
i entral Elquipment Company's
Hand Holds
Tnemro Paint & Oil Company's Cement Paint i
.iiiiiuiiiiuMmiiiiiiimiinMiiiiitiiiniiuiiniiniiiiiiiiiiiiiiiiuiiHiiifiiHriiiriiitiiiriiiiiiitiiiniiiiiinMiiiiitritiiiMiiiiiiiiiimiiiiiiiiinriR
Compressor Efficiency
At Full and Partial Loads
With tiie 5-Step Clearance Control
lie sure your air compressor will perform reliably
and that its regulation will give you efficient
performance at full and partial loads.
This latter is extremely important because the
demand for air is seldom steady. Although
maximum full load compressor efficiency is nec-
essary, high economy at underloads is even more
important.
Probably the outstanding cause for the success
of IngersoU-Rand direct-connected electric mo-
tor-driven compressors is their 5-STEP CLEAR-
ANCE CONTROL. With this regulation the
compressor automatically operates at any one of
five load points depending upon the demand for
air. The compressor will deliver full, three-
quarter, one-half, one-quarter or none of
its capacity, and the horsepower required is
practically in proportion to the air output.
Send for Complete Information
Ingersoll-Rand Company
11 Broadway, New York
Detroit
Juneau
IMttsburgh
Puluth
Knoxville
-Salt Lake City
Kutte
DalUft
Los Angeles
San Francisco
El Paso
N'ew Orleans
Scranton
Houghton
New York
Seattle
Denver
Joplin
['hlladelphla
.St. Louis
IhgeK^oURaitd
^^ 655-C
66
Electric Railway journal
December 2, 1922
VamlihM. (See PaInU, etc)
TentiUttora, Car
Brill Co.. The, J. G.
National Ry. Appliance Co.
Nichols-Lintern Co.
Railway Utility Co.
Vises, Pipe
Williams & Co., J. H.
Water Tube Boilers
Edffemoor Iron Works
Welded Bail Joints
Indianapolis Switch & Froff
Co.
Ohio Brass Co.
Ry. Track-work Co.
Rail Welding & Bonding Co.
American Steel Sc Wire Co.
Welding ProoeBses and Appa-
ratna
Elec. Ry Improvement Co.
General Electric Co.
Indianapolis Switch & Froff
Co.
National Ry Appliance Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Railway Track Work Co.
Westinghouse filec. Sc M. Co.
Welding Steel
Indianapolis Switch
Co.
ftProg
Welders, Portable Electric
Electric Ry. Imp. Co.
Indianapolis Switch & Frog
Co.
Ohio Brass Co.
Ry. Track- work Co.
Rail Welding & Bonding Co.
Wheel Gnards (See Fenders
and Wheel Guards)
Wheel Grinders
Wheel Truing Brake Shoe
Co.
Wheel Presses (See Maehioe
Tools)
Wheels, Car, Cast Iron
Assn. of Mfrs. ol Chilled
Car Wheels
Griffin Wheel Co.
Wheels, Trolley
Anderson Hig. Co.. A. &
J. M.
Bayonet Trolley Harp Co.
Columbia M. W. & M. I. Co.
Copper Products Forging Co.
Electric Ry. Equip. Co.
Elec. Service Supplies Co.
General Electric Co.
More-Jones Br. & Metal Co.
Nuttall Co., R. D,
Star Brass Works
Whistles, Air
(general EBectric Co.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Wire Rope
Amer. Steel & Wire Co.
Roebling's Sons Co.. J A.
Wires and Cabiev
Amer. Electrical Worlis
Amer. Steel & Wire (Jo.
Anaconda Ciopper Min. Co.
General Electric Co.
Indianapolis Switch & Frog
Co.
Eerite Insulated Wire fc
Cable Co.
Roebling's Sons, Co., J. A.
Westinghouse Elec. & M. Co.
Wrenches
Williams & Co.. J. H.
Page
A
Ackley Brake & Supply Corp. . . 22
Allis-Ch,ilmers Mfg. Co 45
Allison Co., J. E 2fl
Amer. Brake Shoe & Fdy. Co.. 48
American Bridgre Co 27
American Car Co .57
American Electrical Works. ... 43
American Insulating Machinery
Co 4.3
Amer. Mason Safety Trea4 Co. 56
American Rattan & Reed Mfg.
Co 47
American Steel & Wire Co 44
Anaconda Copper Mining Co. . . 56
Anchor Webbing Co 44
Anderson Mfg. Co.. A. & J. M. . 37
Archbold-Brady Co 43
Arnold Co., The 26
Assn. of Mfrs. of Chilled Car
Wheels 38
B
Babcock & Wilcox Co 45
BarbourStockwell Co 44
Bates Expanded Steel Truss Co. 14
Bayonet Trolley Harp Co 38
Beeler, John A 26
Bemis Car Truck Co 35
Bonney-Vehslage Tool Co 47
Brill Co.. The J. G 57
Buckeye Jack Mfg. Co 45
Byllesby Engineering & Manage-
ment Corp 27
0
Cameron Electric Mfg. Co 45
Cleveland Fare Box Co 47
Coal & Iron Nat. Bank 53
Collier. Inc.. Barron G.. Back Cover
Columbia. M. W. & M. 1. Co.. 30
Consolidated Car Fender Co. . . . 47
Consolidated Car Heating Co ... . 53
Copper Products Forging C!o. . . . 53
Corporation Service Bureau. The. 27
Creaghead Engineering Co 48
D
Damon Chapman Co 47
Day & Zimmerman. Inc 27
Dayton Mechanical Tie Co... 16, 17
Page
Differential Steel Car Co., The. . 65
Dodd. J. N 27
Drum & Co.. A. L 28
E
Earn, C. 1 53
Economy Electric Devices Co. . . 48
Electric Equipment Co 49
Electric Ry. Equipment Co.... 13
Elec. Ry Improvement Co 44
Electric Service Supplies Co ... . 9
English Electric Co A
F
Feustel. Robt. M 26
Flood City Mfg. Co 43
Ford. Bacon & Davie 26
Ford Chain Block Co 48
."For Sale" Ads 49
G
Galena-Signal Oil Co 23
General Electric Co 24
Gilbert & Sons, B. F. Co.. A . . . . 53
Gold Car Heating & Ltg. Co. . . . 47
Griffin Wheel Co 40
H
"Help Wanted" Ads 49
Hemphill & Wells 26
Hey wood- Wakefield Co ^ . . 46
Hoist. Englehard W 26
Hope Webbing Co 46
Hubbard & Co 43
I
Indianapolis Switch & Frog Co. 28
Ingersoll-Rand Co 56
International Creosoting & Con-
struction Co 10
International Register Co.. The. 47
International Steel Tie Co., The. 7
Ir\nngton Varnish & Insulator
Co 38
J
Jackson. Walter 26
Jcandron, W. J 48
Johnson Fare Box (?o 55
Page
K
Kelly. Cook & Co 27
Kerite Insulated Wire & Cable
Co 41
Euhlman Car Co 57
L
Le Carbone Co 48
Le Grand, Inc., Nic 47
H
McGuire Cummings Mfg. Co. . . . 20
Marsh & McLennan 6
Mica Insulator Co 46
Miller Trolley Shoe Co 33
Mitten Traylor Inc 29
More-Jones Brass Meial Co 48
Morganite Brush Co.. Inc 37
Morion Mfg. Co 53
N
Nachod Signal Co 41
Nashville Tie Co 43
National Brake Co 25
National Carbon Co 48
National Fibre & Insulation Co. 45
National Pneumatic Co.. Inc. ... 11
National Ry. Appliance Co 55
National Tube Co 18
New York Switch k Crossing Co. 44
Nichols-Lintern Co 53
Nuttall Co.. R. D 19
O
Ohio Brass Co 5
Ohmer Fare Register Co 32
Ong. Joe R 27
P
Parsons. Klapp. Brinckerhoff &
Douglas 26
Pantasote <3o Front Cover
Percy Mfg. Co.. Inc 48
Peters & Co 45
Positions Wanted and Vacant. . 49
R
Rail Joint Co 44
Railway Track-work Co 12
Railway Utility Co 48
Page
Rail Welding & Bonding Co. . . . 45
Ramapo Aiax Corp 43
Richey. Albert S 26
Robinson It. Co.. Dwight P 27
Roebling's Sons Co.. John A. . . . 43
Rooke Automatic Register Co . . 47
St. Louis Car Co 41
Samson Cordage Works 53
Sanderson b Porter 28
Sangster & Matthews 27
Searchlight Section 49-51
Silver Lake Co 47
Smith & Co.. C. E 26
Smith Heater Co.. Peter 45
Stafford Roller Bearing Car
Truck Co 34
Standard Underground Cable Co. 43
Star Brass Works 55
Sterling Varnish Co.. The 45
Stone & Webster 26
Stueki Co.. A 58
T
Taylor Electric Truck Co 39
Texas Co 31
Thomas Car Works. Perley A. . 42
Tool Steel (Sear & Pinion Co. . . . 40
Transit Equip. Co 49
V
Union Switch & Signal Co 8
U. S. Electric Signal Co 43
Universal Lubricating Co 45
W
••Want" Ads 49
War Department 50. 51
Wason Mfg. Co 57
Watson-Stillman Co 39
Westinghouse Elec. & Mfg. Co.. 2
West'gh^se Traction Brake Co. . 4
Wharton. Jr., Sc Co..' Wm 44
Wheel Truing Brake Shoe Co . . 53
vrtiile Eng. Corp.. The J. G. . . . 28
WilUams & Co.. J. H 45
Wish Service, The P. Edw. ... 58
Witt. Peter 26
Wood Co.. Chas. N 43
jniiriiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiitiiiiiiitiiiiiiiiiiiiiiiiiriiiMiiiijiiiniiiiiiiiiiiiiiNiiiiiiiiitiiiiiiniiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiti'.
^iiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiHtiiiiiiiiiiiiiiiiiriiiiiiiniiiniiiiiiiiiiiiiiiiiiiiiiiiiniiu
ANACONDA TROLLEY WIRE
ANACONDA COPPER
MINING COMPANY
RoXlin.o Mills Department
CHICAGO. I LU
AN^PA
THEAMERICAN
BRASS COMPANY
Generai Officer
WATERBURY.CONN.
7<iiriiriiniiiiiiiiinniiniiiiiiiiiiiiiiiiiiiiititiiriiiiiiiiiiiiiiiiiitiiiiiiiiiiiMiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii(iiiiiiiiiiiiiniiiiiiiiitiiiiiiiiiii;;
^iiiiiiiiiiniiniiniiniiiiiiiiiniiiiiiininiiiiiiiiiiiiriitiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiniiiiiitiiiiiiiiiiiMiiiniiiMiiiiiiiniiiiiniiiiiiiiiiiiiiii
STUCKI
SIDE
BEARINGS
A. STUCKI CO.
Olivar BIdg.
Pittsburgh, Pa.
^flllllllliiiiiiiiitiiiiiiMiiiiiittiiniiuiiiiiiniiiiriitiiniiiiiiiiiiiiiiiiiiiMiiiiiiiiitiiiiiiiiiiiiiini'tiiiniiiiiiiiniiniirMiiiiuiiniiiiiiiiiiiiirii
iMASON
Any width, with or without nosing
SAFETY TREAD
I for car and station steps
Standard for 15 years
1 American Mason Safety Tread Co., Lowell, Mass.
= Stanwood Steps and KarboUtb FlocH-lng
= Branch t^ces In New York and Philadelphia
^ Joseph T. Ryerson & Son, Chicago, Weatern Distributeri
'-aiiiititiimHiiiiHiiiiiiitiiiniiniiiuiiiiiiiiiiiiiHiitiiniiiiiiiiiiiiiiiiHiiaiiiiittin^
=51111 jjMmtiiiiiiiMiiniiiiiiiinitiiiiiniriiiiiiiiriiiiiiiiiiinHiiMiiMMiiiiniiiiiiniiiiiii nMiiiiiniiiiitiiM^
THE P. EDWARD WISH SERVICE \
r SO Church St. Street Railway Inspection 131 State St. i
I NEW YORK DETECTIVES BOSTON |
irtrlHiiMiiMiiiiiiiiMiiiiiiiiiiiilliltllilliHinnMiiuiiiiiiiiiiiinMnriiiiiiniiiiiiiniiiiMniMiiiiMiiniiiiiiiiiiir
£liiiMiliiniliintnMiiiniiiiiMnMiMiiiiiiiiiiinniMiMMiiiiinniiniiMiiiiiiiiiHiintHiiiriiiiiirtMiiiliiiMiiiiiL
I When writing the advertiser (or information or i
I prices, a mention of the Electrical Railway |
I Journal would be appreciated. I
iiiirHirMiiilliiiiiiiilllMiiiHiiiiiiiiiiiiiuniiMiiiiiiiiKHiiniiiiiiiMiiiiiriiiMniMiiiiMiiiniiiiuiinMiiiiiiiin^
December 2, 1922
Electric Railway Journal
Send for copy of our
New Light-lV eight Car
Catalog No. 266.
Your New Cars
Should Be
Light- Weight Cars
This catalog includes illustra-
tions and data, principal dimen-
sions and weights, on various
types of light-weight cars built
in our plants for city, suburban
and interurban service.
The elimination of unnecessary
weight in rolling stock is justi-
fied by the reduction in operat-
ing expenses, power costs, etc.,
which result from their installa-
tion.
Every electric railway can save
money by the introduction of
light-weight equipment to dis-
place the heavier types of cars
and, at the same time, meet
service requirements.
Light-weight interurban cars
weighing as low as sixteen (16)
tons complete will enable inter-
city lines to successfully over-
come the competition set up by
other forms of transportation.
The J. G. Brill Company M
Pl-III-A.DEI-F»MI>*.. Pa.. tJM
American Car Co.
st. uouis mo.
C.C. KUHLMAN Car Co. — Wason Man re Co.
CLCVEUAr-IO.OHro. SPR I rvlCFI EUD. MASS.
Electric Railway Journal
MiililniJMilllllllllI milirTiLiiM]jiMuiiiiiiiniinrrTTj,.iiij--]
COLLIER SERVICE
sustains car card
space value by main-
taining a nation-wide organ-
ization of car advertising
experts.
H|IIIMIMIIIII1IIIIIII]][|[IIIII Ill VT"'
'WI'''lll'"»''""f""'J^''"»"'
CANM.ER BriLDING.-TgE'HttSl E OT OOLLIIB BERvJit -"—
Candler Bldg., New York
I.I.I iimiirnniiirrTrnmriTTiui II iiiiir i iiiiiiiiiiiiiin.iiiiiimi.niiiii] iiiiiMiiiiuiif-fTtit
Graw-Hill Co., Inc.
December 9, 1922
Twenty Cents Per Copy
HotiSTOM nm\s immr
yIcEUM and CARNEGIE BftANOH
HOUSTON, TEXAS.
UNITED ELECTRIC RAILWAYS COMPANY
of Providence
is another prominent Traction line that has
adopted the use of Republic Knight-Motored
Buses for feeder service.
Here again, as in all other important installa-
tions, dependability, economy, and public
satisfaction were paramount in determining
the equipment to be used.
Results recorded after exhaustive test service
of Republic Knight-Motored Buses over this
Company's routes, proved the complete fitness
of these units for the work required. Correct-
ness of 'design, riding comfort and dependa-
bility, plus economy, were the outstanding
features that resulted in the installation of a
fleet of these buses in regular feeder service.
Public Utility Companies are cordially in-
vited to consult our Public Utilities Division,
without obligation, regarding feeder service
problems affecting their lines.
REPUBLIC TRUCK SALES CORPORATION
Alma, Michigan
1 of RctmbliirKnight-Motor-
uses oticTuUng in Providence
REPUBLIC
KNICHT'MOTOREn Bus
Electric Eailway Journal
December 9, 1922
Westinghouse
Automatic Outdoor Switch Houses
A ^ ^rf Assure Uninterrupted Service
itiO:
'llr)r<
pi. 1
Siii ^^
m'->
500-Ampere,E300-Volts,3-Pha3e,60-C4cle
, AutomaticOutdoorSwitch House. Periodic
Rs-closingFeederEquipment-FrontVicw.
The Westinghouse Company has developed
two types of automatic outdoor switch
houses; Service Restoring Feeder Equip-
ment for control of circuits supplying a
synchronous motor load, and small trans-
former banks; Periodic Reclosing Feeder
Equipment for control of feeders on which
the loss of the synchronous motor load is not
important, and large
transformer banks.
With the Service Re-
storing Feeder Equip-
ment the circuit
breaker closes in from
one to two seconds after
opening.
With the periodic
Reclosing Feeder
Equipment the circuit
breaker can be set to
close at definite time
intervals between 5
minute and 2 minutes,
depending upon the
setting of the timing
relay.
The equipments are ar-
ranged to reclose the cir-
cuit breaker three times after they have
opened automatically under the initial
short circuit. Should the breaker open a
fourth consecutive time, the equipment
will be locked out with the breaker in the
OF>en position. After the line has been
cleared, the breaker is closed by means
of the control switch, or push button, and
the relay automatically reset for normal
operation.
^O
I^ •:
VESTINGHOUSEl
ELECTRIC
Westinghouse Electric & Manufacturing Co.
East Pittsburgh, Pa.
500-Ampere,23O0-\/olts3-PhasG,60Cy.,.
.AutoinaticPutdoor5witchHouse,PeriodicRe-closin§
feeder EquipmGnt.rRearyiew..
Westinghouse
Vol. 60, No. 24
New York, December 9, 1922
Pages 899-930
Henry W. Blakb, Editor
CONTENTS
Editorials 899
Detroit Street Railway Moves Administration Center to
New Buildings 901
Office building, car storage yard and Inspection shop and track
and line building located on 14-acre plot in outlying district.
Many interesting features in design.
Repair Shops Nearly Double in Size in Five Years 904
Richmond Finances Analyzed 905
A report prepared by John A. Beeler for the Richmond City Coun-
cil shows a number of interesting facts. Economical operating
methods found.
Transit Commission Standardizes Time-Table 906
After an examination of time-tables used in many cities, a stand-
ard form is recommended by the New York Transit Bureau.
Rochester to Utilize Erie Canal Bed for Transportation. .908
Passenger and freight service is to be provided for In the subway
being built in the 13-mile section of the Erie Canal purchased by
the city.
One-Man Cars for Hydro-Electric Railways 909
Passenger comfort has been considered as most essential in the
new cars, which have double doors, long platforms, trucks with
long wheelbases and seats with spring cushions and backs.
Automatic Substation with Remote Control for New
York Central 910
Preparing for Snow in Boston 911
There is a heavy snowfall annually and the company has to re-
move much of the snow as well as clear Its tracks. Increasing de-
pendence Is being placed in machinery, particularly tractors.
Improved Underfeed Stokers for P. R. T. Boiler Plant. . .913
Letters to the Editors 914
What's New from the Manufacturers 915
Electric Railway Publicity 916
American Association News 918
News of the Electric Railways 919
Financial and Corporate 923
Traffic and Transportation 925
New Publications 927
Personal Mention 928
Manufactures and the Markets 930
McGraw-Hill Co., Inc., Tenth Ave. at 36th St., New York
OiUcAddrtu: "MieUnUt. N. T."
jAiin H. UoQraw, PrMldmt ^^ Publlsheri of
Engineering N«io9-R«eort
AMTBDB J. Baldwin, Vlco-Pr««Ident
Uauxilk Mdie. Vlco-Pre«l<l«lt
Bdwabo D. CnHKLlH, Vlo>-Pr«lldeDt
JkMwm H. MoGuw.Ji., Sw. tnd Trni.
WABBinoTOir :
Calondo Building
CBIOAOO : t^fiSEf
Old CoUarv Building ^-n-re^
Fbii.adbu>hia:
BmI BiUM Tnut Bulldlnc
Czatslamd:
Leadar-KnfB Building
8v. lionu:
8Ur Building
9kn FBAMcnion-
BUIW Building
bOHDOit:
• BoiTTorte Street, London B. C. 4
Mnnber Audit Bureau of Clreulatloof
Member Assodtted Buslnefls Papert, Inc.
mi
Amtrimn Macltinitt
Poiaer
Chemical and
Mttalluraitidl BnttHMrini
Goal Aa9
Engineering and Mininc JavrntA-Preet
lnO''nirria InterrmHowU
Bus Transportation
Electric Fiailicav Journal
Eifctru'Gl World
Electri'ol M erchanditing
Journal of EloctriHty and
Wf.ntern Industry
iPuUiah«d in Bon Franciteo)
Induetrial Engineer
(PublUhed in clUcaao)
American MacMniet — Bvrevean
Edition
(PuUitXed <n London)
Ttie annual lubicnptlon rate li It In tbe United BUtel, Canada. Meileo, Alaaka.
Hawaii, the PtilHpolnea, Porto Rloo. Canal Zone. Cuba. Honduraa. Nicaragua. Domin-
ican Republic, Salvador, Peru, Colombia, BollTia, Bouador, Argentina, Spain and
Shanghai, China. EMra foreign poatage In oUier eountrlea $3 (total {7, or 29
ihllllngs). Subeerlptloni may be lent to the New Tork ofDce or to the London office,
Blogle coplea, poatage prepaid, to any part of tile world. 20 eenta.
Change ot Adfreaa — When change of addreai U ordered the new and the old addreai
BWst be given, notice to be receired at leaat ten dayi before the change takea olaoe
CopTrlght. 192J, by McOraw-HIlI Company, Inc.
Publ'.abed weekly. Entertd ai lecond-claH matter, June 31, 1908, at the Poit Offlooi
at Now York, undei the Act of March S. IITO. Printed In U. 8. A.
To Make the Journal a
Larger Educational Force
TpHE Journal has been a very helpful source
of education for the men in supervisory posi-
tions responsible for the maintenance of equip-
ment. But to make it even more appealing to
them, plans have been laid to have every issue
contain a larger amount of the kind of material
that deals with the every-day problems in all
departments of keeping the wheels turning. By
this is meant discussions on the maintenance of
all kinds of equipment now in use, as distinguished
from the engineering discussions having to do
with the design and construction of new plant
and new equipment.
In addition to more maintenance matter in all
issues, the third issue of each month is to be
devoted entirely to this kind of editorial matter,
except only for the news section, and this issue
is to be called the "Monthly Maintenance Num-
ber." We have found that many executives, gen-
eral managers and department heads also take a
keen interest in the published matter on these
common maintenance problems — little things in
themselves, but each having its important effect
on the smoothness and reliability of operation.
For this reason it has been deemed satisfactory
to the higher officials who read the paper as well
as the men under them to have one issue a month
devoted entirely to this type of subject matter.
Besides their direct interest, the higher officials
will also be interested to note how the Journal
staff is working to help their men handle main-
tenance more intelligently and more efficiently.
To make it easier for all operating supervisory
men responsible for the maintenance of any kind
of railway equipment to have the benefit of read-
ing at least this once-a-month exclusive equipment
number, we are going to sell it without the other
editions, if desired, at such a low subscription
rate that the cost will certainly not deter any
responsible railway man from having his own;
copy to study in his off-duty leisure.
< ircnlation of this issue, 5,925
Advertising Index — ^Alphabetical, 40; Classified, 36, 38; Searchlight Section 35
Electric Railway Journal
December 9, 1922
Thmj^Mode
^tinghougl
iVn^erfeed StcMer
W^stinghouse
December 9, 1922
Electric Railway Journal
Results
W^e ask your careful consideration of the following pointgl
brought out in the test curves below: —
— High CO-2 attained over wide load range.
— Low carbon content in refuse at all loads.
— High combined furnace and boiler efficiency.
— Fuel burning capacity— as high as 2000 lbs. of coal per
retort per hour.
— The low B.t.u. value of the coal burned.
— High ash content.
The New Model Westinghouse Underfeed Stoker was de-
signed to burn efficiently and without clinker trouble, very
low grade fuels high in ash, moisture and sulphur content.
It is doing so satisfactorily.
"Write our nearest district office for additional information.
WcsliaikouH ElKlric k MumfactariBf CompiBy
Eiil PillibDril, Pi.
Sales Office! ia All Priocipil.Amcricu Cilui.
■
^
-
^
™
-
"
1
-
-
■
-
-
-
■
■
■
-
■
-
■
■
■
—
1 '^
1
^
"
\
-% CO2
i ^
^
--'
■111
?i3
-800-
-700-
-600-
-500-
1
a
EXIT FjLUE G-ClS
— -
0-
0-
0-
0-
0-
0-
—am
-St
6!!)*
ii
TEM
PERATURE DEGREE
s fahr!^
■ —
—
'
—■
-4
n
^
^
_-
—
' —
°"
=PR
—
■—
L
_—
—
— ■
-t
ES!
WIN
DBC
X STATIC
VAT
TT
— ^
"^
;U1
1
-8Q0-
L
■
[
__
___
>
"~
-70.0-
1
T
1
—
i
i
% COMBINED^
—
—
^
^
-1800
1
V
—
AND
FURNACE
~>
<
'
26000
-1400
-1200
1
a]
}
---
■^
'
^
c
Z
-2
-cr
^
y
y
ZOOOO
RE
TORT PER
HOI.
R-
•\,.
^
-'
^
A
00
00
00
u.-
0
^
— -
--'
cr
■<
-u.
o
u.
3
u
16000
14000
12000
10000
i- — '
— ■
-^
^
\^
(0
-J_
^
^
^
CU.PT. OFAIR PEP
— AT-|100° FAHR.-
MIN.
>
■^
OA
NO
RTHERN ILLI
NCI
S
CALCUL
ATED
PERFORMANCE CURVES-
V.M. -26.66VO
ASH- 16.52%
M0I5 — 17 20%
1
1556 H.RBOILER_i_Li_
"
880
SQ. FT. SUPERHEA
WESTINGHOUSt
TER
—
SUL.- .4.09%
(SE
R DETER.)
!-
—
Ntw
1
PERCENT OF BOILER
RA
riNG
1
■
■
i
■
100 1 1 ISO
1
1
|2P0| 1 1 |250| 1
■
300
■
■
■
350
■
■
s
1
■
i
=
W^tinghouse
Electric Railway Journal
December 9, 1922
Westinghouse
"Duro" Molded Strain Insulators
"Duro" Molded Strain Insulators are infusible and are unaffected
by heat except under extreme temperatures. They will not shrink
with age, or by exposure to the most severe weather conditions.
"Duro" insulators withstand the electrical test after the mechanical
test has been made, as tabulated below :
Style Number
Te»t VolUfe before
Mechanic J Tell
Meclunical Teit
Te«l VolUge after
Mecbanical Teat
2" Style, 311909
10,000
4000
10,000
2'/2" Style. 324058
10,000
6000
10,000
2' Style, 324060
10,000
4000
10,000
2'/2" Style, 3240S7
10,000
6000
10,000
2" Style, 311911
10,000
4000
10.000
2'/2" Style, 324059
10,000
6000
10,000
Westinghouse Electric & Manufacturing Co.
East Pittsburgh, Pa.
Westinghouse
I
December 9, 1922
Electric Railway Journal
Westinghouse Renewal Parts
Armature Rewinding
Materials (I)
Rewinding Materials Include
Okt InsuUtKin
Tim bctuiks lU iruult-
nob cm (roat wd reu cod
•uppoitk. except moukJed
mica nag* *'ti«n utcd.
Nliu nnc* «r« luted tepa-
Wbding Ituulatton
TTh* include* windiag
^(lls. l'-pi«CM. fiUins piece*
>nd alJ tniuUtion pUccd in
indinsi ■! front and rear
Bftodins Mat
Thi* include) all '
il pjaiced ovef tu
at iront and k«: -
boodi. alao baiid » i ' '
>tnp« oi tin undei .
braid over front ■ >
ring
ELPFUL HINTS ON m MAI NTFVArfCE
Armature Rewinding Materials and Their Use
IRMATL'RE rewiodme material a» afckxn of
T mriudfr^ all iiuuUtM^ and banding material ex-
-. .V "loukkd t«ik» rings, when used, accfMary
1 . !■. rewind an arntunturt. Howrver, thw
lidr thp ert of armatuir coil* reqtiined.
, ■ V in unleririB this material for partial
.r •.iilnlividcd 3is follows;
.jiii. which are cxfJained and
kiail on pagw 16 and 18. Kaiv
■atir u(e o( tbe diflertni Btagm of rc-
■ maJt on railwny niotor axn.aturps.
V. ,n.lin){ insulation and handiitti
'■ un an armature that has been
I -il to sMch an extent that all
jf^peil troni ihf cone and the
jiirtx. If only the windings
' !■■ (be damagtd annaturr. ibeo
iliiion ^tkI banding rnatrriai
I'l ihc case of repairs made on
■ .,.•.. ii ' I. V. .-.iifigi, or th(*r requiring ihe re-
n.il 'A (*!y a fru- loils. it woukl Ix neceBBary to
-ni^ only the handing material.
I'r^'-.otl .ij|-i"jrt "hould be thoroughly cleaned and
L 'ird with Enipircdoth which!*
.«1(^ When the cnmmutator
~iry to split the treated fuller-
il It o\-er the frottt coil Kupport
■•■''.'. i-.k ol ih. uimmutator neck. When this
ic i» in plare. wind the created linpn on the com-
sMiof end coil support, waning at thr taminatii
'liji^'lnii t-jfh turn
1 in. and applying four lave
'■■ kiu^M of about H in. Tl
he
i.itor npck »hould be built up
-•ut ^in.abovethfboitmnof
■' ■■■■■ "T'iiiivii4tor n«k. This is done to
:'int ih< wirtj ftoin coming in Ctmiact with any
■ irp axaen at the boiioiii <rf these Uots.
llw (bngc on the rear end bdl is rnMilated with the
■ iiiitT cloth KgrtKnii. Thr*<- scgn»ents should have
'1 litwbte alii cui in die Bmall circumference about
\\\ m. apart v> thji thi« insulation will fit the coil
jHpfwn. Th(« in^uhiion Oioukl extend about 1 in.
t*yood the llaiiije ^i i'l to bend o\er the coila after
'tic> arc woMiid m place. In ptacing tbe« wgmentK.
(ivcrU|.ihrjotnuat«.ij( tji"- It iKnecewiary tobuild
"'■ li^* i? ^"i'^^ '■' '*"■=«■ caps with overlitpping joints
fc'^t the desired thickneu. .Mtcr the cajw
^j(.ply !ur l-in. F.m(iire ctoth on the rear
v: It the Ujniriktiotu overlapping
til v-loth hlHHild lap over the end*
1 1 liF- iUnge about % in, tu rloNe up
^?irill mjutre four layer* o( this tape to
up to the deMred tlucknes«.
'hiiiild V« r.uefully exatnined to
'. . ur UminationH pro-
jecting out in the Jots. If kIou .ire r.m^. they
should be smoothed up with 4 file aod ^ din carelidly
dc-uied out. One operator iim« a xoiil portslife
nK>ior-4rivcn carboruoduni whe^ to wiooih op thete
sk>tjs- In the enlargrd slotk at the eodi o( the core.
plaie the heavy ti4i-paper L'-jnecea alloning !beoi to
cjiieod >i in. out bej-ood tbe iirw. Th«*e U-piecw
afford estra protection (or tbe coils at the shjrp cof-
Txn at the endi of the slot. The -010 in or .015 in,
thick fiKh-i«ipcr c«lls used in the 4c4 as a pratecttoa
while winding should exiend aJjout '-j in. at more
beyond the end of the core. In winding the ooila in
(h« »k)ti. place them to that the cell on the sm^t
part of the coil \i equally space*] from both «ul« of the
iron core It the coih do not 6i tight in tbe slot, 6$h-
paper lilling strip* should lie placed in the Uot F»dcr-
abiy between the cdl and the lamiruitLon* !iu as to pre-
vent ttiem from working down into the bottom <rf tbe
slot. Similar filling strips are to be irscd citbcr
between tbe too and boncmi pan oi the cirf, or in (be
botti^mof the wot when netT"i«ry In inake the topco'l
exiend \^ in. alfive the band grtovci lf> make a good
tigiit blinding job. In witiding. be Mm; to use the
hea\'y pieces ol oiled duc4( between bciiom k-adi an^l
coil M the front end. Place stifhcietiT orip^ of oiled
duck between the top and the bottom p*n» of the
coil at the diamom.! .ii liie fp)ni .n"! at (he rear ct«fc< to
build this spatx' u '.-■■miecting leads
to thecontmut^i' ' I surgical biaid
bockof theconi. I' -i protection
SMeriitf A rwialh- ■
Before tryinp to-j'Mci ihe -um.i^ure coil leadtiBihe
coinmutaiof neck ^lots, it is iiiiportaiii that ai) dirt.
oil. insubiing m.iltHal. or paint he rrniovtiJ from
ihetc p^i*. after which they are tinned. A jobttitate
for liimmg. which gives j^JOd r(«ult», is to l>ru>h tlw
meia! parts, after ihry ha^T been chorouBhly cleaned.
with a liquid fluK which is left to dn-. This tl«x forms
a (hill coaiiog o%-et tbe ctcaned surfaces and aent» the
^■anic jiurpone a-i (inmng,
I n ^electing the Hia. it is \try imitortani to he sure
that it doe* not contain any \ad as the acid nwy get
to the insulation of tbe coils and cause dion-cimiitt
and grounds, A good, cheap and safe flux is nwde
by mixing I '/i lb. of rosii» i»i a quart at denatured or
wood alcohol.
Kor armature* operaring under nvmal snvKe cott
ditions. and not sobjet-ted to high temperatures and
unuituil inecharii-.il strains due to high spccl, which
tend to throw solder from the commutator neckn and
armature bands, the half-andhaH wiklcr c*n be u»d .
with gooil results. When motor e>iiiipinen(^afvos-er-
workrd. being subject^ 10 high tempnatoreh and
excessive *pced, pure tin should l>e um^ lo xjider the
leads to the roitiniiKaior neck. 8f»d 10
bands. When tin a u<*d for
1 he clearance a* *niall
olderrd.
aolder the >
soldering, it i* necessary to
OS po*<ubie beiwewi pan* '
When soldering lead, at the top >J the commutator,
therp is a possibility of tfie t-"^!!. r ^.trkinK i(- ft.i'
\ hack
•Si
)Send For This
Publication No. 1656
It contains 108 pages of useful
information, similar to that illus-
trated above on the maintenance
of electric railway equipment.
Fifty-three of these pages are
illustrated to show the superior
features of the most modern
equipment.
Ask our nearest district office
for your copy.
Westinghouse Electric &
Manufacturing Co.
East Pittsburgh, Pa.
inghouse
Electric Railway Journal
December 9, 1922
A f5lder"You'
^ntTei^Read
f BETTER BiUffp ^
Sturdy
0"-Proof
I ^tter Service
throii& .
aSettcrl^ckiTig
""Ar^.Vtoj... '^"-- ..-"T"W «-.;.. .
•^H?^^SSJ^::;
ABCO
M
TO the public the Air Brake is a safety device. To
the railway man it is also an indispensable time-
saver and money-earner. A prime factor in its effi-
ciency is the brake cylinder packing cup. That is why
we want every traction official and employee to know
about WABCO, the remarkable new discovery in pack-
ing cup construction. Send now for your copy of our
new folder, "Better Service through a Better Pack-
ing.'" You will be interested in this presentation of
vital facts.
Westinghouse Traction Brake Company
General Offices and Works: Wilmerding, Pa.
OFFICES:
Boston, Mass.
Chlcagro, III.
Columhus, O.
Denver, Colo.
Houston. Tex.
Los Angeles
Mexico City
St. Louis, Mo.
St. Paul, Minn.
New York
Pittsburgh
Washington
Seattle
San Francisco
WestinghoiiseTractionBr\kes
December 9, 1922
Electric Railway Journal
"Solves the Door Control Problem"
I
N operating double-passageway Safety Cars, why throw both doors
open at every stop?
The new Selector Valve obsoletes this practice and adds greatly to
the advantages of double-door operation by providing a quick, easy
means of independent door control for entrance only, exit only, or
both at once, as occasion requires.
Independent door control is a valuable aid to the motorman in regu-
lating the flow of passengers in such manner as he deems best suited
to the conditions of one-man of)eration.
And in cold weather especially, a material saving in heat, as well as
better protection for passengers, will result from a system which
makes it unnecessary to open both doors at every stop.
We furnish the Air Brake and Safety Car Control
Equipment which makes the Safety Car
The New
Selector Valve
The above iUuetration
shows the new Selector
Valve (outlined in the
black circle) as incor-
porated in the pipe
bracket of the standard
M-28 Salety Car Brake
Valve.
SafetyCar Devices Cot
OF St. Louis, Mo.
Postal and Olographic Address:
WiLMERDING, Pa.
CHICAGO SAN FRANCISCO NEW YORK VASHINGTON PITTSBiiTaOfl
10 ElectricRailwayJournal December 9, 1922
^ Jnsurance plus
Jriarsh &JK-lDennan Service
Have You Finished
the Job Right f
Your personnel has been chosen wisely; your
plant has been planned carefully; your meth-
ods are the last word in efficiency and your
products find an insatiate market. Have
you finished the job right?
If fire can damage your plant or accidents dis-
organize your personnel and drive your cus-
tomers to waiting competitors, you cannot
rest secure.
Insurance is the final and fitting step of the
wise executive who finishes the job right. He
takes care of today and has the vision to pro-
tect himself against the emergency that may
come at any time. He is prepared against
all contingencies by having adequate insurance
for his business in all its branches.
As carefully as you choose your banker, just
as carefully should you choose your insurance
broker. The one assists, the other safeguards
your business.
"He who serves best profits most."
MARSH & MCLENNAN
175 W.Jackson Blvd. Chicago, III.
Minneapolis
Denver
San Francisco
Winnipeg
New York
Duluth
Seattle
Montreal
Detroit
Columbus
Cleveland
London
December 9, 1922
Electric Railway Journal
11
O-B Trolley Catcher
Good for Continuous Duty
There is always work for the trolley catcher — and O-B
Trolley Catcher is always ready for work.
All the time, through every kind of weather, O-B
Catcher keeps the trolley rope reeled in and taut. Any
instant that the wheel leaves the wire, O-B Catcher
stops the flying pole promptly and positively — there
can be no stepping-up of the pole.
Mechanical men invariably approve O-B Catcher
because they know by experience that it bothers them
little. And they have found that if repairs are neces-
sary the new parts fit, and fit the first time. O-B Catcher
parts are accurately machined to jigs and they are
perfectly interchangeable.
May we tell you more about O-B Catcher?
O - B Trolley Retriever
For High Speed Service
Built ajong the same sturdy
lines as O-B Catcher. When
the pole jumps O-B Retriever
pulls it down below the trolley
wire level so that the wheel
does not foul the overhead.
The Ohio
Mansfield,
Brass
Co.
Ohio.US.A.
Mew York Philadelphia Pittsburgh Charleston. W.Va. Chicago Los Angeles San Francisco Paris, Tranc* »
Products: Trolley Material. Roil Bonds. Electric Railway Car Equipment, High Tension Porcelain Insulators, Third Rail inaulatofj
12
Electric Railway Journal
December 9, 1922
Embodying several new features of car design^ this
light weight safety car of the Chicago Surface Lines
has HASKELITE roof and linings.
Roof Fundamentals
Considered as to structure, the HASKELITE roof car has
many advantages. The super-strength of the HASKELITE
roof means longer, better service.
The upper left-hand illustration, showing eight men on a
HASKELITE safety car roof, pictures the superior serv-
iceability of HASKELITE construction. Workmen may
walk on a HASKELITE roof without fear of causing dam-
age or leaks.
The fundamental structural properties embodied in
HASKELITE car roofs are illustrated in the small test
shown at the right. In service, the framework of a car
receives many stresses tending to twist the car just as the
hands tend to distort the small models. Observe that the
model with the strip covering is distorted, but the same
model with a solid cover retains its original shape.
A similar comparison exists between the slat car roof and
the HASKELITE unit type of roof. More than is usually
recognized, torsional stresses bring about leaks, caused by
nails working through the cloth. HASKELITE roofs
possess unusual capacity to resist all forces of deterioration.
Companies
Using HASKELITE
Cincinnati Traction Company
Columbus Railways Company
Denver Tramways Company
Cataluna Railways, Ltd.
Milwaukee Electric Railway & Light Co.
Municipal Railways of San Francisco
Pittsburgh Railway Company
Indianapolis Street Railway Company
Twin City Lines
Illinois Traction System
Builders
Using HASKELITE
American Car Company
St. Louis Car Company
J. C Brill Conapany
Cincinnati Car Company
National Safety Car & Equipment Co.
Write for our blue print booklet descriptive of the HASKELITE roof and
for samples of 3/16 in. HASKELITE lining — the lightest weight head
lining made today.
HASKELITE MFG. CORPORATION
133 W. Washington St., Chicago, Illinois
December 9, 1922
Electric Railway Journal
13
Trained Eyes and Steel Ties
u
N the course of experience an En-
gineer develops unconsciously a
faculty of measuring the strength
of materials with his eye — of checking
without calculation by his visual precep-
tion the correctness of any construction —
always when faced with this test Steel
Twin Ties get the nod of approval.
IHEY'RE big enough for the work
they have to do — 140 pounds of
steel — 156 square inches of bear-
ing per track foot and this at no greater
cost than wood ties in ballast — in many
localities at a large first cost savings over
wood ties in concrete.
See them in your 1923 construction
THE INTERNATIONAL STEEL TIE CO.
Cleveland
Steel TwitiTie Track
14
Electric Railway Journal
December 9, 1922
Grinding Equipment
ATLAS
Rail Grinder
UNIVERSAL
Rotary Track Grinder
RECIPROCATING
Track Grinder
DIAMOND BRAND
Grinding Wheels
Defeating Depreciation with
AJAX
Electric Arc Welder
With this inexpensive portable equipment
old, battered joints and worn and broken
special-work can be res'tored for further years
of useful service. It makes a strong, pene-
trated weld and is easily understood and
operated by any track-man of reasonably
average intelligence.
Specifications
Weight— on\y 155 lbs.
Dimensions — 18 in. x 28 in. x 36 in.
Capacity — 333 amps, at 600 volts.
— 200 amps, at 300 volts.
Control — Switchboard attached.
Equipment — Electrode Holders.
— Trolley Pole.
—Cables.
—Face Shield.
— Canvas Cover.
Write for circular and prices
RAILWAY TRACK-WORK CO.
3132-48 E. Thompson St.
Philadelphia, Pa.
December 9, 1922
Electric Railway JournaC
15
Keystone
Car Specialties
Illuminated Destination Signs
Golden Glow Headlights
Air Sanders
Air Valves
Steel Gear Cases
Safety Car Lighting Fixtures
Motormen's Seats
Faraday Car Signals
Trolley Catchers
Shelby Trolley Poles
Samson Cordage
International Fare Registers
Fare Register Fittings
Cord Connectors
Rotary Goiigs
Standard Trolley Harps
Standard Trolley Wheels
Automatic Door Signals
Trailer Connectors
Leaders
of a Long List of Favorites
And why? Because operators who take pride, in the
appearance of their cars and in the matter of conveniences
they offer the people who buy their service have found
out that Keystone Car Specialties go a long way toward
gratifying this commendable effort. Keystone Special-
ties are favorites of the men on the platforms as well.
You will find them on nearly every car operated by the
companies that believe in "safety first" and "service next."
Send for data sheets.
Lbctric Service^ Supplies Co.
PHILADELPHIA PITTSBURGH SCRANTON
17th and Cambria Sts. 337 Oliver Buildingr 316 N. Washington Ave
NEW YORK CHICAGO
50 Church St. Monadnock Bldff.
16
Electric Railway Journal
December 9, 1922
"Not only to make better products but to make them better understood — not only to
sell but to serve, assisting those who buy to choose as well as use their purchases
— this is the privilej
u.r:
'• /'.
Bulletin No. 8
iSi
Steel Tirea
Steel Tired
Wheels
Solid Forged
and Wrought
Steel Wheels
Rolled Steel,
Gear Blai^
Steel Axle»|
Steel Springs
Steel
ForgingB
Steel and Ivi
leable Iron
Castings
Rolled Steel
Rings
Steel Crusher-
Rolls and
Shells
Steel Pipe
Flanges
PRESENT AND FUTURE
The future life of many
forgings has undoubtedly
been shortened by the
abnormal conditions and
the severe trials to which
most equipment is being
subjected.
Please let us know if you
are interested in
comparing forging merits
at this time or if there
is any other way in which
we can be of service to
you.
Standard Steel Works Company
CHICAGO
ST. LOUIS
HAVANA. CU
HOUSTON. TEXAS
PORTLAND. ORE.
RICHMOND. V —
PHILADELPHIA, PA.
BRANCH OFFICES
SAN FRANCISCO
NEW YORK
ST. PAUL. MINN.
PITTSBURGH. PA.
"EXICO CITY. MEX.
LONDON, ENGLAND
PARIS, FRANCE
December 9, 1922
Electric Railway Journal
17
Standard Type of
NATIONAL PNEUMATIC
Door Engines
Speed
and
Safety
National Pneumatic Door
and Step Operating Mechan-
isms, Motorman's Signal
Lights and other devices are
being used by hundreds of
the leading electric railway
companies here and abroad.
Let us study your particular
operating and equipment
problems. We will make
recommendations, and refer
you to other roads where
problems like yours have been
solved with resultant increase
in speed and safety by means
of National Pneumatic
Equipment.
Write today
National Pneumatic Co.
Incorporated
50 Church St., New York
McCormick Bldg., Chicago
Works: Rahw«y, N. J.
Manufacttrred in Canada by
Dominion Wheel & Foundries, Ltd.
Toronto, Ont.
18
Electric Railway Journal
December 9, 1922
I='OI«.
333ESs2Z
Two of the four 944 H. P. Edge
Moor Water Tube Boilers in the
plant of the Connecticut Company*
Hartford. Equipped with Taylor
Stoker*.
AFTER all, fuel economy is dependent
L mostly on the design and construc-
tion of your boilers. You may have the
very best of auxiliary equipment, but if
your boilers are not designed and built
to utilize every possible B. T. U., then
your efforts to save fuel will not be
fully effective.
Much of the economy of Edge Moor
Water Tube Boilers is due to careful
designing — for example, to the flexible
system of baffling, which permits adap-
tation to individual conditions and
insures the best possible results. Then,
too, the finest workmanship is built into
Edge Moor Boilers — painstaking atten-
tion to detail that shows its results in
freedom of the finished product firom
expensive shut-downs for repair.
The new Edge Moor catalogue details
the features that have won preference
for Edge Moor Boilers in hundreds of
the best-known plants in a score of
leading industries. A copy will be
mailed at your request.
EDGE MOOR IRON COMPANY
Established 1868
EDGE MOOR, DELAWARE
New York Chicago St. Paul Boston Pitisburgh Charlottt
EdgeMqpkJ
eBOILEI^
^^^^MmmvwKm\mms^^^
OF A SERIES OF ARTICLES PICTURING THE INFLUENCE OF THE ENGINEER IN THE AFFAIRS
OF THE WORLD. PRESENTED BY THE McGRAW-HILL COMPANY, INC , WHOSE PUBLICATIONS
HAVE SERVED THE ENGINEER THROUGH HALF A CENTURY OF INDUSTRIAL PROGRESS
iuuAwuutwmttu»»i»»»ii»iiuaiuiJi;ji^^
Coal Age
Electrical
World
Electrical
Merchandising
American
Machinist
Industrial
Engineer
( Pubhihed 'n Ciicago)
Engineering
and Mining
Journal-Press
American
Machinist
THE ECONOMY OF
KNOWLEDGE
ONE of the greatest needs of the world today is for
accuracy. Accuracy in its teachings, in its actions, in
its beliefs. This can only come through a knowl-
edge of economic facts.
<IL A man may learn to drive a nail precisely, but he is a dan-
gerous man unless he knows the effect of the driving upon
the materials into which the nail enters. Progress requires an
exactness of information to meet the needs of this day when
no man is independent of his fellows. Without this exactness,
this accuracy, efforts at advancement are endangered, and
progress becomes speculative.
dLThe great dependency of the world upon its industrial or-
ganization, not alone for comforts but for the very vitals of
life, dictates that haphazard be replaced by knowledge.
d. Industry exacts known values and processes for its opera-
tion. And there we have the potent reason for the ever-
increasing supremacy of the engineer. But a few years ago,
when demand paid whatever price was required, industry
threw itself into a fury of production and thought this passing
whirl-wind of effort was progress.
CH, The cost of this effort has put the world in pawn, and our
pride of achievement has been pricked by the sharp point of
reality. We thought we were right. It did not require the en-
gineer to prove we were wrong. The inevitable backward
swing of the balance did that.
dL But it has necessitated the service of the engineer to show
us wherein we were wrong; and how to set about reconstruc-
tion on the sound basis of facts.
(H. At a costly price industry now recognizes its need of the
engineer; his judgments, his analyses, his technical knowledge
founded on economic facts.
dL And progress is now following the trails blazed by the en-
gineer for the benefit of all men; for the engineer has proved
the economy of knowledge.
Power
Engineering
News-Record
Bus
Transportation
Electric
Railway
Journal
Ingenteria
Internacional
(Printed in Spaniih)
Chemical and
Metallurgical
Engineering
Journal of
Electricity and
Western Industry
(San Franciico)
McGRAW-HILL COMPANY • INC •
NEW YORK
-mrmmjmmm;m:}in!m,mmm}»nimwii)m>mw>w»mii7m,-mrma
w
A-
S A
Ipse Dixit
and GALILEO
There was much learning but
little real knowledge in Galileo's
time (i 564-1 642). Aristotle was
swallowed in bad Latin transla-
tions. Ipse dixit. No one checked
him by what seemed vulgar,
coarse experiment.
Galileo fought 'against the
dead hand of tradition. He did
not argue about Aristotle, but
put him to the test. Aristotle led
his readers to believe that of two
bodies the heavier will fall the
faster. Galileo simply climbed
to the top of the Leaning Tower
of Pisa and dropped two un-
equal weights. The "best peo-
ple" were horrified; they even
refused to believe the result —
that the weights reached the
ground in equal times.
**Look at the world, and ex-
periment, experiment," cried
Galileo.
The bluest man in the i6th
century was not Galileo in pop-
ular estimation, but Suleimkn
the Magnificent, the Ottoman
Emperor, who swept through
Eastern Europe with fire and
sword and almost captured
Vienna. Where is his magnifi-
cence now?
Galileo gave us science —
established the paramount
right. of experimental evidence.
Suleiman did little to help the
world.
Hardly an experiment is made
in modern science, which does
not apply Galileo's results.
When, for instance, the physic-
ists in the Research Laboratories
of the General Electric Company
study the motions of electrons
inrarified atmospheres,or exper-
iment to heighten the efficiency
of generators and motors, they
follow Galileo's example and
substitute facts for beliefs.
General^ElecTtric
re tier a
I 0
ice
Company Schenectady,N.r.
qftij-aD
«e-
December 9, 1922
Electric Railway Journal
21
Lubrication is of Extreme Importance
EXECUTIVE officers of electric rail-
ways are awakening to the fact that
lubrication is not only a determining
factor in securing efficient service from
power house and rolling equipment, but
that many other important expense items
are regulated largely by its quality.
The installation of efficient lubrication
on your road is not the simple proposition
of buying oil, nor does the purchase of
cheap oil indicate economy in lubrica-
tion— ^in fact, quite the reverse.
Service is the one unfailing test of oil
quality. Unless the lubricant is capable
of demonstrating efficient service, it is
dear at any price. And SERVICE is not
a difficult quantity to measure — it shows
in performance.
The subject is one worthy of careful
consideration. The mechanical and
operating departments — as well as the
purchasing — are interested, and in a posi-
tion to judge service values at first hand.
Their opinion is indispensable to intel-
ligent selection.
Lubrication costs will be found high or
low, exactly in proportion to the service
results obtained. With the inevitable
poor service that marks the use of cheap
oils, the small savings made through their
lower first cost is lost many times over in
the expenses of repairs and depreciation
caused by their shortcomings.
When the lubrication question is con-
sidered from all angles — when efficient
service and ultimate economy are the
deciding factors — Galena Oils wi|ll be
found the only logical choice. They are
now used by over five hundred electric
properties.
'When Galena Service Goes In
Lubrication Troubles Go Out!"
Galena-Signal Oil Company/
New York Franklin, Pa., Chicago
» and offices in principal cities »
22
Electric Railway Journal
December 9, 1922
One of the 15 New Trolley Buses
Serving the Public Well
A total of 22 trolley buses now in service on
Staten Island makes that the most important
installation to date. Trackless trolley bus oper-
. ation there has already resulted in considerable
new home building in the communities served.
It is of interest to note that the motive equip-
ment on the 15 new buses recently put in oper-
ation duplicates that on the seven which have
operated successfully for more than a year,
viz., G-E 258 Light-Weight Motors with K-63
Control. G-E collectors and overhead material
are also used.
There is an advantage to you in the fact that
this G-E equipment which has proved its mettle
on hundreds of electric railways under all
operating conditions is recommended as
standard equipment for trackless trolley lines.
General
General Office
Schenectadjr.NY.
Company
Sales Offices in
all laige cities
HAROLD V. hOZELL
Consulting Editor
HENRY H. NORRIS
Engineering Eaitor
f. W. SQUIER
Associate Editor
CARL W. STOCKS
Associate Editor
DONALD F. HTNB
Associate Western Editor
R. E. PLIMPTON
Editorial Representative
Volume 60
Consolidation of Street Railway Journal and Electric Railway Review
HENRY W. BLAKE, Editor
New York, December 9, 1922
HARRY L. BROWN
Managing Editor
N. A. BOWERS
Pacifto Coast Editor
H. S. KNOWLTON
New Engiand tklltor
O. J.MicMURRAY
Neu'8 Editor
PAUL WOOTON
Wasilington Retiresentative
ALEXANDER MoCALLUM
British News ItepresentativB
Number 24
The Engineer
as an Industrial Leader
A SIGNIFICANT feature of the annual meeting of
the A.S'.M.E. in New York this week was the atten-
tion given to the economic and human side of engineer-
ing. An evening session was devoted to it and the same
topic was emphasized in the presidential address of
Dean Kimball, who strongly urged engineers to acquire
a broader knowledge of human nature and the economic
principles of industry and commerce. With this equip-
ment he visualized the engineer as possessing many of
the attributes for leadership in the modern state, which
are lacking in the military man, the lawyer and the
financial business men. Through the progress of civili-
zation each of these types has successively been most
prominent in directing human affairs, but with the grow-
ing technical complexity of modern life the role of in-
dustrial manager is being forced more and more on the
engineer.
The changes that Dean Kimball described are evident
in individual industries as well as in business in general,
and the railway industry is no exception. Mass pro-
duction is the order of the day in manufacturing, and
the application of engineering principles in mass trans-
portation are no less necessary in our large cities. When
a transportation line consisted of a few miles of track
and cars almost any one could direct its affairs. The
next step was the consolidated property, for whose ci-e-
ation the banker and lawyer were necessary. But the
main problems in city transportation now are not simply
those of finance or law. The aid of the engineer is
.being sought in their solution to a greater and greater
degree. The problems of finance and law remain, but
they are becoming equaled by if not subordinated to
those of equipment design and traffic movement. The
chief executive in many of the largest electric railway
properties now, in London and New York for instance,
have risen to those positions through the engineering or
transportation sides of the service rather than that of
banking and law, and the same condition applies to many
other properties.
Thus electric railway progress seems to be along the
normal lines of development indicated by Dean Kimball.
The Charles A. Coffin Foundation —
A Noteworthy Event
THE establishment by the General Electric Company
of the Charles A. Coffin Foundation announced this
week is most praiseworthy. It commemorates in a
suitable manner the activities of one whose services in
establishing the electrical industry on its present firm
foundations have been of great value, and it encourages
in a definite way advances in the application of elec-
tricity to the service of man. The electric railway
industry is especially interested in this endowment,
, partly because Mr. Coffin has always taken a keen
interest in technical improvements in railroad motive
power from the time that the original Thomson-
Houston Electric Company acquired the Van Depoele
patents, and partly because the foundation specifically
provides for an annual award to that electric railway
company "which, during the year, has made the great-
est contribution toward increasing the advantages of
electric transportation for the convenience and well-
being of the public and the benefit of the industry."
The four groups designated in the deed of gift for
recognition by awards were well selected. They rep-
resent, first, the men in the employ of the General
Electric Company, outside of its officers, heads of de-
partments and others occupying similar executive
positions, who make the most signal contributions
toward the increase of the company's efficiency or the
progress of art. Then come the two large electrical
industries with which Mr. Coffin's activities as presi-
dent of the General Electric Company and chairman of
its board of directors were most intimately associated,
namely, the electric railway and electric light and
power. Then there is the fourth purpose of the
foundation, the expansion of technical research. This
is encouraged by annual awards to technical graduates
who continue their research work in electricity, physics
or physical chemistry, and to technical schools to ex-
pand their research work along these lines.
The Charles A. Coffin Foundation is a noteworthy
gift to electrical science, typical in its generosity and
broad nature of the man whose name it bears.
Time Control Not the
Last Word in Handling Traffic
THERE seems to be a great tendency to praise and
to copy the three-light signal and time-element con-
trol of the traffic on and across Fifth Avenue, New
York City, without much consideration of how well it
aids traffic in New York, or would help elsewhere. The
Fifth Avenue system is rather spectacular, and it
probably attracts attention because of its uniqueness.
But as to facilitating the movement of traffic, that is
more fiction than reality.
During the hours of the day when travel is very
heavy, the system may serve to speed up traffic on this
main north and south artery, but this is done at the
expense of the crosstown travel, which is very much
slowed up, as compared to the usual system of control.
In the hours of lighter travel, the speed on Fifth Avenue
is itself slowed up by the time-element control system,
for the period of travel in one direction is determined
by the conditions at Forty-second Street, the heaviest
crosstown street. The result is that for long stretches
of time often no use is being made of the other inter-
sections all along the avenue, while many north and
south vehicles wait patiently for the signal. Certainly
an efficient use of the crossings cannot be claimed for
the Fifth Avenue system.
Furthermore, the adherence to a certain time element
900
Electric Railway Journal
Vol. 60, No. 24
in changing direction of travel has spread to several
other thoroughfares in New York, for the policemen
follow the scheme even without the signal lights. The
result is a slowing up of traffic generally, as compared
to other large cities where the officer handles the traffic
in shorter "takes" and does not wait for any time period
to lapse before permitting the vehicle from the other
direction to go, if the way is clear.
Do Motormen Realize that They
Are Custodians of Valuable Property?
WHEN a man takes his place at the front end of
his car and puts the car in motion he assumes
responsibility for the safety of the car riders behind
him and for the preservation of his employer's prop-
erty. A realization of this fact cannot but tend to lend
dignity to the position of motorman and thus promote
the incumbent's self-respect. It should also make him
careful, and carefulness is needed now as never before
because of the congestion of street traffic by automo-
biles and the recklessness with which many of those
vehicles are driven. The alarming increase in the rate
at which vehicles are colliding with cars indicates an
unusual need for caution.
It is true that a large part of the collisions between
cars and automobiles are due to carelessness of the
drivers of the latter. At the same time it is up to the
motorman, who is a responsible employee of an estab-
lished public service corporation, not only to avoid
causing collisions himself but also as far as possible to
prevent less careful drivers from running into his car.
Aside from the urgent and primary duty of min-
imizing injury to persons, which is "another story,"
the motorman has it in his power to safeguard costly
physical equipment. If he is on an interurban car the
value of this may run to $30,000 or more. It is difficult
to visualize just what this means. That amount of
money in real estate or grocery store stock would make
quite a show. And a motorman on a train has behind
him several times this value, possibly a quarter of a
million dollars. Even when it is an inexpensive safety
car that is being operated the principle is the same.
Besides this, the motorman also in part determines the
life of switches, crossings and other special trackwork.
which also are more expensive than he usually realizes.
It would be well for managers to impress the above
line of thought upon their men at this time as a part
of the campaign against the accident evil.
Higher Salaries Will Bring
Young Men to the Industry
OUITE a lot of thought has been given to ways of
interesting more young men in the electric railway
business, particularly on the part of the A. E. R. A.
committee on education. It was suggested that appren-
ticeship courses be revived, that joint study and prac-
tical work be arranged between technical schools and
railway companies, etc. However good the suggestions
of the committee may be, they are likely to avail little
until a fundamental deficiency in this field is remedied.
Probably the most pertinent reason why young college
men are not coming to the electric railway field more
plentifully is that they are not paid enough. In fact,
the average run of salaries throughout the industry is
lamentably low. In comparison with the electric rail-
way field the inducements that come to these energetic
young men from other industries include not only the
interest of rapidly expanding fields but more money
right from the start and in the future, if the man
shows capabilities.
This is certainly not as it should be. Considering the
great opportunity in the electric railway field for brains
and skill to make tremendous savings, or the lack of
them to make ruinous losses, there ought to be sufficient
compensation to attract and hold the very best of talent.
Taking into account the demands imposed on a man by
seven-day, twenty-four-hour service to the public, the
compensation ought to be relatively higher than in
other lines where the conditions are less exacting.
Knowledge of this salary situation somehow pene-
trates college circles and the young men shy at appren-
ticeships in railway work (at small pay) and hire out
to the automobile, the general manufacturing, or some
other field.
The whole level of salaries of electric railway oper-
ating heads and their assistants is too low, on some
roads ridiculously so. It is apprehended that if data
were available for a comparison of the general rise in
electric railway salaries as compared to the trend in level
of wages in the field it would make it appear that brain
is much less appreciated than brawn. Taking into
account this condition, it is not altogether surprising
that the personnel on some roads is failing to measure
up to the opportunities. The good men in many cases
have gone to better paying fields, for the salary situ-
ation not only deters the best young men from entering
the field but makes it difficult to hold good men. The
corrective measures are obvious.
While Others Talk Subway
Rochester Quietly Builds One
THE city of Rochester, N. Y., is exhibiting initia-
tive and foresight in utilizing the bed of the
abandoned Erie Canal for subway purposes. Little
publicity has as yet been given to the subway develop-
ment in this city; there has been no blowing of horns
about what was going to be done. At the same time
construction has been going ahead at a good pace, as
is evidenced from the construction pictures reproduced
elsewhere in this issue. There will be in the subway
accommodations for two interurban tracks and two
freight tracks, with necessary sidings; the freight
trains, of course, to be moved by electric locomotives.
These facilities will greatly relieve congestion in the
streets and permit higher speed to be made by the in-
terurban cars. Further, the roof of the subway will be
a broad street, which will further improve street
transit conditions.
This work is facilitated by the fact that the canal site
could be occupied exclusively for construction purposes,
a condition not usually met in subway construction. This
condition also largely eliminated interference with
street traffic, which is one of the bugaboos of subway
work in large cities.
The site of the abandoned Erie Canal presents an
interesting problem in several cities. Its route lies
naturally through their business and manufacturing
districts, because the cities were built up commercially
along the line of the canal. Hence the canal site pre-
sents great possibilities in the way of civic improve-
ments. Rochester is utilizing her section b.v making
a subway of it. In near-by Lyons the track of the
Rochester & Syracuse Railroad, a high-speed interurban
line, has been removed from the main streets to the
bank of the old canal, permitting much faster and,
therefore, better service through the town.
December 9, 1922
Electric Railway Journal
901
New General Office Building Which Houses All Departments of Detroit MuhjiciPAL Railway
Detroit Street Railway Moves Administration Center
to New Buildings
Office Building, Car Storage Yard and Inspection Shop and Track
and Line Building Located on 14-Acre Plot in Outlying District
— Many Interesting Features in Design and Layout of Facilities
A RECORD of the progress made by the Department
of Street Railways, city of Detroit, would be
. incomplete without a description of the new
buildings which were erected during 1922 for office
and shop use. A plot of land of approximately 14
acres was used. This extends from Shoemaker Avenue
to Warren Avenue in one direction and from St. Jean
Avenue to Lillibridge Avenue in the other. The build-
ings erected consist of an office, carhouse, heating plant
and building for the track and line department. The
original plans also provided for the erection of a large
car shop, but when the city took over the Detroit
United Railway property last May it was decided to use
its shop and not erect a new maintenance shop at the
present time.
The office building faces on Shoemaker Avenue and
is a three-story and basement building, 217 ft. 9i in.
long by 61 ft. 9 in. wide. It is made of rough, red-
faced brick, and the concrete walls of the basement
extend to the bottom of the windows of the first floor.
This adds materially to the fine appearance of the
building. The front line of the building, which faces
north, sets back 50 ft. from the street and this space,
as well as large areaways at each end, is devoted to well-
kept lawns. Attractive buildings and surroundings are
a particular asset to the city, since they insure that
other buildings erected in the locality will also be of
high-class construction and the revenue obtained from
taxes and from the increased valuation of other
adjacent property will prove an advantageous source of
income. There are two entrances to the office building
on the front and one at the east end of the building.
One of these, that at the front toward the west, is
used as a general entrance; the other two are used
for employees only. The main entrance leads into
a spacious lobby with tile floor and at the end of this
lobby is a stairway with an elevator to serve the other
floors. Corridors run lengthwise of the building on
each floor, off which entrance to the various offices is
obtained. The offices on the first floor are devoted par-
ticularly to the transportation department. A fire
stairway which is shut off from the other parts of the
building forms a part at the east end. Washroom and
toilet facilities are particularly extensive, and the heat-
ing, ventilating and lighting of the building incor-
porate all the latest improvements in office building
construction. The ventilation of the toilets and the
locker rooms is particularly interesting. In the locker
room a duct is provided underneath the floor with
screened openings from each locker leading into this.
There are other openings at the front and top of each
locker so that air is led in at the top and exhausted
through the bottom of the locker so as to insure a
complete circulation of air to carry off any offensive
odors. A duct is also provided overhead in the toilet
rooms which also insures very effective ventilation.
The heating pipes are brought into the office building
through a tunnel which extends underneath the inspec-
tion shop and has a branch leading to the line and track
department building. This tunnel has a cross-section
of 5 ft. X 7 ft. and its location is shown in the accom-
panying layout of the buildings and yards.
The floor and base construction used throughout the
office building is of particular interest, as extreme care
was used in the design to provide round sanitary comers
and provision for washing without danger of damage
to the walls. The floors are of cement, slate, tile or
linoleum and the bases are of cement or tile. The
902
Electric Railway Journal
Vol. 60, No. 24
Building Layout and Plans of
Office Building
At right, ti'ack yard and building layout.
Below, details of base and floor construction.
At bottom, first floor plan of offices. Center,
second floor plan of offices. At top, third floor
plan of office building.
December 9, 1922
Electric Railway Journal
903
walls above the bases are of either plaster, tile wainscot,
marble or a solid plaster preparation. A few cross-
sections shown will give an idea of the construction.
The second floor is devoted to offices for the various
officials. These include the general manager with
various assistants, the superintendent of equipment,
electrical engineer, supervisor of supplies, and the
superintendent of transportation. The auditing de-
partment also occupies rooms at the west end of this
floor. The principal part of the third floor is taken up
by the auditor's department, the supervisor of supplies,
and the claim department.
Carhouse Construction
The carhouse occupies a space of 124 ft. x 216 ft.
immediately back of the office building. This is con-
structed with three bays. The center bay is 40 ft.
wide and the outside bays 42 ft. and 40 ft. respectively.
to provide for the use of chain hoist for hoisting car
bodies or lifting equipment, the roof truss is figured
for a 1-ton load at each panel point on the lower chord.
There are seven tracks running through the building,
each being provided with a pit for the entire length.
The tracks are located with a center to center distance
of 13 ft. 4 in. and the pits are 5 ft. deep.
The floor and pit construction is of particular inter-
est. It consists of structural steel support piers in-
cased in concrete. The track rails are used as the top
members. The concrete between adjacent tracks is
supported by partitions and not by the rail. The rail,
however, which is 7-in. 91-lb. T-rail, forms the support
for the cars. The supporting piers are located at 8-ft.
centers and passageways ai-e left between these to give
free access to adjacent pits. The inner rails of adjacent
tracks are supported in pairs by vertical structural
steel members diagonally braced. Two angles 2i in. x
NKW BUILDINGS AND YARDS OF THE DETROIT MUNICIPAL RAILWAY
Ipper left — View of ground showing shop and building for line Lower left — -Line and traclc department building
anfl_ track department. ... Lower right — End of shop showing three-unit constrjiction with
Lpper right — Interior of shop showing pit construction. office building adjacent.
A space on the south side of the building 20 ft. wide
and running the entire length is -partitioned off for
use as an oflSce, storeroom, machine shop, oil room, sand
room and toilet. A particular feature of this is that
the wall which separates these departments from the
inspection shop extends up only to the roof truss. This
is of particular advantage as this construction does
not shut off any of the light, as would otherwise be
the case.
Provision has been made throughout the construction
to provide plenty of light, and one of the outstanding
features is that of the roof construction. Fifty per
cent of the roof is skylight, and the remainder is con-
crete slab covered with Barrett roofing. The entire
construction throughout the carhouse is fireproof, steel
concrete and brick being used. In the layout and ar-
rangement of facilities, many improvements utilized in
modern carhouses throughout the country have been
incorporated in the design and construction. In order
Si in. x i in. are used for the vertical members, and
angles of the same size serve for diagonal braces. This
construction leaves the pit entirely unobstructed and
gives a very satisfactory arrangement. Accompanying
cross-sections and photographs will give a clear idea
of the construction used.
Heating is provided by radiators installed between
adjacent pits, there being eighteen radiators in the
entire length of the building between two pits. The
steam mains are brought into the building through a
tunnel as already referred to, and this tunnel extends
through the center of the shop and runs to the office
building. The system of steam pipes and fire lines
has been worked out very carefully.
The door construction has not followed the usual
practice for electric railway shops, which is that of
using rolling doors for carhouses. Each track of the
Detroit shop is provided with two swinging doors,
which open outward.
904
Electric Railway Journal
Vol. 60, No. 24
i
I
I
FiooR Plan of Carhousb
The track layout for the carhouse and storage yard
is shown in an accompanying illustration. A ladder
track arrangement is used with through tracks the en-
tire length between these. The ladder track at the
east side is approximately 120 ft. from the end of the
carhouse and that on the west side 230 ft. from the
shop. As single-end operation is used for the cars in
Detroit the track facilities were designed particularly
to handle this type of equipment. The scheme in gen-
eral provides for cars to enter from Shoemaker Avenue,
although on the east end there is also a connection to
St. Jean Avenue. Cars which are to pass through the
■4 Cinder fill
wellcompac fed
''3 Concrete Slab
Cross-Section to Show Shop Construction
been designed with pavement which insures cleanliness
and provides favorable working conditions. The drain-
age has also been carefully worked out. Five 6-in.
di-ains are provided between tracks lengthwise of the
yard. These connect the cross drains which lead to
12-in. and 18-in. main sewers. The latter also provide
drainage outlets for the carhouse and office building.
The work of excavating and constructing foundations
was done by contract by forces of the department of
street railways and superstructures. W. C. Markham,
construction engineer, was in charge of the general
layout and supervision of this work under the direction
of J. S. Goodwin, general manager. The general shop
facilities were developed by A. C. Colby, superintendent
of equipment.
Repair Shops Nearly Double in Size
in Five Years
THE fourteenth United States census of manufac-
tures gives some very Interesting facts on the growth
of electric railway repair shops in a bulletin just issued
by the Department of Commerce. In 1919 the value of
the materials used and amount of wages paid had more
than doubled over the figures in 1914, and while the
value of the products had not increased in quite the same
ratio, it was almost 200 per cent of that in 1914. The
figures for 1919, 1914 and 1909 follow:
carhouse for inspection or light repairs can proceed in
either direction from the ladder track, either from the
street or storage yard, and after passing through the
house completing the loop they can be returned to any
desired location. The arrangement of the track layout,
while providing a complete loop for either the storage
yard or from the street, also gives facilities so that
cars can be turned without interfering with regular
traffic through the use of the Y provided at the en-
trance to each end of the carhouse yard. The yard has
ELECTRIC R.\ILROAD REPAIR SHOPS
1919 I9I4
Number of establishments 624 649
Persons engaged 33,120 28,215
Primary horsepower 53,830 44,989
Capital $82,557,905 $63,613,741
'Salaries and wages 42,052.521 20,559,383
Salaries 2,979,367 1,914,538
Wages 39,073,154 18,644,845
Paid for contract work 118,335 24,596
Rent and taxes 765,463 581,657
Cost of materials 32,025,484 17,609,574
Value of products 72,210,701 38,576,565
Value added by manufacture* 43,185,217 20,966,991
* Value of products leas cost of materials.
1909
541
23,699
35.794
$38,898,686
15.690,228
1,204,219
14,486,009
23,480
351,626
15,167,899
31,962.561
16,794.662
December 9, 1922
Electric Kailway Journal
905
Richmond Finances Analyzed
A Report Prepared by John A. Beeler for the Richmond City
Council Shows a Number of Interesting Facts —
Economical Operating Methods Found
THE first portion of a report which John A. Beeler
is preparing on the Richmond Railway division of
the Virginia Railway & Power Company has just been
made public. It contains about 7,500 words and many
tables and relates to the financial condition and history
of the company. A second part will follow on capital
accounts and investment in connection with the valuation
of the property, while service and operating methods
will be considered in a third volume. The report is
being made by the Beeler Organization for the com-
mittee on streets of the Richmond City Council. Among
other interesting facts disclosed by the report it is
found that the Richmond Railway division is making
an operating profit on total operating revenues of only
about 33 cents a car-mile, in spite of the fact that its
taxes amount to nearly 10 per cent of its gross receipts.
TABLE I— INCOME STATEMENT, RICHMOND RAILWAY DIVISION
Gross Operating Net from Operating
Year Earnings Expenses Operations Ratio
1910 $1,237,274.24 $836,475.21 $400,799.03 .676
1911 1,341.330.71 880,619.24 460,711.47 .657
1912 1,380.043 66 947,41445 432,629.21 .687
1913 1,473.555 72 953,18507 520,370.65 .647
1914 1,487,579 47 983,939 67 503,639.80 .662
1915 1,390,708 27 953,719 44 436,988.83 .686
1916 1,526,357.19 1,073,340.67 453,016.52 .704
1917 1.597.777 78 1.154.19601 443.581.77 .722
1918 1.657.895 52 1,370.559.00 287,336.52 .826
1919 1.939,050.24 1,698,86932 240,180.92 .876
1920 2,321,559.61 2,064,48735 257,072.26 .889
1920a 1,345,027.33 1,298,111.19 46,916.14 .965
1921i> 2,553,284 76 2,441,734.97 111,549.79 .956
a Six months period ended Dec. 31.
6 Fiscal years ended June 30, except 1921 ended Dec. 31.
Mr. Beeler finds the income during the last twelve
and one-half years was as shown in Table I.
Almost the entire operating receipts of the company
are derived from passenger earnings. Other sources of
revenue, totaling less than 1 per cent, are chartered
cars, advertising and minor items. From July 1, 1908,
to Feb. 13, 1919, the fare was 5 cents, with tickets
sold at the rate of six for 25 cents, good any time, and
TABLE III— EXPENDITURES FOR MAINTENANCE OF WAY FOR
LAST TWELVE AND ONE-HALF YEARS
Per Cent Average
of Cents Maintenance
Current Gross per Track* per
Year Maintenance Revenue Car-Mile Mileage Track-Mile
1910 $81,388.25 6.58 1.40 69.270 $1,175
1911 84,405.90 6.29 1.43 69 270 1,218
1912 103,849.83 '7.53 1.73 r71430 c 1,454
1913 104,654.19 7.10 1 74 72.714 1,439
1914 114,264.27 7.68 1 86 73.540 1,554
1915 95,327 25 6.85 1 55 77.956 1,223
1916 84,038.64 5.51 1.21 82612 1,017
1917 78,472 43 4.91 1 13 82714 949
1918 94,633.37 5.71 1 40 83.168 1,138
1919 142,320.83 7.34 2.13 83 290 1,709
1920 173,898.78 7 49 2.20 83.228 2,089
1920rt 92,988 99 6 91 2.30 83 228 2,234
19216 211,871.35 9.30 2.75 83.818 2,527
* From annual reports to stockholders
a Six months period ended Dee. 31.
b Fiscal years ended June 30, except 1921 ended Dec. 31.
c Mileage is given in annual report as 81,430.
labor tickets good before 7 a.m. sold for 2i cents. From
Feb. 14, 1919, to July 31, 1920, the fare by cash or
tickets was 5 cents and labor tickets were sold six
for 25 cents. Since Aug. 1, 1920, all fares have been
6 cents.
Table II shows operating revenues and expenses for
the period in cents per car-mile and cents per car-hour.
Mr. Beeler finds that the maintenance of way has
been kept up well as shown by Table III. A consider-
able part of the increase, as compared with the early
years, is undoubtedly due to the increase in material
prices and labor rates. The figures for maintenance of
equipment are shown in Table IV. The figures for the
last two or three years undoubtedly in equipment
maintenance include some deferred maintenance and
this account should now be lower. Power is obtained at
cost from the light and power division of the company.
Conducting transportation cost last year 39.81 per cent
of the gross earnings and 41.69 per cent of the operat-
ing expenses. Nevertheless the rate of wages paid has
been very conservative in comparison with those that
are paid in other cities. Table V gives the figures since
1910.
"General and miscellaneous" were 18.1 per cent of
the gross earnings and 18.9 per cent of op)erating ex-
penses. The figures given in the report included only
$12,655 chargeable to the railway division for the
TABLE II— OPERATING REVENUES AND EXPENSES RICHMOND RAILWAY DIVISION, 1910-1921
. Cents per Car-Mile *
1910 1911 1912 1913 1914 1915 1916 1917 1918 1919 1920 192aa 19216
CareamingB 21.18 22.59 22.75 24.25 24.00 22.39 21.66 23.00 24.48 29.01 29.31 33.12 32.85
Miscellaneous earnings 0.07 0.08 0.24 0.26 0.25 0.22 0.39 0 08 0.08 0.07 0.08 0.21 0.28
Total operating revenue ; 21.25 22.67 22.99 24.51 24.25 22.61 22.05 23.08 24.56 29.08 29.39 33.33 33.13
Maintenance way and structures 1.40 1.43 1.73 1.74 1.85 1.55 1.21 1.13 1.40 2 13 2.20 2.30 2.75
Maintenance equipment 1.73 1.39 1.34 1.23 1.27 1.17 1 09 1.35 1.65 2.63 2.94 4.44 3.44
Power 1.03 1.24 1.28 1.10 1.06 1.04 1.04 1.43 2.27 2 39 2.52 3.20 3.02
Conducting transportation 5.71 5.96 6.31 6.43 6.43 6.43 6.54 7.08 8.85 11.23 10.91 13.42 13.21
Traffic 0.07 0.03 0.06 0.06 0.06 0.04 0.06 0.05 0.06 0 07 0 06 0.04 0.08
General and miscellaneous 1.44 1.51 \.\\ 0.98 1.05 1.16 1.33 1.06 1.15 1.20 1.23 1.37 1 69
Irijuries and damages 0.74 0.79 0.80 0.85 0.85 0.79 1.08 1.15. 1.23 1 45 1.47 2.33 2.32
Depreciation and renewals 0.51 0.76 1.38 1.47 1.45 1.35 1.32 1.39 1.47 1.75 1.76 2 00 1.99
Taxes 1.68 1.76 1.77 1.99 2 01 1.97 1.83 2.03 2 23 2.53 3.05 3.06 3.18
Total operating expenses 14.35 14.87 15.78 15.85 15.04 15.51 15.50 16.57 20.31 25.48 25.14 32.15 31.58
Net earnings from operations 5.89 7.80 7,21 8.55 8.21 7.10 5.55 5.41 4.25 3 60 3.25 1.17 1.45
. — - — Cents per Car-Hour ~— >
Carearnings 167.65 175.91 176.53 185.18 183.80 170.64 169.59 180.25 194 09 231 52 234 34 260.34 250.81
Miscellaneous earnings 0.52 0.59 1.89 1.97 1.94 1.68 3.01 0.52 0 62 0.56 051 1.61 2.23
Total operating revenue 158.17 176.50 178 52 188.15 185.74 172.32 172.70 180.87 194.71 232 18 234.95 251.95 253.04
Maintenance way and structures 11.05 II II 1343 13.35 14.27 11.81 9.51 8.88 II II 17 04 17.60 18 11 21.83
Maintenance equipment 13.70 10.80 10 39 9.43 9.71 8 89 8.53 10.56 1 3 05 20 97 23 48 34 87 27.30
Power 8.57 9.69 9.95 8.42 8.10 7.96 8.16 11.18 18.02 19.11 20.10 25.17 23.99
Conducting transportation 45.21 46.38 48 98 49 33 49.22 48.99 51.19 55.51 70.16 89 67 87.20 105.42 104.88
Traffic 0.45 0 22 0.45 0.49 0 48 0 27 0.44 0.37 0.50 0 53 051 0 34 0.65
General and miscellaneoua 11.43 11.83 8.59 754 8.01 8.85 10.44 8.35 907 9.54 985 10.76 13.43
Injuries and damages 5 89 6 18 6.25 6.58 6.50 6.03 8.48 9.04 9.74 11.51 11 75 18.34 18.41
Depreciation and renewals 4 05 5.96 10 71 11.29 11 14 10.34 10.36 10.85 11.68 13.93 14 10 15.72 15.78
Taxes 13.31 13.71 13 78 15.25 15 42 15,03 14.33 15.91 17.63 21.02 24.34 24.08 25.28
Total operating expenses 113.68 115.88 122.55 121.70 122.85 118.17 121.44 130.65 160.95 203.42 208.93 252.81 251.55
Net earnings from operations 54.49 60.52 53.97 66.45 62.89 54.15 51.25 50.22 33.75 28.76 25.02 9.14 11.49
o Six months period ended Dec. 31.6 Fiscal years ended June 30, except 1921 ended Dec. 3 1 .
906
Electric Railway Journal
Vol. 60, No. 24
TABLE IV— EXPENDITURES FOR MAINTENANCE OF EQUIPMENT
FOR LAST TWELVE AND ONE-HALF YEARS
Per Cent
Current of Gross
Year Maintenance Revenue
1910 $100,811.04 8.15
1911 82,109.81 6.12
1912 80,330.80 5.82
1913 73,875.83 5.01
1914 77,771.35 5.22
1915 71,770 42 5 16
1916 75,384,31 4.94
1917 93,236 88 5 83
1918 111,077.8! 6 70
1919 175,158.49 9 03
1920 232,009 91 10 00
1920a 179,066 35 13 31
19216 264,970 62 10 37
a Six months period ended Dec. 31.
b Fiscal years ended June 30, except
Cents
Per
Car-Mile
1.73
1.39
1.34
1.23 ■
1.27
1.17
09
35
65
2,62
2.94
4.44
3 44
Average
Active Cars
in Service
125
126
128
128
131
131
148
148
144
142
168
168
168
Average
Maintenance
Per Car
$806
651
627
577
594
548
509
630
771
1.233
1,381
2,140
1,577
1921 ended Dec. 31.
salaries of president, vice-presidents, general counsel,
assistant general counsel, secretary and treasurer, as-
sistant secretary and treasurer, auditor, general man-
ager, purchasing agent, electrical engineer and assistant
engineer. These charges are considered by Mr. Beeler
as "remarkably small for a company doing its business.
Had the property been operated as a separate unit it
would have been necessary to have an independent set
of officers and clerks, which would have cost much more
than under the present arrangement. It is possible, of
course, that such an organization, while costing more,
might have obtained greater attention to the problems
of the railway system, but this is problematical."
Injuries and damages for a number of years were
charged at 5 per cent, but at 7 per cent from July 1,
1920, to Dec. 31", 1921. It was then decreased 5 per
cent.
A depreciation reserve was begun July 1, 1909,
and since July 1, 1911, 6 per cent of the gross has been
charged to that reserve. This basis is not considered
by Mr. Beeler so desirable as one on historical accu-
mulated investment. On such a basis, for the condi-
tions in Richmond, Mr. Beeler considers 24 per cent
TABLE V— EXPENDITURES FOR CONDUCTING TRANSPORTATION
FOR LAST TWELVE AND ONE-HALF YEARS
Fiscal
Year
1910
1911
1912
1913
1914
1915
1916
1917
1918
1919
1920
1920a
1921 6
Conducting
Transportation
$332,664.07
352,459.61
378,634.91
386,394.11
394,171.40
395,422.37
452,434.57
490,405.35
597,433.45
748,843,55
861,652.81
541,329.16
1,018,051.80
Cents
Per
"ar-Mile
5.71
5.96
6.31
.43
.43
.43
.54
7.08
8.85
11.20
10.91
13.42
13.21
Cents
Per
Car-Hour
45 21
46.93
48.98
49.33
49.22
48.99
51.19
55.51
70.16
89.66
87.20
105.42
104.88
Per Cent
Gross
Earnings
26.88
26.28
27.44
26.22
26.50
28.43
29.64
30.69
36.03
38.10
37.11
40.25
39.81
Per Cent
Operating
Expense
39.77
40.02
39.96
40.54
40.06
41.46
42.15
42.48
43 59
44.08
41.73
41.70
41.69
a Six months period ended Dec. 31.
6 Fiscal years ended June 30, except 1 92 1 ended Dec. 3 1 .
proper. During the last three years this would have
corresponded pretty closely to the amount actually
accrued, but prior to that time the amount accrued by
the method then followed by the company would be very
much less. The taxes in 1921 were 9.6 per cent of the
revenue, which is considered high.
Traffic Statistics
The revenue riders have increased 31 per cent in
eleven and one-half years in spite of the increase in
fares. The car-miles have increased over 32 per cent,
though the speed has not shown any change of moment.
While the revenues of the Richmond division have in-
creased approximately 100 per cent in the past twelve
and one-half years, the net earnings have decreased 75
per cent.
Transit Commission Standardizes
Time-Table
After an Examination of Time-Tables Used in Many Cities,
a Standard Form Is Recommended by the
New York Transit Bureau
THE New York Transit Commission has found that
the time-tables of the various surface railway com-
panies in New York City vary widely, and for no ade-
quate reason. As the object of all is the same, to guide
transportation employees in the operation of cars, it
is thought that a standard form of time-table will be
of advantage not only to the companies but to the
Transit Commission as well. In consequence the com-
mission has proposed to the companies to adopt the
standard form, illustrated herewith. An explanation of
this time-table, as compiled from the report submitted
to the commission by Edward A. Roberts, its chief
of transit bureau, follows :
A time-table may be divided into the following four
parts: (a) The heading, (b) The details of runs,,(c)
The run guide, (d) Information on running time, time
points and headways.
The heading is a simple statement giving the name
of the line, serial number of the time-table, date in
effect, serial number of the superseded time-table, ter-
minals of the line and a brief statement of the route
followed. It is also desirable to show in the heading
the name of the operating company, and the carhouse
from which the line is operated.
The details of runs is the major part of the time-table
and shows the time that each car or crew starts out of
the carhouse, the time it leaves terminals on each trip,
and the time the car goes back into the carhouse or is
turned over to another crew. The details of runs usu-
ally occupies the upper left section of the time-table.
The variations in the details of runs on different styles
of time-tables in New York City are:
1. The movements of individual cars or crews are
written horizontally on some tables, vertically on otiiers.
2. The continuous columns of either horizontal or
vertical figures represent in some tables the day's move-
ments of an individual car, and in others the continuous
day's work of a crew.
3. There are variations in the symbols and abbrevia-
tions used to denote certain standard car movements,
such as "car is taken out of barn," "crew is re-
lieved," etc.
The run guide usually appears in the upper right
section of the time-table. It is a summary of working
hours, showing for each crew the time for reporting
to work, the time for relief from work, and the total
hours of the day's work. The manner of stating this
information varies slightly with different companies,
due to variations in the form of the details of runs.
The miscellaneous information is generally placed in
the lower part of the time-table. No general informa-
tion at all is presented in the time-tables of some com-
panies, whereas a complete statement should include:
running time, time points, explanation of symbols,
summary of intervals between cars at all periods of the
day, and number of cars required for operation at
various periods of the day.
On many street railways in New York City the use of
a formal time-table is comparatively recent.
The time-table drafted by the commission is based
on an extended study of time-tables used in different
cities, and of the recommendations of the time-table
December 9, 1922
Electric Railway Journal
907
committee of the American Electric Railway Trans-
portation & Traffic Association. Hence, no claim for
originality is made for it, as it consists simply of what
were considered to be the best features of the large
number of time-tables examined.
The details of runs are read horizontally, and each
section of the details of runs represents the movements
of an individual car or train during the day. The move-
ments of each individual crew are indicated by run
numbers written with bold figures, so that the various
pieces of work of each individual crew may readily be
picked from the time-table. By using this method, the
time-table permits one to follow all movements of cars
as well as crews, a feature which is not easily possible
when each horizontal section of the details of runs
refers to the day's movements of an individual crew
rather than of an individual car.
The symbols used in the details of runs to indicate
cars going in and out of carhouses and crews being
relieved are in the simplest possible style and are fairly
well recognized as standard. The indication of ter-
minals, in connection with the work of each run, is
a feature which, it is thought, will eliminate much of
the mystery of the street railway time-table and make
it as easily read as the ordinary steam railroad public
time-table. On routes where operations are not com-
plicated, the details of runs could be arranged on the
time-table in such a way that, when read vertically,
it constitutes an almost perfect headway sheet showing
the time that successive cars leave their terminals.
The run guide in the recommended form is the same
as on all time-tables in which each horizontal section
represents the day's movements of an individual car.
The other information called for in the recommended
form includes a statement showing the running time in
each direction between terminals and between inter-
mediate time points. Provision is made for varying the
running time during the different hours of the day in
accordance with variation in street traffic conditions.
The intermediate time points, at each of which motor-
men are supposed to ascertain whether or not they are
running in accordance with the schedule, should be
spaced not more than ten minutes apart. A statement
is also included in the lower section of the time-table
showing the interval between cars and the number of
cars in operation during all periods of the day.
AIHEJ«Ea-DAYTABIIN0.A^MJFFECTJiMJ3-.
J92L_SUPERSEDINGN0.3-
-
--
MM
IIUN
LEAVE
m.m.mLm.A<imi.\iLAm. m--42?5L-jo?MrBwisy.r_i25?^.-_ ^
RUN
ON
Off
ON
Off
ON
Off
TO
MIN
3Z.
52/
(WTtrc
^
T»6
i41
^i
l^
^
ICJ6
tl/4
^
^
//n
r
^
itl
%
3«!
¥
::z
—
1 —
^
S^
~£04
77-2C
/«
SS4
/
ii
3"
•ml
sod
WrST SHOtI
^
rrs
m
8.o6
/i)c.
'006
7
fiao
^
^^
/^3f
J If
737
4
iij
4>}
fJ3
^
fff
^
ZI
IZ
■
fl4
i2l
70/2
12^
io3
?
_i/
^
M
jrs?
iS
«/»
i
27
V"i»
7744
20f
'ill
fcfer
^
V
i42
m
1?^
/7.#1
-^
■■
^
f
M
jt.
—
WIST SHOW
IWT Itl
—
—
—
—
—
-^
W
^i
7l5c
?^
—
—
m
iis
TIS2
X»
Tii
"'
r^~
~f
-^
ix
5Di
/
!S7
77
/
t
442
/i44
fftsr SrtMf
^
en
741
111
/0I4
loA
IIM>
i,'
-t
lr4t
fi>i
ioi
J26
k!i
^
Hlf
**.
/""
fill
IM.
24*
f
—
—
^.
644
7Z0f
2..iS
'641
P-
f
—32
_£
—
irtsr snxf
—
—
—
SkL
^
m
ill
IS/
7f4
^
I
—
—
ISBS
7»J
fzTt
244
isl
~f
2?
IZ
sA
wESr'SHMa
#
134
Uk
%?
TBii
TlU
m
f
Tfft
fn")
'¥~
7/S
3JS
41.1
4SS
4fS
/
sli
7.f
72.V
'7
't
%
2S4
70S
>»
111
»yi
lU,
}
pit
7
V
*>f
^-f
f
"
^'
/Z/2
J
ill
7St
/all
7044
f.oi
-S
__
!>^i««E_
VI
s,. iie
^
Wo
AU
*2f—
A
—
^
7T20
-74^
"ffi
~"ii
"»
*£
12
S!&
, /
—
lb
r-
/7r>
77
.)*/
f'4
iJli
^
X£
—
-~-
/:
1 —
^
i4l
?S4
T^
Alio
flit
t'Ji
704
ss
\/
2 '4
t24
ft
Hii
II H
i'^.
/f-ii
f
^1
7
I'-'l
^21
7?!
dt
Wtil 5H0M
mi \.tt
—
$r>
9f6
1,(4
./
/
\foi
(21
7"?
7«f
ifjo
fill
JL^
m
7744
2.'f
4fS
/Hi
f
S2
itlfz
^i
!>fC
>&
^0
«M
fflff
A
r*-
;*
,Hl
«4
M
mi
^H
/?;
IliS
i
:n
SI?
j/
r//
t
7f/f
I/J1
fSii
5E?
^
^
■■16
■^
7?1
f'M
^
T^f7
^72.
4Si
TOT
W-
1
1 —
■ —
«•-!(»#
fy
y
(<-7
Si7
lf,>7
7jcr
fif
7^/s
»».
J
btt
'fit
244
4S4
/z/s
1
H
u
—
nm SHOM
V?
t^t
1/
««T L£t
r
4, 11
f<rt
?n
««
fl^
«i
/"7
iik
jiz
/2^S
f
Si
'
, /
, /
/
It
/,5
■W
Wtjr SHMC
.•s^
isf
fi>
fj/
M47
/;«
m
■i^
f7f
"Tif
■^
241
fo/
,rii
tfi
a
ilS
(72i
m
11
t'
■wr Lfc
r
til
ta
x^
//!i
7
7241
?*"
y
t'l
til
tol
7*
7 13
M
-
K'^WW
M
f
intt
frf
11,11
/
'•
«.
tisi awtf
W\
iff
T'i
TTii
fl''
//M
Y
—
'Wrr LEE
-f—
w-
4ii
t.i
7'f
?<•
'/so
(/-
7*
/
/I
, /
^
/
li
Hi9
.rJf
yf
»!.1
f4Q
kA
K./3
V?
4f
/.?/!
Wil
ZSh
4/0
.rjn
ij-o
«
/w ite
j>»
i*s
m
/A/J
{13^
T
72f>
2t0
J3.
4Ji
iio
r
/
J
ib
ftSTSNMC
iff
liif
■f'4-
S3S
ia
tof
i't
WT m
Jill
fiV
ii'f
7fl'
7*
u
/
,/
rd
■f ^
--
If
iO)
ifii
7./S
fA
f4l
Iff
/>.!/
m)
1^
mr
2Sf
*'f
Sif
tif
•i^
r"
/J2
f.'f
/ai?
((4i
}
/^■^
4ff
*'9
7
m
■42 '-.WW
■fi?
m
w
W
^^
*.»<'
ll*i
4,''
w
-*f
KO
1(
' fi^
•m ilc
fl/C
r*-
».\\
MCLI
M t
C M
«A1
ST.
XMl
INUC
TtS
WRT
LCE
FERfl
r
-
■ MMT
CM
jKirswM
J
/I3.
r^^
7or
7ir
Tis
7»J
///
/v
'iPf
4W*.p»«
-•*
ffSS
/2JS
/•rr
i.t^
7AS
?.rS
,?/.T
X)S
.\fs
f Af
fs.r
4SJ-
or
S)S
SfS
if^.T
<*/,*"
w
Tin—IOWK
/"
U4f
^*S
^^4
(?i4
{■■^
SOS
Ih^
?'«i«
,us
.lis
J**-
f~^
YfT-f
-^f
,roj-
■fsr
,f<W
tf<y
(ftf
rtlS*"
t7^
^M
-
UNM^
•
nMC
t
•_
Tint
Ki
m
l"7i^
^
MO
nwN
S 1
MO
MS
mim
K<MB
■wrm
•WND
3f.
»m
OUW
_'?**T*
Mwn.
1!^
•Man
1^7.
<<<l
—
—
MTU!
—
S
JJ
? ••
Jf
7 «
7 ^
Hi ST.
t
«
«
~i
t
■r
^
'*■
7«
K0»S7.
86* 57.
*
/*
(
at
J-
II
4
27
4
4
■3*
r-T •
—
^fx%
r-v
f^
(
_ji_
/
>«
(
n
t 1
-^
<
AT
S
/a
at^
t> .
£-^
^
M^
^
S9^il
s
X7
e
f
t
't
*
f
4-
»,r
•r
B
(¥
r
ori-^ .
7 •
—
—
—
s
J
•»
,1
f-f
r -
^Jk> W .
^ ,
UOt
IVED
Ksritmt
^
t'f
M**
-.1
•J
il
>s«
-•I
•f
iW
■ifT
f/jb
^(7 .
IISS
tjr.
/ -
:?:
lurr.
J,/
WMC
TfS
CM
^
£''
,>/
HMC
:*H
[ TIH
NfD
%*■
HMfH
ft»T
r Of
•oY
TT"
MUCV
1^ m
Mun
^
' oep
7T
7^
y-
?*-
—
^
,
—
—
—
— 1 —
— i
—
The New YoSk Transit Commission Proposes This Standard Form of Time-Table
908
Electric Railway Journal
Vol. 60, No. 24
Constructing Street Over Subway — ^View from Abovb
Arsse/?ger platform
Cross-SectiOn of Rochester Subway at City Hall Station
Riverbed ^ .
Cross-Section of Rochester Subwat at Former
Erie Canal Aqueduct
The Whole Construction Equipment Is Here in Plain Sight
Rochester to Utilize Erie Canal Bed
for Transportation
Passenger and Freight Service to Be Provided for in Subway
Being Built in 13-Mile Section of Erie Canal
Purchased by the City
THE city of Rochester, N. Y., has begun the con-
struction of a rapid transit and industrial railway
in the bed of the abandoned Erie Canal. Through the
construction of the Barge Canal south of the city a
13-n)ile section of the Erie Canal has been vacated.
This has been acquired by the city at a cost of about
$1,500,000, for use as a subway.
Two tracks for passenger service and two for freight
service will be constructed. Tracks will connect with
all the steam railroads for transferring freight to the
various manufacturing concerns along the canal. The
interurban trolley lines will be diverted from the streets
and the running time to outside points reduced con-
siderably. Three main stations, located in the busi-
ness section of the city, will be served by the several
interurban. lines.
The contract recently let to Scott Brothers of Rome,
N. Y., for $1,183,780, comprises about 3 mile. This
section will be covered by a street parallel with Main
Street. This street will be 60 ft. wide between curbs,
excepting the portion over the Genesee River aqueduct,
where the width will be 52 ft.
The trunk of the aqueduct is to be used for the
Plan of the Proposed Rapid Transit and Indistrial Subway for Rochester, N. Y.,
of Which an Important Section Is Under Construction
December 9, 1922
Electric Railway Journal
909
Cross-Section of Subway at Oak Street — Ax I^ekt, Siding to Extending Arches of Aqueduct, Street to Be Above Supported
Warehouse Above; Next. Passenger Track: Both Sides on Graceful Short-Span Arches with Railway
OF Middle Row of Columns, Platform Main Street Tracks L^id in the Bed of the Old Canal.
Station ; Next, Passenger Track ; Cross-Section of CoMPLByrED Structure
AT Right, Freight Track Is Shown on Page 908.
tracks, the street being carried above the parapet walls.
Catenary trolley construction with steel bridges will
be used and the freight will be handled with 50-ton
electric locomotives.
The detailed study of the project and preparation of
the plan were made by LeGrand Brown, engineer of
subway, under the general direction of Edwin A.
Fisher, consulting engineer, and City Engineer C.
Arthur Poole. Prof. George F. Swain of Boston ex-
amined and reported favorably on the entire project.
One-Man Cars for Hydro-Electric
Railways
Passenger Comfort Has Been Considered as Most Essential
in the New Cars, Which Have Double Doors, Long
Platforms, Trucks with Long Wheelbases and
Seats with Spring Cushions and Backs
THE Hydro-Electric Power Commission of Ontario
has recently placed in service at Windsor and
Guelph, Ontario, twenty-five one-man cars. The car
bodies and trucks were furnished by the Canadian Brill
Company, and as several departures in design have been
made from the Birney safety car, a review of the new
features will be of interest. A seating capacity of
thirty-four has been provided and in addition there is
comfortable standing room for thirty passengers. The
cars are double ended and weigh, completely equipped,
26,175 lb. This is approximately 10,000 lb. heavier than
the Birney car and when consideration is given the
features which go to make up this increased weight,
it is evident that the question of light weight and low
power consumption were not regarded as of so great
importance as that of passenger comfort. The cars are
mounted on Brill No. 79-E-2 trucks, with a 9-ft. wheel-
base, and 26-in. diameter wheels. In general appear-
ance, the cars are quite similar to the Birney cars, but
are of increased dimensions and weight. The seats are
of the Brill "Waylo" reversible type and have spring
cushions and backs with rattan covers.
Some Features of the Door Control Equipment
The Hydro cars are of the two-stream type having
separate entrance and exit doors and steps. These are
selectively controlled by the operator by means of the
brake valve handle and the Westinghouse "selector
valve." Either door may be operated separately or
both doors may be operated simultaneously. This selec-
tive control gives the motorman command of the situa-
tion and prevents passengers from boarding through
the exit door. It is also a vital factor in the conserva-
tion of heat, which is a most important consideration
during the Canadian winters. At approximately 75
per cent of the stops, only one-half of the total doorway
(either the entrance or exit, as the case may be) is
opened.
The folding door and step mechanism is thf National
Pneumatic Company's standard ball-bearing type
throughout, and embodies all of the latest improve-
ments. The engines are mounted in a pocket above
the doors, which protects them from dust and dirt,
and also reduces the possibility of freezing due to the
high drainage position. They are mounted on a steel
base plate and bolted through the header. The door
Double-Door Openings Are a Feature of the Hydro-
Electric Cars
shafts pass up through this steel base plate and the
door shaft top bearings are riveted to the plate, the
engines being connected with rods less than 2 ft. long.
This base plate construction makes the engine and the
door shafts a complete mechanical unit which will oper-
ate properly regardless of vibration. The door-shaft
mechanism is ball bearing with taper-thrust collars
which allow free movement even though the car plat-
forms may sag or twist and throw the equipment out
of line.
The folding step mechanism is also ball bearing with
910
Electric Railway Journal
Vol. 60, No. 24
the same advantage of free movement should the step
be knocked out of line. Another advantage of the ball
bearings is the ease with which they are renewed.
The thrust collar keeps the wear off the shaft, while
with a plain or sleeve bearing both the shaft and hous-
ing wear. The step mechanism is connected to the
door shafts by means of the National Pneumatic Com-
pany's slide bar device, which insures perfect adjust-
ment when new and provides for adjustment to take
up wear from time to time as required.
The engine connecting rods are connected to the door
shafts through adjustable levers, which provide for
perfect adjustment of doors both open and closed and
the proper movement of both doors in unison. These
levers also provide for taking up the slack due to wear
so that the doors may be kept in the same operating
condition regardless of the length of time the car is
used.
The bottom door guides and catches insure the proper
locking of the doors at the bottom, keep the door panels
from twisting and are so designed that passengers will
not catch their clothing or strike their toes or knees
when boarding or alighting from the car.
The control and motor equipment was built by the
English Electric Company of Canada, Ltd. Two
D.K.84-A, 40-hp., 600-volt ventilated box frame motors
are used. .These motors are of the standard English
Electric design arranged for mounting on axles up to
5 in. in diameter. They are of the four-pole series-
interpole type and are self-ventilated by a fan mounted
on the armature shaft at the pinion end which pro-
duces a dual flow of air through the machine, one cur-
rent passing through the armature core and the other
along the surface of the armature and through the field
coils. The frame being of the box type, the motor leads
are brought out on the suspension bar side, the two
armature leads at the commutator end, and the two
field leads at the pinion end. Among other desirable
features to be found in the motor is the type of brush-
holder, which is provided with a serrated clamping face,
thereby securing absolute rigidity and making it im-
possible for the holder to slip down on to the commu-
tator. The interpole and main field coils are secured
against movement by the insertion of a flat spring be-
tween the coil and the frame, the coil being protected
by a sheet steel tray.
The gears were supplied by the Tool Steel Gear &
Pinion Company and the R. D. Nuttall Company, each
company furnishing 50 per cent of the order. The
gears are of the helical type, the teeth having a 7i deg.
angle and a 5-in. face. The gear cases are of pressed
steel, and are almost entirely free from any riveting
or welding, the weight complete being 70 lb.
The controllers are standard Dick-Kerr system two-
motor controllers, for use with the Safety Car Devices'
apparatus, and are supplied with standard notching de-
vice and Zweigbergh patent magnetic shield blow-out
coil. The winding of the blow-out coil is short circuited
DIMENSIONS OF THE HYDRO-ELECTRIC ONE-MAN CARS
Length over bumpers 30 ft . 3 i in.
Length over vestibules 29 ft. 3J in
Length over body 1 7 ft. 7} in.
Height from underside sill of top of roof 8 ft. 3 A in.
Height from rail top to roof 1 0 ft. 4 A in.
Height from rail top of trolley boards 10 ft. 7H in.
Height from rail top of car floor 29 |i in.
Height from rail top to first step , M J in.
Height from first step to platform .- 13 | in.
Ramp in floor 2 A in.
Width over all 8 ft. 6i in.
Width over side sheets 8 ft. 4 in.
Width of aisle 28 1 in.
Door opening both end* 4 ft. 6 in. dr.
on the two running positions, thereby preventing over-
heating of the coil. The power and reverse drum seg-
ments are built up on square steel spindles which are
insulated with a thick covering of mica, a maximum
amount of clearance being provided between segments,
so as to facilitate cleaning and to overcome the deposit-
ing of greasy dust. The cutting out of the motors
is done by a crank at the back of the controller, which
is operated by the reverse key and which raises or
lowers the reverse drum, the movement cutting out
either No. 1 or No. 2 motor as desired.
The circuit breakers are of a standard English Elec-
tric design and are for mounting in the vestibule roof.
They are type "D," form "A" and have a continuous
current capacity of 100 amp. The frame of the breaker
is of cast iron, the contacts and arc tips being con-
tained in a chamber of molded insulation. All working
parts are of cast brass. A main contact and arcing tip
is provided and the breaker is so designed that the arc
tip makes before and breaks after the main contact
brush, which is made up of laminated copper strip. The
whole breaker is covered by a black japanned cover with
polished brass lettering.
Automatic Substation with Remote Control
for New York Central
THE New York Central Railroad has contracted with
the General Electric Company for the first auto-
matic substation installation to be used on its electri-
fied division. While the equipment furnished will
provide for full automatic operation, the operator at
Mott Haven substation will have the new station under
his supervision through pilot wires providing for re-
mote control. This equipment will furnish power for
train operation at a point where the growth of traffic
developed a load center which did not exist at the
time of the original installation.
The new substation will be located beneath the ele-
vated tracks at 110th Street and Park Avenue, near
the point where they emerge from the Park Avenue
tunnel.
The equipment will consist of a 2,000-kw. motor-
generator set operated directly from the 11,000-volt
transmission, and with the generator tied into the
660-volt third-rail system.
December 9, 1922
Electric Railway Journal
911
The set may be floated on the line all day or closed
down during the periods of light traffic, at the discre-
tion of the operator at the Mott Haven Junction sub-
station. To start the station the operator simply
operates a control switch and the automatic control in
the new substation takes care of starting the motor-
generator set and bringing it onto the line. He can
follow the output of the machine and its load condi-
tions at any time of the day and, from his knowledge
of train movements, he is in a position to know when
the set may be unnecessary. Indicating equipment on
his meter panel gives another check on the line load.
In the event of a service interruption, due to failure
of the high-tension supply, the automatic station will
of itself shut down and be ready to come onto the line
again with the resumption of service from the power
station.
The automatic station control is laid out so as to
present the characteristics of a constant-current gen-
erator, in that the control can be adjusted so that the
generator will supply continuously any value of current
below the rated output for as long as the operator may
anticipate the concentration of load will continue, or for
such a period as is possible without overheating.
Preparing for Snow in Boston
There Is a Heavy Snowfall Annually and the Company Has to Remove Much of the Snow
as Well as Clear Its Tracks — Increasing Dependence Is Being Placed
in Machinery, Particularly Tractors
Railway Tractor Hauling Road Wagon to Break Up Ice on Street
THE Boston Elevated Railway has long been required
on narrow streets to remove the snow which it
cleared from its tracks and not simply to push it to one
side. This requires a much more extensive organiza-
tion than in cities where the company needs simply to
run a sweeper or plow over the track and let the city
take away the surplus snow. This year a slightly dif-
ferent plan will be followed as the result of an arrange-
ment made with the city
authorities. Certain streets
have been definitely set aside
which the company will
clear from curb to curb,
while on other streets the
city has undertaken to re-
move the snow which the
company clears from its
tracks.
Boston has a heavy snow-
fall in winter and formerly
the Boston Elevated Rail-
way owned a large number
of horse-drawn sleds for
hauling away the snow.
Latterly greater dependence
Teams Use the Railway
It Is Clear
has been placed on gondola cars and auto trucks, but the
greatest development during the past two years in snow-
fighting equipment has been with tractors and other
snow-fighting machinery. The company is entering this
winter with the following snow-fighting equipment:
Sweepers : Two single-truck, 14 double-truck. Plows :
Wason, 22 ; Taunton, 59 ; Russell, 8 ; other types known
as steel plows, 74. Tractors : Holt, 3 ; Cletrac, 1. Snow
removers (Bradley) horse-
drawn, 18.
This is in addition to
various road machines and
plows designed to be hauled
by the tractors, dump cars,
sleds, heavy steel brushes
attached to the trucks of the
elevated cars to clear the
third rail from sleet, etc.
All snow work comes un-
der the general direction of
the general manager and
superintendent of transpor-
tation, and the co-operation
of the municipal authorities
of all towns and cities
Kiuht-of-Way Because
OF Snow
912
Electric Railway Journal
Vol. 60, No. 24
'^^^^^^^^^^^^^^^JHk^^^^^^H^^^^^^^S ^H^H ,|n
il
flP^^^iyLIlT "'
.. < J
^^ \I...'^
J
'::\,n
^
Dumping Sleds and Dumping Cars for Hauling Snow in Boston
through which the elevated operates is solicited and
obtained.
In the late summer of each year the company, through
its superintendent of transportation, posts a notice in
the carhouses that applications for snow work will be
received from the trainmen and by Oct. 1 usually suffi-
cient applications have been received so that the organ-
ization can be completed. Besides the rapid transit or
elevated division there are four operating divisions of
the company to include the surface lines, and the divi-
sion superintendent of each surface division is respon-
sible for the work of plowing and carting away the snow
on his division. This means that he must (1) arrange
to get the necessary dumps, (2) see that the snow-
fighting equipment is in proper repair, has been tested
on the street and is in readiness to put into use, (3)
make out a list of the different snow routes and have it
posted in the lobbies of the carhouses, and (4) be sure
that the men applying for snow work are familiar with
these routes. Under the division superintendents, either
the station masters at the different carhouses or some
duly appointed snow foremen are in charge of the snow
work for the districts for which their stations are head-
quarters. These men see that snow foremen are ap-
pointed to follow up the work on streets. A certain
number of blue uniformed men are also appointed to act
as foremen, timekeepers and paymasters for the shovel-
ers. A considerable part of this latter help is made up
of regular maintenance of way men, supplemented,
where that supply is insufficient, by outside labor.
Arrangements have also to be made by the division
superintendent for sufficient dumping places for the
snow. Docks and bridges are secured for this purpose
whenever available. Permits to use sewer manholes are
also obtained. Open areas, either owned by the munici-
palities through which the lines of the company run or
by private individuals and corporations, are made avail-
able. Full details as to all arrangements of this kind
made are filed by each division superintendent with the
superintendent of transportation, together with a list
of the men who have been accepted for snow duty with
their residence and telephones, if any.
Two of the accompanying illustrations show a tractor
at work breaking up a layer of ice or hardened snow at
the side of the track. In one case a road machine is
being used and in the other an ordinary hand plow.
The former is considered preferable, and in the truck
used in Boston the tongue of the road wagon is so ar-
ranged that it does not have to be hauled directly after
the tractor, but will run at some distance to one side
or the other if that should be desired. Another view
shows one of the horse-drawn dumping sleds and an-
other a train of dumping cars being loaded by hand.
These cars are usually run in trains of not more than
Tractor Clearing Packed Snow by Using Plow
A Heavy Drift in a Boston Suburb
December 9, 1922
Electric Railway Journal
913
three cars each, the reason being that the dumps are
arranged for three cars as a maximum number.
The two other views illustrate some of the difficulties
of winter operation in Boston. The lower view at the
right on page 912 was taken after a snowstorm in 1920
on one of the outlying lines of the company. The one at
the bottom of page 911 illustrates what trucks and auto-
mobiles do in Boston after a heavy snowstorm where the
company has cleared its right of way, but the rest of the
street is still covered with sno.w. A fact which makes this
picture even more notable is that the tracks at this point
are not laid in the street but on a reservation in the cen-
ter of the street, with no paving between the rails. The
result is that after a day or two of this use of the reser-
vation by heavy trucks the company finds most of its tie
rods broken and other damage done to its right-of-way.
exceptionally high fuel-burning rates per unit of stoker
grate area. Advantage of the possibilities of this de-
sign was taken materially to increase the furnace vol-
ume by setting the stoker low in relation to the floor
line without sacrificing operating accessibility. A fur-
nace depth of 9 ft. 2 in. was obtained, with little change
in existing ashpit construction, by using a short arch.
Among the novel features of this stoker is the use of
a spur-gear power box, said to give a much higher
power transmission efficiency than the worm-gear box
in general use on underfeed stokers. A 50 per cent
variation in the ratio between driving-shaft speed and
crankshaft speed is obtained without shifting of gears
or the use of clutches. All driving shafts are com-
Improved Underfeed Stokers for
P.R.T. Boiler Plant
Forced Draft Substituted for Natural Draft Under Twelve
Boilers of the Company's Principal Peak-Load and
Reserve Power Station — Steam-Operated
Dump Plate a Feature
THE Philadelphia Rapid Transit Company in part
generates the electrical power needed for its lines,
purchasing the remainder from the Philadelphia Elec-
tric Company. Two-thirds of the power requirements
are purchased in off-peak hours and one-third in the
peak-load period. Several power plants, fairly well dis-
tributed over the city, are operated, the most modern
of which is located on the Delaware River somewhat
more than a mile north of Market Street. This station
contains five steam turbines, one Westinghouse of
15,800-kw. capacity, two Westinghouse of 9,500-kw. ca-
pacity each, one Westinghouse of 6,000-kw. capacity and
one General Electric of 2,000-kw. capacity.
Coal is received at the plant by rail and water, being
dumped into hoppers, from which it is delivered to
bunkers by means of bucket type elevators and flight
conveyors made by the Webster Manufacturing Com-
pany. Ashes are removed from the boilers to hoppers
in a basement beneath, whence they drop into cars from
which they are taken by means of a Morse & Williams
dumping bucket elevator to an elevated ash bin. From
this they go into electrically operated ash cars.
In studying the general power system of the company,
the engineers some time ago decided that money could
profitably be invested in changing over some of the boil-
ers in this plant for forced-draft combustion. The
boiler room contains sixteen 800-hp. Parker boilers and
twelve Babcock & Wilcox boilers, all formerly equipped
for natural draft.
It was decided to change the stoker equipment of the
twelve B. & W. boilers from the Roney overfeed type to
the Taylor underfeed type. These boilers are of the
marine type, six rated at 627 hp., four at 680 hp., and
two at 450 hp. The Taylor stokers are of the new
seventeen-tuyere, "H" type and are guaranteed to burn
sufficient coal to develop 250 per cent of boiler rating
continuously, and 300 per cent of rating for two hours.
One hundred and thirteen square feet of stoker grate
area is installed under each of the ten larger boilers
and 81 sq.ft. under the two smaller boilers.
While this type of Taylor stoker is no departure in
basic principles of operation from the well-known Tay-
lor stoker, it has many improvements. Features of the
fuel-feeding mechanism and air supply make possible
These Stokers Have New Ttpe of Power Box. Operating
Mechanism Is Largely Within the Boiler Setting
Cross-Section or Boiler Setting, with New U.vderfeed Stoker,
IN Delaware Avenue Power Plant of Philadelphia
Rapid Transit Company
pletely guarded. Hoppers are designed to eliminate
arching of wet coal. A special feature of this design
is the ease of renewing all parts subject to replacement
with the minimum loss of material in so doing. A
reciprocating extension grate for burning the fixed car-
bon from the ash is provided. The stoker is equipped
with a steam-operated dump plate giving maximum free
discharge opening when the plate is dropped. The plate
swings above the horizontal by steam power to free the
bridge wall from clinker adhesions. A cross-section
of the installation is shown in the accompanying line
cut and the reproduction of a photograph shows the
front of the boilers and stokers.
914
Electric Railway Journal
Vol. 60, No. 24
S^LtijA^ f^'t^ ^jd^ivL
Discussion on Depreciation
Baltimore, Md., Dec. 5, 1922.
To the Editor.s:
I have looked over with much interest your report
of the Detroit meeting of the National Association of
Railway and Utilities Commissioners, published in the
Journal of Nov. 25, page 851, and desire to call your
attention to one point with regard to the discussion
on depreciation.
I am inclined to think that any one reading this
report would infer that the sense of the meeting was
in favor of the setting up of a straight reserve based
upon cost less scrap and accurate life tables.
This ignores the very important statement made by
Mr. Jackson and received with apparent approval by the
delegates, in which he called attention to the fact thai
on account of the equalization of renewals the accu-
mulation of a depreciation reserve on the method out-
lined above resulted in building up an enormous fund
for which the utility would at no time during its future
life find a legitimate use.
This fact, while it has been recognized for some time
by a number of the more careful students of deprecia-
tion theories, has not, so far as I know, been publicly
emphasized, and Mr. Jackson's statement was to me
one of the most important ones made during the entire
convention. W. H. Maltbie.
Every Street Intersecting an Electric Railway
Is a Grade Crossing
Boston Elevated Railway,
Boston, Mass., Dec. 4, 1922.
To the Editors:
The editorial on the vehicle situation which appeared
in the issue of the Electric Railway Journal for Dec. 2
was read with much interest. The tremendous in-
crease from year to year in numbers of vehicles on the
highways and the result to street railways of a pro-
portionate increase in vehicle collisions should direct
the attention of all concerned to trying to reduce in
some manner the numer of these accidents.
A few weeks ago the Massachusetts Safety Council
made a study of vehicle collisions that had occurred on
Massachusetts street railways during the first eight
months of the present year and came to the following
conclusions :
1. Collisions with automobiles coming out of side
streets without warning, or at improper speed, con-
stitute the most serious group.
2. Automobiles turning out from the curb without
signaling constitute another large but less serious
group.
3. Turning in front of a car, or cutting in in front
of it, is a frequent cause of serious collisions.
4. On suburban or interurban lines, where trolley
cars operate at a relatively high speed, automobiles
stop on the track or too close to it, and resulting col-
lisions almost always involve serious personal injury.
The publication of this report caused an interesting
editorial discussion which accomplished something
toward informing the public as to the nature of this
hazard. I believe that it is our duty to present these
facts again and again to motorists in every state until
their significance is driven home.
That the seriousness of the situation extends beyond
the confines of the cities is indicated by the fact that
the steam railroads of the country have this year con-
ducted a campaign to reduce collisions with automo-
biles occurring at grade crossings. Our investigations
on this railway have shown that automobiles and trucks
coming out of side streets without warning and at high
speed produce our greatest and most serious class of
vehicle collisions.
Practically every side street entering a highway on
which we operate street cars establishes a grade cross-
ing over our tracks. The absolute disregard of the
average driver of a motor vehicle in approaching these
tracks from side streets, together with his high speed
and disregard of the use of his warning signal, con-
stitutes, in my judgment, a greater element of danger
than exists at steam railroad grade crossings. This is
due to the greater frequency of our cars and the greater
frequency of these side street crossings. Our task is
to educate the driving public to an understanding of
this fact.
According to the morning press reports, in the mat-
ter of vehicle accidents and particularly in that of
cross-street vehicle accidents, the street railways are
up against a world-wide problem.
In a statement to the press. President Harding de-
clares that he believes that the world in general, and
the United States in particular, is finding it diflicult
to adjust itself to the automobile age. He thinks
that this country is moving at an automobile pace and
generally needs a policy of caution at the crossroads and
the turnings of its future. H. B. Potter,
Chairman Committee on Accident Prevention.
American Electric Railway Association.
Through the Gotthard Tunnel in Comfort
IN A REPORT to the Department of Commerce, Consul-
General James J. Murphy declares that, in the light
of experience with electrification up to the present
time, the electrification of the Gotthard line, through
the tunnel connecting Italy and Switzerland, may from
a technical point of view be considered as entirely suc-
cessful. The movement of trains is just as regular as
with steam locomotives; the passengers and the rail-
road personnel appreciate highly the elimination of
smoke; and there is no doubt that this is an important
step forward, hygienically. Strain on the rolling stock
is lessened and wear on the removable parts has been
found to be considerably reduced. Experience shows,
on the other hand, that the greater speed obtained ap-
parently causes a more rapid wear of the outer rails
on the curves. With the greater speed attained it has
been possible to make improvements in the time-tables.
The efficiency of the crews engaged in maintaining
tracks and tunnels has increased noticeably.
South African Railways Power Plant
AFTER numerous surveys Colenso has been chosen
. by the South African Railways as the best site for
the new power plant which will generate the power for
the electrification of the railway line. For this the
locomotives have already been ordered. Colenso is
about midway between the two termini of the Glencoe
and Maritzburg-Colenso electrified section. Colenso will
therefore probably be an important power center.
December 9, 1922
Electric Railway Journal
915
What's New from the
Manufacturers
Face Plate of Field Rheostat, Operated
Bv High-Speed Motor
New Voltage Generator of Rheostatic Type
THE Westinghouse Electric & Manufacturing Com-
pany has installed in a number of recent power
plants a type of voltage regulator differing funda-
mentally from the vibrating type, or "Tirrill" regu-
lator. The new regulator maintains a constant
alternating -cur-
rent voltage by
means of the gen-
erator field rheo-
stat, the exciter
voltage being kept
at a constant
value. The new
regulator is not
intended to super-
sede the Tirrill,
but rather to meet
conditions to
which the latter
is not inherently
well adapted. It
is particularly ap-
plicable to instal-
lations where the
time constant (or
rate of response
to change in volt-
age on the field of a generator) is slow, where exciters
are of large capacity and low speed, thus having heavy
field currents beyond the capacity of the vibrating
regulator contacts, or for synchronous condenser ap-
plication, where the excitation
voltage across the field of the
condenser must be lowered to
a value below the residual volt-
age of the exciter, as is very
often the case.
The regulator equipment
comprises the following: (1)
A control element mounted in
a glass case, and located either
on a panel of the main switch-
board, or on a bracket or a
pedestal. (2) A pair of re-
versing contactor switches ac-
tuated from the main contacts
of the control element. The
reversing switches are for op-
erating the rheostat motors in
one direction or the other, and
may be mounted on the same
panel with the control element
or on a separate base in the
rear of the switchboard. (3)
A special generator field rheostat, operating at a high
rate of speed. The motor of the rheostat is quickly
brought to rest by so connecting the reversing switches
as to employ dynamic braking the moment the control
element ceases to cause a change in the excitation current.
The control element consists essentially of a sei of
contacts jointly actuated by an alternating current and
a direct current coil. These contacts control the direc-
tion of rotation of the rheostat motor through two
reversing contactor switches. The alternating-current
coil is connected to the generator lead through the use
of a suitable potential transformer. The direct-current
coil is connected across the terminals of the generator
field. A current coil is also provided together with a
suitable number of taps for compensation purposes.
Anti-hunting features, incorporated in the design,
consist of auxiliary contacts on the reversing switches
which automatically change the strength of the cur-
i-ent in the alternating-current coil at the moment there
is a change in excitation voltage on the machine.
The operation of the rheostatic regulator is exactly
the same as if the station operator were regulating
the voltage by hand. When the line voltage is at the
correct value, the regulator is in equilibrium, and con-
sequently there are no moving parts. Should the volt-
age deviate from the correct value, the regulator will
operate the generator rheostat to« bring the voltage
back to normal.
The regulator is either put in or out of service by
means of a single-drum control switch.
Control Element and
Reversing Contactors
Flashing Light Highway Crossing Signal
THE General Railway Signal Company, Rochester,
N. Y., has developed a flashing-light highway cross-
ing signal which is simple, dependable and which
requires little maintenance. A special lens is used to
spread an intense flashing red light which is clearly
visible under adverse sunlight conditions at all distances
up to 1,500 ft. The lens is protected from mechanical
injury by a wire mesh guard. A double filament lamp
is so placed that the effective light from both fllaments
is in the focal center of the lens, thereby giving the
maximum intensity of light for the combined wattage
of both filaments. The lamp and lamp receptacles are
so made that no adjustment for focus is necessary in
changing lamps. The two filaments of the double fila-
ment lamp are so made that they will not burn out
simultaneously.
Thirty flashes per minute are produced by the use
of a simple slow-acting double relay. The relay is
designed to break a current of 3 amp. continuously with-
916
ELECTKltj Ka1l,Wat journal
Vol. 60, No. 24
out injury to contacts, whereas in electric railway
service, a current of less than 1 amp. is all that is
required. The signal is equipped with a small clear
glass on each side so that its operation may be checked
from the track. Provision is made for easy alignment
with the highway, a sighting device being included in
each signal for convenience in making this adjustment.
The light unit is mounted on top of a 4-in. pipe mast
or by the use of a bracket it may be mounted on an
existing pole. Backgrounds are furnished lettered as
shown in the illustration or as specified by the railroad.
Electric Railway
Publicity-
Uses Track Construction to Emphasize
Interest in City
CONSTRUCTIVE advertising of a new and distinc-
tive type is being done by the Tri-City Railway,
Davenport, Iowa. It is calling attention to its municipal
improvement work in the laying of 4,200 ft. of double
tracking and offering for sale the 7 per cent prior pre-
ferred stock of the United Light & Railways Company,
its financing corporation.
The company has erected signs between the tracks
along the mile of double tracking in the central dis-
trict. These signs are heavy canvas between steel pole
uprights. They call attention to the $77,000 of improve-
ment, and emphasize the fact that of this amount $23,-
000 will be paid out to labor. The sign states that the
Tri-City Railway is undertaking this big improvement
because it believes in the city and realizes that it is
only by such improvements that it can give the public
the best service.
In addition to this general or institutional appeal the
sign gives the interesting information that 363,000 pav-
ing brick, 7,000 tons of excavation, 1,300 tons of sand,
6,900 sacks of cement, 4,200 creosoted oak ties, and
260 tons of rail and fastenings are to be used in the
construction of this loop surface car artery.
Past these signs runs the steam shovel employed by
the company in its excavation work. On the side of
this shovel, in plain view of the thousands of spectators
who watch it at work daily, is this advertisement : "Bu.v
United Light & Railways 7 per Cent Prior Preferred
Stock and Keep This Shovel Moving."
Proverbs XII-19
THE Philadelphia Rapid Transit Company was re-
cently beset with an agitation on the part of the
local newspapers to do away with the skip-stop plan o1
operation. The newspapers had carried the agitatior
to extremes and were taking every possible opportunity
to reflect discredit on the skip stop. Whenever an ac-
cident occurred, for example, some such headline as this
was likely to appear: "Another Murder Caused by Skij
Stop." At the peak of the agitation, every car on tht
system appeared one morning with a dash poster whic?
had on it only the Bible reference in large letters:
"Proverbs XII-19."
The Bible verse reads as follows:
"The lip of truth shall be established forever:
but a lying tongue is but for a moment."
The effect was almost electrical. By noon probablj
2,000,000 people, a far greater audience than any news
paper reached, had noticed and renoticed this peculiai
dash sign and curiosity did the rest. One of the loca
Bible Institute offices was besieged with telephone calls
inquiring about the reference.
The message of the poster was unassailable, and i1
politely told the newspapers what they were doing with
out calling them what they were. They apparently gol
the point, for it is said that the agitation was suddenlj
and completely dropped.
Louisville Railway Wants Representatives
in City's Associations
THE Louisville (Ky.) Railway is placing men in the
various clubs, business organizations and associa
tions. This means that when any railway subject comes
up for discussion in any one of these associations th«
representative of the railway who is a member shoulc
be able to place the case of the company properly before
its members. Officials and department managers of the
railway are now active in a large number of loca!
organizations, which of course is resulting in more
friends for the company, and good will is the one thing
the company needs.
At Left, Steam Shovel Spreads the Message of 7 per Cent Prior Preferred Stock. At Right, Tri-Citt Railwav
OF Iowa Builds Good Will and a Track Simultaneously
December 9, 1922
Electric Railway Journal
917
Samuel Riddle, vice-president Louisville Railway, was
recently elected a director of the Board of Trade.
Before the election. President Barnes sent a letter to
every member of the Board of Trade calling attention
to the nomination of Mr. Riddle. He explained that as
a member of the directorate he would be in better posi-
tion to understand the problems of the community.
lever. It is driven through reduction gears from a
friction wheel which operates on the rim of one of the
car wheels. Provision is made for changing the chart
in a convenient manner.
Stop Guide for Electric Railway Cars
1'^HE Metropolitan Electric Tramway, Ltd., of Lon-
don, England, is trying out a car road guide in one
of its tramway cars. The indicator is manufactured
by the Road Guides, Ltd., London, and is a box ar-
rangement of approximately 36 in. x 14 in. This con-
tains a chart of the route being traveled by the car.
Midway along the glass dial is a pointer which indi-
cates to the passenger the exact position of the car at
all times. As the car moves along the chart unwinds
itself from one spool to another. The moving chart
has printed on it all the features of the journey, such
as streets, compulsory stops, museums, places of busi-
ness, etc. The top portion of the chart is used for
advertising to announce current events and interesting
news.
Two indicators are used on each car, one on either
side, so placed that the passengers can see them quite
comfortably. The indicator is automatic and requires
no adjustment except when the car diverges from a
given route or when going in or out of service. It can
be neutralized by moving a lever and can be set to
any point on the route by turning another small hand
Mr. Mitten to Stand Four-Square
THE familiar phrase, "Mitten Men and Manage-
ment," is hereafter to include ovmers and public.
The owners were recently added to this working com-
bination, and the Philadelphia (Pa.) Rapid Transit
Company is now out to win the public. What the com-
panj' wants is intelligent interest on the part of the
public. This it will attempt to gain by inviting sugges-
tions from car riders as to improvements in service and
methods. Suggestion cards will be carried by conduc-
tors, who are to write dovra criticisms or suggestions of
the riders. In announcing the new plan, the following
statement was made:
The men and management for eleven years have been
proving the value of working together. The stockholders
by their recent vote and since by the use of suggestion
cards, have come splendidly into line, thus completing three
sides of the square which is emblematic of street railway
perfection.
Viewing our joint accomplishments, is it too much to
hope that there may also be developed a spirit of public
co-operation which shall complete the entire square — men,
management, owners, public?
To this end conductors should use their suggestion cards
to report not only their own suggestions, which are the fruit
of their observations and first-hand knowledge, but also
those of their passengers, which are from the standpoint
of those we are here to serve.
We have been keeping our eyes open to improvements
to service with splendid results. Let's keep our ears open,
that we may also have the advice of our car riders.
Transformer and Busbar Stand-
ards Adopted by Electric
Power Club
THE Electric Power Club, the head-
quarters of which are located in the
Kirby Building, Cleveland, Ohio, held
its regular fall meeting at Grove Park
Inn, Asheville, N. C, recently.
Of the proceedings of particular in-
terest in the electric railway field the
following are the most important:
Requirements for high-potential test
guarantees applying to transformers
having single-voltage ratings from
550 to 50,000 inclusive were adopted
as follows: High-voltage winding to
low voltage winding and core, maximum
high voltage rating from 550 to 4,500
volts, 10,000; above 4,500 to 50,000
volts, twice the highest rated voltage
of the high-voltage winding, plus 1,000
volts; above 50,000 volts twice the nor-
mal voltage of the circuit to which the
low-voltage winding is connected, plus
1,000 volts.
Busbar Ratings
The club made some revisions of its
rules on application and rating of bus-
bars and connection bars. The standard
now specifies that busbars shall be rated
on a basis of temperature rise instead
of current density, and curves are
given to cover the current-carrying
capacities of the usual sizes of copper
buses. These show the reduction in
permissible amperes per square inch
with increase of number of laminations
and with increased width of bar. The
capacity of alternating current is, of
course, much lower than that for direct
current, on account of the "skin effect,"
etc. A contact pressure of 250 lb. per
square inch is prescribed as a minimum
in bolted or clamped connections, and
all contact surfaces and connections
are to be cleaned by sandpapering or
other suitable means immediately be-
fore bolting. The maximum tempera-
ture for proper buses is specified at
70 deg. C. in general, or 80 deg. under
specified exceptional conditions.
In addition to the above, standard
voltage ratings of oil circuit breakers,
together with standard interrupting
capacities, were adopted. Up to 73,000
volts oil circuit breakers and other
switching equipment are to have ratings
based on maximum values as follows:
750, 2,500, 4,500, 7,500, 15,000, 25,000,
37,000, 50,000 and 73,000. Above 73,000
volts, the standard voltage ratings cor-
responding to standard normal system
voltages are specified as follows: 88,000,
110,000, 132,000, 154,000 and 220,000.
The standard interrupting capacities
for oil circuit breakers are specified
as follows, the arc amperes and the
rated voltage being given respectively
in all cases: 3,200 amp., 4,500 volts;
2,500 amp., 7,500 volts; 2,000 amp.,
15,000 volts; 3,000 amp., 15,000 volts;
4,500 amp., 15,000 volts; 7,000 amp.,
15,000 volts; 10,000 amp., 15,000 volts;
14,000 amp., 15,000 volts; 20,000 amp.,
15,000 volts; 30,000 amp., 15,000 volts;
40,000 amp., 15,000 volts; 60,000 amp.,
15,000 volts.
A number of definitions covering
standard nomenclature for oil circuit
breakers were also adopted. These will
greatly assist in furthering clarity
in specifications.
Management and Administration
Experts Meet
A MEETING of the Taylor Society
was held in New York City, Nov.
22-24, beginning with an informal din-
ner and the annual business meeting.
Each of six public discussions was
devoted to a particular topic, covered
principally by presentation of cases.
The topics were : The Organization and
Management of a Medium-Sized Plant;
Statistical Compilation — Some of Its
Uses as a Function of Scientific Man-
agement; Shaping Your Management
to Meet Developing Industrial Condi-
tions; Master Budget of Sales and
Production; Reduction of Waste
Through Research Studies in the Op-
erating Department of Retail Stores;
Supervision of Personnel.
Arkansas Association Meets
THE Arkansas Association of Pub-
lic Utilities held its fifteenth an-
nual meeting at Hot Springs National
Park on Nov. 9. Seventy-five regis-
tered members of the association at-
tended. A feature of the meeting was
an address by Ex-Governor Charles H.
Brough on the development of the
state. The convention was also ad-
918
Electric Railway Journal
Vol. 60, No. 24
dressed, among others, by E. F. Wick-
wire, Mansfield, Ohio. It was voted to
hold the 1923 meeting at Pine Bluff.
The following officers were elected :
President, S. A. Lane, general man-
ager Bell Telephone Company of Ar-
kansas, Little Rock; first vice-presi-
dent, J. L. Lorgino, Pine Bluff; second
vice-president, Arthur E. Main, Mam-
moth Springs ; secretary-treasurer, R. L.
Brown, Little Rock, who was re-elected.
Kentucky Association Meets
on Dec. 12
AS PREVIOUSLY announced in this
paper, the Kentucky Association of
Public Utilities will meet in Lexington
on Dec. 12. The program includes a
number of addresses on public rela-
tions and allied topics, beginning with
an address by President L. B. Herring-
ton, vice-president Kentucky Utilities
Company, Louisville. In the list of
speakers are the names of James P.
Barnes, president Louisville Railway;
Samuel Insull, president Common-
wealth Edison Company, Chicago;
Dean F. Paul Anderson, University of
Kentucky, and C. N. Manning, presi-
dent Security Trust Company, Lexing-
ton. The sessions will be held at the
Phoenix Hotel and the University of
Kentucky, and will probably be well
attended, judging by the interest that
was shown last year.
Pacific Railway Club Admits
Manufacturers
AT ITS November, 1922, meeting the
. Pacific Railway Club adopted the
recommendation of its board of gov-
ernors and amended the club's consti-
tution to admit supply men. This is
done under the classification "Associate
Membership," which includes persons
not eligible for active membership but
who are actively engaged in occupa-
tions where they co-operate with men
in railroad service for the advancement
of the science of railroading and the
best interests of the railroad profes-
sion. Associate members will have all
privileges except those of voting and
holding office, and their dues are $3
per year.
Dinner Committee Meets
THE first meeting of the mid-year
conference special dinner committee
was held in the office of the chairman,
J. H. Hanna, in Washington, D. C, on
Dec. 6. The general preliminaries
were gone over. It was decided to hold
the meeting and banquet at the Wil-
lard Hotel on Friday, Feb. 16, where
there is available a meeting room
which will seat 500 and a fine new
banquet hall which will provide for
800. The price of the dinner tickets
was set at $10, and tentative plans for
music, entertainment, decorations and
a separate dinner party for the ladies
were agreed upon.
Those present were Chairman
Hanna, Secretary J. W. Welsh, H. B.
Flowers, C. C. Peirce, W. F. Ham,
Harry L. Brown and J. N. Shannahan,
chairman of the meetings and subjects
committee, which has general charge of
the mid-year conference.
Advertising to the Automobile
Owner
THE advertising section of the
American Electric Railway Associ-
ation has just gotten out fifteen
publicity cards for use in newspapers
and directed at the automobile owner.
The text of each is that he would do
much better to store his car in the
garage until next April and depend on
the electric car for his transportation.
The cards are of uniform size, 2 in.
x 6 in., or suitable to use in a daily
newspaper column, and the association
is prepared to furnish mats for these
cuts without charge to member com-
panies. The drawings are designed so
that it is possible to mortise out room
enough at the bottom of most of them
for the company's name, if desired. It
is suggested, however, that the "ads"
had better be run without signature.
A few of these are reproduced.
Pamphlets Issued
THE American Electric Railway
Association has recently sent to
member companies five printed ad-
dresses or reports in pamphlet form.
One is the address of President Jack-
son at the annual convention of Na-
tional Association of Railway and Util-
ities Commissioners in Detroit, Nov.
14. The second is the report of the
committee on motor vehicle transporta-
tion, presented at the same convention.
Two others are papers or reports pre-
sented at the recent Chicago conven-
tion; one the report of the committee
on uniform motor vehicle regulation,
the other the paper on the preparation
and administration of a budget, read
before the Accountants' Association by
Harry A. Snow. The fifth pamphlet
is a reprint of an address on the respon-
sibility for the cost of paving read by
A. T. Davison, Third Avenue Railway
System, before the Engineers' Club of
Philadelphia. This reprint is distrib-
uted with the compliments of the Third
Avenue Railway.
Distribution of 1922
"Proceedings"
IT IS expected that the 1922 Proceed-
ings will be available for distribution
on or about Jan. 1, covering the Ameri-
can and the four affiliated associations.
In view of the fact, however, that the
manufacturer members, as a rule, do
not care to receive the Proceedings of
the Accountants, the Claims and the
Transportation & Traffic Associations,
only the American and Engineering
Association Proceedings will be sent
them unless they specifically request
the others. Railway members will
receive one copy of the Proceedings of
each association and individual mem-
bers will receive copies of the Proceed-
ings of the association with which they
are respectively affiliated.
when the wile
and ride the nj;
corapDrtaUe
warm
^ rest by riding
wami.comfoi^
I noteyoin- 3 j
^and (a« lk>di0«inaf
fornontkr I
t itafafirtvaiidoMtj
' fort on the
local
■fl'IHfcl^llWB>BS>it
Mdeitreetcmt
S3n thg differt^
Publicity Matter Prepared by the A. E. R. A. Advertising Section to Encoubage .\utomobile Ow.ners to l'i?E the Trolley
News of the Eledric Railways
FINANCIAL AND CORPORATE :: TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
Arrests and Convictions in Buffalo
— No Results from Fare
Conference
Ernest J. Jaggard, president of the
Buffalo Jitney Owners' Association,
charged with conspiring with officials of
the Manhattan Transit Company of
New York to evade the transportation
corporation law in the operation of jit-
neys in Buffalo, was found guilty by
a jury in City Court and was fined
$100. After the conviction he resigned
from the organization. Joseph H.
Hoadley of New York, president of the
Manhattan Company, was discharged
'n City Court following a trial on a
charge of conspiracy growing out of
the same case. The prosecution failed
to show any criminal intent. Henry D.
Chapin of New York, vice-president
of the Selden Motor Truck Company,
Rochester, and the company's New York
manager, also was discharged after trial
on a conspiracy charge. It was not
proved that Chapin was an official of
the Manhattan Transit Company.
The trial and conviction of Jaggard
is the result of evidence obtained by
the International Railway, Buffalo, in
connection with its intensive campaign
to rid the city of jitneys which are
running in defiance of court injunctions
and the state law. It is estimated
by officials of the International in
charge of the jitney service investiga-
tion that close to 2,500 jitneys are
operating daily over scheduled routes
in the city of Buffalo. Many officials
of the claims department of the Phila-
delphia Rapid Transit Company, Phila-
delphia, have been detailed to the work
of getting evidence and checking jitney
drivers throughout the city. Arrests
are being made daily but nominal fines
are being imposed by the City Court
judges. Few are getting penitentiary
sentences, except in contempt of court
cases and the evidence in these cases is
exceptionally difficult to obtain.
The police guard has been withdrawn
from all local and interurban cars on
the lines of the International Railway
with the exception of the "owl cars"
on the local lines in Buffalo. Police
authorities stated that the emergency
now has passed and there is no more
danger of rioting although loyal em-
ployees of the company are being
assaulted, dragged off their cars and
stripped of their clothing every few
days. Cars also are being stoned in
outlying sections of the city.
As a result of a conference held in
the Mayor's office it was disclosed that
the law covering public utilities pro-
hibits a charge for transfers. The
Mayor had proposed to the Inter-
national the restoration of the 5-cent
fare and a 1-cent transfer. Among
those who attended the conference on
behalf of the International were Thomas
E. Mitten of Philadelphia, chairman of
the board of the International; Herbert
G. TuUey, president, and Edgar J.
Dickson, vice-president in charge of
operation. Mr. Mitten promised to
present a new plan on or before Jan. 10.
The conference was the second of a
series between three members of the
City Council and three representatives
of the International. It was productive
of no results although it continued
almost all day. Officials of the Inter-
national were asked by the Mayor to
drop the prosecution of jitney drivers
but this was flatly rejected. The con-
ference was behind closed doors. The
Socialist member of the City Council
is making a fight to have the negotia-
tions in the open.
Resolution Adopted for Investiga-
tion of Return to Five-Cent Fare
Crops have started to mature from
the seed sown at the election in Novem-
ber, so far as the Schenectady situation
is concerned. With Mayor George R.
Lunn of Schenectady, elected Lieuten-
ant-Governor on the Democratic ticket,
having decided to continue to hold the
office of Mayor also, the Common Coun-
cil of Schenectady on Dec. 4 passed a
resolution without a dissenting vote to
make a searching investigation of the
feasibility of abolishing the 7-cent fare
granted by the Public Service Commis-
sion and restoring the 5-cent limit con-
tained in franchises under which the
railway lines are operated.
The resolution was presented by
Alderman Frank X. Shay, president
pro-tem. He preceded presentation of
the resolution with a brief review of
the Council investigations and of legis-
lation in May, 1920, at the time Edward
M. Bemis was employed by the city to
investigate the advisability of allowing
the company an increase in fare from
6 to 7 cents to permit it pay increased
wages.
The resolution provides for an imme-
diate investigation by the Council and
will include, in addition to the fare
question, inquiry into the safety and
convenience of one-man cars and the
adequacy of the service.
"The great probability of legislative
action soon after Jan. 1, restoring
power to the Common Council and the
city authorities to compel compliance
with franchise provisions," is the rea-
son given in the resolution for the
immediate action.
Thus time is apparently being seized
by the forelock, for in the event tliat
the public service commission law is
amended to confer regulatory power
upon municipalities, Schenectady will
be ready and waiting so far as street
railway regulation is concerned.
Arbitrators for Rental
Issue Named
An arbitration board has been named
to decide the rate of rentals to be paid
to the city of Detroit by the Detroit
(Mich.) United Railway for the use
of the city-owned tracks by the corpora-
tion's interurban cars. The arbitration
proceedings will be confined to the ques-
tion of rentals alone and will not include
the several points which the Detroit
United Railway officials had desired
arbitrated.
Professor Henry E. Riggs of the
University of Michigan has been named
by the Detroit United Railway as its
representative; H. M. Gould, electrical
engineer of the Department of Street
Railways, will represent the city and
William E. Davis of Cleveland, Ohio,
has been agreed upon by the first
named arbitrators as the third man to
complete the board.
Elliott G. Stevenson, president of the
Detroit United Railway, had announced
that the company would contend that
the same board of arbitrators should
decide a number of other questions,
including the matter of the amount the
city should pay to the company for a
quantity of miscellaneous equipment
taken over by the city on May 15, last,
when the city purchased the company's
lines and equipment.
Another point which the company
contended should be settled at the same
time concerned the differences over the
day-to-day agreement under which the
city operated cars over certain of the
company's lines prior to May 15.
Investigation to Be Resumed
Mayor George P. Carrel's Street Rail-
road Committee of Cincinnati, Ohio,
will resume its investigation into the
affairs of the Cincinnati Traction Com-
pany and its affiliated corporations,
while awaiting a definite report from
the conference committee of the trac-
tion company and the Cincinnati Street
Railway on negotiations between them
for a financial reorganization of the
former company.
This point was one decided upon by
the Mayor's committee on Dec. 1, after
representatives of the two companies,
meeting with the Mayor and his com-
mittee, had asked for further time.
The hearings of the Mayor's com-
mittee will be resumed on Monday,
Dec. 11.
Walter A. Draper, vice-president of
the Cincinnati Traction Company, ex-
pressing himself at the meeting, said
he felt confident it would be possible
to inform the committee definitely "be-
fore the end of this year" whether an
agreement between the two companies
is possible.
920
Electric Railway Journal
Vol. 60, No. 24
Boston Must Pay Traction Deficit
United States Snpreme Court Rules City Is Liable for Assessment to Meet Costs
of Public Operation — City Contended $2,000,000 Depreciation
and §2,000,000 )laintenance Charges Were Excessive
THE taxpayers of Boston must pay
the $4,000,000 deficit from the 1919
operation of the Boston Elevated Rail-
way, including the city-owned subwajrs
and other traction properties. This in
effect is the ruling of the United SUtes
Supreme Court in the case decided by
it on Dec. 5 agrainst the city in its suit
against State Treasurer James Jackson
and the trustees of the railway to test
the legality of an assessment under the
special act of 1918 to meet the deficit.
The case was up on an appeal from the
Massachusetts Supreme Judicial Court,
which had reversed the decision of the
court below in favor of the city. The
United States Supreme Court afiSrmed
the ruling of the Massachusetts Su-
preme Court, the decision being handed
down by Chief Justice Taft.
Chief Justice Taft, in delivering the
opinion, said:
This is a writ ot error to a decree of the
Supreme Judicial Court of Massachusetts
sustaining a demurrer to a bill in equity
anlnst the treasurer and reeeiver general
of the Commonwealth of Massachusetts, the
Boston Klevated Railway and the trustees
who are operatiriK the railway under a
special statute of the Commonwealth, and
dismissing the bill for want of equity. th«
defendants not wishing to plead further.
It now comes before us on a motion by the
Attome]r General of Massachusetts to dis-
miss or aflirm.
The case as made by the bill is an im-
peachment of the validity of the special
act ot 1918. B)- arts of 1902 and 1911 the
city ot Boston was given power to con-
stract aad did construct subways and tun-
nels at a cost of tSl.000.000 and by the
same authorities leased these and also
others built by it under earlier statutes
to the Boston Elevated Railway for a fixed
rental until Jul>- 1. 1936. and the whole
property and its rents and profits are by
the express terms of the statute held by the
citi". "in its private or proprietary capacity,
for its own property." never to be taken
by the commonwealth except uix>n payment
of just compensation. The railway got
into flnancial difficulty. It served the resi-
dents of Bcvston and other towns of the
commonwealth.
Act to Reusvs thb SmiAitoN
The General Court In the public Interest
passed the special act of 191S to relieve
the situation. In general, the act provided
tor the appolntntent of trustees who werv
to take the railway out of the hands of
the company and operate it under the leases
to the company by the citj- of Boston on
condition that the stockholders of the rail-
way accepted the provisions of the act.
TiMee provide for the payment ot divi-
dends on the stock of the company, the
repair and maintenance of the rauway, the
raising of $3,000,000 by the company for
the Improvement ot the property and a
reserve fund, and the payment of any deficit
in operation out ot the treasury of the
commonwealth.
If the commonweatth is called upon to
make payments, to meet deficits or dlmlnu-
tlon ot the reeerre fund, such amounts are
to l>e assessed upon the several dttes and
towns in which the railway c^wrates, as
an addition to the regular state tax. In
proportion to the number of persons la said
cities and towns using the service of the
company at the time of the payment as
determined by the trustees. The trustees
are to fix the fares to meet the cost ot serv-
ice, indudlng taxes, rentals and interest on
the indei>tedn«ss ot the company, fixed divi-
dends on the preferred sto^ and S per cent
on the common stock for two years. 3} per
cent for the next two vears and C per cent
for the remainder of public operation, wfaidt
is for a period of ten years and thereafter,
as the commonwealth shall determine.
TfcrsrrDs Take Chabgk
The company's stockholders having ac-
cepted the act. the trustees took over the
possession and operation ot the railway.
They found the railway in bad repair and
charged $2,000,000 depreciation and J2.300,-
000 for maintenance and repair in the year
1919. This led to a deficit for that year
of $4,000,000, although In previous years
the company had not expended more than
3100.000 & year on such account. The
treasurer and receiver general under the
act of 1918 paid U»e deficit out of the
treasury of the commonwealth and was
about to include the same in the state
taxes to be collected by the city of Bos-
ton and the other towns through which
the railwai' runs in the proportion fixed
by the act. The object of the bill was to
prevent this levy and collection and further
proceedings under the act.
The motion to dismiss is urged, first,
on the ground that Charles L.. Burrill as
treasurer and receiver general was the
defendant in the original bill and that the
present defendant, Jackson, his successor
in office, has t>een substituted without legal
sanction. The substitution took place in
the Supreme Judicial Court of Massachu-
setts before that court considered the case
on its merits and in the court's opinion
the objection to the substitution was noted
and overruled. This settles conclusiveb"
so far as we are concerned that the state
law authorised the substitution.
The second ground urged for dismissal is
that the tax for 1919 sought to be enjoined
has been collected from the taxpayers of
the city by the city and paid over to the
treasurer of the commonwealth so that the
case here becomes a moot one. The action
of the state court upon such a matter
relieves us from its consideration.
'What thb Stat* Did
Having disposed thus of the ground pre-
sented for dismissing the writ of error, we
con>e to the alternative prayer for affirm-
ance. The plaintiff in error comes to this
court Itecaase. as it says, the statute of
19 IS of the commonwealth, by which the
trustees took over and are now operating
the railways, impairs the obligation of the
contract of lease of its property in the
tunnels and subways to the railroad and
so violate the contract clause ot the fed-
eral constitution.
As to this and other contentions the
opinion says: We are relieved from full
detailed consideration of these grounds
urged for reversal by the satisfactory
opinion of the Supreme Judicial Court in
this case.
'What the commonwealth did was to help
the people ot the towns »-hich the railway
served when the railway's finances threat-
ened its collapse, by taking over the lease
of the railway for a valuable coiuideratioo.
The law provided for keeping the property
in good repair and the paj-ment of the
rentals due the city. There was nothing
in the contract of assignment which in
the slightest degree impaired the obligation
of the company to the city und^- the lease.
Indeed, it seciued the performance of those
obligations.
To the eoBtaation that the contract was
impaired becanse the Uw took away or
impaired its beneficial interest in the prof-
its of the contract at lease and its pro|>erty.
the Supreme Jadi«dal Coort of Maan^u-
setts is quoted as saying that the tax was
rot imposed on Boston in its proprietarr
capacity in wiiidi it built the subways and
leased them. The taxes were collected with
state taxes to achieve a state purpose and
Boston in its public and political diaiacter
was a mere state tax agency for coUection.
The taxpayers were to t>e called upon to
bear the bordm oi the public purpose ot
the state in furnishing this important serv-
ice of tranoportation in and hetneen the
conmnaiticB In 'Which they Uved.
Stats Mat Coxrsa
In disposing of this objection we have
in effect disposed of those ohlecdons to the
act of 191S based on the tOorteenth amend-
ment. It the constitution and laws of
Massachusetts anthoriae the comnM>nw«aIth
to operate a railway tor the public benefit,
there is nothing in the fourteenth ao>«id-
ment to prevent. Nor is there anything
in it preventing the State from using the
trustees as agents to operate the railway
and in sudi <9«ration to determine the
needed espenditares to comply with the
obligations of the lease or the reqairenients
of adequate pohHe service. Tkis is drirwat
Ing to prwer asoits the decisieo o{ a
proper adndnlstrative poUcy in the man-
agement of a state enterprise and the
ascertainment of facts peculiarly within
their field of authorised actioiu
In this conclusion we assume, as did the
Supreme Judicial Court, that the State may
confer on one of its sub-divisions like a
city or town tlie private proprietary capac-
ity by which it may acquire contract or
property rights protected by the federal
constitution against subsequent impairment
by its creator, the State, We do not wish
to be understood as accepting such assump-
tion as an established rule. All we do
not decide is that even if the city ot Bos-
ton may invoke the contract clatise of the
federal constitution to protect its rights
under the lease as against infringing legis-
lation by tlie commonwealth, the act of
1918 does not infringe,
-\s indicated in the Supreme Court
decision the city of Boston, under legis-
lative acts of 1902 and 1911, was given
power to construct subways and tun-
nels at a cost of $31,000,000, and leased
these and others already built to the
Boston Elevated Railway for a fixed
rental until July 1, 1936. The railway
got into financial diflBculties during the
war period, and the Massachusetts Gen-
eral Assembly passed a special act in
1918 to relieve the situation by placing
the railway properties under control of
a board of five trustees, the State to
pay any operation deficit, and assess it
against the communities served by the
railway lines.
The trustees declared a deficit of
$4,000,000 for 1919, after charging up
$2,000,000 for depreciation and $2,300.-
000 for maintenance and repair. The
State paid the deficit, and was prepar-
ing to assess it against Boston and
other cities served, when the city
brought suit to enj'oin its collection.
The city contended the depreciation
charge was "excessive, unreasonable,
unnecessary and illegal," pointing out
that the railway under private control
had charged off only $98,000 a year. To
be assessed with this d^cit, the city
claimed, was a violation of its lease to
the railway.
Rejects Municipal Offer
The New Brunswick Power Compa-"
controlling the electric light and pow
electric railway and gas services in cm.
John, N. B., has rejected the municipal
offer of $2,577,655 for its plant and
equipment, according to an announce-
ment of Mayor Fisher. This figure v.
set by the Snpreme Court as the v;\
of the company's property in 1920.
The power company offered four
temative propositions: To sell
property to the city on a basis t»1
determined by arbitratiMi; to arfoitr-'
the rates to be charged; to elect :
members of the board of directors oi
the company on appointment by the
city; or to sell the electric light .'
power department to the city, reUv
ing the street rail-way and gas depart-
ments.
Tlie company's bmids are held laigdy
in the United States.
Tlie New Bnmswick Government ap-
proved recmtly a contract between the
Provincial Electrical Po-wer Commis-
sion and tbe city of St. John for deliv-
try at hydro po-wer to the city from
the Masqaash plant. The signature at
lieatcnant-Govemor Pagsley. who is
visiting New York, raoains to be
•fibred to that contract.
December 9, 1922
Electric Railway Journal
921
Charles A. Coffin Foundation Set Up
General Electric Company Creates Fund of $400,000 in Honor of Its Founder to
Provide Rewards for Its Employees and for Utility Companies
and Aid for Education and Research
By action of its board of directors,
the General Electric Company has set
aside a fund of $400,000, to be known
as the "Charles A. Coffin Foundation,"
the income from which, amounting to
approximately $20,000 per year, ^yill be
available for encouraging and reward-
ing service in the electrical field by the
award of prizes to the company's em-
ployees and by giving recognition to
lighting, power and railway companies
for improvement in service to the pub-
lic, fellowships to graduate students
and funds for research work at techni-
cal schools and colleges.
The foundation will be controlled and
administered by a foundation committee
appointed by the board. This commit-
tee, within the limits of the purposes
for which the foundation is created, will
have power to charge the conditions ap-
plicable to the distribution of the fund
and the amounts for each purpose.
How THE Income Will Be Used
The committee proposes to distribute
the income of the foundation as fol-
lows:
1. EUeven thousand dollars In prizes for
the most signal contributions by employ-
ees of the General Electric Company toward
the increase of its efficiency or progress in
the electrical art. Particularly, the prizes
are further to encourage suggestions from
workmen. With each prize the company
will give a certificate of award. Foreman's
prizes are to be awarded for the best de-
partment, taking into account its appear-
ance, efficiency of operation and conditions
which add to the better conduct of the work
and the welfare of the- employees. All em-
ployees of the company, except executive
officers, heads of departments, works man-
agers, superintendents, district office man-
agers and similar executives, are eligible
for such prizes. In works where employees'
representation has been adopted such repre-
sentatives will co-operate with the prize
committee in awarding prizes.
2. .\ gold medal, to be known as the
Charles A. Coffin medal, will be aweu-ded
annually to the public utility operating com-
pany within the United States which during
the year has made the greatest contribution
toward increasing the advantages of the use
of electric light and power for the conveni-
ence and well-being of the public and the
benefit of the industry. The company re-
ceiving the medal will also receive $1,000
for its employees' benefit or similar fund.
A committee to be named by the Xatlonal
Electric Light Association and known as
the Charles A, Coffin prize committee of the
National Electric Light Association, which
shall consist of its president, the chairman
of its public policy committee and a third
member nominatel by them, will award this
medal, acting with the advfce and co-opera-
tion of a committee appointed by the foun-
dation committee. The expenses of the
committee are to be paid out of the income
of the foundation.
3. A gold medal, to be known as the
Charles A. Coffin medal, will be awarded
annually to the electric railway company
within the United States which during the
year has made the greatest contribution
toward increasing the advantages of elec-
tric transportation for the convenience and
well-being of the public and the benefit of
the industry. The company receiving the
medal will also receive $1,000 for its em-
ployees' benefit or similar fund.
A committee to be named by the Ameri-
can Electric Railway Association and
known as the Charles A. Coffin prize com-
mittee of the American Electric Railway
Association, which shall consist of its presi-
dent, the chairman of the committee on
policy and a third member nominated by
them, will award this medal, acting with
the advice and co-operation of a committee
appointed by the foundation committee.
The expenses of the committee are to be
paid out of the Income of the foundation.
4. Five thotisand dollars is to be awarded
lowing committees to administer the
fund and to act with organizations out-
side the General Electric Company have
been appointed:
Committee to co-operate with the Na-
tional Electric Light Association —
A. H. Jackson, vice-president; J. R.
Lovejoy, vice-president.
Committee to co-operate with the
American Electric Railway Association
— J. G. Barry, vice-president; A. H.
Jackson, vice-president.
Committee to co-operate with the Na-
tional Academy of Sciences, American
Institute of Electrical Engineers and
the Society for the Promotion of Engi-
neering Education — E. W. Rice, Jr.,
honorary chairman; A. H. Jackson,
vice-president; W. R. Whitney, director
of research laboratory.
Under date of Dec. 2, the president
of the General Electric Company is-
sued a letter in explanation of the
Charles A. Coflin Foundation. This
letter states that Mr. Coffin was the
founder and creator of the General
Electric Company, of which he has been
the inspiration and leader for thirty
years. As an expression of apprecia-
tion of Mr. Coffin's great work not only
for the General Electric Company but
mittee the following officers of the com- also for the entire electrical industry,
annually for fellowships to graduates of
American colleges and technical schools
who, by the character of their work and on
the recommendation of the faculty of the In-
stitution where they have studied, could
with advantage continue their research
work either here or abroad ; or some por-
tion or all of the fund may be used to
further the research work at any of the
colleges or technical schools in the United
States. The fields in which these fellow-
ships and funds for research work are to
be awarded are: electricity, physics and
physical chemistry. A committee appointed
by the foundation committee will award
such fellowships and funds for research
work, with the advice and co-operation of a
committee of three, one to be appointed by
each of the following: National Academy
of Sciences. American Institute of Electri-
cal Engineers and Society for the Promo-
tion of Engineering Education. This com-
mittee is to be known as the Charles A.
Coffin fellowship and research fund com-
mittee, and the fellowships are to be known
as the Charles A. Coffin fellowships. The
expenses of the committee are to be paid
out of the income of the foundation.
5. In each annual report of the General
Electric Company a statement will be made
of the awards under the Charles A. Coffin
Foundation, and other publicity wlU be
given to such awards.
The board of directors of the Gen-
eral Electric Company has appointed as
the Charles A. Coffin foundation com-
pany: A. W. Burchard, J. R. Lovejoy,
E. W. Rice, Jr., Gerard Swope and
O. D. Young.
The advisory committee of the Gen-
eral Electric Company will administer
the fund within the organization of the
General Electric Company. The fol-
and with the desire to make this appre-
ciation enduring and constructive, as
Mr. Coffin's life and work have been,
the board of directors of the General
Electric Company created on his retire-
ment and now desire to announce "the
Charles A. Coffin Foundation."
Home Rule Measures in Contemplation
Tentative Legislative Program for New York State Expected to Be Agreed Upon
at Conference for Which Call Has Been Issued —
Program Expected to Be Put Through
As the time approaches for the New
York State Legislature to convene
speculation is shaping itself over the
question of what may be expected to
happen. The newly elected adminis-
tration in New York State is Demo-
cratic in its entirety with the excep-
tion of the lower house of the Legis-
lature. That body stands sixty-nine
Democrats to eighty-one Republicans,
with five of the Republican members
from Greater New York who may rea-
sonably be expected to vote with the
Democrats on many matters of party
policy. Besides this several up-state
Republicans are pledged to radical
measures.
Had the election been a close one in-
stead of a landslide, the lower house
might reasonably be expected to exer-
cise a check on the activities of the
Senate and block many of the adminis-
tration measures, but political leaders
of both parties are inclined to believe
that in the face of 400,000 majority the
lower house will hardly assume to
place itself in the position of blocking
legislation for which in the final analy-
sis the Democratic administration must
assume responsibility.
In the matter of public service com-
mission legislation, measures are ex-
pected to be introduced giving to
municipalities the regulation of public
utilities located within their bounda-
ries. This will probably mean that the
present Public Service Commission will
be permitted to continue to function as
a state body, but that the part of the
law will be eliminated which permits
the commission to raise or lower a rate
or charge regardless of the existence of
any general or special law franchise or
ordinance. The centralized power of
the commission may also be lessened.
In the electric railway field, to cite
two instances, this would mean the
restoration of 5-cent fare in the city
of Troy, where a local franchise exists,
and a similar fare in the city of Rens-
selaer, where there is a special statute
to that effect which has never been re-
pealed, except by inference.
Should the change in the public
service commissions law limit the reg-
ulation by municipalities to those pub-
lic service corporations wholly within
their bounds, little jurisdiction would
be exercised by such municipalities and
a corporation so serving would be able
to evade local and secure state regu-
lation by simply building a spur into
outlying territory. It is reasonable
therefore to suppose, if the policy of
local regulation is finally agreed to,
that local authorities will be given the
922
Electric Railway Journal
Vol. 60, No. 24
power of regulation over public service
corporations located principally within
the boundaries of their localities.
Such a program means the creation
of cumbersome local administrative
machinery with the ultimate cost to
many localities greater than the bene-
fits which may be expected to accrue.
Still it seems to be the policy of the
administration to go ahead with the
plan "because the people voted for it."
Certain it is that during the transitory
period of a change from state to local
regulation a perfect hodge-podge will
exist with the chance remaining that
the courts will declare the entire
scheme incompatible with public inter-
ests.
In the matter of labor legislation one
of the first things which will be at-
tempted is an amendment to the com-
pensation law making insurance in the
state fund exclusive except in the case
of municipalities which may elect to
become self -insurers. While such lesf-
islation will have the backing of the
State Federation of Labor, the Lock-
wood committee and the administra-
tion a most bitter fight is anticipated
before it is passed. The casualty and
mutual companies now writing work-
men's compensation insurance will in-
sist— and not without a show of reason
— that they receive an opportunity to
effect a gradual withdrawal from busi-
ness in order to protect their invest-
ments and it is not altogether certain
that the most radical propositions in
this respect will eventually become part
of the law.
New Franchise Provisions
in Vancouver
Existing Franchise Amended in Many
Particulars — New Arrangement
Provides Bus for Operation
After prolonged negotiations, a new
agreement has been made between the
British Columbia Electric Railway and
the city of Vancouver, amounting vir-
tually to a new franchise. It amends
the existing franchise, dated 1901, in
several important respects, especially in
providing for the continuance of the
6-cent fare and for new motor bus
routes. It further provides for a reduc-
tion in lighting rates within the city
limits from 6 cents to 5 cents a kilowatt-
hour.
The 6-cent fare charged in Vancouver
has been the subject of negotiation and
temporary measure for three and a half
years. The last permit was due to
expire on Dec. 15, by which time the
city was to make a new agreement or
the provincial government form a board
of some nature to adjudicate the mat-
ter. This is not the first time recently
that a new franchise has been proposed.
On two former occasions the City
Council failed to come to any agreement
and it was believed that no agreement
could be found suitable to it. To the
last, some members were inclined to
put the agreement to the voters, but a
declaration by the company that it
would withdraw its concessions deterred
them.
The provincial government has an-
nounced its intention to pass an act
providing for a board of arbitration
to decide passenger rates of the British
Columbia Electric Railway, but the new
agreement with the city of Vancouver
stipulates that both parties shall not
apply to such a board to modify its
terms.
The provisions of the new agreement
briefly are these:
The 6-cent fare within the city is
continued for three years, at the end of
which time the fare is to be decided by
agreement or, failing that, by arbi-
tration.
The domestic lighting rate in Van-
couver is to be reduced on Jan. 1, 1923,
from 6 cents to 5 cents a kilowatt-hour.
Where transportation is not ade-
quately provided, the company is to
operate buses, provided reasonable
roadways are available. The unique
feature of this proviso is that the city
ii to contribute toward any deficit in
the operation of such lines.
The company agrees to stand one-
half the deficit on these lines up to the
amount of $5,000. The remainder is
to be deducted from the percentages
paid to the city out of the gross annual
receipts of the system. Only two lines
are at present proposed, and it is likely
under this arrangement that the city
will scrutinize the possible traffic be-
fore ordering the company to provide
service.
The company is to replace several
portions of temporary track with per-
manent track within one year, the cost
being estimated at about $100,000.
Several other clauses call for further
contributions by the company for the
maintenance of pavement between the
car tracks. The company is required to
provide granite blocks for each side of
the rails, to pay to the city $5,000 for
maintaining pavements and construct
and maintain the sub-base between the
tracks in future permanent construc-
tion.
Within the next five years the com-
pany is to spend $250,000 in placing
light and power wires underground.
As the city of Vancouver is only a
small portion of Greater Vancouver,
with only two-thirds of the population
of the greater city, this agreement
affects only a part of the city system.
But agreeemnts are in existence with
the municpalities of South Vancouver,
Point Grey and North Vancouver and
the city of New Westminster which
make fare permissions contemporaneous
with those in the city of Vancouver.
The commutation fare to the suburbs
of Vancouver is 7 cents, and this will
therefore remain until amended by the
proposed provincial board.
cial count was 5,555 yes and 3,930 no.
The week prior to the election the
Pacific Electric lines negotiated with
the present operating bus lines to pur-
chase their interests. This offer wa»
acceptable to the bus operator.
Vote Against Municipally Owned
Bus System
The proposition to establish a munic-
ipally owned bus system in Pasadena,
Calif., a bond issue for which was voted
on at an election held on Dec. 5, failed
by 800 votes to gain the two-thirds
majority necessary to carry. The offi-
$101,410,000 Transit Proposal
Philadelphia Mayor Presents Outline of
Comprehensive High-Speed Line —
Program for P. R. T. Company
A comprehensive high-speed system,
involving, in addition to the Broad
Street subway, two elevated roads, was
outlined on Nov. 5 by Mayor Moore of
Philadelphia in a letter to Thomas E.
Mitten, president of the Philadelphia
Rapid Transit Company. The cost of
constructing and equipping the system
is placed at $101,410,000.
The Mayor's letter to Mr. Mitten
enibodied the following links in a high-
speed program:
1. Tlu; Broad Street sul)way proposition,
.subdivided into five .sections, comprisii t a
lour-track subway from Christian Street
to the point where the railroad, traclcj tun-
nel Ijeneath Broad Street just souitt of
Hunting Park Avenue, and a two-lraclc
subway from Hunting Park Avenue to Ol-
ney Avenue and from Christiana Street to
L-eague island.
2.. (.'obstruction of an elevated! road ex-
tending westward from Broad on Christian
.Street, thence over Gray's Ferry Avenue to
Woodland Avenue and up Woodland Ave-
nue to city line.
3. .4n elevated road from the iUitersection
of Germantown Avenue with I^oaul Street,
north on Gertnantown Avenue as far as
Chelten Avenue.
The Mayor in replying to Mr. Mit-
ten's request for specific information as
to cost and probable date of completion,
said he was prepared to begin work on
the first section of the Broad Street
subway, running from City Hall to
Hunting Park Avenue, on March 1, and
that if money is made available for the
purpose, he would begin work at the
same time on the lower four-track sec-
tion, from City Hall to Christian Street.
Director Twining in a letter to the
Mayor said he saw no reason why the
four-track portion of the Broad Street
tube, the two-track strip up to Wyo-
ming Avenue and the three-track ele-
vated running out Christian Street and
down Woodland Avenue as far as
Forty-ninth Street couldn't be finished
by July 1, 1926.
The Mayor also said he thought those
portions of the high-speed program
could be equipped and placed in opera-
tion in 1926, while the rennainder could
be finished as soon as possible and tied
in with the completed portions as the
sections became available. Construc-
tion and equipment of the Broad Street
subway from Christian Street to Wyo-
ming Avenue, with the feeding elevated
line extending as far as Forty-ninth
Street and Woodland Avenue, would
cost $66,920,000, and that is the esti-
mated sum upon which the Philadelphia
Rapid Transit Company would have to
pay a return at the time operation
was begun of the subway-elevated.
The Mayor announced he was pre-
pared to discuss an operating lease with
Mr. Mitten at once, but he evinced a
determination to begin construction any-
how of the North Broad Street end
of the road on March 1, 1923.
December 9, 1922
Electric Railway Journal
923
Operating Income Increases
Eleven Months Operation in Bridgeport
Shows Net Income of $119,450 —
No Provision for Stockholders
Results of the Connecticut Company's
operation in Bridgeport from Nov. 20,
1921, to Nov. 1, 1922, show that the
5-cent fare with restricted jitney service
is increasing the trolley fund and is
apparently a better investment than
the 10-cent rate with unrestricted jit-
ney competition. The company is now
meeting operating expenses and taxes.
Figures for the eleven months operation
were recently compiled by Edward
Field, auditor for the commission, from
the books of the Connecticut Company.
Although the company shows a gain
in its operating income no provision
is made for depreciation nor a return
to the stockholders on the investment.
When the commission fixed an appraisal
of the Bridgeport division an amount
of $63,700 was decided upon as a fair
monthly return if the division was oper-
ated by an independent company with
private stockholders. For the entire
period represented in the accompanying
table this would make a fair return of
$724,059. As a matter of fact, it will
be noted from the figures that the
Bridgeport division suffered a deficit
for the eleven months period of $605,618
after allowing for the return on
property.
Since Nov. 20, 1921, the Bridgeport
division of the Connecticut Company
has been operated as a separate under-
taking. At that time the commission
ordered a test period of ninety days
to continue until changed by the com-
mission. The commission has not yet
ordered any change.
It is noted in the figures shown that
for the first two months the operating
income was a deficit, but that there-
after, except in the month of October
of this year, the company was able to
meet expenses. The net income for the
eleven months period amounted to
$119,450. This profit in operation, it
was brought out by the commission
and the Connecticut Company, had been
made with continued jitney competition
and that Bridgeport was the only city
in the state where jitneys were still
allowed to operate independently of the
Connecticut Company.
An absorption of the jitney lines by
the Connecticut Company has been sug-
gested as a solution of the transporta-
tion problem in Bridgeport under a
purchase arrangement with the present
owners and company operation of bus
lines to supplement existing railway
lines. It is said that some company
officials believe that a 5-cent fare in
Bridgeport would be successful fiom the
point of view of return provided jitneys
would be eliminated on parallel lines
and service rearranged to cover terri-
tory now covered by both trolleys and
jitneys.
Richard T. Higgins, head of the util-
ities board, stated that no immediate
change in the Bridgeport situation was
contemplated. He said that the com-
mission had made a study of the Bridge-
port case and that numerous details
had occupied the attention of that body
and resulted in a continuance of the
trial of the radial 5-cent fare.
Protests Higher Assessment
A delegation representing the Louis-
ville (Ky.) Railway appeared before
the Board of Equalization on city tax
matters at the City Hall recently and
launched a protest against an increase
in figures for assessment of company
property. This year City Assessor
E. E. Bristow placed the net franchise
and property valuation of the .company
at a tentative figure of $18,000,000, as
against $10,000,000 last year. The com-
pany holds that new improvements
do not justify any such increase in
assessment figures.
The company also held that with an
increased assessment increased taxation
would make it impossible for the com-
pany to make the profits allowed in its
contract with the city, which would
force! an increase in fare, under the
contract agreement, in course of time,
as it would represent increased operat-
ing cost and prevent the barometer
fund from growing.
General opinion is that final figures
will not be much higher than those of
last year. The Board of Equalization
took the matter under advisement.
Representing the company at the
conference were Attorneys Churchill
Humphrey and Ed Humphrey, Pres-
ident James P. Barnes of the company
and Auditor Frank Belleville.
Directors Ratify Sale
Rochester & Syracuse Purchases Em-
pire Railroad Stock — Application
to Go Before Commission
The control of the Empire State Rail-
road Corporation was recently pur-
chased by the Rochester & Syracuse
Railroad Company, Inc., after the
board of directors of the latter cor-
poration held a special meeting to ratify
a contract entered into on Nov. 20 by
representatives of the two railway in-
terests.
The Rochester & Syracuse line ac-
quired control of the Empire State by
purchasing approximately 20,000 of its
29,500 shares of stock. Officers of the
Rochester & Syracuse road declined to
disclose the purchase price.
An application for approval of the
purchase will be filed immediately with
the Public Service Commission at
Albany, and the sanction of that body
is expected by the first of the year, due
to the benefits both electric roads will
derive through reductions of operating
costs to be obtained by placing both
lines under one management.
Properties acquired by the Rochester
& Syracuse line are: Syracuse to
Oswego interurban electric road;
Oswego city lines; Auburn and Port
Byron interurban line and branch lines
in Auburn.
Although the Rochester & Syracuse
and Empire State lines will retain their
present identities, they will be under
one management. The Rochester road
is being operated by Peck-Shannahan-
Cherry, Inc., with active management
in the hands of Talmadge C. Cherry,
first vice-president and general man-
ager. The same organization will
assume management of the Empire
State Railroad, which will give up its
present offices and the two roads will be
combined in the present Rochester &
Syracuse offices in the Syracuse Savings
Bank building.
Directors expressed confidence that
the material reduction in operating
costs due to joint operation, to be effec-
tive as soon as the Public Service Com-
mission approves the purchase of the
Empire State road, will result in the
class B preferred stock of that line
reaching a dividend paying basis. The
B stock of the Empire State road has
paid no dividend to date, while the
Rochester & Syracuse line has paid 4
per cent on its preferred stock for two
years.
The Rochester & Syracuse Railroad
was organized several years ago. When
Passenger
Other
Operating
Net Operating
Operating
Return on
Gain or
Revenue
Revenue
Total
Expenses
Revenue
Taxes
Income
Property
Less
Nov
$ 51,192
$1,719
$52,911
$ 59,679
*$ 6,768
$2,851
•$ 9,619
$23,358
$32,978
Der
161,619
4,855
166,475
177,216
* 10,741
8.273
* 19,015
63,700
* 82.715
Jan
159.945
4,960
164,905
146,665
18,240
4,947
13,293
63,700
*50,4066
Feb. , ,
142,306
4,089
146,396
130.849
15,546
4.391
11.154
63,700
• 52.545
Marrh
159.075
5,158
164,233
143.326
20,906
4,927
15,979
63,700
* 47,720
Aoril
153,437
5,376
158,813
136.342
22,471
4,764
17,706
63,700
• 45,993
Mav
159,786
5,014
164,800
143,173
21,627
4.944
16,683
63,700
• 47,016
June
153,046
5,486
158,532
137,082
21,450
4,755
16,694
63,700
* 47,005
Julv
175,134
5.388
180,523
143,384
37,138
5,415
31,722
63,700
* 31.977
Aug.
171,002
5,455
176,458
148,385
28,072
5,293
22,779
63,700
* 40,920
Sep.. ,
159,903
5,249
165,153
146.843
18,309
4,954
13,355
63,700
* 50,344
f>t
153.955
5,710
159,666
$1,859,870
167.169
*7,503
$178,750
4,789
$60,309
* 12,293
63,700
* 75,993
Totals..
$1,800,406
$59,463
$1,680,120
$119,450
$724,058
*$605,6I8
♦Indicates deficit.
924
Electric Railway Journal
Vol. 60, No. 24
the Empire United went into the hands
of receivers on Nov. 1, 1915, holders of
bonds issued on the mortgage covering
the unit from Syracuse to Rochester
organized a bondholders' protective com-
mittee. Mr. Loasby was chairman and
Mr. Settle and Mr. Harvey were the
other members. Mr. Cowie served in
the capacity as counsel for the com-
mittee.
When the mortgage was foreclosed,
the protective committee bid in the
Rochester line for approximately
$1,000,000. The Rochester & Syracuse
Railroad Company, Inc., was then or-
ganized, and in the recapitalization the
corporation issued $2,500,000 in bonds;
$2,500,000 in preferred and $1,500,000
in common stock.
Arthur W. Loasby was the first presi-
dent of the reorganized corporation.
When Mr. Loasby accepted the position
as a vice-president of the Equitable
Trust Company of New York, of which
he is now senior vice-president, Mr.
Cowiei was elected president of the
Rochester & Syracuse road. Mr.
Cherry has held the office of first vice-
president and general manager since
the reorganization in 1915. Mr. Chase,
president of the First Trust & Deposit
Company, is second vice-president.
Another bondholders' committee made
up of persons interested in the Beebe
enterprises bid in the units now in-
cluded in the Empire State Railroad
Corporation, which is now managed by
Ford, Bacon & Davis of New York, with
J. C. Nelson as president. The road
has $2,750,000 worth of bonds outstand-
ing. It also has 2,500 shares of A pre-
ferred stock, par value $250,000; 12,500
shares B preferred, par value $1,250,000,
and 14,500 shares of common stock with
a $1,450,000 par value.
First Report Since 1914
Submitted
The eighth annual report of the
board of directors of the Mexico Tram-
ways, Mexico City, Mexico, has been
submitted to the shareholders with an
appendix report by G. R. G. Conway,
managing director, on the company's
operations and undertakings for the
year 1921. This is the first report
since 1914. At that time conditions in
Mexico were disturbed. Upon their
growing worse the tramways was seized
by the government, which continued to
operate them until May, 1919, when the
property was returned to the company
in a very run-down condition.
The gross earnings for 1921 amounted
to $13,075,291 (pesos), an increase over
the year 1920 of $2,069,160 (pesos).
The net earnings after allowing' for
taxes and depreciation were $2,335,436
(pesos), an increase of $681,844 (pesos)
over the previous year. The report
makes mention of the "unorganized
competition" which had to be encoun-
tered oviring to the introduction of small
"camiones" (jitneys), which number
about 1,550, operating daily and carry-
ing approximately 132,000 passengers
per day.
The report says that in considering
the operating results for the year 1921
the special condition under which the
company had been operating must be
taken into account, and particularly
those which obtained when the proper-
ties were returned to the company in
May, 1919, after having been adminis-
tered by the Mexican Government since
Oct. 12, 1914. The run-down condition
of the property will continue to affect
the net earnings of the company even
for the next few years. Since the
return of the property wages have been
increased nearly 100 per cent, with an
increase in the number of employees,
chiefly in the traffic department.
However, in the opinion of the
managing director, the company's prop-
erty is now in good condition, since
the most urgent and necessary recon-
structions have been carried out. He
added that maintenance expense would
probably continue high, as much had to
be accomplished during the next few
years.
I. R. T. Doing Well on Basis
of Readjustment
If the Interborough-Manhattan read-
justment plan had been effective during
the year ended June 30 last the Inter-
borough Rapid Transit Company, New
York, N. Y., would have shown a bal-
ance of $4,011,523 instead of a deficit
of more than $2,000,000, according to
information presented on Dec. 5 by
Frank Hedley, its president and gen-
eral manager, in a letter to the bond-
holders' and noteholders' committee.
Mr. Hedley stated that the company
under the terms of the agreement was
about to issue $34,330,000 ten-year
secured convertible 7 per cent notes to
retire and refund 90 per cent of the
outstanding three-year issue. His com-
ment was that under the new plan the
company's fixed charges had been ma-
terially reduced. He showed the effect
of the plan graphically by deducting
from the known results of operation for
the last fiscal year the interest (but
not sinking fund) on the L R. T. bonds,
the interest on the new I. R. T. notes
and on the Manhattan Railway bonds.
Such a statement follows:
YEAR ENDED JUNE 30, 1922
Operating revenues $53,540,859
Operating expenses, etc 37,557.965
Operating income $15,982,894
Non-operating income 652.875
Gross income $16,635,769
Interest on I. R. T. bonds, new
notes and Manhfc.ktan Rail-
way bonds 12,624,246
Balance $4,011,523
Mr. Hedley said that 1923 results
should be at least as favorable as those
indicated for 1922 in the table he pre-
sented.
The letter continues:
In view of tlie substantial increase in
the number of passengers carried on the
system during the first five months of the
fiscal year and also because of the greater
economies of operation which are being
obtained, there is every reason to believe
that the actual results for the fiscal year
ending June 30, 1923, will be at least as
favorable as those Indicated in the table
above.
Planning to Operate Recently
Sold Line
Following a mass meeting at Weaver-
ville, N. C, efforts are being made to
form a stock company to take over and
operate the Asheville & East Tennessee
Railway Company, an electric line ex-
tending from Asheville to Weaverville.
The road was sold on Nov. 28 by receiv-
ers to S. Sternberg of Asheville and
service was suspended the next day.
Mr. Sternberg paid $19,000 for the
property and is offering it to the pro-
posed new company for $20,000. He
has given an option on the property
until Dec. 11.
If the new company fails to raise
the desired amount and the plan fails
the road will be junked. The road
made money above operating expenses
during the receivership, according to
J. S. Coleman, receiver. If the new
plans are completed the offices of the
road will be moved from Asheville to
Weaverville and the cars will not be
run into the center of Asheville, but
only to Grass, a suburb of Asheville,
which has the city car service.
Securities at Auction
Electric railway securities sold by
Adrian H. Muller & Company on Dec. 6
at the Public Auction Room, 14 Vesey
Street, New York, were as follows:
$7,000 Second Avenue Railroad first
consolidated mortgage 5 per cent bonds,
due 1948, Guaranty Trust Company cer-
tificates of deposit, li per cent
$59,000 Dry Dock, East Broadway &
Battery Railroad registered refunding
mortgage income gold bonds, series C,
due 1950, with $10 scrip, $300 lot.
$24,000 Denver Tramway Terminal
Company thirty-year 5 per cent bonds,
due December, 1933, 85 per cent.
Financial
News Notes
Property Valued. — In the report of
Engineer A. E. K. Bunnell of the
Toronto Transportation Commission
the valuation of the London (Ont.)
Street Railway is fixed at $1,000,000.
The report says that this figure refers
to its physical value.
Hearing Postponed. — The hearing on
the application of the Continental
Securities Company for the appoint-
ment of a receiver for the Interborough
Rapid Transit Company, New York, N.
Y., because of a threatened default in
interest on securities was recently de-
ferred by Judge Mayer until Jan. 26.
Stockholders to Decide Two Issues. —
Stockholders of the Public Service Cor-
poration of New Jersey, Newark, N. J.,
will vote at a special meeting Dec. 18
on the recent recommendation of the
directors that the preferred stock be
divided into two classes and that the
corporation relinquish its option to re-
deem the stock at 110.
December 9, 1922
Electric Railway Journal
925
Reasons for Removing Toledo's One-Man Cars
Council, Exercising Rights Invested in It by Service-at-Cost Franchise, Swayed
by Packed Union Meeting Into Ruling Cars Off Streets
NOW that one-man cars are defi-
nitely removed from the streets of
Toledo, Ohio, the next problem is to
meet the constantly increasing demand
for improved service, for which the
necessary finances are not available.
There have been many angles to the
one-man car issue in this city and they
have been dealt with previously in
these columns. Chronologically, the
story of the one-man car dates back
to July 1, 1922, when the Community
Traction Company, acting upon a sug-
gestion of the City Street - Railway
Commissioner, equipped its Bancroft
belt line with rear-entrance, pay-leave,
one-man turnstile cars, using for this
purpose ten double-truck pay-enter cars.
These cars were equipped with all
safety features and Syracuse turnstiles
on the rear platforms. After three
months of continuous service a check
of the results obtained indicated that
service had been improved about 6 per
cent in frequency, that regularity of
schedules was quite as good as had pre-
vailed with two-men cars, that riding
had increased on the Bancroft line in
greater proportion than on the balance
of the city system and that a net sav-
ing of approximately 22 per cent was
being made in platform expense.
These results seemed to justify a
more extensive use of this type of equip-
ment. On Oct. 16 two other and more
important lines, Cherry and East
Broadway, were equipped with Peter
Witt cars operated by one man. Un-
fortunately, the attempt to load and
unload passengers at the front door
developed serious congestion that could
have been relieved by loading through
a turnstile at the center door. How-
ever, as a protest against the use of
one-man cars had developed in the City
Council, it was deemed inadvisable to
confuse the issue by installing turn-
stiles.
Right at this point it ought to be
explained that under Section 14 of the
Toledo service-at-cost grant, in effect
since Feb. 1, 1921, the city has reserved
to itself, to be exercised through the
City Council, the entire control of serv-
ice, including the right to fix schedules
and routes, the character of cars and
the right to increase or diminish service.
On Aug. 21 there was introduced
into the Council a resolution providing:
"That Council go on record as against
the installation of any more one-man
cars until such body is convinced that
that is the proper way of handling
street car traffic in the city of Toledo."
This resolution was referred to the
Council committee on railroads and tele-
graphs and by that committee referred
to a special sub-committee of three, who
were instructed to investigate and re-
port back to the committee on railroads
and telegraphs. This sub-committee,
on Sept. 11, after garefully considering
the matter, recommended that the cars
be continued for a further trial. On
the strength of this recommendation the
two lines above noted were equipped
with one-man cars. The next step was
the entrance of the local carmen's
union. Section 43 of the wage agree-
ment with the platform men, effective
May 21, 1922, to May 21, 1923, after
providing for the immediate continu-
ance of the 1921 wage scale, recites:
It is further provided that should the
stabilizing fund as prescribed in the Com-
munity Traction Company franchise ordi-
nance be less than the sum of one hundred
twenty-seven thousand three hundred dol-
lars ($127,300) on Nov. 30. 1922, the pres-
ent wage scale will then be automatically
reduced to the scale in effect under the 1919
agreement between the association and the
Toledo Railways & Light Company, which
wage scale will then be operative until May
21, 1923..
One-man car operators to receive 5 cents
per hour additional.
While in the early stage of their use
some criticism of these cars on the part
of the public arose but gradually died
down, no protest against the use of
one-man cars developed from the union,
according to Commissioner Cann, until
it was evident that the fare stabilizing
fund would on Nov. 30 materially ex-
ceed the specified amount of $127,300.
As a result of this well organized
and vigorous protest, on Oct. 11 the
question of continuing the use of one-
man cars was reopened and the mem-
bers of the local street car union were
invited to meet with the committee on
railroads and telegraphs one week hence
and at that time present their objec-
tions to this type of equipment. The
subsequent meeting resulted in the
Council chamber being packed to capac-
ity with a lobby, 90 per cent of whom
were car men and their sympathizers.
At this meeting several operators of
one-man cars voluntarily appeared be-
fore the committee, were questioned
as to their length of service and asked
for their opinion as to the practical
utility of the one-man car. In each case
these men, of long experience as elec-
tric railway employees, positively stated
that, in their opinion, one-man cars
could be operated in Toledo with safety
and convenience to the public.
After hearing the remarks of the
business agent of the local union the
committee indorsed a resolution con-
demning this type of equipment. On
Oct. 23, at the regular meeting of the
Council, fifteen of the twenty members
of that body voted to prohibit the fur-
ther use of these cars.
One week later Mr. Cann, the City
Street Railway Commissioner, appeared
before the Council and recommended
that cars be continued in operation for
the full thirty days permitted by the
city charter before the resolution would
become effective, and that in the interim
a special committee of five be appointed
to accompany him on a trip through
the East to observe and investigate the
operation of similar equipment in East-
ern cities. This suggestion was adopted
and the special committee appointed.
A local 'election delayed the departure
of this committee and at the next reg-
ular meeting of the Council the action
authorizing the Eastern investigation
was rescinded, thirteen of the nineteen
Councilmen present voting against any
further consideration of the matter.
This action met with the heartiest ap-
proval of the packed lobby that attended
the meeting.
The following week the Street Rail-
way Commissioner exhibited to mem-
bers of the Council a Peter Witt car
equipped with a turnstile in the center
door, carefully explained all of the fea-
tures of the car and suggested that the
previous action of Council be rescinded
so as to permit a trial of that particular
type of car on the Bancroft belt, the
line upon which the initial installation
of one-man cars had been made and
from which no public protest had been
heard. Fourteen members pledged their
support of this recommendation, but at
a meeting of the Council that same
evening a packed lobby again stam-
peded their good intentions and all but
three of them voted against any further
use or experiment with one-man equip-
ment.
Reduced Fares for Wheeling
Fare reductions ranging from 6 to 25
per cent will be put into eff'ect by the
Wheeling (W. Va.) Traction Company
on Dec. 17, according to G. S. Wills,
general manager of the company, who
stated that the cut would bring the
"nickel ride" to Wheeling again after
an absence of two years. Mr. Wills
declared the fare cut was an experi-
ment to stimulate traffic and that in
the event of it failing the company
would have no alternative but to swing
back to the basis it is now abandoning.
Mr. Wills' statement follows:
The new tariffs will eliminate the pres-
ent major and minor or short zoning plan,
as now In effect, and return to longer unit
zones, somewhat the same as were in effect
between May 29, 1919, and Deo. 26, 1920.
Under the new zoning, universal tickets at
5 cents each, good for a one zone ride on
any part of the system, will be placed on
sale at our ticket offices and by conductors
on cars in strips of ten for 50 cents.
All single zone rides paid for in cash
will be 8 cents, while rides in excess of one
zone will have a cash fare rate, not a multi-
ple of 8 cents, but either practically the
same as the universal ticket rate or 6 cents
in excess thereof, depending entirely on
density of travel between the points ridden.
In further recognition of the fact that
the cost of street car service per passenger
is less in dense riding and as an induce-
ment to street car riders to increase their
patronage, special strip tickets, purchasable
in 50-cent strips, good at all hours and
without restrictions, will be placed on sale
at our offices and by our conductors at
rates per ride lower than those obtained
under the universal ticket rate.
926
Electric Railway Journal
Vol. 60, No. 24
One-Way Traffic Recommended
A report has been submitted to the
City Council of Portland, Ore., by mem-
bers of the special traffic committee ap-
pointed by Mayor Baker in which one-
way traffic for both vehicles and street
cars is recommended as a partial so-
lution of the traffic congestion in the
city streets.
The committee in its report states
that it has come to the unanimous con-
clusion that any solution of the con-
gestion problem must affect not only
automobile and vehicular traffic, but
the electric railway system as well.
Traffic conditions in the city are largely
affected by the trans-Willamette River
bridges and their approaches, the re-
port points out, and urges a compre-
hensive change for the betterment of
waterfront conditions by widening
bridge street approaches and effecting
permanent grades near the waterfront.
In recommending one-way traffic,
certain of the wider streets have been
excepted, especially for street car
traffic.
The report points out that one of the
largest contributing causes for the
congestion during rush hours is the
interurban traffic of the Portland
Railway, Light & Power Company, the
Oregon Electric and the Southern Pa-
cific Company. "It is important and
essential in our judgment," the report
says, "that in any permanent solu-
tion of the traffic problem a feasible
plan should be worked out for the rout-
ing of these trains."
The committee recommends adjust-
ment of street railway traffic to con-
form to the general plan by the con-
struction of loops and several new
lines. The report points out that the
cost of changes in new track construc-
tion contemplated under the plan had
been estimated by the city engineer's
office at $182,000 and by officials of the
Portland Railway, Light & Power Com-
pany at $192,000. Additional cross-
overs and track changes that officials
of the company declare are neces-
sary for convenience and for emer-
gencies would bring this cost to the
railway company to a total of
$231,000. Detailed suggestions for
street car track changes, adoption of
an automatic signal traffic control and
regulations covering foot traffic are
also embodied in the report, which the
Council will take under consideration.
Bucyrus Railway and the Columbus,
Delaware & Marion Electric Company,
all of which operate electric roads, for
service to Columbus and intermediate
points via Mansfield and Gallon. The
tariff filed for this service is effective
in ten days. This gives freight service
for the lines of the Northern Ohio
Traction & Light Company east to New
Castle, Pa., northeast to Buffalo, north-
west into Michigan and southwest into
Columbus.
These in brief are the new arrange-
ments just made. They are in effect
an extension of similar activities of the
Northern Ohio Traction & Light Com-
pany dating back a considerable time.
As recently as last April, however, the
Northern Ohio Traction & Light Com-
pany, in conjunction with the Cleve-
land, Southwestern & Columbus Rail-
way, Cleveland, Alliance & Mahoning
Valley Railway, Stark Electric Com-
pany and Pennsylvania-Ohio Electric
Company, entered the freight field in a
joint service covering northern Ohio.
The company also made an arrange-
ment with the Detroit & Cleveland and
Cleveland & Buffalo boat lines, and
only recently the Lake Shore Electric
Railway has come into the organiza-
tion. Radiating from Cleveland, this
freight service reaches the industrial
cities of Akron, Cuyahoga Falls, Bar-
berton, Wadsworth, Canton, North
Canton, Massillon, Dover, Uhrichsville,
Kent, Ravenna, Alliance and Youngs-
town, as well as Elyria, Berlin Heights,
Birmingham, Wellington, Strasburg,
Newton Falls, Atwater, Salem, Warren,
Niles and numerous other smaller
towns within a distance of 100 miles.
Improvement in Glendale Railway
Service in Prospect
The Riverside Portland Cement Cor-
poration, which controls the Glendale-
Montrose and La Crescenta Railroads,
operating car lines in a portion of the
city of Glendale, Calif., and also operat-
ing a line between Glendale, Montrose
and La Crescenta, has fully completed
its plans for the complete rehabilitation
of the property with a view of giving
better service in this locality.
The owners of the lines have acquired
the right of way of the Union Pacific
System on Glendale Avenue in the city
of Glendale and plan the establishment
of a high class transportation service
at a very reasonable rate between La
Crescenta, Sparr Heights, Montrose,
Glendale and Los Angeles.
The citizens of La Crescenta, Mon-
trose and Glendale have subscribed a
bonus of $25,000, and the railroad has
agreed to spend $150,000 in the recon-
struction of the line. It is the plan to
reconstruct and improve the roadbed
and electrify the line from La Crescenta
to the junction of Glendale Boulevard
with San Fernando Boulevard. At this
junction the new service will connect
with and transfer, without extra charge,
to the Los Angeles Railway Corpora-
tion's line, giving passengers access to
all parts of Los Angeles on a single
fare.
The company proposes to furnish new,
modem cars and will establish a fifteen-
minute service during the rush hours.
Joint Freight Service Extended
Joint arrangements have been com-
pleted, effective Dec. 6, for freight
service by the Northern Ohio Traction
& Light Company with the Detroit
United Railway reaching the cities of
Detroit, Jackson, Saline, Flint, Pontiac,
Port Huron, Imlay, Algonoc, North-
ville and other points and by the
Northern Ohio Traction & Light Com-
pany with the Nickel Plate for service
to Buffalo and intermediate points.
The tariff filed in the latter case is
effective after thirty days. A joint
arrangement has also been made with
the Cleveland, Southwestern & Colum-
bus Railroad, Columbus, Marion ' &
Declines to Cut Fare
The Public Utilities Commission on
Dec. 1 denied the application of the
Federation of Citizens' Associations for
a reduction in fare on the lines of the
Capital Traction Company, Washing-
ton, D. C. As a result of the decision
the present rate of six tokens for 40
cents or 8 cents cash fare will remain
in effect on both the lines of the Cap-
ital Traction Company and the Wash-
ington Railway & Electric Company.
The counsel for the association was
William McK. Clayton, who argued that
it was discrimination on the part of the
commission to continue the same rate
of fare on both systems when that rate
netted the Capital Traction Company a
bigger return than the Washington
Railway & Electric Company.
The commission in its verdict in-
cluded the opinion of Corporation Coun-
sel Stephens, who maintained that the
commissioners were entirely within the
law in maintaining a uniform rate of
fare. The argument of Counsel
Stephens was referred to in the Electric
Ra'hvay Journal issue of Dec. 2.
In concluding the decision the com-
mission said that no sufficient reason
had been shown to justify a change in
policy which was based "upon the in-
terest of the entire public in the preser-
vation of efficient and dependable street
railway transportation in all parts of
the District."
Work on Loop Temporarily
Halted
Request of George P. Carrel, Mayor
of Cincinnati, Ohio, that work on the
rapid transit loop be stopped until a
time when the city was in better fi-
nances has been complied with by the
Rapid Transit Commission. At a meet-
ing of the commission on Dec. 1 the
members decided not to ask for further
bond issues, because of the present
financial condition of the city, but to
proceed with the work until the present
supply of money was consumed. The
members explained that there is enough
money left in the commission's coffers
to continue the loop to Spring Grove
Cemetery, at which point the Ohio
Traction Company, Dayton division,
will be invited to operate its cars into
the city.
The proposed interurban line from
Indianapolis to Cincinnati, of which the
Connersville-Cincinnati stretch remains
to be completed, is expected to run
into the loop system over the Ohio Trac-
tion line and will augment the rolling
stock.
Mayor Carrel's request that work be
stopped on the rapid transit loop was
made at a called meeting of the Rapid
Transit Commission Nov. 17. There
were present the heads of all the city
departments and members of the Rapid
Transit Commission. There was no
decision reached at the meetng, but
the commission took the Mayor's re-
quest under consideration.
The Rapid Transit Commission has
December 9, 1922
Electric Railway Journal
927
reorganized — E. W. Edwards, metal
products manufacturer, is chairman;
Attorney E. M. Dornette, vice-chairman,
and former Judge William Geohegan,
secretary.
Discuss Weekly Pass Plan
Members of the City Council utilities
committee, Seattle, Wash., recently
listened to an extended discussion of
the weekly street car pass system by
Councilman John B. Carroll, its only
advocate in the Council, and B. H. Pet-
ley, a civil engineer, who has been
interested in the plan for more than a
year. Major Carroll suggested that
the committee recommend to the Coun-
cil the adoption of the pass system,
contending that the urban street car
lines are suffering more and more from
the competition of privately owned
automobiles. Under the pass system,
he maintained, extensions could be
hoped for, but not under a 5-cent
schedule. Other members of the Coun-
cil expressed the opinion that the
weekly pass has merits, but agreed that
its adoption would lead away from the
city's ultimate goal of 5-cent fare for
all riders.
Five-Cent Fare Provided. — Everett,
Wash., will again have a 5-cent fare
provided in the filing of a tariff by the
Puget Sound International Railway &
Power Company for a period of ninety
days. The tariff also provides for the
extension of the weekly pass system
for another ninety days from Nov. 25,
both tariffs being permitted to become
effective on less than statutory notice.
New Service Plan Given Trial. — The
City Railway, Dayton, Ohio, recently
put into effect a new plan for speed-
ing up service during rush hours. In
the downtown section at each of the
principal street intersections employees
of the company are stationed who are
to go among the people about to board
the cars and make change for those
who have not the exact fare ready.
This plan was started owing to the
difficulty experienced by the motormen
of the one-man cars in making change
for patrons.
Petitions to Operate Buses. — The In-
ternational Railway, Buffalo, N. Y., has
petitioned the City Council for permis-
sion to operate double- and single-deck
motor buses on Delaware Avenue from
The Terrace to the Kenmore-Buffalo
city line and on Bailey Avenue. Two
buses of the Fifth Avenue type with the
enclosed upper deck were brought to
Buffalo from Philadelphia by Herbert
G. Tulley, president of the International
and inspected by members of the City
Council. Two other similar petitions
are before the Council for the operation
of buses of this type in Buffalo.
The Constitution of the United States
Its Sources and Its Application. By
Tliomas James Norton. Littie, Brown &
Company, Boston, Mass. 1922. 298 pages.
There are many great works on the
Constitution, but most of them were
written for the legal profession and are
so formidable in appearance as to deter
anybody but the law student from ven-
turing upon a reading of them. Mr.
Norton's work is, perhaps, the first of
its kind to overcome all the objections
which have been made in behalf of the
lay reader to previous volumes dealing
with the same subject. This fact alone
ought to be enough to secure for it a
wide vogue among business men and
engineers everywhere who in the past
have turned away from books bearing
the legal stamp. It is not in any sense
a railway book, but it is a work that
the railway man can hardly afford not
to list among the volumes intended to
be used by him in his collateral reading.
As the author explains the purpose
of this book, it has been his effort to
make accessible to the citizen and his
son, to his newly enfranchised wife and
daughter, and especially to his children
in school, such a knowledge of the Con-,
stitution of the United States as will
serve in emergency as a "first line of
defense." This purpose has been
achieved and a great deal more. The
treatment of the subject is unusual in
that the book explains, clause by clause,
the origin of the leading provisions of
the Constitution and the Amendments
and then gives their application in the
great cases which have arisen from the
beginning down to the apartment-house
rent case in 1921.
In carrying out his purpose the
author has provided a note to every
line or clause that has a historical
story or drama back of it, or that has
contributed to the national or the inter-
national welfare of mankind during the
133 years of life under this instrument.
This method leaves the text of the Con-
stitution and the Amendments in un-
broken connection, so that the whole
great design is visible, and the ex-
planation appears immediately under
the part to be explained. As to the
typographical arrangement of the book,
the text of the Constitution and Amend-
ments is printed in large type, while
the explanations of the clauses are not
mere footnotes, but are given the typo-
graphical prominence they deserve by
being made part of the text.
In addition to a showing of the his-
toric sources or causes of particular
provisions of the Constitution, there
are also exhibited examples of the ap-
plication of the clauses in great cases
which have arisen during our constitu-
tional life. It is illustrated very clearly
that the man in power has undergone
no change and that without the pro-
hibitions of the Constitution and the
means of giving them immediate effect
he would become as dangerous as he
ever was to the safety of the govern-
ment and to the rights and liberties
of the people.
A New Edition of "Pender"
Handbool< for Electrical Engineers. Com-
piled by a staff of specialists, with Harold
Pender as editor in chief and William A.
Del Mar as associate editor in chief. Second
edition, revised and enlarged. John Wiley
& Sons, Inc., Xew York, N. Y. 2,263 pages.
Eight years ago the first edition of
what was then called the "American
Handbook for Electrical Engineers"
was issued, under the editorship of
Professor Pender. Since that time a
number of changes have occurred in the
field of electrical engineering, and two
years ago the publishers undertook the
complete revision of the handbook.
Of the approximately 2,200 pages
(excluding the index) 158 pages or
about 7 per cent are devoted to electric
traction. This excludes steam locomo-
tives and electric automobiles, which
while listed under Traction are not
electric railway subjects. Electric
traction may, therefore, be said to have
been given a fair amount of space in
the book. Under the subject of traction
the topics given most extended treat-
ment are energy requirements and
motor equipment for electric railways,
overhead trolley systems, third rail,
and signaling. These take nearly two-
thirds of the space. The material here
seems to be accurate and as nearly up
to date as is possible in a field in
which practice is so rapidly changing as
it is in the electric railway field at
present. However, for the electric rail-
way engineer the handbook has its
principal value outside of the electric
railway section. What the engineer
expects a handbook to contain is pri-
marily the fundamental principles' and
data of the field which it covers and the
standardized items in those fields. This
the "American Handbook" does in a
thorough manner. Like the "Standard
Handbook," the publication of the fifth
edition of which was mentioned briefly
in the issue of this paper for Oct. 14,
1922, page 652, "Pender" includes the
complete "Standards of the A.I.E.E."
Fusibility of Ash from Coals of the
United States
Fusibility of Ash from Coals of the United
States. By W. A. Selvig and A. C. Field-
ner, United States Bureau of Mines, De-
partment of the Interior, Washington, D. C.
As the fusibility of the ash in coals
determines the clinkering quality, in-
formation regarding fusing tempera-
tures, etc., is of value to coal users who
desire to operate their boiler or other
furnaces with the maximum of in-
telligence. This report emanating from
the chemdcal laboratory of the Bureau
of Mines contains a wealth of data as
to coals from all parts of the country.
928
Electric Railway Journal
Vol. 60, No. 24
Fifty Years in Railroading in Chicago
Sixty Friends of John M. Roach Fete Him on Half Century of Work There for
Local Roads — Rehabilitation of 1908 Carried Out
During His Administration
JOHN M. ROACH, member of the
board of operation of the Chicago
Surface Lines, was the guest of honor
at a dinner recently to celebrate the
fiftieth anniversary of his connection
with transportation companies in Chi-
cago. Directors of the several com-
panies, heads of departments and old
time friends made up the party of sixty
who took part in this testimonial event.
Only a few days before Mr. Roach
was honored as the senior past-presi-
dent of the American Electric Railway
Association at a gathering of past-
presidents during the convention in
Chicago. On that occasion, the presid-
ing officer. Gen. George H. Harries, said
of him:
"Mr. Roach is a transportation man
through and through, but he is by no
means through."
It is a far cry from work as a cow-
boy and miner to that as the president
of a great transportation system. That
was the range covered by the subject
of this sketch. It is characteristic of
Mr. Roach that he learned from each
experience in life the lesson it con-
tained, and as the years have passed
he has developed executive force, keen
discrimination and managerial ability
which today mark him as a prominent
figure in Chicago's business circles.
Mr. Roach's advancement has been
due to his own efforts rather than to
fortuitous circumstances. He has an un-
usual capacity for work and for organ-
ization. His knowledge of men is per-
haps . his strongest characteristic, and
while he has been out of active man-
agement of the street railways for the
last ten years, he still is loved by thou-
sands of the men who served under
him and who are still with the prop-
erties.
Mr. Roach was bom in Lowell, Ohio,
in 1852. At the age of eighteen he
was attracted by the story of gold dis-
coveries in Montana and went with a
party of young men from his home
in Belvidere, 111., on the long Western
trip on horseback. The visions of
wealth vanished after an attempt at
mining, and the young man then tried
his hand at ranching and newspaper
work. In October, 1872, he went to
Chicago and was at once attracted by
the possibilities of advancement in
street railway work. He had a letter
of introduction which would have
secured him a position in the office of
the general manager of the company,
but he expressed preference for em-
ployment as a conductor "so he could
learn the business from the car up."
A few years later he became cashier
of the North Chicago Street Railway,
and then purchasing agent. In 1890 he
was made general superintendent of all
the North Side lines and three years
later became also vice-president. In
1897 he assumed similar titles with the
West Chicago Street Railway, and,
when the Union Traction Company took
over both properties, he continued in
direct charge of the management. He
was the first president of the Chicago
Railways, which took over all the North
and West Side lines under the 1907
ordinances. He retired from active
work in three years is said to have been
unequaled in traction history.
Outside of business, Mr. Roach has
two hobbies — golf and baseball. He
enjoys watching the big league players
and gets muph pleasure out of the
comradeship of the links. He plays a
good game, too. He has an office with
the executive staff in the Borland Build-
ing, but is also to be found daily at
his old headquarters on the North side,
where he served so many years in
active management. Many an old em-
ployee calls on him there, finding the
latchstring always out and securing
helpful advice when the occasion war-
rants. An Eastern financial journal
recently said:
"Roach is a great operator; no-
body knows the traction game better."
It might have said with equal truth:
"Roach is a true friend; no one knows
better how to make and retain friends."
J. M. Roach
management in 1912. With the merger
of all the Chicago street railways mider
the name of the Chicago Surface Lines
in 1914, Mr. Roach became a member
of the board of operation. He also
continues as vice-president and director
of the Chicago Railways.
When Mr. Roach went to Chicago,
it was a city of 300,000 population, with
an area of 36 square miles and with
only 40 miles of car tracks. It is now
a city of 2,701,000 persons, with an
area of 200 square miles and has more
thin 1,000 miles of surface tracks.
Another instance of the growth of
Chicago during Mr. Roach's service
with the companies is that a single
fare in 1872 would purchase a ride of
only 2 miles, whereas now it is pos-
sible to ride 35 miles on one fare with
unlimited use of transfers.
,Mr. Roach saw the introduction of
the cable system in 1882 and the trolley
system beginning in 1890. It was dur-
ing his administration that the prop-
erties were rehabilitated with new
tracks, cars and substations, beginning
in 1908. This record for reconstruction
Senator Couzens Wants to Help
Detroit Municipal Railway
James Couzens, appointed to the
United States Senate by the Governor
of the State of Michigan to fill the
vacancy caused by the resignation of
Senator Newberry, has resigned as
Mayor of the city of Detroit. While
the belief has been expressed by mem-
bers of the Street Railway Commis-
sion that Mr. Couzens will remain as
head of the street railway department,
the Senator-elect stated that he would
have nothing to say on street railway
matters until he had talked with Cor-
poration Counsel Wilcox, with acting
Mayor Lodge and with members of the
Street Railway Commission.
Protest was made to Governor Groes-
beck by citizens of the city of Detroit
who saw in Couzens' appointment to
the Senate the loss of his services to
the city. Since the time when the
Street Railway Commission granted
Joseph S. Goodwin, general manager
of the municipal system, a leave of
absence for six months because of his
illness, Mr. Couzens had been devoting
half of his time to active management
of the Municipal Street Railway system.
It was pointed out by supporters of
the municipal system that many years
devoted to the study of Detroit's trans-
portation problem and years spent in
overcoming obstacles placed in the way
of municipal ownership had given Mr.
Couzens an unusual insight into De-
troit's needs and the solution of the
city's problems.
In accepting the appointment to the
Senatorship, Mr. Couzens states that
if he might continue to serve the people
of Detroit legally and with the consent
of the new Mayor and the members of
the Street Railway Commission, he was
willing and anxious to do so. Citing
that with the consent of the Council
men have been selected to consider the
further development of Detroit's trans-
portation needs, such as subways, ele-
vated and bus lines, he stated that if
he in any way felt that Detroit would
be inconvenienced by his accepting the
appointment, he would decline to do so.
December 9, 1922
Electric Railway Journal
929
Celebrates Fifty Years
of Business
Some sixty of the personal and busi-
ness friends of Daniel M. Brady were
guests of the directors of the Brady
Brass Company at a luncheon at the
India House on Dec. 6. The occasion
was the completion by Mr. Brady of a
service of fifty years in the railroad
industry and of forty years in the metal
trade. Gathered around the tables were
many men prominent in business and
steam railroad circles in New York,
as well as from the electric railway
companies of the city. Letters read by
H. H. Vreeland, Interborough Rapid
Transit Company, indicated that many
other steam railroad officials would
have been present if the luncheon had
not occurred at the same time as the
meeting of the American Railway Asso-
ciation in Chicago this week. As the
aifair was in the daytime the speeches
were limited to few, but J. F. Fowler,
vice-president W. R. Grace & Company;
C. S. Tench, editor American Metal
Market Report, and Henry A. Bishop,
director of the company, spoke, and
Judge Morgan J. O'Brien acted as toast-
master. At the conclusion of Mr.
Bishop's speech he presented a gold
watch to Mr. Brady, in behalf of the
directors of his company. In his reply
Mr. Brady said that the greatest asset
which a person could have was friends,
and friends could be gained best by
gratitude and loyalty.
Mr. Brady was born in New York
City sixty-nine years ago and in 1871
entered the employ of the New York
Central Railroad in the office of General
Manager John M. Toucey. He was
afterward chief clerk of the car depart-
ment under Leander Garey, general
superintendent of the car department
of the company. Mr. Brady resigned
from the New York Central Railroad
in 1883 to join the then newly organ-
ized Paige Car Wheel Company, Cleve-
land, with which he was connected for
a number of years. In 1888 he estab-
lished the Brady Brass Company and
has been president of it since its organ-
ization. For many years he was also
director of the Rochester Car Wheel
Works. At the time of the reorganiza-
tion of the American Street Railway
Association in 1905, he had a great deal
to do with the organization of the
American Street Railway Manufac-
turers' Association, and was the first
president of that organization.
bringing electric light and power serv-
ice under this organization. Mr. Kirk
continued as general manager of this
concern until his recent promotion to
the presidency.
I
Mr. Kirk Sioux City President
E. L. Kirk is now the president of the
Sioux City Service Company following
a consolidation with the Sioux City
Gas & Electric Company on Nov. 1.
Mr. Kirk was office manager for the
Riverside Park Railway from 1891
to 1894 and receiver for this company
until 1899, when this road and four
other lines were consolidated under the
name Sioux City Traction Company.
He remained as general manager for
this firm from 1900 until 1905, when
this company was absorbed by the
Sioux City Service Company, thereby
Messrs. Mcllraith, Alien, Hamil-
ton and Aycock All Resign
from P. R. T.
The resignation of G. A. Richardson
as vice-president in charge of opera-
tion of the Philadelphia (Pa.) Rapid
Transit Company, noted in the Electric
Railway Journal for Dec. 2, was fol-
lowed by the resignation on Dec. 3 of:
E. J. Mcllraith as superintendent of
rolling stock and buildings,
Elbert G. Allen as chief engineer,
F. M. Hamilton as assistant to the
president, and
N. M. Aycock as superintendent of
car maintenance.
Quite naturally the Philadelphia
papers have expressed great surprise
at the announcement of these changes.
The stories some of them print of inter-
nal dissension are so extravagant as
to be fanciful. Whatever the reasons
may be for the retirement of officials
en bloc, as it were, Mr. Mitten's
searches in the past for the best avail-
able talent make the statement seem
absurd that appears in the Ledger and
credited to a reliable informant to the
effect that "Mr. Mitten's policy of
'taking glorified office boys and en-
deavoring to create street railway offi-
cials of them by his mere say-so' proved
very distasteful to the experienced
street railway men."
However, some of the resignations
must have been unexpected, for official
departmental order No. 4 indicates as
much. That order, dated Nov. 13, was
signed by G. A. Richardson as vice-
president and approved by Mr. Mitten.
It says that F. M. Hamilton vdll be-
come assistant to the president. Mr.
Hamilton is one of the four who, ac-
cording to the announcement of Dec. 3,
has quit the service.
Recent official announcements of the
company in effect on Dec. 3 follow :
"Effective Dec. 1, 1922, R. T. Senter,
now assistant to the president, will
become vice-president in charge of en-
gineering, this to include such part as
P. R. T. may take in city transit devel-
opment.
"Until the appointment of a succes-
sor to G. A. Richardson, whose resig-
nation takes effect this date, R. F.
Tyson, assistant to the vice-president
in charge of operation, will, with the
aid of the undersigned, assume the
duties of the position thus made vacant.
"Leon Jewell will move to 1520 Spruce
Street and assume the duties of the
newly created position of traffic man-
ager of the system, in charge of time-
tables, traffic checks and traffic income
estimates.
"W. R. Scanlin will assume the duties
of the newly created position of assist-
ant to the chief engineer.
"Effective Dec. 1, G. H. Stier is
appointed superintendent of rolling
stock and buildings."
Funeral Services for A. E. Duty
Funeral services for Albert E. Duty,
assistant general manager of the
Cleveland (Ohio) Railway, were held
in Cleveland on Dec. 2. Mr. Duty died
at the age of 69 following a brief ill-
ness, although he had not been in good
health for almost a year.
He had spent fifty-three years in the
street railway business in Cleveland,
being the only executive outside of
John J. Stanley, president of the com-
pany, whose services spanned the period
from horse-car to electric line.
Mr. Duty began his street railway
business as a driver for the Woodland
and South Side Railway Company line.
In 1883 he became assistant superin-
tendent for the Cleveland City Railway.
In 1912 he was made general superin-
tendent, continuing in that post until
last February, when he was promoted
to be assistant general manager.
Mr. Duty was a Clevelander all his
life. He is survived by his wife, a
brother, who is superintendent of con-
struction with the Cleveland Railway,
and five sisters.
Peter M. Kling Dead
Peter M. Kling, for a number of
years general manager of the St. Louis
Car Company and later with the John
Stephenson Company, Elizabeth, N. J.,
in a similar capacity, died at his home
in Detroit on Nov. 25. He had not been
in good health for the last two years.
Mr. Kling was born in Denmark on
July 24, 1855, and served his appren-
ticeship in that country as joiner, car-
riage and wagon builder. At the age of
fifteen he came to the United States
and located at St. Charles, Mo., where
he worked for a few years in a country
wagon and blacksmith shop. Later he
went to St. Louis, where first he en-
gaged in the manufacture of wagons,
carriages and omnibuses, but later be-
came associated with the Brownell &
White Car Company, where he worked
up to be foreman and superintendent.
Still later he was largely responsible
for the organization of the St. Louis
Car Company and had a great deal to
do with the design of that company's
present shops.
He resigned from the St. Louis Car
Company in 1900 to become general
manager of the John Stephenson Com-
pany, which had recently moved its car
works from New York to Elizabeth.
When this company was purchased by
another corporation in 1905, he re-
signed to assist in the organization of
the pressed steel passenger car depart-
ment of the Pressed Steel Car Com-
pany, Pittsburgh, and became general
manager of that department. Since
leaving the Pressed Steel Car Com-
pany, in 1909, he had been associated
with the Brooklyn Rapid Transit Com-
pany, the Laconia Car Company and
the Indianapolis Body Company. He
leaves a widow, four sons and two
grandchildren.
Mr. Kling was widely recognized as
a man of sterling worth, with extended
knowledge of car building.
930
Electric Railway Journal
Vol. 60, No. 24
Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES BUSINESS ANNOUNCEMENTS
An Example of Merchandising
Electric Locomotives
The sale and shipment of a 50-ton
600-volt electric locomotive within a
period of five hours was the novel rec-
ord established recently by the Pitts-
burgh office force and shop employees
of the Westinghouse Electric & Manu-
facturing Company. In fact, the cir-
cumstances attending the sale of the
locomotive, which was taken from
stock, indicate that it is one of the very
few cases on record of an electric loco-
motive being sold in a manner similar
to the merchandising of staple goods,
for the locomotive was actually sold
"ofT the shelf."
Comes to Purchase Much-Needed
Locomotive
A. A. Crawford, an official of the
Youngstown & Ohio Railroad, which
operates in the soft coal regions be-
tween East Liverpool and Salem, Ohio,
recently went to the East Pittsburgh
works of the Westinghouse company
to purchase a much-needed locomotive,
the two Westinghouse Baldwin loco-
motives used on the railroad being in
service continuously twenty-four hours
every day except four hours on Sunday,
when they were taken into the shops
for oiling and inspection.
Mr. Crawford arrived at the West-
inghouse plant at 10:30 o'clock in the
morning and immediately entered into
negotiations for the purchase of a loco-
motive. Upon being informed that the
Westinghouse company had a locomo-
tive whose general design and operat-
ing characteristics, though not dupli-
cates of the locomotives then in service
on the railroad, were capable of giving
the same service, the railroad official,
pressed by a dire need due to the fact
that a breakdown of one of the loco-
motives in use would result in conges-
tion of traffic, signed the contract for
the purchase at 3 o'clock.
The shop force was notified and, with
complete service data on the railroad
where the locomotive was to be used, a
corps of workers immediately examined
the locomotive, testing the motors for
insulation, ringing out the main and
control circuits and clearing up the
other necessary items of inspection. At
4:30 o'clock, after the messenger had
made his bunk in the cab, the locomo-
tive was in the Pitcairn yards of the
Pennsylvania Railroad.
Placed in Service Almost
Immediately
The day after the sale the locomotive
was at Leetonia, Ohio, and the follow-
ing day was placed in service in haul-
ing coal on the Youngstown & Ohio
Railroad between Leetonia and East
Liverpool, Ohio. It is believed also that
the sale, shipment and placing in serv-
ice of the locomotive within a period
of less than three days established a
record in this phase of railroad work.
$200,000 in Improvements
The Pittsburgh (Pa.) Railways,
through Receivers Pagan, Tone and
George, have filed a petition in the
United States District Court asking per-
mission to spend $211,300 for improve-
ments to the system. The betterments
and estimated costs ara as follows:
Pa.ssing .siding on West Liberty Avenue.
$22,50u ; transformer at Library, ?3.000 ;
1 dditional feeders on Urighton Road,
$1,200 ; tracii re*.onstruction on Western
Avenue. $.57,500 ; track reconstruction on
Kighlh Avenue, Homestead and West
Homestead, J40,000 ; crossing on East Mc-
Keesport division, $2,500 ; crossing over
L,raddocl< Avenue. Pittsljurgh, $2,500 ; ad-
ditional feeders on Eightli Street. Braddoclt,
$7oO ; heating boiler Ardmore carhouse.
$1,500; additional poles on Electric Ave-
nue. East Pittsburgh, $850 : track recon-
struction on Hamilton and Brushton Ave-
nues and Tioga Street. $62,500 ; additional
feeders and lights at the Tunnel yards and
shops. $7,000, and additional vacuum boil-
ers, $9,500.
Metal, Coal and Material Prices
MetaU— New York Dec. 5, 1922
Copper, electrolytic, cents per lb 1 3 . 90
Copper wire base, cents per lb 1 3 . 625
Leaa, cents per lb 7.10
Zinc, cents per lb 7.50
Tin, Straits, cents perlb 36. 25
Bituminous Coal, f .o.b. Mine*
Smokeless mine run, f.o.b. vessel, Hamp-
ton Roads, gross tons $7 . 50
Somerset mine run, Boston, net tons 3 . 875
Pittsburgh mine run, Pittsburgh, net tons 2 625
Franklin, 111., screenings, Chicago, net tons 2 . 50
Central, III., screenings, Chicago, net tons 1 . 675
Kansas screenings, Kansas City, net tons 2.50
Materiah
Rubber-covered wire, N. Y., No. 14, per
1,000 ft 6.50
Weatherproof wire base.N.Y., cents per lb. 1 6 00
Cement, Chicago net prices, without bags 5 2 21
Unseed iiil (5-bbl.lots),N.Y. .cents per gal. 90 00
Whii..lr-iiil.(iaO-lb.kcg),N.Y.,centspcrlb. 12 125
Tnn>pnti.,<.. (1.1.1 I ll■.^. V.Y..pereal... $1 51
"'■' ' imiMliiiiinmLimilLilliimiiiiniN niiffii
Rolling Stock
Cleveland (Ohio) Railway has pur-
chased Eclipse trolley catchers and
Eclipse fenders for fifty new cars now
under construction in the plant of the
Kuhlman Car Company.
Kansas City (Mo.) Railways will
purchase, it is reported, three new
Differential dump cars with three com-
partments each. The total cost will not
exceed $29,000.
Pittsburgh (Pa.) Railways has
started the operation of eight new mod-
ern cars of steel construction to re-
place a similar number of the older
and smaller type of cars on the Home-
stead and McKeesport routes.
City Railway, Dayton, Ohio, equipped
its new cars with Eclipse trolley catch-
ers. The cars were described in the
Electric Raihvay Journal for Oct. 28
and the statement made that these
catchers were of another type was in
error.
Washington Railway & Electric
Company, Washington, D. C, has or-
dered ten new one-man cars costing
$75,000 and is remodeling seven more
of its existing cars for one-man opera-
tion. The company already has fifty-
five single-man cars so that the addi-
tional seventeen will give a total of sev-
enty-two.
iiniiMiiiiiiiiiTiMiiTMiiniiiriTirMriiMiiiiriiirTiiiiTiminiirTTiiimnTiriTiTiiii m
Track and Roadway
Fresno (Calif.) TJraction Company
will start within the next three months
extending its lines to the city limits
on both McKenzie Avenue and on
Fresno Avenue. The McKenzie Avenue
extension calls for 6,900 ft. of track for
li miles of new trackage.
Ephrata & Lebanon Traction Com-
pany, Lebanon, Pa., has been author-
ized through Henry A. Albin and Wal-
ter C. Graeff, receivers, to spend a sum
not exceeding $3,100 for track and car
improvements to enable the company
to operate one man cars.'
Chautauqua Traction Company,
Jamestown, N. Y., and the Buffalo &
lake Erie Traction Company jointly
w^ll construct a short piece of track
connecting the two lines in Westfield,
N. Y. The commission holds that it is
desirable in the public interest that the
connection be made so as to facilitate
the interchange of freight.
Power Houses, Shops
and Buildings
Boston (Mass.) Elevated Railway
will award the contract for building the
new Harvard Square station of the
Cambridge Subway to the Coleman
Brothers. Owing to a controversial in-
terpretation of bids the company was
compelled to appeal to the Massachu-
setts Public Utilities Department to
decide. The department awarded it to
the Coleman Brothers.
' " 'iiiiiii
"" ' iniKiii
Trade Notes
Republic Railway & Light Ompany.
New York, N. Y., Pennsylvania-Ohio
Electric Company and the Pennsylva-
nia-Ohio Power & Light Company an-
nounce the removal of their New York
oflices to suite 2626, Equitable Build-
ing, 120 Broadway, New York City.
J. E. Slimp, for many years identi-
fied in the South and West with the
railway and transmission field, has
opened an office at 50 Church Street,
New York. This will be the Eastern
agency of the Pacific Electric Manufac-
turing Company of San Francisco,
makers of high-tension oil circuit-
breakers, air-break switches, choke coils,
lightning arresters, fuse equipment,
etc., for high-voltage transmission lines,
Mr. Slimp later may take other lines
of apparatus in the transmission field.
For eighteen years he was connected
with the Ohio Brass Company.
December 9, 1922
Electric Railway Journal
23
Like the Safety Valve
on a Boiler
which acts automatically to prevent
the steam pressure from going too
far and exceeding the predetermined
safe working pressure.
The Automatic Stop
the automatic stop on
PEACOCK
Improved Brakes
also acts automatically to prevent the brake
chain from unwinding too far on release.
Handle or hand-wheel may spin around a dozen
revolutions, but the brake chain is stopped the
instant full release is reached, thus preventing
excessive slack in the brake chain. Saves at least
one full turn of the handle the next time brakes
are applied.
This is only one of several notable features of
Peacock Improved Brakes. They are always
specified where choice is based on safety and
reliability first.
National Brake Co., Inc.
890 Ellicott Sq., Buffalo, N. Y.
Canadian Representative:
Lyman Tube &. Supply Company, Limited, Montreal, Canada
Peacock Improved Brake
24
Electric Railway Journal
December 9, 1922
a^
ivsCitveer^
jforl», Bacon & Davie
Incorporated
Business Established 189+
115 BROADWAY, New York
PHILADELPHIA CHICAGO SAN FRANCISCO
Stone & Webster
Incorporated
EXAMINATIONS REPORTS APPRAISALS
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 FPANCISCO
THE ARNOLD COMPANY
ENGINEERS— CONSTRUCTORS
ELECTRICAL— CIVIL— MECHANICAL
105 South La Salle Street
CHICAGO
ALBERT S. RICHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER. MASSACHUSETTS
C. E. SMITH & CO.
Consulting Engineers
2065-75 Railway Exchange Bldg., St. Louis, Mo.
Chicago Kansas City
Investigations, Appraisals, Expert Testimony, Bridge
and Structural Works, Electrification, Grade Crossing
Elimination, Foundations, Power Plants
HEMPHILL & WELLS
CONSULTING ENGINEERS
Gardner F. Wells John F. Layng Albert W. Hemphill
A PPRA ISA LS
INVESTIGATIONS COVERING
Reorganization Management Operation Construction
43 Cedar Street, New York City
WALTER JACKSON
Consultant on Fares, Buses, Motor Trucks
Originator of unlimited ride, transferable weekly
pass. Campaigns handled to make it a success.
143 Crary Ave., Mt. Vernon, N. Y.
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
OPERATION — MANAGEMENT
52 VANDERBILT AVE., NEW YORK
ENGELHARDT W. HOLST
Consulting 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
PETER WITT
UTILITY CONSULTANT
456 Leader-News Bldg., Cleveland, O.
Parsons, Klapp, Brinckerhoff & Douglas
WM. BARCLAY PAKSONS
EUGENE KLAPP
H. M. BKIXKERHOFF
W. i. DOlHiLAS
Engineers — Constructors — Managers
Hydro-electric Railway Light and Industrial Plants
Appraisals and Reports
NEW YORK
84 Pine St.
CLEVELAND
1570 Ranna Bldg.
DAY&ZIMMERMANN.Inc.
INE1.R§
Vjexi^n, Construction
HepoHs, valuations, 'Mana£ement
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 9, 1922
Electric Railway Journal
SmiMtmiimiinHmnniitminiiiiiHiininmiiniiHiHHfliiiuiiitMUiiiiiiitiiniiuiiiiiiiHitiiiiitiiiiiiiriiirtttiiiiiiifiiuriittiiniiiriiiiiiM:
A Really Useful
Wiring Handbook
This book will enable the
inexperienced as well as
experienced wiremen
to meet the require
ments of the
National Elec-
trical Code.
Croft's
Wiring for
Light and Power
426 pages, (lexibUt pocket
aize, $3.00 net, postpaid
A Wiring Handbook ^
That flts tbe requirements ot tbe ,'^
National Code. ^^*
Tbat coDforma to the best Am^- ^**
can practice. ,*
That Is indexed so tbat you can
find Instantly the facts you
need. ^^
That Is a common sense, practical
eommentary on the National Electrical Code.
That tells how to Install wiring and appa- ^*''
ratus for practically all services, under ^'
practically alt condUlons.
That tells bow to Install these so
as to be electrically sate and
mechanically correct.
That explains why toatal
latlons should be made
m a given way. ,'
McGraw-
,^' HIU Book
Co.. Inc..
370 Serenth
Arenue. New
York, N. Y.
You may send me on
10 dayq' approval.
Croft's WIrlnft for Llftht
and Power, $3.00. I agree to
remit for the book or return It
,'' postpaid within 10 days of receipt.
Member of A. I. E. E.?
Subscriber to Electric Rail wayj Journal? . .
Examine it ^ Signed
tor 10 day» *" Address Official Position
FREE y Name of Company F.E
iMiiiintiiitriiUMiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiitMiiiMiiiiitiiiiiiiiiiiiiiiiiiMiitiiiiiiiriiiiiiiiitiiitriiiiiiiriiiitiriiiiiiiiittiMitiiiiiiiiiiiiiiiiHiiE
The Corporation Service Bureau
D. H. Boyle, Predident L. A. Chrintiansen, Vice President
A. R. McLean, General Manager
LABOR ADJUSTERS
Investigations — Inspections — Confessions
GESEKAL OFFICES:
Suite 1215, Ulmer Building, Cleveland, Ohio
Dwight P. Robinson & Company
Incorporated
Design and Construction of
Electric Railways, Shop*, Power Station*
125 East 46th Street, New York
Chicago
Loa Angeles
Youngstown
Montreal
Dallas
Rio de Janeiro
SERVICE
EFFICIENCY ECONOMY
TIME-TABLE SERVICE
TRAFFIC EXPERTS
CITY AND INTERURBAN RAILWAYS
The Jas. H. Crosett Co.
ENGINEERS
348 Carl St.
San Francisco, Cafif.
Joe R. Ong
Consulting Transportation Engineer
Specializing in Traffic Problem* and in Methods to
Improve Service and Increase
Efficiency of Operation
PIQUA, OHIO
"ALL-HEART"
"TIDE>VATER"
CYPRESS
"THE WOOD ETERNAL*
because of its being so nearly rot-proof,
insures a long service -life when used
for
T RUN KING, CAPPING,
TIES, FENCING
and other railroad requirements, as a
number of the ofHcials 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's sake,
USE 'ALL-HEART'
"TIDEWATER"
"THE WOOD ETERNAL"
Look for the Cypress^jj^VS^on the ends of every
trade-mark "Arrow"^j|V/^board,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 Poydras Building, New Orleans La., or
1265 Graham Building, Jacksonville, Fla. ®
Electric Railway Journal
December 9, 1922
December 9, 1922
Electric Railway Journal
27
I
COLUMBIA GEAR CASES
— reduce winter maintenance worries
Some other
Columbia Specialties
Bearings
Motor Coils
Trolley Ears
Trolley Wheels
Line Materials
Send for criculars
■\.
Built with especially-designed reinforcement to stand the
shocks of dragging over ice-covered pavements, Columbia
Gear Cases greatly reduce the number of winter pull-ins
for breakage.
This reinforcement consists of three thicknesses of metal
where the channel-shaped suspension brackets are
attached, firmly riveted to resist the destructive ten-
dencies of winter conditions. We have been making
electric railway gear cases for years. Our experts have
Had ample opportunity to study the causes of gear case
breakage, and have learned the way to successfully
combat them. This knowledge is wha1 has been applied
to the design and construction of Columbia Gear Cases
You can count on saving money, if you equip with
Columbia Gear Cases.
Try them out this Winter.
The Columbia Machine Works
and Malleable Iron Company
Atlantic Ave. and Chestnut St., Brooklyn, N. Y.
A. A. Green, Sales Mgr . Brooklyn, N. \.
E. Keller, Brooklyn, N. Y.
F. C. Hedley, Brooklyn, N. Y.
J. L. Wbittaker, 141 Milk St., Boston, Mass
E. Allison Tho>TiweII, 1513 Candler BIdg., Atlanta, Ga.
F. F. Bodler, 903 .Monadnock BIdg., San Francisco Cal.
28
Electric Railway Journal
December 9, 1922
THE NAME
All-steel
Seat —
Rattan Spring
Cushion.
Best Seats for
City Cars
Interurban
Lines
One Man Cars
Trolley Buses
HALE&KILBURN
Stands for Highest Standard in
Electric Car Seating
Write
for
Particulars
Best Seats for One
Man Safety Cars
and Motor Buses
Hale & Kilburn Corporation
American Motor Body Co., Successor
Philadelphia
New York — Chicago — Washington — Atlanta
Light
Weight
Steel
Seat
Spriogless
Cushion
H & K Seats
are
Neatest
Lightest
Strongest
Simplest
Yet No Higher Price
Ct
lic^ StiS."
H^L\C/\LS
a\iu
-^ti^^it*
tk\/
A^
•«
If
cv
December 9, 1922
Electric Railway Journal
29
fr
Bates one-piece construction does
away with rivets, joints and welds.
There are no pockets nor places in
which water, dirt, or injurious material
can collect. They cannot rust on the
inside; they are all external surface,
every inch of which is easily accessible
for painting. -^ if^
The foundation of Bates One-Piece
Steel Poles forms an interlocking mass
of steel and concrete. This steady,
stable base tends toward permanence.
Asf( for a copy of our
Steel Pole Treatise.
i)iiiii(iiiniiHiiiriiitiiiiiiitiiiniiiiriiiii<iiiuiiniiniininiiimiiiiiirnniiiiiiiiiiiiiiitiiiiiiiiiiiriiiiiitiii(iiiiiiiniiiiintiiiiiiiiiiitiimiiiiiu ^tiiiittnitiiiiiitiiiiiiiiiiniminiiiiiinimniiiiiimiiminiminiiMiiitinniniiiiiitiiiitiniiiiiiiMiiitmiiiniuiiiiiiiHiiiiimiiiiiniiHiiK;
Install I i
U.S. II
Electric Signals | i
for- I I
Creating Confidence i j
No indecision, no consultations or | |
arguments between car crews, no | |
telephoning in for orders — these | |
annoying and really dangerous sit- | |
nations are done away with when | |
U. S. Electric Signals are installed. | |
They make car operators self- I |
reliant and confident with entire | |
safety, and transmit the feeling of | |
security to passengers. | |
Operation is speeded up, more | |
cars can be operated on the exist- | |
ing tracks, and danger of collision | |
is eliminated. U. S. Electric Sig- | |
nals are big, clear, reliable and | i
inexpensive to maintain. | |
Write for further information | i
United States Electric | |
Signal Company | |
West Newton, Massachusetts |
Representatives: | ^
Western : i =
Frank P. Bodler. S =
Monadnock Bldif.. San Francisco s
Foreign : i
Forest City Electric Services Supply Co.. i
Salford. England |
niiiiiiiimiiitiiitiiiMiitiiiniiiiiiiiiiiiiiiriiriiiiiiiiiiniiiiiitiHiiiiiiiiiimimiiiiniiniiriiitiitiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiMir
ililllHliiiiiiiiHiiilluiillllmiluiitiiHiluiiniiHtniiiniliillli;
lOLLOWSPUi
Concrete Trol leij Poles
nnNnHHMIMIIlllflHNIItMlllllilMlliinilUllll llllltilllllilllilliriiiiiliriliriiiiiiiiMlMllllllMlllllllllllliiiltlinillilllllllllllinilltMlllO
gMiiMinriiiMiiiiiirininiinMiinimimiiniNimiiiiiiiuinrmiiiitniiiitMimiiiiirnitiiiiiiiiiiMmiininMnilMliniiumrn
To make a three-way splice \
DOSSER T
Three-Way
SOLDERLESS
CONNECTOR
Better conductivity at the joint than in the
wire itself, is a condition you always have
with any of the Dossert connectors.
— all due to the Dossert principle — the tapered
sleeve.
The Dotsert ISth Year Book show* you the
economy these connectors give you.
^ I tKt.t. New York, N. Y. |
II J i"" uiii'iiiiiiiimiiiimiiiiiiiiiiii I iiiiiiiiraiiiiimiiuimiiiiiiiiniiiiiinin iiiiiiii i iiiiiiiiiiiiiiiiiiiuhI
80
ELECTRIC Railway Journal
December 9, 1922
gllllllllllllllllllllllliillliiiii,iiiiiiiiiiiiiiiiiiiiiiiiiiiiillliiillilliiiiiillliiiililiiiiilllllllllllllllllllllllllllllllilllllllllllllllllllliiiiiii>ii><li>i
I ELRECO TUBULAR POLES
■iiiiiiiiiiiniiii iiiiiiii mil iiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiii iiiiii mil iiiiiiiiiiiiii iiiiiiiiiiiiil
I
AMELECTRIC PRODUCTS
iV\BARE COPPER WIRE AND CABLE
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
TMtCHAMFCRCO JOINT
I COMBINE I
I Lowest Cost Lightest Weight |
I Least Maintenance Greatest Adaptability |
I Catalog complete with engineering data sent on request |
§ ELECTRIC RAILWAY EQUIPMENT CO. I
I CINCINNATI, OHIO I
I New York City, ai) Cliurcli Street |
n!iiiiriiiriiiiiiiiiiiiiiiiiiriiriiiiiiriiiiiiiriiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiriiiNiiiiiiiiijiiiiMiiiiniiiiiiiiiriiiiiiiiiiiiriiitiiiiiiiiiiiiiiiir
Res. U. 8. Pat. OfflM
Galvaniztd Iron and Steel
Wire and Strand
i Incandescent Lamp Cord
PAPER INSULATED
UNDERGROUND CABLE
MAGNETIC WIRE
I AMERICAN ELECTRICAL WORKS
I PHILLIPSDALE, R. I.
i Bolton, 176 Federal; dileago, 112 W. Adunt:
i Cincinnati, Traction BIdg. : New York, 333 B'way
niiiiiiiiiinimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuinMiiiiiiiiiiii hiiiiiiiiuiiiiiiiiiiiiimiiiiimiiiiiiiiii
atiiiiiiiniiniiiiiiiiiniiiiiitiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiniiiiiuiiiiiiiiiiiuiiiiiiiiuiiiiiiiiniiiiiitiniiiiiitiuiiiiiiiiiiiiiiiiii: ^uiiiiiniiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiitiiiiiiiiiuiiiii niiiiiiiiiiiiiimiKiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiii'.
Series Type
Arc Welding and Bonding
Outfit
Rugged series resistance coil |
Indestructible Mica insulation I
Normal welding current at half voltage |
The Electric Railway Improvement Co. I
Cleveland, Ohio I
ERICO RAIL BONDS |
winiHimiiiiimiiiiiNiiiiiMiiiniuiiriniiiiiiMiniiMiiiiiiimiiiiiiiitiiiiiiMiMiiiiiiiiniiiiHimiiiiiiiiMiiiiiiimiiiiiiiiiiiiiiiiiiiiiimiiiiR
iiiiiiiiiiiiiiiiiiiiiiniuiininiiiiiiiiiuiiiiiiiniiininiiiiiiMiiMiiiiiiniiiHniitiiniininiiiiniiiiiiiiiiiiiiiiiiiiiiiiitiiiiitiiiiiiiiiitiiiiiiriiii^
Peirce Forged Steel Pins !
with Drawn Separable Thimbles |
Your best insurance against insulator breakage |
Hubbard & Company i
PITTSBURGH, PA. |
.iflmiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiitiiiiiiiiiiniiiiitiiniiniiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiimiS
plllllllllllliliniiHiliniiiiiiiiiiiinliiilliMiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiillriiiiiiiiiiiiiiniiiiiiiiitiiitlliillll^
I AUTOMATIC SIGNALS
§
I Highway Crossing Bells
I Headway Recorders
£
I NACHOD SIGNAL COMPANY, INC.
I LOUISVILLE, KY.
liimillllllllltllllllllllinillllllllllllllllMllllltllllllllllllllllllllllllllllHIMIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIMIIIIIII^
giiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiniiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiraiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiriir
International Creosoting
& Construction Co.
Galveston, Texas |
I Plant — Tezarkana Beaumont GalTeiton I
I MONEY SAVERS TO RAILWAYS \
I Treated railway ties, poles, piling, |
I bridge timbers, etc. |
I See our full page advertisement \
I in last week's issue. |
jiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiumiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin^
<fiiiiiitiininiiiiiiiiiiiiiiiiMMiiiiuiiniiiinMiiiniiiMiMiiiiriuiitiiiiiiriiitiiiiiiiiiiiii[itiiniitiiiiiniiiiiiiiiiriiiiiiiiitiininiiniiiiiiiiiiiii^
I NASHVILLE TIE COMPANY |
i Cross Ties: White Oak, Chestnut, and Treated Ties. I
I Gait Switch Ties. |
I Prompt shipment from our own stocks. |
I Headquarters — Nzishville, Tenn. |
I A. D. Andrews, Terre Haute, Ind., Representative. |
^iniiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiitiiiiiiiiitiiiiiiiininiiiiiiiiiiiiuiiiiiiiiiiiniiriiitiiiiitiiitiiiiiiiiitiiiiiiiriiiiiiiiiiiiiiittiiiiiiiiiiiiiuiiiiiKi^
aiiitiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiniiiHiiiiiiniiiiiiiniiiiiniiiiiiiiiniiiiiiiiiiiininiiiiiniiiiiiiiiiiiiiiintinilir
ROEBLlNt
S*
I Chapman
I Automatic Signals
I Charles N. Wood Co., Boston
^iiiiiniiiiiiniiiiiiniiiMiiMiiiiiiMiiiiniiniiiMnMiMiiiiiiiiiriiuiiiiiiMniiiiiiiMniHiiiiMiiiniiiniiiniiiiiuiiiiiiiiii'iHiitiiitiiuiiiiiiiiiT^
iiiiiinMiiiiiiiiiirHiriiiiiiiiiiiuiiniiMiiiiiMiiMiiiiiMiiiiiiiMiiniiiniiiiiMiniiiiiniiiiiiiiiiuiiiHiiiMiMnMiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiL
I INSULATED WIRES AND CABLES I
I JOHN A. ROEBLING'S SONS CO., TRENTON. NEW JERSEY |
%iiiiitiiniiniiiiiiiiiiiniiiiiiijitiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiMiiMiriitiiiiiiii)iiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiitiifi
uiniiiiiniiriiiiiniiiMiMiiiiiiiiiinMiriiiiniiiiiniiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiinMiiiiiiiniiiMiiiiiiiiiiiiiiiiiiiiiiiiiniiiiinii<iiiiiiiiiii!:
I AETNA INSULATION LINE MATERIAL |
I Third Rail Insulators. Trolley Bases. Harps and Wheels, Bronze and |
= Malleable Iron Frogrs. Crossing's. Section Insulators, Section Switches S
-a-
Albert & J. M. Anderson Mfg. Co.
289-93 A Street Boston, Mass.
Established 1877
Branches — New York. 135 B'way
ANACONDA TROLLEY WIRE
ANACONDA COPPER
MINING COMPANY
fioUina Mills DepaTtment
CHICAGO. ILL.
^naAndA
THEAMERICAN
BRASS COMPANY
General Otfices
WATERBURY.CONN.
:<iiiiniinMiiiiiiiiiiiiiMiii iiiiiii itiiiiiiiiiiiiimiiiiinimmriiiiiiMiiiMiiiiiminiiiiitiiiiiiriimiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiitMr
i Philadelphia, 429 Real Estate Trust Bldg. Chicago. 105 So. Dearborn St. =
= London, E. C. 4. 3 8-3 9 Upper lliaiiies St. =
?iiuiiuiniiiriiiM::*>'nuiitniiiiriniiiMiiiniiiiiiiiiiiiniiiMuiniiiiiiiiiitiiiMnriitMiiiitiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiuu)iiMJiiiniiiiiiR
'iiiiMhiiiMiiiiiiiiiinMiiitiniriniiiinHiiiiiiiiriiiiiiMiiiiiMiiiiiiiiriiiMiriiiiiniiiiuMnMiiiiiiMitiiiMiiiiiiiiMiiiiiiiiiMHiiiMniiiiiliwiiL
Standard Underground Cable Co.
Pittsburgh, Pa. |
Maiuifaotiirers of i
Copper, Brass, Bronze Wires, Rods, Tubes i
Copper Clad Steel Wire i
Insulated Wire of all kinds i
Lead Covered and Armored Cables i
Cable Terminals, Junction Boxes, etc. |
= Boston. Washington, Philadelphia. Pittsburgh. Seattle. Chicago, i
= New York. Atlanta. San Francisco. Detroit. Los Angeles. St. Louis i
^iiiiiiiiiiniitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiifiiiiiiiiiiiiitiiiiiniiiiiniiiiiiiiiiiiitiininiiiiMiiiiiMiiiiniiiiiiiiiuiiniiiiiiriiniiiiiiiniiiiir'"?
December 9, 1922
Electric Railway Journal
81
jinniiiniiuiimimiimiiiiimimimiimiiiiiiiiminmiiiiiiimmiiraiiiiiiininiiiiiuiiiiiiimiiiinniiiHiiiiiiiiiiiiiiiiinrairaiiiiiiiiimiiiiiniiiiiiiniiiiiiiiiiiiniii iimuiiiiiiiiiimiiiiimiiiiiimiiimimiiiiuuiiiiiuiimmiiiiiiiiiii!!
j The Indianapolis Switch & Frog Ck)., Springfield, Ohio |
j Indianapolis Economy Products That Make Dollars "Grow" I
Indianapolis Solid Manganese:
Proe-s. Crossings. Mates and Tonsrue-switclies. Super-auality
material. Par-excellent designs. Gives many lives to one. of
ordinary construction and when worn down. CAN BE RE-
STORED by INDIANAPOLIS WELDING.
Indianapolis Electric Welder:
Emcient. Rapid. ECONOMICAL. Durable. Price. $2.00 (per
day for three hundred days) thoroughly dependable every day
in the year, upkeep about 75 cents per month. LAST A LIFE
TIME.
Indianapolis Welding Steel:
Fluxated heat treated Metal Electrodes, insure Uniform De-
pendable Welds that are from 75 per cent to 100 per cent more
efficient, than the "MELT," from the same High Grade basic
stock, untreated.
Indianapolis JV elding Plates:
Eliminate "Joints" and "Bonds" in Street Track. Higher in
Strength and Conductivity than the unbroken Rail. Installed
according to instructions, have proven THOROUGHLY DE-
PENDABLE, during 10 YEARS of "Time and Usage" TEST,
Exten-sively used in 48 STATES and COUNTIES. Recognized
as piiramount MAINTENANCE ELIMINATORS.
Indianapolis Welding Supplies:
CABLES. HELMETS. LENSES, CARBONS,
Turntables:
Ball-bearing, for ash-pits, storage yards, etc.
Indianapolis "Economy" Products:
are Pre-eminently "Money Savers," YES — "Money Makers" for
Electric Railways.
niiiiriiiiMiiiii rniiMiriniiiiriitTiit[iiiriirrinMiiiiirinrMirMiiiiiriiriiiiriiMnriilriitriuMl)lnriiiiiiitiiiiiiiriiirinMiiMiiiMMiiiriiitiHriiiiiiiriiiinriiiuiiiniriHMnHniitMniiiiMniiniiniiiMniinriiiiiniiniiiMii[iiriiniinMiMii^
nillltllliniijiiuMiniiiiiinii^iiniiniiiMiniiniitMiriiiMiHiiiMiniiuiiiiiiiiiniiniiniiiriitiiitMnMUiiniiuMniiiMiiMiiiiiiniininMitMiiiiiiiiniiiiiiiiiniiitiiiiiiiiiiniitiiniiniitiiiuiiiiiHiiniiiHiniitiiiiiiitiiiMiniiiMin
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
Philadelphia, North American Buildins
PiTTSBtjRGH, Farmers Deposit Bank Building
Cleveland. Guardian Building
Chicago, Marquette Building
Cincinnati. Traction Building
Atlanta. Candler Building
TT7CSON. Ariz., 21 So. Stone Avenue
Dallas, Tex„ 2001 Ma^olia 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 Lake 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 Buildins
wm iiiiiiiiiiiniiiiiiniiiiiiniii tiiiiiiiuiii iiimiiiiiii iiiiiiiiiiir iiiijiiiiriiiiiimiiriiiiiiuiriii iriiriiiriiiiiiriiiimniiiiiinriiniiriiiriin riiiriiiiiiii jiiiiiiiiiiii iiiiiiiiiiiiiriiiiiiriiiiririiiriiiiriiiiiiiii iiiiniiriiiriii^
""in "Ill iiiiiiiii I II I iiiiiiiiiii I II""""" "Ill "II """I iiiiiiiiiiiiiiiiiiiiiiiilUiiiiiiuiijiijiriijiijjiiiiiriirriiJiijjiiiuiuiiiiiiJiiiiiiiiiiiiJiiiiiiiJiiiiiiiJiiiJiiiJiiiiiiiuiiiiiiiiiiiii i iil|
High -Grade Track I
Work
SWITCHES— MATES— FROGS— CROSSINGS |
COMPLETE LAYOUTS |
IMPROVED ANTI-KICK BIG-HEEL SWITCHES |
HARD CENTER AND MANGANESE \
CONSTRUCTION |
New York Switch & Grossing Co. |
Hoboken, N. J. I
' BARBOUR-STOCKWELtCO.
205 Broadway Cambridgeport, Mii««.
E>tabIUh«<l IM58
Mnnufacfurer4 of
Special Work for Street Railways
Frogs, Cros»n0s, Switches and Mates
Turnouts and Ct'03& Connections
JCerwin Portable Crossovers
BaJkwiii Articulated C«stManganeseCro6ssng9^
" ""ii"i I i""""i I II"" i"""i""i I I ii"ii"i""ii"""i"ii iiiiiiiK flii„,,ii,imiiimnnmiiiiiimiminiimiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiimninimfiiiimiimiiiimimniiiinimirniiriimiiiiiiiiimii
ciiiiliiiliitiiiiiriliiitiiiiiiilliiiiiiiiiiiiiiMiMiiiiiiiiiiiiiiiiiiiuiriiiMiitiiiiiiiitiiiiiiiiitiiiliiitiiiMiiitiiriiiiiiiiiiirtiiitiiiiiiililtlllliiiriiuijb
RWB DYNAMOTORS I
g
FOR
3 CARBON ARC RAIL JOINT WELDING |
= CARBON ARC RAIL BONDING I
I CARBON and METALLIC ARC GENERAL WELDING I
I Rail Welding and Bonding Co., Cleveland, O. I
.7iiiiiiiiiiillltlllllllltiiirill:liiiililiiiiiiiiiMilllilllillirilllllllilltMiliiiiriiiiiiiitiilllltlllMir)iililiiiiiiilllllllllil(ililiiitllltllllflltiiiMiifir;
^iiiiiiiiiiiitiiiiiiiMiiiiiiitiiiiiiiniiiiiiuiiiiiiiriiniiiiiitiiiniiniiiiiiniiniiiMiiiiiiiiiiiiiitiiiniiiMHMiiiiiiiiiuiiiiiiiiMiinuiiniiniiiiii
I FLOOD CITY
I Rail Bonds and Trolley Line Specialties
I Flood City Mfg. Co., Johnstown,Pa.
IiniiiiiimiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiraiiiiiraiiiiiimiiiiimiiiiiiiiiimiiiiimimiiiiiiiiiiuiimiiriiiiiMniiiiiiiiiiiiiiiiiiiiiiiiiiiE
I Transmission Line and Special Crossing |
I Structures, Caten2a>y Bridges I
I WRITE FOR OUR NEW DESCRIPTIVE CATALOG . I
I ARCHBOLD-BRADY CO. !
I Engineers and Contractors SYRACUSE, N. Y. I
~4iiH itiiiitiiiriiiiiiiiiiiiiiiMiiiiiitiiiiiiiitiitiiitiiiiiiiiiiitiiimiiriiiiiiiiiiiiiiiMitiiirMitHitiiiiiiiriiniiiiiiiMiiiiitiiiiniiiliiiiiiiiiilif
£iitiiitiiiiiinriiiiiiiiiiiiriiiiiitiiiriiiiiiiriiiiiiiiiiirMiiMiiiiiuiiiiiiiiiiiiiiniiiiMiiiiitiiiriiiiiiiriiiiiiiMnriiriiiriiiiinM)rriii[iiiiiitiiiriiir'.j
Ramcipo Iron Works
EttabliBhed 1881
AJax Forge Company
Establish 1883
I RAMAPO AjAX Corporation |
= Successor =
I HILLBURN, NEW YORK f
I Chicago New York Superior, Wis. Niagara Falls, N. Y. |
= Automatic Return Switch Stands for Passing- Sidinsrs =
= Automatic Safety Switch Stands =
= MaJiganese Construction — Tee Rail Special Work |
^iiiiiiiiiiiiiniiiiiiiiiiiiiiiiit)iriiiiiiiiiiiiiiiiiMiiiiiiiHiitiiiiiiiiiiiii|ittiiiii)itiiiiiiiiiiiriii)iiiitiiiiiiiiiiiMit)i>iiiiiiiiriiiiiiiiiiiitiiiiiitiir?
32
Electric Railway Journal
December 9, 1922
iiimiiiiiuiiiiiiiiiuiiiiiiiiiliiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiniiiiiiiimiiniiiiiiiiiiiiiiiii'JiiiiiiiiiiiitiiiJiuiiiiiiiiiiiiiiiMiiiiib ^iriMiuiiiiiniiiiiiiiiiuiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiimiiiiiiiiiiiii^
American
Rail Bonds
CROWN
UNITED STATES
TWIN TERMINAL
SOLDER
TRIPLEX
Arc Weld and Flame Weldj
Send for new
Rail Bond Book
SPECIAL TRACKWORK |
Of the well-known WHARTON Superior Designs |
and Constructions I
Steel Castings
Forgingt
Gas Cylinders
Converter and
Drop Hammer
Seamless
Electric
and Press
Steel
American Steel &Wire
Company
CHICAGO
NEW YORK
I Wm. Wharton Jr. & Co. Inc., Easton, Pa. I
§ (Subsidiary of Taylor-Wharton Iron & Steel Co., s
I High Bridge, N. J.) |
s 1
I ORIGINATORS OF I
I MANGANESE STEEL TRACKWORK |
ifiiiiiiniiHiiMitiiniHiitiiniiiiininiiHiiiiiiiiiMiMniitMniiniiiiniiiiiiiiuiiiiniiiMMiiniiniHiiiiiiiininiiniiniiiMiMiiMiMiiiininiiiin
aimiiiimmiiimiiiHiniiiMimiiimiiiiiHniniiiiiiinuiiiiiiiiMiminiiHmiMiiniHMiiiiiiriiMiiiiiuiiiiiiniiimuiuiMim^^^^
I THE WORLD'S STANDARD |
"IRVINGTON"
I BUck and Y*Uow |
I Varnished Sill^ Vamishecl Cambric, Vamishad Papar |
I Irr-O-Slot Insulation Flexible Varnished Tubinc |
I Insulating Varnishes and Compounds |
Irvington Varnish & Insulator Co.
Irvington, N. J.
Sales Representatives in the Principal Cities
^iiniiniiiiiiiliiniiriiitiiiiiniiiriiiilllliuiiililiilllililliiiniiiiiiiiniiiiiniininiiiiniritiiiiiiriiiiiniiiiitiiiiiiiiiiriiiiniiriiniiriiiiiitiiiR ^iMiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiMliliiiiliiiiiliiiililllllliliiiiiiiiiiiiiiiMillllllllllllltiitliiriiniuillilitiniiiiiiiliHulliriiiiiiiiiiilimrir
MiniiiiiiitiHiiniiiiiiiliniliiiiiiiiiiiniiiiuiiiniiiiiiiitilliriniiniirililiiiMiliiiiliiiuiiiiiiiiiiiiiiiinHiiniiiiiniMmiiiiiiriiuiniiiiinHi^' uiitiiiiiitiiiiiiiiiiiiiiiiiuiiiiui iiiiiiiiiiiiiiiitiiiiiiiiiniiiiuiii iiiiiiiiiiiiiiiiiiitiiiiiiiiiuHHiuiiiiiiiiiiiiHiiiuiuiiiiiiHiiHiiHii<:
RAILWAi" MOTOR BRUSHES
(ISlSSSEtS)
'^'^
Grade 402 has been proved by test the most economical and
■atisfaotory brush for standard slotted commutator railway
motors in both city and interurban service. One of a series of
•tandard railway motor brushes.
COLUMBIA BRUSHES
I CMWUNCVMHim I
i ^^^^^ Manufactured by electrical engineere who will * " 1
i understand your insulatine^ problems and render i
I Intelligent service. Noted for imiformity and quality. It will pay =
I you to pet in touch with S
s a
I The Sterling Varnish Co.^ Pittsburgh, Penna. |
HiiMiiiiiiiiiiitnniiHiiiiniiiiiiiiiiiiiiiiiiniiiiiiMMiHMiuuMiMniiuininiiniiiiiiMiiiiiiiniiiiiniiiiiiiiiiiiuiiiiitiiiiiiiiMiiiiiiiiiiiitiii^
uiiiiiniiiiiiiiitiminniiiiiiminiiiiiiiiiiiiiiiiiHiiHiHiitMiiiiiiiiiiiiiiiiniiiiiitiHiiiiitiiiiiMiiMiiiiiiiiiniiiiniiMiiniMiiiiiitiiMiMniiii^
wmssammL^^ ^dj. qs. s. ^,
COST NO MORE — LAST LONGER
i NATIONAL CARBON COMPANY, INC.
I aUVCUND, OHIO
SAN FRANCISCO, CAL.
1 I Electrical Machinery, Steam Turbines, Steam Engines, |
I I Condensers. Gas and Oil Engines, Air Compressors, I
I I Air Brakes |
CiiiJiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiitiiiiiiiiiiuiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiitiiuiiiiiiiinir niiiiiiiiiiiiiMimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiini'iiiiiiiiiiiiiiiiiiiiiuiiiiiiiiuiiiiiiiiiiluE
iiHiHiiiuiiiiiiHiiiiiiiiiiiiiiiiiuiiniiiiiiiiiiiiiiiiHijjiiiiii»iiiiiJMiimniuiJtiiiMrMiiiiiiiiiuiiiiuiiniiiiiMiiiiiiiiiiiuiiMiuiiMiniiiiriiiiiniuiiuiiiiiiiiiiiriiiiiiuiiMiiiiMiiniiiiiiiiniiiii»iii^
FOSTER SUPERHEATERS
A necessity for turbine protection, engine cylinder economy and utilization of superheat for all its benefits
POWER SPECIALTY COMPANY, 1 1 1 BROADWAY, NEW YORK
Boston Philadelphia Pittsburgh Kansas City Dallas Chicago Saa Francisco London. Ens.
iiMiiiiiiiiiimimiiriiniiuiiitMninMitMiiiiniiniiiiinMuiiiiiiiiiiiiiiimiiiMitiiitiiiiiiiiiniiiiiiiiiuiiiiiMiiiiMiniitiiiiiiniHiiniiiiiiiiitiiiiiiniiiimiiiiiiMiiiiMiHiini^
mmiiiiiiniiiiiiiiiiiiiiiiiniiniiniiniiiiiiiiiiiiiiiiiiiiitiiitiiiuiniiiiiiiiiiiiiiiiiiiimir.imiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiliiiiiiiiiiiiii^ SiiiiiimimifiiiiiiiiiHiiiniiiiiiiiiiiuiiumiiiiiniiiiiiiiiiiHiiniiiiiiiiiiiiiiiiiiiiiiiiiiniiiiitiiiiiHiiiiiiiiiiiiiiuiniiiiiittiiuiiiiiiiiiiiMi^
A Single Segment or a Complete Commutator | I BUCKEYE JACKS 1
is turned out with equal care in our shops. The orders w« fill
dilter only in magnitude; small orders command our utmost care
and skill just as do large orders, CAMERON quality applies to
every coil or segment that we can make, as well as to every com-
mutator we build. That's why so many electric railway men rely
absolutely on oiu' name.
Cameron Electrical Mfg. Co., Ansonia, Connecticut
luiiiiiiiiiiiiuiiiiiiiiiiiiiiiniiuiiiiun iiiii uiiiiiiiiiiiiiiiiiiiiiii iiiiiiii iiiiiiiiiiiiriiiiii i iiiiihii iiiiiil
I I high-grade R. R. Track ind Car Jacks
I I The Buckeye Jack Mfg. O).
i i Alliance, Ohio
riiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiMmiHiiiiiiniiiiiiiiiiitiiiiMiiiniiiiiiiiitiiiiiiniiiiiiMiiiiiiiimiciiiiii
iiiiiiiiiiiMiimiiiiiiimiiiMiiR
December 9, 1922 ElectricRailwayJournal 88
aiiillllliiiimiMiiitMinimiimiiiiiiiiiiiiiiiiiiniiiiiiiiiiHiiiuiiniiniiiHUiiiHiiHimiiiiiiiiiiuiiHiiiiiiniiHiiiiiiiiiiMiiiiimiiiMiiiii giiMiiiitL'^MiMHUiiniiuiiiniiiiiiMiiiniiiiiiiiiiiiiiiiiiiiiiiiniuiiiiiiniimiiii'iiininiMUiiniiiMiiMiuiiMiiiniiniiiiiiiiiiiiiiiiiiiiimrx
MVti
We make a specialty of
ELECTRIC RAILWAY
LUBRICATION
We solicit a test of TULC
on your equipment.
The Universal Lubricating Co.
Cleveland, Ohio
nHliniiitiiHiiiniiiriiiiiiiliiHtiiliiitiiiriiiiiiiillliiliilililriilliiilllliiiiluiiiiiiniiiiiluiiltiiliiiniiiiHiiiiilllltllllllllliiillllllHlinilliiim
^iMMHliiiMiHiiiiiuiiiiiiiiiHiwHiiiiMiiMiiiniiiiiMniiitiiiiiiiiiiiiniiiiitiiriMtliiiiiliiiilliiiiiiriiiiiillliKlllllHllllllinillllllllllllilll^ i
FsifDHfinnR
HAULING
AND
HOLDING
THE Tribloc not only lifts and lowers — it hauls and
holds. Suspended from roller-bearing steel plate trol-
leys, mounted on overhead I-beam trackways, it may be
made to serve a complete bay, floor, or building. The
security of its mechanism lowers the load accurately into
place at lathe, forge, or press — and holds it steady there.
Write for information on any type or capacity to 40 tons.
FORD CHAIN BLOCK CO.
• NO a DIAMOND STRBETS PHILADELPHIA. PA.
OVtR-StAS RtPRESCNTATlVE
Williams' "Agrippa" Tool Holders | I ^^^>AmED maohiniery tom^^^
PLANING
for
TURNING THREADING BORING KNURLING
CUTTING-OFF and SIDE WORK
Literature?
J. H. WILLIAMS & CO., "The Drop-Forging People"
■RUBSCkS
TURIN BARCEUOMA RIO OK JANEIRO
BROOKLYN'
143 Richards St.
BUFFALO
143 Tulinn St.
CHICAGO
1143 W. 120 St.
jiHiiiiiiiiiiiiiiiHiiitiiiiiiiniiiiiHiiirtiiuiiiiiiiiiiiiiiiiMiiMiiiiiiitiiiiiiiiiiiiiiiiiiiiiMiriiiiiiiiiiiiiiiiiiiniiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii;
I FOPirTinm.<M 1
I 2219-D I
::MHiiiiitiiHmimiiiiiimiuiiMiiHiiiiiiiiimiiMiiiiiiinmiiniimiiiuiiimiimiiimiiiniMiiiiiiiiimimimniiimimiiiiiiMiiinimmnmiiii^
MAIL THAT ORDER TO NIC
TiMiiiMiinMiiiMiriiiirtuMiiiinMiiiMniiiiiMiiiiiimMiimmuMnMiiiiniiiiiiuiinmmiMiirimMnintMiiniimniiitMnMHMniinMnMniinMnMm^^^
^iiiinmmiinMinimMniinMiiiiiiiMniiiiiiiiiiiiiiiriiiriiiMiiMnumiHiMninfiiimiiiiiriiiHiiriHmiMiiiiitiiHimimimm^ iiiininiiiniitiiiMiiiiiiniNiiiiiiMiiinmiiiiiriiiiiiiiniiMiiMimuinMiiiiiiMiiiiiiiiiiMiiiiiiniiniiiiiiiiiuiuiiiiiiiiiiiiiMi^^^^
Peerless InsolatlOD
Paper lias Zb to
50 per cent higher
electrical resist-
ance.
i
HomfleiE Invula-
tiun Paper hus du
Krain. Folds with-
out crackiajtr.
NATIONAL FIBRE & INSULATION CO.
Box 4S5. WUnUnetoQ, Delaware
luMiiuniiiiiMiirMiiMiiiMiiiiiiiiiiiiiiHiiiiiiiiiiiiiifiiiriiiiiiiiiiirtiiiiiiitiiiiiiiiiitiiiiiiiriiiriiiiiiiriiiriiiriiiiiiiiiiiiiiiiiiiiiiirr
iitiiiiitMMiiiiniiiiiiiMiiiiiiriiiiiiitiiiiiiitiiiitiiiiiiiiiiiMiiiiiitiiihiiiiiiitiiiiiiiiiitiiiiMiriiiiiiitiitiiiiiiiiiiitiinMiiiiuiiiiriiiriiiiiiiiiiii:
Address All =
Cominuni- =
cations to |
BUSH I
TERMINAL =
(220 36th St.) i
GOLD CAR HEATING &
LIGHTING CO. ,
NEW YORK CITY
PATENTED
Brooklyn.
N. Y.
- ^___^ — £.ff erofurc on 3
i TRKKMOHTATOONTKOLBOUIFMKNnt Reqaemt =
=]llliniliiiiriiiiiiiiiriiiiiiiiiiiiiiiliiiliriluilliiililiniiliiliiriiiliiliiiiiiiiiMlllilirillllllliiiiiiiiiiiriiiiiiiiiiiiimiiiiiiiiMiiiiiiMiiiiiiiiiiii^
(HiiiiiiiiiuiuiiiiiiiiiiuiiniiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiuiiiiiiiiuiiiiMiiiiiiiiiiuiiiiiiiiiiiiiuiiiniiuiiuiiiiiiiiiniiii
! RAIUWA\( I fi-iUITy f;OMPANV{
i Sole Manufacturers
I "HONEYCOMB" AND "BOUND JET" VENTILATORS
I for Monitor and Arch Roof Care, and all claases of buildingTB;
I alto ELECTRIC THERMOMETER CONTROL
3 of Car Temperattirea.
I 141-UU TTBST 22D ST. Write for 1328 Broadwar
I Chieaco. HI. Catalogue New ¥ark. N. T.
)EEP
LADIUM CX>. Inc 34Clirf SlNew York
niiiiiiniMiiiiiirHiMiiiiiiimiMiiinriiiiiuiiiiMiiiinriimiiiiiiMiiriiriiimiMiimiiiiimimiiiiuiiiiiuiiiimumMUiiUMiiiimuiiim
aiiniiiiMiniiiiiiiniimiiiMiiiiiiiniinMiMiimniiirniMiimiiMimiMiiiinniiMHiiiiMiiMinMiiiiiMiiiiniiirinimiiiiiiiiiii
I MiutHiillJiU^ Car Heating and Ventilation |
?s
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 g^t your cars ready for
next winter. Write for details.
I 5 mmSiis 5 The Peter Smith Heater Company |
I ^nF/iriHni\^ 1725 Mt. EIHoU Avc, OetroU. Mich. |
jiiiiiiiiiiiiiiirtiiiMiiiiiiiiiiiMiiiiiiMimiiiiiMiiiMiiMiimmiiMimiiMiiMiiiiiiMiiiininimimiiiimiiiiiiiiuiiiMiiiiiiHiu
^•MiiiiiiMnMUiiiimr.miiiiimiiiiimimnMiiiiirMimiiniiiiiiiMiMiiMiiiinMiiMiimtMiiiiiiiiiiiiiiiiiiiiiiMiiMimniimimniii^
ELECTRIC CAR HEATERS
I THERMOSTATIC CONTROL'
ELECTRO-PNEUMATIC
DOOR OPERATING DEVICES
iiiiiiiiiiiiiimiiiiiiiiniiiiniiiiiiiimiiiiiiiiiimHiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiimiiniimiiiiiiiiimimiiiiiuiimiiiiHiiiiniiiiiiiiiiiiimii Siniiiiiiiiiiiiiiiiiiiiniiniiiiii
"•■imiiiiiimiiniiiiiiiiiHiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiraiiiiiiiiiiiiiiiiiiiiii
S4
Electric Railway Journal
uiiimiiiiiiiiiiiiuiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiuiuimiiKiiuuuuuiiiiiiiiiiiiiis
December 9, 1922
Utu^
{c^
Ju^
th-^
CORRECT IT
.IIHIIIIIIIIIIIIIIIHIIIIIIIIIIIIIUIIIHIIIIIHIIMIIIIIIIIIIIIIIlllllinilUlllllllllllMIIHIHIinillllllllilltllllllMIMIIIIIIIHIiMHIirilllUnilllUIII)-
JOHNSON
Universal I
Changer |
USE LE CARBONE CARBON BRUSHES
Adjustable
The best changer on the market.
Can be adjusted by the conductor to
throw out a varying- number of
coins, necessary to meet chanffeg in
rates of fares.
Flexible
Each barrel a separate unit, permit-
ting the conductor to interchange
the barrels to suit his i>erBonal re-
quirements, and to faciUtate the ad-
dition of extra barrels.
-Jluf^f"
tlf^x'^^^
I I
JOHNSON FARE BOX COMPANY |
Raventwood, Chicago, III. s
^iiiiiiliiiliiMiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiuiiiiiiMniiiiiiiiuiiniiiiiiiiiiiliiiiiiHiiiiiiiiriiiMiiiiniitiiiiiinllllillllllllllillllllHlHlllillli;
COST MORE PER BRUSH
COST LESS PER CAR MILE
W„ J. Jeandrori
345 Madison Avenue, New York
Pittsburgh Office: 634 Wabash BIdg.
San Francisco Office: 525 Market Street
Cauadlaa Distributors: Lyman Tube Si Supply Co., Ltd.,
= Alontreal and Toronto
giiiuiiiiiiiiimiiiiriiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiminiraiiiiiiiiiiiiiiiiirainimiiiiiiiiiiiiiiiimiiiiiir ^i
diiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiMi ir iiiiiMiiiiiiKiiiiiiiiiiir iiiiiiiiiiiiiitiiiiiiiilliiiiiinitMitiiiiiiiiiiiiiiiiiiiiiiitiiiiiiniiit
uiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiitiiiiiitiiiiiiiiiiiiiiiiiiHiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiittiiMiiiimimmimiiiiiHiiiMiiir.
Type R-10
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.
company Cr^^ Direct I
Automatic |
Registration |
By the |
Passengers §
Rooke Automatic |
Register Co. |
Providence, R. I. e
^iiiiliiiiiiiiiHllllluilllllllllllllllllliliiliiliiiiliiiiiiii iiiriiiiiiiiiiiiiiiiiiiiiiiiiiiim luiiuiiiiiiiiiii iiiiiiiii^
aiiiiiiiitiimiitiiitiiuiiniiniiiiiiiliiilitiiiiiiiiiifiiiiiiiiiiiiitiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiniiiiiiliiNiiiiiiiniiiiitiiniiiiiiiiiiiiiiiiiiiiillK^
I Farp Boxes Change Carriers |
I COIN
I COUNTERS SORTERS WRAPPERS |
i THE CLEVELAND FARE BOX CO.
\ CLEVELAND, OHIO |
5 Canadian Branch, Preston^ Ontario. =
.'iiiiiiiiiimiiMiiimiiiiiiinMiiiiiiiiMiiiniMiiniiiiiMinnNiiniiNiriiiiHiiiiiiiriiiriHMirnintiiitiifiiiMiiiimfMiMmnn^
£iiiMiimiiiMiimMiiiiiHMniiiMnHitMniiiiiiiiniMiMimirintiiimmiiiiiiiiMimmiriiiiiitininMiMiMnm
A Style for f
Every Service |
Send tor Catidot |
BONNEY-VEHSLAGE I
TOOL CO. I
Newark, N. J. 1
"*""""" " '"'"•" "Ill ilii "Ill MiiiiiiiirimiiiiiiMiiMi iiiiiimiirMiiiiiiii i iiiiiil
The International Register Co.
IS South Throop Street, Chicago, Illinois |
^llllilllllllllllllHillliliiilinlllliilliliniiHiiiiililtimiitiiiiiimtliiiiiiiHiHlMltllllniluiHiiuiimniilliiiiiHWll' >iiiiiii
fitiiniiiiiiliiiiiniiuiiiiiiiiiilniliiiiiiriiiliiliiiiilliiiilllliiiinitilllliiiiiiiliiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiijiiiiiiiiiiiiiiiiniMiiii''
N-L INDICATING SIGNALS I
PROTECT I
I Your CarSjYour Men and the Public I
I N-L Products Manufactured and Sold in Canada by Railway Sl =
I Power Ensineeringr Corporation, Ltd., 133 Eastern Avenue, |
i Toronto, Ontario. =
I THE NICHOLS-LINTERN COMPANY, Cleveland, Ohio. I
?iitiiiiiiiiiiiiitiiiiiniiiiiiMiMniitiiiiiiiiiiiiiiiiiinMiiiniiiiiiMniiiiiiiiiiiiiiiitiiiiiHiiiiiiiiiniiiiinii)iiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiriiiiiiiB
aiiiiiiiiniiiMiMniiniiiiiiiiiiinininiininiHiiiiiiMiiiininiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiriiiiiriininiiniiiiiiiiiiiiiiiiiiHtiiiiiiiitiiit
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
?ilimilllliiiiiiniininiiiiiitiirilllllllllliiiiililtiiiiiiiiiiiiiiiiiiininiiiiiHiiiiiiiMiMiiiniiiiiiniiiiiHiiiii)tiiniifiiiiiinilHiiiiitiiniMiiiii
^jHiniMiiinniiniiiiiMiiijiiiiiniiiiiiiiiliilllitllllllilltllHiHiiiiiniiniiiiiniiiiiiiiiiiiiiiii riiiiiiiiiiiiiriiiiiiiiinMuiitiiiiiiiiiittiir.
If
^^^^k Perey Manufacturing Co., Inc. i
I ^^^BB^* 30 Church Street, New York aty
iiiiiiiiiiiliMHiMniiniiriiiiiitiiiiiiiimiHiiiiiMiiiiiiiiitiiiiiiiiMiiniiiiiiiiiiMniiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiMiitiiniiiiiitiiniiitMiH.^
Gets Every Fare
PEREY TURNSTILES
or PASSIMETERS
Use them in your Prepayment Areiw and
Street Cars
ainriinMiriiiiMrMiMiniiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiniiniHiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiniifiiiiiiHiHiiniiiiiiiiiiiiiiiiiiiiiu I'luiiiiiiiiiiiitiiiiiiiiiiitiHiiiiiiiiiiiiiniiiiiiiiiiiiiniiiiiiiiiiiiiiitiiiiiiiiiiiiiitiiiiiitiiitiitiiiii tiiiMiMiiiiiiiiitiiiiiiiMiiMiMmiiiiiiMu
METER THE ENERGY |
that's what you want to save |
Then double the saving by inspecting cari on a kllow«U-hour =
basis instead of mileaee or time-basis. Ask for data =
ECONOMY ELECTRIC DEVICES COMPANY I
L. E. Gould, 37 W. Van Buren St., Chicago |
GBNER.\L AGENT: Und Aluminum Field Colls I
= DISTRICT AGENTS: Peter Smith Heaters, Woods Lock Till |
I Fare Boxes, Bemls Truck Specialties, Miller Trolley Shoes. |
HiiiiiiMiiiiiiiiiiiiiiiiiiiiitiiiiiiiiniiiiiiMiiiiiriiiiiniiiiinHiiiuimMiiiniiiiiiiiiniiiiiiiiiiiiiiiiininiiiiiitHtiiiniiriiiiiiiiiiiiiiniiiiiHiti''
Only Reliable Products Can
be Continuously Advertised
"|'<<|> > I iiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiimiiii
December 9, 1922
Electric Railway journal
86
Searchlight Section
EMPLOYMENT- BUSINESS OPPORTUNITIES- EQUIPMENT
UNDISPIiAYED— RATE PER WORD:
PoBitions Wanted, 4 cents a word, minimum
75 cents an Insertion, payable in advance.
Positions Vacant and all other classifications,
8 cents a word, minimum charge i2.00.
Proposals, 4C cents a line an insertion.
INFORMATION:
Box Numbers in care if any of our offices
count 10 words additional in undisplayed ads.
Discount of 10% if one payment is made In
advance for four consecutive insertions of
undisplayed ads (not including proposals).
DISPIiAYED— RATE PEE INCH:
I to 3 inches $4.50 an Inch
4 to 7 inclv.'s .. 4 30 an inch
8 to 14 inches 4.10 an inch
An advertisivff inch is measureo velically on
one column, 3 columns — 30 inches — to a page.
POSITIONS VACANT
POSITIONS WANTED
MAN, experienced in both line worlc and
track work on fifteen mile interurban
railroad in New Jersey; salary $150.00
per month. State your experience. P-
4 79. Elec. Railway Journal, 10th Ave. at
36th St., New York City.
SUPERINTENDENT of transportation
wanted for electric line operating inter-
urban, city and suburban property in
Middle West. State age, experience,
qualification, references and salary ex-
pected. Replies treated strictly confi-
dential. P-4S7. Electric Railway Journal,
10th Ave. at 36th St., New York City.
POSITIONS WANTED
AUDITOR, broad experience as chief ac-
counting ofHcer with representative util-
ity interests, now engaged on important
work for federal government, desires
connection with progressive utility as
auditor, secretary or treasurer. PW-488,
Electric Railway Journal, Real Estate
Tru.st Bklg., Philadelphia, Pa.
DIVISION road master, general foreman ;
practical experience, for twenty-two
years maintenance, construction, special
work, steam or electric ; three years di-
vision road master on New England city
and interurban line ; prefers Middle West
or Coast. PW-484. Elec. Ry. Journal,
10th Ave. at 36th St., New York City.
GENERAL foreman of shops and car
houses, with a proven record of eighteen
years on large city and interurban prop-
erties, desires to make a change ; can
furnish A-1 references as to character
and ability ; understand all details of
mechanical department thoroughly ; will-
ing to go anywhere. PW-478, Elec. Rail-
way Journal, 10th Ave. at 36th St., New
York City.
IS MONEY ever "spent" for advertising?
If your railway don't pay you don't ad-
vertise. Let me do your worrying as
manager, assistant manager, superin-
tendent or manager of public relations.
PW-4S6, Electric Railway Journal, 10th
Ave. at 36th St„ New York City.
'MlltlllllitllltlllHIHIIIItllllllltlMtllMtllllllllMtllMllltll,,!
MANAGER or superintendent railway,
light and power properties ; successful
organizer and tactful in public relations ;
very resourceful in rehabilitating prop-
erties ; excellent references. PW-481,
Elec. Railway Journal, 10th Ave. at 36th
St., New York City.
.MR. MANAGER, are you in need of a cap-
able, practical superintendent of trans-
portation who is fully competent to take
over all details and handle same in a
manner that would be a credit to your
property? Successful in public relations,
safety campaigns and capable of getting
results from employes ; recognized as an
economical operator. At present with
large property ; present relations are
pleasant ; personal reasons for desiring a
change to another property. A proven
record of eighteen years with large city,
suburban and interurban properties with
high grade references is back of this ad.
PW-485. Elec. Railway Journal, Leader-
News Bldg., Cleveland, Ohio.
SUPERINTENDENT, with successful rec-
ord as statistician and operating head ;
experienced In Interurban, safety car and
bus operation ; can get desired results ;
satisfactory relations with prsent em-
ployer : personal reasons for desiring
change. Address PW-477, Elec. Rail-
way Journal, Leader-News, Bldg., Cleve-
land, Ohio.
.-IIHIinlllllMMMtlMlltlMIMHIIII ••■■•■MMII
FOR SALE
2 — Brand New G. E. Reversible motor equip-
ments, 550 volt, D.C., each consisting of:
1^50 Hp., 250/1000 r.p.m.. and one 6 hp.,
1100 r.p.m., intermittent rating motors, com-
plete with control panels, controllers, rheostats,
eto. Price each equipment, $1000, f.o.b..
New York, boxed.
OR. WEINBERG & AL. POSNER
ENGINEERING COMPANY. Inc.
120 Broadway. New Tork, N. T.
FOR SALE
20— Peter Witt Cars
Weight Complete, 33,000 lbs.
Seat 53. 4 — G. E. No. 258-C Motors.
K-12-H Control, West. Air Taylor Trucks.
R.H. Tjrpe. Complete.
ELBCTRIC EQUIPMENT CO.
Commonwealth BIdi., Philadelphia. Pa.
"The House of Dependable
Service"
NEW and
RELAYING
RAILS
of all Sections
HYMAN-MICH AELS CO.
Peoples Ga« Building, Chicago, HI.
Branch OffloM:
1S24 WocUwortll Bliii.. New York
ills Rallwt; Exehann Bide.. St. IjouIi
ISIS nnt Mt'l Bank Bldg. Plttiburdi
Writm or v>irm whan in the nuarkel
to BUY or SELL
Plaan Uantlan Ibli Publication
New Motor Repair Parts
IMMEDIATE SHIPMENT
We have in stock virtually every part
necessary to complete all of the types of
non-interpole motors. They are new and
were manufactured by either the Westing--
house Company or the General Electric
Company. They may be purchased at 25
per cent less than the manuifacturera pres-
ent prices.
Send your orders to ua and deduct 25 per
cent from the current Quotations.
What have vou for salef
TRANSIT EQUIPMENT CO.
Cars— Mo t ors
^ 501 Fifth Avenue. New York.
IMnillllllllllllllllllfllltlllMIMMMIMIII
•■■IIIIMMIIIIIIMItlllMIIMUIIIIIItlllllllirilllll
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 yard s
Sell It Before Depreciation Scraps It
THE SEARCHLIGHT SECTION IS HELPING OTHERS—
LET IT HELP YOU ALSO!
-'llttllMltllMllftllMIIIMMMMIIHIItllMlllltllllllllllllllinilllllHIIItllMllltlM.
MiiiiiitiiuiiHiiitiiiiiiniiiiniiiiiiiiiiiiiiiiiiiiMiiiiii
IIIIIIIIMIIMIIIIItllltllMHIIIIIIIIIIIIIMIII.-
Electric Railway Journal
December 9, 1922
WHAT AND WHERE TO BUY
Equipment, Apparatus and Supplies Used by the Electric Railway Indv^try witii
Names of Manufacturers and Distributors Advertising in this issue
Advertisbig, Street Car
Collier, liic. Barron G,
Air Receivers, Aftercoolers
lng:ersoll-Kand Ck>.
Anchors, Gay
Electric Service Sup. Co.
Oliio Brass Co.
Standard Steel Works Co.
Westinghouse E. & M. C».
Armature f^bop Tools
Elec. Service Supplies Co.
Automatic Keturn Switch
Stands
Ramapo Ajax Corp.
Automatic Safety Switch
Stands
Bamapo Ajax Corp.
Axles
Bemis Car Truck Co.
Standard Steel Works Co.
Axles. Car Wheel
Bemis Car Truck Co.
Brill Co., The J. G.
Carne^e Steel Co.
Westinehouse E. tc M. Co.
Axle Straiffhteners
Columbia M. W. & M. I. Co.
Babbitt Metal
Ajax Metal Co.
More-Jones Br. & Metal 0*.
Babbitting Devices
Columbia M. W. & M. I. Cs.
Badges and Buttons
Electric Service Sup. Co.
Internat'l Register Co., The
Batteries, Dry
National Carbon Co.
Bearings and Bearing Metals
Ajax Metal Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Oo.
General Electric Co.
Gilbert & Sons, B. F. A.
Le Grand, Ibc. Mi
More-Jones Br, & Metal Co.
Weetinghouse E. &. M. C«.
Bearings, Center and Roller
Side
Stuck! Co.. A.
Bearings. Roller
Stafford Roller Bearing Car
Truck Corp'n
Bells and Gongs
Brill Co., The J. Q.
Columbia M. W. & M. I. C«.
Consolidated Car-Heating C».
Electric Service Sup. Co.
Benders, Ball
Railway Track-work Co.
Boilers
Babcock & Wilcox Co.
Edge Moor Iron Co.
Boiler Tubes
Edge Moor Iron Co.
Bonding Apparatus
American Steel & Wire Cs.
Electric Railway Improve
ment Co.
Electric Service Sup. Co.
Indianapolis Switch ic rro(
Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Railway Track-work Co.
Bonds. Rail
American Steel & Wire C«.
Electric Railway Improve
ment Co.
Electric Service &up. Co.
General Electric Co.
Indianapolis Switch &. Frog
Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Westinghouse E. & M. Co.
Book Publishers
McGraw-Hill Book Co.. Ibo.
Brackets and Cross Arms
(See also Poles, Tics,
Posis, etc.)
Bates Exp. Steel & Tr. Co.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
Hubbard & Co.
Ohio Brass Co.
Brake Adjusters
National Ry. Appliance Co.
Westinghonse Tr. Br. Co.
Brake Shoes
Amer. Br. Shoe & Fdry. Co.
Barbour-Stockwell Co.
Bemis Car Truck Co.
Brill Co., The J. O.
Columbia M. W. & M'. I. Co.
Brakes, Brake Systems and
Brake Parts
Allis-Chalmers Mfg. Co.
Bemis Car Track Co.
Brill Co.. The J. G.
Columbia M. W. ft M. I. Co.
General Electric Co.
National Brake Co.
Safety Car Devices Co.
Westinghouse Tr. Br. Co.
isrooms, Track, Steel or Kai-
tan
Amer. Rattan & Reed Mis.
Co.
Brushes, Carbon
Greneral Electric Co.
Jeandron, W. J.
l<e Carbone Co.
National Carbon Co.
Westinghouse E. & M. Co.
Brushes, Graphite
National Carbon Co.
Brushes, Wire Pneumatic
Ingersoll-Rand Co.
Brush Holders
Anderson Mfg. Co., A. &
J. M.
Columbia M. W. & M. I. Co,
Buses, Motor
Brill Co.. The J. G.
Republic Truck Sales Corp.
Bus Seats
Hale & Kilburn Corp.
Bushings
Nat'l Fibre & Insulation Co.
Bushings, Case Hardened and
Manganese
Bemia Car Truck Co.
Brill Co.. The J. G.
Cables (See Wires and
Cables)
Cambric, Tapes, Yellow Si
Black Varnished
Irvington Varnish & Ins. Co.
Carbon Brushes (See Brushes
Carbon)
Car Lighting (Fixtures
Elec. Service Supplies
Car Panel Safety Switches
Consolidated Car-Heating Co.
Westinghouse E. & M. Co.
Cars, Dump
Differential Steel Car Co.
Cars, Passenger, Freight
Express, Etc.
Amer. Car to.
Brill Co.. The J. G.
Kuhlman Car Co.. 0. C.
National Ry. Appliance Co.
Wason Mfg. Co.
Cars, Second Hand
Electric Equipment Co.
Cars, 8elf -Propelled
General Electric Co.
Castings, Brass, Composition
or Copper
Ajax Metal Co.
Anderson Mfg. Co.. A. &
J. M,
Columbia M. W. & M. I. Co.
More-Jones Br. & Metal Co.
Castings, Gray Iron and
Steel
Bemis Car Truck Co.
Columbia M. W. ft M. I. Co.
Standard Steel Works Co.
Castings, Malleable and
Brass
Amer. Brake Shoe & Fdry.
Co.
Bemis Car Truck Co.
Columbia M. W. ft M. 1. Co.
L« Grand. Inc., Nlc
Catchers and Retrievers.
Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Wood Co.. Chas. N.
Catenary Construction
Archbold-Brady Co.
.Ceilings, Plywood, Panels
Haskclite Mfg. Co.
Clrenlt Breakers
General Electric Co.
Westinghuse E. & M. Co.
Clamps and Connectors for
Wires and Cables
Anderson Mfg. Co,, A. ft
J. M.
Dessert ft Co.
Electric Ry. Equip. Co.
Electric Service Sup. (k>.
General Electric Co.
Hubbard ft Co.
Ohio Brass Co.
Westinghouse E. ft M. Co.
Cleaners and Scrapers —
Track (See also Snow-
Plows, Sweepers and
Brooms)
Brill Co.. The J. G.
Ohio Brass Co.
Clusters and Sockets
Genera! Electric Co.
Coal and Ash Handling (See
Conveying and Hoisting
Machinery)
Coil Banding and Winding
Machines
Columbia M. W. ft M. I. Co.
Electric Service Sup. CJo.
Coils. Armature and Field
Columbia M. W. ft M. I. Co.
Economy Elec. Devices Co.
(Seneral Electric Co.
Coils, Choke and Kicking
General Electric Co.
Westinghouse ii. ft M. Co.
Coin-Counting Machines
lilectric Service Sup. Co.
internat'l Kegisier Co., The
Johnson Fai^ Bo.s ciu.
Commutator Slotters
Electric Service Sup. Co.
General Electric Co,
Westinghouse E & M. Co.
Commutator Truing Devices
General Electric Co.
Commutators or Parts
Cameron Elec'l Mfg. Co.
Columbia M. W. ft M. 1. Co.
General Electric Co.
Westinghouse E. ft M. Co.
Compressors, Air
Allis-Chalmers Mfg. Co.
General Electric Co.
Ingersoll-Rand Co.
Westinghouse Tr. Br. Co.
Compressors, Air, Portable
Ingersoll-Rand Co.
Concrete Products
Massey Concrete Products
Corp.
Condensers
Allis-Chalmers Mfg. Co.
(Jeneral Electric Co.
Ingersoll-Rand Co. -
Westinghouse E. & M. Co.
Condensor, Papers
Irvington Varnish ft Ins. Co.
Connectors, Solderless
Dossert ft Co.
Westinghouse B. ft M. Co.
Connectors, Trailer Car
(Jonsolidated Car-Heat 'g Co.
Electric Service Sup. Co.
Ohio Brass Co.
Controllers or Parts
Allis-Chalmers Mfg. Co.
Columbia M. W. ft M. I. Co.
General Electric Co.
Westinghouse E. & M. Co.
Controller Regulators
Electric Service Sup. Co.
Controlling Systems
General Electric Co.
Westinghouse E. ft M. Co.
Converters, Rotary
Allis-Chalmers Mfg. Ck).
(Jenerai Electric Co.
Westinghouse E. ft M. Co.
Conveying and Hoisting Ma-
chinery
Columbia M. W. 4 M. I. Co.
Copper Wire
Anaconda Copper Min. Co.
Cord Adjusters
Nat'l Fibre ft Insulation Co.
Cord, Bell, Trolley Register,
etc.
Brill Co.. The J. G.
Electric Service Sup. Co.
Internat'l Register Co., The
Roebllng's Sons Co.. J. A.
Samson Cordage Works
Cord Connectors & Couplers
Electric Service Sup. Co.
Samson Cordage Works
Wood Co., Chas. N.
Couplers, Car
Brill Co.. The J. Q.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Cranes
Allis-Chalmers Mfg. Co.
Cross Arms (See Brackets)
Crossings
Ramapo Ajax Corp.
Crossing Foundations
International Steel Tie Co.
Oossing Frog ft Switch
Ramapo Ajax Corp.
Wharton. Jr.. & Co., Wm.
<^rossIng Manganese
Indianapolis Switch ft Frog
Co.
Ramapo Ajax Corp.
Crossing Signals (See Sig-
nals, Crossing)
Onsslngs Track (See Track)
Special Work)
rros.slngs. Trolley
Ohio Brass Co.
Crushers, Rock
AlllB-Chalmers Mfg. Co.
Culvert Pipe, Concrete
Massey Concrete Products
Corp.
Curtains and Curtain
Fixtures
Brill (3o., The J. G.
Electric Service Sup. Co.
Morton Mfg. Co.
Dealers' Machinery
Electric Equipment Co.
Derailing Devices (See Track
Work)
Derailing Switches
Bamapo Ajax Corp.
Destination Signs
Columbia M. W. ft M. I. Co
Electric Service 9up. Co.
Deteetlve Servloo
vvibu aurvice. i*. Edward
Dogs, Lathe
Williams ft Co., J. H.
Duur Operutuig Devices
Coil. Car-ileauiig Co.
Nat'l i'neumatic Co.. Inc.
aaifly C:ir Devices Co.
Doors and Door Fixtures
Brill Co., The J. G.
General Electric (Do
Hale and Kilburn Corp.
Doors, Folding Vestibule
Nat'l Pneumatic Co.. Inc.
Draft Rigging (See Couplers)
Drills, Rock
Ingersoll-Hand Co.
Drills, Track
American Steel ft Wire Co.
Electric Service Sup. Co.
Ingersoll-Rand Co.
Olilo Brass Co.
Dryers, Sand
Electric Service Sup. Co.
Ears
Ohio Brass Co.
Electrical Wires and Cables
Amer. Electrical Works
American Steel ft Wire Co.
Roebllng's Sons Co.. J. A.
Electric Grinders
Railway Track-Work Co.
Electrodes, Carbon
Indianapolis Switch ft Frog
Co.
Railway Track-Work Co.
Electrodes, Steel
Indianapolis Switch ft Frog
Co.
Railway Track-Work Co.
tracting and Operating
Allison ft Co.. J. R.
Archbold-Brady Co.
Arnold Co.. The
Beeler. John .\.
Oosetl Co.. Jas. H.
Day ft Zimmermann
Feustel. Robert M.
Ford, Bacon & Davis
Hemphill ft Wells
Hoist. Englehardt W.
Jackson, Walter
Ong. Joe R.
Parsons. Klapp. Brinkerhofi
ft Douglas
Rlchey, Albert 9.
Robinson ft Co.. Inc..
Dwlght P.
Sanderson ft Porter
Smith ft Co., C. E.
Stone & Webster
White Engineering Corp.,
The J. G.
Witt. Peter
Engineers, Consulting, Con-
Engines. Oas, Oil or Steam
Allis-Chalmers Mfg. (3o.
Ingersoll-Rand Co.
Westinghouse E. ft M. Co.
Fare Boxes
Cleveland Fare Box (^.
Economy Electric Devices
Co.
Johnson Fare Box <}o.
National Ry. Appliance Co,
Fences. Woven Wire and
Fence Poets
American Steel ft Wire Co,
Fenders and Wheel Guards
Brill Co.. The J, G.
Cleveland Pare Box Co,
Consolidated Car Fender Co,
Eflectric Service Sup. Co.
Le Grand, Inc.. Nic
Fibre and Fibre Tubing
Nat'l Fibre ft Insulation Co.
Westinghouse E. ft M. Co.
Field Colls (See Colls)
Flooring Composition
Amer. Mason Safety Tread
Co.
Forglngs
Carnegie Steel Co.
Columbia M. W. ft M. I. Co.
Standard 9,\.o-\ Works Co.
Williams ft Co.. J. H.
Frogs ft Crossings, Tee Rail
Ramapo Ajax Corp.
Frogs, Track
(See Track Work)
Wharton. Jr., ft Co., Wm.
Frogs, Trolley
Ohio Brass Co.
Fuses and Fuse Boxes
Columbia M. W. ft M. I. Co.
Consolidated Car-Heating Co.
(Jenerai Electric Co.
Westinghouse E. ft M. Co.
Williams ft Co.. J. H.
Pnses. Refillnhle
Columbia M. W. ft M. I. O).
(Jenerai Electric Co.
Gages, Oil and Water
Ohio Brass Co.
Gaskets
Power Specialty Co.
Westinghouse Tr. Br. Co.
Gas-EIeetrlo Cars
General Electric Co.
)Uas Producers
Westinghouse E. ft M. Co.
Gasoline Torches
Economy Electric Devices
Co.
Gates, tar
BriU Co.. The J. G.
Gear Blaiiks
Standard Steel Works Corp
Gear Cases
Columbia M. W. ft M. I. Co
Electric Service Sup. Go.
Westinghouse E. ft M. Co.
Gears and Pinions
Bemis Car Truck C^o.
Columbia M. W. ft M. I. Co
Electric Service Sup. Co.
General Electric Co.
National Railway Apphancc
Co.
Tool Steel (Jear ft Pinion
Co.
Generating Sets, Ga»-Blectrl<
(Jenerai Electric Co.
Generators
Allis-Chalmers Mfg. Go.
Westinghouse E. ft M. Co.
Goggles, Eyes
Indianapolis Switch ft Frog
Co,
Smith Heater Co., Peter
(Jongs (See Bells and (Jongs >
Greases (See Lubricants)
Grinders and Grinding Sup-
plies
Indianapolis Switch ft Frog
Co.
Railway Track-Work Co.
Grinders, Portable
Railway Track-work Oo.
Grinders, Portable Bleetric
Railway Track-work (5o.
Grinding Blocks and Wheels
R.ailway Track-work C)o.
Guard Kail Clamps
Ramapo Ajax Cxirp.
Guard Rails, Tee Rail and
Manganese
Ramapo Ajax Corp.
Guards, Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Hacksaws
Gladium Co.. Inc.
Hammers, Pneumatle
Ingersoll-Rand Co.
Harps, Trolley
Anderson Mfg Co.. A. ft
J. M.
Electric Service Sup. C3o.
More-Jones Br. ft Metiil Ok
Star Brass Works
Headlights
Electric Service Sup. (3o.
General Electric Co.
Ohio Brass Co.
Headlining
Haskclite Mfg. Co.
Heaters, Car (Electric)
Consolidated Car Heating Co
Economy Electric Devices
Co.
Gold Car Heating ft light-
ing Co.
National Ry. Appliance Co
Smith Heater Co.. Peter
Heaters, Car, Hot Air and
Water
Smith Heater Co.. Peter
Heaters, Car (Stove)
Electric Service Sup. Co.
Sterling Varnish Co.
Westinghouse E. & M. Co.
Helmets, Welding
Indianapolis Switch ft Frog
Co.
Hoists and Lifts
Columbia M. W. ft M. I. Co
Ford-Chain Block Co.
Ingersoll-Rand Co.
Hose. Bridges
Ohio Brass Co.
Houses, Station ft Watch
men's. Concrete
Massey Concrete Products
Corp.
Hydraulic Machinery
Allis Chalmers Mfg, Co.
Insfmments. Measuring and'
Recording
Economy Electric Devices
Co.
Electric Service Sup. Co.
General Electric Co.
Westinghouse E. ft M. Ck).
Insulating Cloth, Paper and
Tape
(Jenerai Electric Co.
Irvington Varnish ft Ins.
Co.
Nat'l Fibre ft Insulation Co
Standnrd Underground Cable
Westinghouse E. ft M. Co.
Insnlatlng Compounds ft
Varnishes
Sterling Varnish Co., The
Insulating Silk
Irvington Vamlsh ft Bis.
Oo.
December 9, 1922 ElectricRailwayJournal 37
ummmiimiiiiiiiiiiimniiiiiiiimiiiiiiiiiimiiiiimiiimiiiiiiiiiiiiiMiiMiiniiiniimimimiintiniiniiminHUiniUMnii^^ giuuiiiMiitiiiiiiiiiiiiiimiiiiiiuiiiiiiiiiiiimiiniiiiiiiiimiiiiiiiiiHiiiiiiiiiiiiiiHiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiimi
Brake Shoes 1 1
A. E. R. A. Standards I
Diamond "S" Steel Back is the Best Type | |
Standard | |
Patterns | |
for i i
^^^yl
3S!!!IPV
1. , '
^^1
iHHltligitf
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.
■ulllulMllimilimillllliniltlllliilllllliiniilliiiiiiniiniiiiiiiiiiiriutiiiiiiitiiiiiiniiiiiiiiiiiiiiiiiinniiiuiiiiiiiniinMDlliiiiiniiiiiiiiii
uiHiiiiiiiiiMiiriiiiiiiiiliilllililirilllllllllllllliiliiiiiiiiiiiifiHiiniiiriiiliililinillliniliiiniiiriiiiiiiiillllllrliiiliiiiiHillllllllinillliiiiiiii':
I The Kalamazoo Trolley Wheels I
I h^ve always been made of en- I
i tirely new metal, which accounts I
1 for their long life WITHOUT
I INJURY TO THE WIRE. Do
I not be mislead by statements of
I large mileage, because a wheel
I chat will run too long will dam-
I age the wire. If our catalogue
i does not show the style vou
I need, write us— the LARGEST
I EXCLUSIVE TROLLEY
I WHEEL MAKERS IN THE
I WORLD. I
I THE STAR BRASS WORKS f
I KALAMAZOO, MICH., U. S. A. |
~HHiHiiiiiiiiuiiM<iiniirniiiiiiMiiMiinirtiitniininiitnirtiiMiitiiiMirniiMiiiiiiiiiMiiiMirniitM(iiir;iiriiiriiiMiiiiiiiiiiiMirtiiiiiiiiiiiii»B
uMutiiiniiiiniiiii(niiiiiMiiitMiuiiunrnnniHiiiuiiiiiiMiitiiiiiiiiiiiiiiMiriiiiiiiiiiiiiiiiiiiiiiiii(iiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiriiiiiirii
Compressor Efficiency at
Full and Partial Loads
Type "XCB" Air Compressors are equipped with the
5-Step Clearance Control, which automatically causes the
compressor to operate at full, three-quarter, one-half, one-
quarter or no load, depending upon the demand for air.
This compressor can be big enough to deliver the targe
volume needed during rush periods, without sacrificing
efficiency when the demand is. lessened.
Bulletin 3042
I If It's Compressed Air Consult Us |
SiiiiiiiiHiiiriiiiiinri)iriitiitiiiiiiiiiiiiiriiiiiiiiiiriiiiMiiriiiiiiitiiiiiiiiiiiiiiiiNiiriiiiirriiiMiiiinriiriiiiiiiriiiiriiiiiniiiiiiiiiniiiniiiiiiii7
SiuilliliilillliinlililliiilimiltiillilitiiiiiiiiiiiiiiitiitiiiiiMiiiiiiiiiiiiiniuiiiirinmiiinwHiuiitiiiniiiiiuiiiHiuiHHKHlliilliitiiHiiiM
= B. A. Hegetnan, Jr.. President
i Charles C. Castle, First Vice-President W. C. Linofln, Mgr. Sales and
= Harold A. Hegeman. Vice-Pres. and Engineering
I Treal. Fred C. J. Dell, Secretary
National Railway Appliance Co.
I Grand Central Terminal
1 452 Lexington Ave., Cor. 45th St., N. Y.
I BRA>'CH OFFICER:
i Munsey Bldgr., Washingrton. D. C, 100 Boylston Street, Boaton. Mass.
= 85 Union Trust Bide.. Harrisburff. Pa.
= Hegeman-Castle Corporation. Railway Exchange BldiT.. Chicaffo. lU.
I RAILWAY SUPPLIES
Tool Steel Gears and Pinions
Anderson Shtck Adjui«bers
Genesco Paint Oils
Dunliani H"i>per Duor Device
Feasible Drop Brake Staffs
Flaxlinum Insulation
An G:le- American Varnlshett,
Paints. Enamels, Snrfacers.
Shop Cleaner.
Johnson Fare Boxes
Peerless and Perr>' Side Bearlngrs
Drew Line Material and Railway
Specialties
Hartman Centerins: Center Plates
Economy Power Saving Meters
H & W Kleclric Heaters
Garland Ventilators
Pitt Sanders
National Snfety <'ar Kquipment
Co.'s One-Man Safety Sars
(. entral Equipment Company's
Hand Holds
Tnemco Paint Si Oil Company's Cement Paint 1
^inMiniuiiininniiiMiimHiiirniinirrniMiiriiiniJiiirtiiiiiiiriimiiriiiiiimiimitniiHiiniiiiiNniMiniitMirniiMiMiiiiiiiniM
££MiirMnriiniiitHiirtniMijiiiitiiniiiniiniiniMiirtMiiiiiiiiiiMuiiiMiiiiiiiHiiniiuitiiiiiiitiiiiiiiMiiitiiNiiriiiMiiNiiriiiriiiiiiiiiiMniii*^
I BETTER THAN BABBITT |
I wears longer — run* cooler — costs less I
= used by electric la Iways at home and abroad f
I AJAX BULL BEARING ALLOY |
E made from the purest virgin metals to a scientifically correct formula by the i
= AJAX PROCESS which greatly increases endurance and wearing qualities. 1
I THE AJAX METAL COMPANY I
E Eslablished 1880 |
I Main 0£Bce and Work*: Philadelphia, Pa. i
:ilii"*iitniiriiMinriniirMiiiiiiriiiiiiiiiiiiiitiiiiintiiitiii)iiiiiiiiiiiiiiiiiitiiiiiiniiuiiH MtiiiiiiiiiiniiiiititiiinriiiiMiiiiiiiiitiiiriii niiiiitiiiiriltiiiiniiiiiiuiHiiiiiriiiiiiiiriiiiHirtiiiiiiiiiiiiiiiiiiiiiiiiitiiiiniitiiitiuiiiitiiiiriimiiiiiiiiiiiiiiitiiiriiinii'iiiiiiiiixiiiiiiiuuV
38
Inralating VarnlshM
Irvlngton Vamlsh * Ins.
Co.
Sterling Vamlsh Co.
iDsnlation (8m alao Fainta)
Anderson Mfg. Co.. A. &
J. M.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
General Electric Co.
Irvlngton Varnish ft Ins. Co.
Insulation, Slot
Irvinffton Varnish & Ins. Co.
Insulators
(See also Line Material)
Anderson Mfgr. Co., A. &
J. M.
Electric Ry. Eauip. Co.
Electric Service Sup. Co.
Flood City jrtgr. Co.
General Electric Co.
Irvlngton Varnish & Ins. Co.
Ohio Brass Co.
Westinghouse E. & M. Co.
Insulator Pins
Electric Service Sup. Co.
Hubbard & Co.
Insurance, Fire
Marsh & McLennan
Jacks (See also Cranes,
Hoists and Lifts)
Buckeye Jack Mfg-. Co.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Joints, Rail
(See Bail Joints)
Jonmal Boxes
Bemis Car Truck Co.
Brill Co.. The J. G.
Junction Boxes
Standard Undererround Cable
Labor Adjusters
Corp. Service Bureau, The
Lamp Guards and Fixtures
Anderson Mfg. Co. A. &
J. M.
Electric Service Sup. Co.
General Electric Co.
Westinghouse E. & M. Co.
Lamps, Arc and Incandescent
(See also Headlights)
Anderson Mfg. Co., A. &
J. M.
Oeneral Electric Co.
Westinghouse E. ft M. Co
Lamps, Signal and Marker
Nlchols-Lintcrn Co.
Ohio Brass Co.
Lanterns, Classiflcation
Nichols-Lintem Co.
Lathe Attachments
Williams & Co., J. H
Lightning Protection
Anderson Mfg. Co. A ft
J. M.
Electric Service Sup. Co
General Electric (3o.
Ohio Brass Co.
Westinghouse E. ft M. Co.
Line Material (See also
Brackets, Insulators, Wires
etc.
Anderson Mfg. Co., A. ft
J. M.
Arohbold- Brady Co
Columbia M. W ft M I. Co
Dossert ft Co.
Electric Service Sup Co
Electric Ry. Equip. Co. '
Genera) Electric Co.
More-Jones Br. ft Metal Co
Ohio Brass Co
Westinghouse E. ft M. C!o.
Locking Spring Boxes
Wharton. Jr.. ft Co.. Wm
liOcnmotlves, Elertrlr
General Electric Co
Westinghouse E. 4 M. Co.
rubricating Engineers
Universal Lubricating Co.
Lubricants, Oils and Greases
Universal Lubricating Co.
Machine Tools
Columbia M. W. ft M. I. Co.
.Machine Work
Columbia M. W. ft M. I Co.
.Manganese Steel Castings
Wharton. Jr.. ft Co., Wm.
Manganese Steel Guard Ralls
Ramapo Ajax Corp
.^Innganese Steel Special
Track Work
Indianapolis Switch ft Frog
Ramapo Ajax Corp.
Wharton, Jr., ft Co.. Wm.
.Meters (See Instruments)
.dieters. Car, Watt-Honr
Economy Electric Devices
Co.
Motor Buses
(See Buses, Motor)
Motor Leads
Dossert ft Co.
Motormen's Seats
Brill Co., The J. Q.
Electric Service Sup. Co.
Wood Co., Chas. N.
.tintors. Electric
Allis-C^halmers Mfg. Co.
Westinghouse E, ft M. Co.
Motors and Generators, Sets
(Jeneral Electric Co.
Electric Railway Journal
Nuts and uolts
Allis-Chalmers Mfg. Co,
Barbour-Stockwell Co.
Bemis Car Truck Co.
Columbia M. W. ft M. 1. Co.
Hubbard & Co.
Oils (See LubHeants)
Packing
Electric Service Sup. Co.
Power SlJecialty Co.
Westinghouse E. ft M. Co.
Paints and Varnishes, Insu-
lating
Sterling Varnish Co.
Paints and Varnishes (Preser-
St. Louis Surfacer ft Paint
Co.
Paints and Varnishes for
Woodwork
National Ry. Appliance Co.
Pavement Breakers
Ingersoll-Rand Co.
Paving Material
Amer. Br. Shoe & Fdry. Co.
Pickups, Trolley Wirt
Electric Service Sup. Co.
Ohio Brass Co.
Pinion Pullers
Columbia M. W. ft .M 1 Co
Electric Service Sup Co.
(Seneral Electric Co
Wood Co., Chas. N,
Pinions (See Gears)
Pins, Case Hardened, Wood
and Iron
Bemis Car Truck Co.
Electric Service Sup. Co.
Ohio Braiss (^.
Westinghouse Tr. Br. Co.
Pipe Fittings
Power Specialty Co.
Standard Steel Works Co.
Westi/ighouse Tr. Br. Co.
Planers (See .Marhliir Tools)
Plates for Tee Rail Switches
Ramaiio Ajax Corp.
piierH — Rubber Insulated
Electric Service S^lp. Co.
Ingersoll-Rand Co
Pneumatic Tools
Pole Reinforcing
Hubbard ft Co.
l*ole Line Hardware
Ohio Brass Co.
Poles, Metal Street
Bates Exp. Steel Truss Co.
Electric Ry. Equip. Co.
Hubbard ft Co.
Poles, Posts & Pilings, Con-
crete
Massey Concrete Products
Corp.
Poles, Trolley
Anderson Mfg. Co., A. &
J. M.
Columbia M. W. ft M. I. Co.
Electric Service Sup. Co.
Poles, Tubular Steel
Electric Ry. Equip. Co.
Electric Service Sup. Co.
Poles and Ties, Treated
International Creosoting and
Construction Co.
Poles, Ties, Post, Piling and
Lumber
International Creosoting and
Construction Co.
Le Grand, Inc., Nle
Nashville Tie Co.
Southern C>n)ress Mfg. Assn.
Power Saving Devices
Economy Electric Devices
Co.
National Ry. Appliance Co.
Pressure Regulators
tJeneral Electric Co
Ohio Brass Co.
Westinghouse E. ft M. Co.
Pumps
Allis-Chalmers Mfg. CJo.
InKcrsoll-Rand Co.
Pumps, Vacuum
Ingersoll-Rand Co.
Punches, Ticket
Bonney-Vehslage Tool Co.
International Reg. Co., The
Wood Co., Chas. N.
Rail Braces ft Fastenings
Ramapo Ajax Corp.
Rail Grinders (See Grinders)
Rail Joints
Carnegie Steel Co.
Rail Joints, Welded
Indianapolis Switch ft Frog
Co.
Rails, Steel
Carnegie Steel Co.
Railway Safety Switches
Consolidated Car Heating Co.
Westinghouse E. & M. Co.
Rail Welding
Rail Welding ft Bonding Co.
Railway Track-work Co.
Rattan
Amer. Rat. ft Reed Mfg. Co.
Brill Co., The J. G.
Electric Service Sup. Co.
Hale ft Kilburn Corp.
St. Louis Car Co.
Registers and Fittings
Brill Co., The J. G.
Electric Service Sup. Co.
International Reg. Co., The
I Rooke Automatic Reg. Co,
Reinforcement. Concrete
American Steel ft Wire Co.
Carnegie Steel Co.
Repair Shop Appliances (See
als<i Coil Banding and
Winding Machines)
Columbia M W. ft M. I. Co.
Electric Service Sup. Co.
Repair «Vork (See also Coils)
Columlna M. W. & M I. Co.
Geneial Ei.-^otric Co
Westinghoust E. & M C!o.
Replaccrs, Car
Culunibia M. W ft M. 1. Co.
Eleciric Service Sup. Co
Resistance, Grid
Columbia M. W. ft M. I. Co.
Resistance, Wire and Tube
General Electric Co.
Westinghouse E ft M. Co.
Riwlstances
Consolidated Car-Heating Co.
Retrievers, Trolley (See
Catchers and Retrievers.
Trolley)
Rheostats
General Electric Co.
Westinghouse E. ft M. Co.
R4iller Bearings
Stafford Roller Bearing Car
Truck Corp.
Roofs
Haskelite Mfg. Co.
Sanders, Track
Brill Co.. The J. G.
Columbia M. W. ft M. I. Co.
Electric Service Sup. Co.
Nichols-Lintern Co.
Ohio Brass Co.
Sash Fixtures, Car
Brill Co.. The J. G.
Sash, Metal, Car Window
Hale & Kilburn Corp.
Scrapers, Track (See Clean-
ers and Scrapers, Track)
Screw Drivers, Rubber In-
sulated
Electric Service Sup. Co.
Seating Materials
Brill Co., The J. G.
Seats, Car (See also Rattan)
Amer. Rattan ft Reed Mfg.
Co.
Brill Co.. The J. G.
Hale & Kilburn Corp.
Heywood-Wakefield Co.
Second Hand Equipment
Electric Equipment Co.
Secret Service
Corp. Service Bureau, The
Shades, Vestibule
Brill Co., The J. G.
Shovels
Allis-Chalmers Mfg. Co.
Brill Co., The J. G.
Hubbard ft Co.
Side Bearings (See Bearings,
Center and Side)
Signals, Car Starting
Clon. 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.
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.
Sle<-t Wheels and Cutters
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. ft M. I. Co.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
MoreJoncs Br. ft Metal Co.
Smokestacks, Car
Nichols-Lintern Co.
Snow-Plows, Sweepers and
Brooms
Amer. Rat. ft Reed Mfg. Co.
Brill Co.. The J. G.
Columbia M. W. ft M. I. Co.
Consolidated Car Fender Co.
Special Adhesive Papers
Irvington Varnish ft Ins.
Co.
Spikes
Ataer. Steel ft Wire Co.
Splicing Compounds
Westinghouse E. ft M. Co.
Splicing Sleeves (See Clamps
and Connectors)
Springs, Car and Truck
Amer. Steel & Wire Co.
Bemis Car Truck Co.
Brill Co., The J. G.
Standard Steel Works Co.
Sprinklers, Track and Road
Brill Co.. The J. G.
Steel Ciistlngs
Wharton, Jr.. & Co., Wm.
Steels and Steel Products
Morton Mfg. Co.
Steps, Car
Amer. Mason Safety Tread
Co.
Morton Mfg. Co.
Stokers, MechanicaJ
Babcock & Wilcox Co,
Westingnuuse bl. ft M. (3o.
Storage Batteries (See Bat-
teries, f^toragel
Strain Insulators
Ohio Brass Co,
Strand
Roebling's Sons Co.. J. A.
Superheaters
Babcock & Wilcox Ck>.
Power Specialt> Co
Sweepers, Snow (See Snow
Plows. Sweepers and
Brooms)
Switch .stands
Indianapolis Switch ft Frog
Co.
Switch Stands and Fixtures
Ramapo Aja\ Corp
Switches, Select4>r
Nichols-Lintern Co
Switches, Track (See Track,
Special Work)
Switches and .Switchboards
Allis-Chalmers Mfg (bo.
Anderson Mfg. Co. A. ft
J. M.
Electric Service Sup Co.
Genera! Electric Ck>
Weslnphouse E. ft M. Co.
Switches, Tee Rail
Ramapo A;ax Corp
Tampers, Tie
Ingersoll-Rand Co.
Tapes and Cloths (See In-
sulating Cloth Paper and
Tape)
Tee Rail Special TnL-k Work
Ramapo Ajax Corp
Telephones and Parts
Electric Service Sup. Co.
Terminals, Cable
Standard Underground Cable
Co.
Testing Instruments (See In-
struments, Electrical Meas-
uring, Testing, etc.)
Thermostats
Con. Car Heating (3o.
Gold Car Heating ft Light-
ing Co.
Railway Utility Co.
Smith Heater Co.. Peter
Ticket Choppers and Destroy-
ers
Electric Service Sup. <3o.
Ties and Tie Rods, Steel
B.arbour-Stockwell Co.
Carnegie Steel (jo.
International Steel Tie Co.
Ties, Wood Cross (.See Poles,
Ties, etc)
Tongue Switches
Wharton. Jr. & Co., Wm.
Tool Holders
Williams ft Co.. J. H.
Tool Steel
Carnegie Steel Co.
Tools. Thread Cutting
Williams ft Co., J. H.
Tools, Track and Miscellane-
ous
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
Bates Exp. Steel Truss Co.
Westinghouse E. ft M. Co.
Track Expansion Joints
Wharton. Jr.. ft (jo.. Wm.
Track Grinders
Railway Track. work Co.
Track, Special Work
Barbour-Stockwell Co.
Indianapolis Switch ft Frog
Co.
New York Switch & Cross-
ing Co.
St. Louis Frog ft Switch Co.
Wharton. Jr., ft Co.. Wm.
Inc.
Transformers
Allis-Chalmers Mfg. Co.
(ificral Electric Co.
Westinghouse E. ft M. Co.
Treads, ,Safety, Stair Car Step
Amer. Mason Saf. Tread Co.
Morton Mfg. Co.
Trolley Bases
Anderson Mfg. Co.. A. ft.
J. M.
Electric Service Sup. Co.
(general Electric Co.
Ohio Brass Co.
Trolley Bases. Retrieving
Anderson Mfg. Co., A. ft
J. M.
Electric Ser\'ice Sup. Co.
General Electric Co.
Ohio Brass Co.
Trolley Buses
Brill Co.. The J. O.
General Electric Co.
Westinghouse E. ft M. Co.
Trolley Materials, Overhead
Flood City Mfg. Co.
More-Jones Brass ft Metal
Co.
Ohio Brass Co.
Trolley Shoes
Economy Elec. Devices Co.
Trolley and Trolley Systems
Ford-Chain Block Co.
December 9, 1922
Trolley Wheels and Harps
Flood (aiy Mfg. Co.
More Jones Brass & Metal
Co.
Trolley Wheels, (See Wheels,
Trolley Wheel Bushings)
Flood City Mfg. Co.
More-Jones Brass & Metal
Ck>.
Trolley Wire
Amer. Electrical Works
Amer. Steel ft Wire (3o.
Anaconda Copper Min. Co.
Rotbling's Sons Co.. J A.
Trucks, Car
Bemis Car Truck Co.
Brill Co., The J. O
Tubing, Yellow and Black
Flexible Varnishes
Irvington Varnish ft Ins. (3o
Tnrliities. Steam
Allis Cha'mers Mfg. Co.
General Electric Co.
Westinstiouse E. & M. Co.
Turbines, Water
Allis-Chalmers Mfg. Co
Turntables
Indianapolis Switch ft Froi
Co
Turnstiles
Damon-Chapman Co.
Electric Service Sup. Co.
Ohio Brass Co.
Percy Mfg. Co.
I'pholstery Material
Amer. Rattan ft Reed MIg.
Co.
Valves „
We3tinghoi"w> Tr. Br. Co.
Vacuum Im*»regnatlon
Allis-Chali"ers Mfg. Co.
Varnished •»<»pers
Irvington Varnish ft Ins. Co.
Varnished Silks
Irvington Varnish ft Ins. Co.
Ventilators, Car
Brill Co., The J. G.
National Ry. Appliance Co.
Nichols-Lintern Co.
Railway Utility Co.
Welders, Portable Electric
Electric Railway Improve-
ment Co.
Indianapolis Switch ft Frog
Co.
Ohio Brass Co.
Railway Track-work Co.
Rail Welding & Bonding Co.
Weldlna Processes and Ap-
parn^us
Electric Railway Improve-
ment Co.
General Electric Co.
Indii\napolis Switch & Frog
C
Ohi" <3rass Co.
Railway Track-work (^.
Rai' Welding ft Bonding Co.
Westinghouse E. ft M. Co.
Welders, Rail Joint
Indi-inapolis Switch ft Frog
Co.
Ohio Brass Co.
Railway Track-work Co.
B.ail Welding ft Bonding Co,
Welders, Steel . ,^
Indianapolis Switch ft Froi
Co.
Wheel Guards (See Fenden
and Wheel Guards)
Wheel Presses (See Machin*
Toolp)
Wheels, Car, Cast Iron
BemlM Car Truck Co.
Wheels. Car, Steel and Steel
Tire
Bemis Car Truck 0>.
Came?ie Steel Co.
St,indard Steel Works Co.
Wheels, Trolley
Anderson Mfg. Co., A. ft
J. M.
Columbia M. W. ft M. I. Co
Copper Products Forging Co
Electric Ry. Equip. Co.
Electric Service Sup. Co.
General Electric Co.
More-Jones B. ft M. Co.
Star Brass Works
Wh'stles Air
G-Ticral Electric Co.
Oh'o Brass Co.
Westinghouse Tr. Br. Co.
Wire Rope
Amer. Steel ft Wire Co.
Roebling's Sons Co.. J. A.
Wires and Cables
.\meT. Elec'l Works
Amer. Steel ft Wire Co
Anaconda Copper Mln. Co.
Oneral Electric Co
Indianapolis Switch .V Proi
Co.
Roebling's Sons Co.. J. A
Standard Underground (Jshlc
Co.
Westinghouse E. ft M. Co.
Woodworking Machines
Allis-Chalmcrs Mfg. Co
Wrenches
Williams ft Co,. J. H.
December 9, 1922
Electkic Railway Journal
■nniiiiii iiiiiiiiiiiiiiiinniiiiiiiiiii niiiiiiiiiiiiiiiin iiiiriiii uiiiiiiiiiiiiiiii iiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiE ijiii iiiiiiiiiiniiiiiiiimiiiiiiiiiiiiiiiiiiiimiiiiimiiiiiiiiiiiiuiiiiiiiniiiiiiiiiiiiuiiiimimiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiimii
I Car Seat and
I Snow Sweeper Rattan I
I For 60 years we have been the largest im- |
I porters of rattan from the Islands in the |
I Indian Ocean. It is therefore to be ex- I
I pected that when Rattan is thought of |
I our name, "Heywood-Wakefield," instantly |
I comes to mind. |
I Follow that impulse and write us when in I
I the market for: |
I High Grade close woven Rattan Car Seat |
I Webbing, canvas lined and unlined, in I
I widths from 12 in. to 48 in. |
I High Grade Snow Sweeper Rattan in |
I Natural and Cut Lengths. |
I High Grade Car Seats, cross or longi- |
I tudinal, covered with Rattan, Plush or I
I Leather. |
HEYWOOD-WAKEFIELD
I COMPANY I
I Factory: Wakefield^ Mass. |
I SALES OFFICES : |
i Heywood-Wakefield Co. Haywood- Wake field Co. 1
I 516 West 34th St.. New York 1416 Michigan Ave.. Chicago =
I E. F. Boyle, AlonadnocK BIdg., San Francisco, Cal. |
i F. N. Grigg, 630 Louisiana Ave., Washington, D. C. |
= Railway and Power Engineering Corp., Toronto and Montreal 1
I G. F. Cotter Supply Co., Houston, Texas i
!iiiiiiiiiitiiimiiitMniiiniinMiriiniinrnirMrrinMniiniiniiiiiiniiiiiiriiiniitiiiiiniiiiiiiiiiiiiiitiiniiniiiiiiitMiiiiiiiiniiiriiiiiiiiiiiniin
oiiturnHtriiiiifrnMUiiiiiiitTtiiMiiiMniiiHiitiiiniiMiriuniiiMiiiiitiiiiiiiiMiiiiriiiitiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiirtiiiiiiiiiiiiiiiinni^
MOI^E-JO^Es
'TIGER-BRONZE
AXLE
/AND ARMATURE
BEARINGS
•3»w
Jk)/ always the cAeapesi, bui eVer
lowest in uliimaie cost
MORE-JONES BEASS&METALCQ
S(. Louis. Missouri.
^iimiiMiiirMnriiinMitimiiiiiiiriiiiiiiiMiirinrinMiiMnMininiinriniinrinriiniiniiniifriiniiriiiniiiiiifiiiriiniiirriirrinniitiiniiMiiB
3iiiiMiiiinHiiniMniiiriiiiiiiiiiiiiiiiiiiiiiii)iiiuiiiiiiiii)iiiiiiiiiiiiiriiiiMiiiiiiiitiiiiiiiiiiiiiiiiiiiMiiiiiiiiniiiiiiiiiiiniiniiniiiiiiuiiiiii^
I "THEY'RE FORGED— NOT CAST |
I THAT'S WHY THEY LAST" I
CARNEGIE
Wrought Steel
GEAR BLANKS
An economical
investment
is assured when gears are cut from Carnegie
Gear Blanks.
LEADING GEAR CUTTERS
CARRY THEM IN STOCK
For economy insist that your gears be cut
from Carnegie Blanks.
I Carnegie Steel Company
I GENERAL OFFICES: |
I Carnegie Building, Pittsburgh, Pa. %
I 1506 I
illlllllllllliitlliliil{illllliililllllllilillilillllllliritiilillllllltlllililllililliiiiiilllillllllllllllllllitiiiiiiiriiiiiiillliilliliiiilllllliliiiiiiiiiiiiic
='tiiiiiiiii)itiiitiiiii)iitiiiiiiiiiiiiii II iiiiiiiiiiiiiniiniiiiiiiiiiiiiiriiiiiiiiiiniiiriiiiiiiiiiiiiiiiiniiiiiiiiiliiiiMiniiiiiitiiniiriiiii''
STAFFORD I
ROLLER BEARINGS |
Cut Power Require-
ments in Half
Prevent hot boxes and
.resulting joQTnal troubles;
check end thrust and do
away with all lubrication
difficulties BECADSB —
They Eliminate
Journal Friction.
Onaranteed Tnro Tears.
Ailc lor Itfiratm
! FU ABILA. and MOB. Stand-
j ard JournalM: Readily Applied to
] EduipmeTit Now Ul Vte.
STArrOUD UOLLEk BEAnmo
CAH TDUCK COHPOHATION
,iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiniiiriiiiiiniitiiiiiMiiiiiiiiiiiiiiM<iiiiriiiii)iiiitMiiiiiniiiMitiiiiiitiiiiiiitiiiriiiiiiiriitiiitiiiiiirMiniitiit=
ammiiiniiHiMiitMiiinimimnHimiiiimnMiiiuniiiiiniiiiMiiMiinniiiimmiiiiirMitiiiMiimtmiiiiMiiMiniiiiiniuMUiiniii^
77^
M
>\ I- L.
w nv,
c o
.jQ_E\
W L±=3L
{No Alloy)
l=> P>__E__R_
m'
I TROLLEY WHEELS f
I The toughness of the metal means better perform- |
I ance and new economy. |
I Send for Particulars |
I THE COPPER PRODUCTS FORGING CO. I
I 1412 East 47th Street, CLEVELAND |
■* ""iiiiiiiiiiimiiniiimiiiiiitiiiiiiiiiiiMiimiitiiiiiiiiiiimiiiiiiiiiiiniitiiiiiiitriitiiiiiiiiiiitiiitiiitiiiiiiitiiiciiiimniimiiiiimiiiiiR 7niinillililiiliirillllllllliiriiiiiiiiiiiiMiiiiiiriiiriiiitriiiiiiiiiiiiiiiiiiiiiiiiiliiiiMiiMiliiiii)iiiiiii)iiiiiiiMiiriiiiiiiiiiiriiiniiiiirtiiriti>iiiS
The Differential Car
An automatic dump car, an electric locomotive, a
snow plow, and a freight car — all in one. Big
savings shown in track con-
struction and maintenance,
paving work, coal hauling,
ash disposal, snow removal,
and freight transportation.
The Differential
Steel Car Co.
Findlay, Ohio
ff-H v'^-_<i;!'2
40
Electric Kailway Journal
December 9, 1922
ALPHABETICAL INDEX TO ADVERTISEMENTS
Page
A
Ajax Metal Co 37
Allis-Chalmers Mfg. Co 32
Allison & Co., J. E 34
Amer. Brake Shoe & Fdry. Co. . 37
American Car Co 41
American Electrical Works. ... 30
Amer. Mason Safety Tread Co . . 40
American Rattan & Reed Mfg.
Co 34
American Steel & Wire Co ... . 32
Anaconda Copper Mining Co. . . . 30
Anderson Mfg. Co.. A. & J. M . . . 30
Archbold-Brady Co 31
Arnold Co.. The 24
Babcock & Wilcox Co 31
Barbour-Stockwell Co 31
Bates Expanded Steel Truss Co. 29
Beeler, John A 24
Bemis Car Truck Co 40
Bonney-Vehslage Tool Co 34
Brill Co.. J. 6 41
Buckeye Jack Mfg. Co 33
Cameron Electric Mf g. Oo 33
Carnegie Steel Co 39
Cleveland Fare Box Co 34
26
27
40
33
39
Collier. Inc.. Baron G
Columbia M. W. & M. I. C. .
Consolidated Car Fender Co.
Consolidated Car Heating Co .
Copper Products Forging Co.
Corp. Service Bureau. The 35
Crosett Co., Jaa. H
Damon Chapman Co 40
Day & Zimmerman Co.. Inc. ... 34
Differential Steel Car Co 39
Dossert & Co 30
.iiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiijiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii'
Page
E
Economy Electric Devices Co. . . 34
Edge Moor Iron Co 18
Electric Equipment Co 35
Electric Railway Equipment Co. 30
Electric Railway Improvement
Co 30
Electric Service Supplies Co ... . 15
Peustel, Robt. M 24
Flood City Mfg. Co 31
Ford. Bacon & Davis 24
Ford Chain Block Co 33
"For Sale" Ads 35
Galena-S'gnal Oil Co 21
General Electric Co 20, 22
Gilbert & Sons, B. P. Co 37
Gladium Co., Inc 33
Gold Car Heating & Ltg. Co ... , 33
H
Hale & Kilburn Corp 28
Haskellte Mfg. Co 12
"Help Wanted" Ads 35
Hemphill & Wells 24
Heywood-Wakefleld Oo 39
Hoist Englehardt. W 24
Hubbard & Co 30
Indianapolis Switch & Frog Co. 31
Ingersoll-Rand Co 37
International Creosoting & Con-
struction Co 30
International Register Co., The. 34
International Steel Tie Co 13
Irvington Varnish & Insulator
Co 33
Jackson, Walter 34
Jeandron, W. J 34
Johnson Pare Box Co 34
Page
Kuhlman Car Co 41
Le Carbone Co 34
Le Grand. Inc., Nic 33
M
Massey Concrete Products Corp. . 29
McGraw-Hill Book Co.. . .Back Cover
Marsh & McLennan 10
More-Jones Brass & Metal Co. . 39
Morton Mfg. Co 40
N
Naehod Signal Co., Ino 30
Na-shville Tie Co 30
National Brake Co 33
Ncitional Carbon Co 32
National Fibre & Ins. Co 33
National Pneumatic Co.. Ino. ... 17
National Railway Appliance Co. 37
New York Switch & Crossing Co. 31
Nichols-Lintern Co 34
Ohio Brass Co 11
Ong, Joe R 25
Parsons. Klapp, Brinckerhoff &
Douglas 24
Percy Mfg. Co.. Inc 34
Positions Wanted and Vacant ... 35
Power Specialty Co .33
Rail Welding & Bonding Co. . . . 31
Railway Track-work Co 14
Railway Utility Co 33
Ramapo Ajax Corp 31
Reipublic Truck Sales Corp.,
Front Cover
Page
R chey, Albert S 34
Robinson & Co.. Dwight P 25
Roebling's Sons Co., John A, . . , 30
Rooke Automatic Register Co. . 34
S
Safety Car Devices Co 9
Samson Cordage Works 40
Sanderson & Porter 24
Searchlight Section 35
Smith & Co.. C. E 34
Smith Heater Co.. Peter 33
Southern Cypress Mtgs. Aasn. . . 26
Stafford Roller Bearing Car
Truck Corp'n 39
Standard Steel Works Co 16
Standard Underground Cable Co. 30
Star Brass Works 37
Sterling Varnish Co 32
Stone & Webster 24
Stucki & Co., A 40
Tool Steel Gear & Pinion Co ... . 28
Transit Equipment Co 35
n. S. Electric Signal Co 29
Universal Lubricating Co 33
w
"Want" Ads 35
Waeon Mfg. Co 41
Westinghouse Elec. & Mfg. Co..
2,4-7
Westinghouse Traction Brake Co. 8
Wharton, Jr.. tc Co., Wm 32
White Engineering Corp., The
J. G
Williams & Co.. J. H
Wish Service. The P. Edw.
Witt. Peter
Wood Co., Chas. N
24
33
40
24
30
STUCKI
SIDE
BEARINGS
I'" MiiMiiiiiiiim I miiiiiiiiiiiiiimirim iiiiir miniiiiiiiiiiiinii iiiiiiim imimmiiiimiiiiiilimiriup.
I SAMSON SPOT WATERPROOFED TROLLEY CORD I
A. STUCKI CO. =
Oliver Bldg. i
Pittsburgh, Pa. |
^Hllliiiimiiiiiiiiiiiiiiitiiiiiii iKiiiriiiiiifiiitiiniitiitiiiriiiiiiiiiniiriiiiiiiiiiiitiiinim^iiitiiiiiiiiii iriiiiiiiiiiiiiiiiriiiiiitMiR
Trade Msrk H«e. D. S. Pat. Off. .
i Made of extra quality stock firmly braided and smoothly finished. I
I Carefully inspected and guaranteed free from flaws. =
I Samples and information gladly sent, =
I SAMSON CORDAGE WORKS, BOSTON. MASS. |
'"'" )iiiiiiiiiriiiiiiiiiiiit)iiiiiiiiiiiriiiiniiii iiiiiiuiiiiiitiiiiiiiiiiMiriitiiiiiiiiitiiiiiiitiitiiitiiiiiriiiriiKiiriitriiiiiiiitiimiiiiiiiR
"""""■"" ' iiiiiiiiriiiiiiniitiii niiriiiimiir riiiiiiiuiKii r i rni iiiir^ guii'ii'iin nimiiiiiiiiHi imiiiiiiiiiimi iimiiiiiiiii uiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiwitiiflK:
TWOJFOUR AND FIVE ARM
TURNSTILES |
Send for Circulars |
DAMON-CHAPMAN CO. I
Rochester, N. Y. f
.iiii)iiitiitiiiiiiiiiirti!iriiiriiiiiiiiiiriiiiiiiiitiiiiiiiiiiiiiiiiHiiiiriiiiiiiiiiiiiiiiiiiiMtiiiiiiitiniuiiitiir!!iiiirinMiiiniuiHiiMiiiiiiiiiiiiMiiR
^llMiiiitniin '■■iMMiiiiniiiiMiiiiiiiniiiiinMriiiiiiiiMiiiiniiiiiniiiiiNnMtiiiiniinniiMiiriMniMiiri^
I THE P. EDWARD WISH SERVICE
= 50 Church St. Street Railway Inspection 131 State St. =
I NEW YORK DETECTIVES BOSTON I
riitiMiiiriiMMiiiHiMMniniiMiniiiiMr riiiiirMiiiiiiiiiiiiiiniiiiiiiiMiiiiiniMiiiiiiiiiiiiiiiiiiiiiiiMiiiinttr
|IIIIIIIIIMMinrMNIIMIIHIIMIIII Illlllinilllllllll IIIMIIIIMIMIIMIIirMlll IMIIIinillllHIItrillll'^
I When writingr the advertiser for information or =
i prices, a mention of the Electrical Railway I
= Journal would be appreciated. 1
riiiiiMiiiiiiiiiMiiiiiMiiitiiiiiiMiiiiiriiiiiiiiinMiiiiiiiiiiitiiMiiiMiitiiittniiiiiiMiiiiiiniiiMiiiiiiiinrtiiiiM(ii3
^liiiniitiiiiiiitiiiiiiiiiniiniiriiiiMiiiiiMiniiiiintiiMniiniMniniMiirriiiiiiiiiMiiiiiuiiiiiiiiiiiiniiiiiiiiitiinmiiiiitiiiiiiiiiitiiiiiiitiiii^
= §
I 55 New Users in the Last 4 Months =
I KASS SAFETY TREADS f
I present an Unusual Combination I
S in that they give BETTER RESULTS AT LESS COST |
g Manufactured and Sold by |
I Morton Manufacturing Company, Chicago I
■=ililllllinillllllilllllllllllllllilllliiiiiiiji iiiilllliriiiiiiiiiiir jiiiiiiiiiiirr ii iiiii i rliiiiiiimiirmiiifiiiijjriuru^
PROVIDENCE H-B
FENDERS
LIFE GUARDS
I The Consolidated Car Fender Co., Providence, R. I. |
I Wendell & MacDuffie Co., 61 Broadway, New York I
I General Sales Agents I
~.iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiriiiiiiiiiiiiuiiMiiiiiii iinMiiriiiriiiiiiiiiiiiiiiiriimiriiiiiiiiiiiiiiMiiiimiiiiriiiiiiiiiiiiiiriiimirn
glliniillililllllllllilllilllliiililiiliiiiiiiinii{iini[ { iiiniiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin hiiiiiiiiiiiiiiiiihiiiuiiii h iiin iiiie
IMASON'
Any width, with or without nosing:
SAFETY TREAD
I for car and station steps
_ Standard for 15 years
= American Mason Safety Tread Co., Lowell. Mass.
= Stanwood Stepi and RarboUth Flooring
= Branch offices In New York and Philadelphia
= Joseph T. Ryerson & Son. Chicago, Western Distributers _
ri)||||||||UIIIII|||||||||||[[||(||||tl||U|||||||||||(iii|]||||||||||||||H||||i|||||ftii|||ij|||^
SMinumiiiiMiimtiiiMimimMniiiMniiiiiniuiimniiniiiiiiiUMiimMiniimtiiiiMimMniniMiiniuitHiininimiMimiiinininiii^^
I "Boyerized" Products Reduce Maintenance |
= Bemis Tru<du Kanganese Brake Heads 1
= Case Hardened Brake Pins Manganese Transom Platet i
= Case Hardened Bttahlnrs Manganese Body Buahinci |
= Case Hardened Nuts and Bolts Bronze Ajcle B^rinsB i
I Bemis Pins are absolutely smooth and true in diameter. We |
~ carry 40 different sizes of case hardener pins in stock. Samples =
I furnifihed. Write for full data. |
I Bemis Car Truck Co., Springfield, Mats. §
^lUmlllll^lUllllllllllMltllMl^lllllmlMlllllllllllllllllmlMlllll^llMllillllllllllnl^nHlllIlll■■^lMlNrll•lNllMllilllllllllllllMlll)lllllltlli:
December 9, 1922
SEATS AND
SEATING RATTAN
Electric Railway Journal
CAR AND TRUCK
SPECIALTIES
Brill "Winner" Seats
For Every Class Service
Brill Seats have always been ac-
cepted as representing the last
word in car seats. Both the
"Winner" and "Waylo" types
of reversing mechanisms have
proved most satisfactory in serv-
ice and continue to hold first
rank in their respective classes.
All reversible and non-revers-
ible seats for passengers, includ-
ing the rattan upholstery, as
well as a variety of types for
motormen and conductors, are
manufactured complete, ready
for installation.
To the use of pressed-steel ped-
estals and aisle plates, and the
minimum number of parts used
in their construction, the ex-
treme light-weight character-
istic of all Brill seats is
attributed.
The J. G. Brill Company |1
American Car Ca
ST. L.aul8 MO.
C.C. KuHLMAN Car Co. — Wason Manf'c Co.
Electric Railway Journal
Just What
YOU need!
Mass Transportation —
One of the most complex problems of
electric railway operation is viewed
from every angle in these books.
Probably every phase of the question
that puzzles you most is successfully
answered here.
In these days of high operating costs
and constant demands for better service
economical maintenance is a necessity.
Bus activities bring the need for ex-
tended lines, more cars, better and
more efficient service all around.
Economies must be made, maintenance
plans must be put into effect NOW, to
compete effectively and profitably.
Here are ideas, methods and sug-
gestions offered by practical men
looked up to as authorities in Elec-
tric Railway Circles. A complete
Electric Railway
Library
4 Volumes, over 2000 pages
fully illustrated
Sent on approval. No money down.
Small monthly payments.
Get these four books — the compiled experi-
ence of four of the biggest electric railway
specialists. You can apply their sound ad-
vice to your every-day difficulties.
Send no money
Just mail the coupon. The complete
library will be sent you postpaid for 10
DAYS' FREE EXAMINATION. If the
books are what you have been waiting
for — the help you need every day — send
U9 $2.00 in ten days and $3.50 for four
months.
Use this coupon NOW
"^HP
IJW^^HANDBOOK
EliECTRIC
Railway
BbXKE
AND
Jackson
tLEa;
Car
FREE EXAMINATION COUPON
.McGraw-Hill Book Co.. Inc..
370 Seventh Avenne, New York.
You may send me the Electric Railway Library lor
my inspection. If the books prove satisfactory I wiil
send 8S.00 in 10 days and $3.50 per month for lour
months — until I have paid the price o( the books —
816.00. If the books are not what I want I a«ree to
return them postpaid within 10 days of receipt.
Subscriber to the Electric Railway Journal?.
Member of the A.I.E.E. or the A.E.R.A.?.
Name of Company
Official Position . .
(Books sent on approval to retail purchasers in the
U. S. and Canada.) E 12-9-33
McGraw-Hill Co., Inc.
December 16, 1922
Twenty Cents Per Copy
C LiBfl
YOEUM Aivi> \.\>ieGfE I
HOUSTON. TEXAS.
0LTHOUGH we are urging the
use of Steel Tie Track Con-
' struction we cannot tell you
with a cost accountant's precision its
exact cost.
You can, however, by careful estimates
based on other's experience, very closely
approximate the cost of Steel Twin Tie
Construction for your 1923 work.
The figures above are quoted from one
of the detailed cost records kept by cus-
tomers on 1922 work which, with other
data, we will be pleased to send to any
interested railway man.
THE INTERNATIONAL STEEL TIE CO.
Cleveland
Electric Railway Journal
December 16, 1922
Freigb/Haula^e onEIectric
One of the first requisites, when inaugurating a general
freight business, is to estabHsh confidence in the minds of
all shippers that your road is properly equipped to insure
prompt and reliable service.
In order to establish this confidence, you must show your
prospective customers that you have provided suitable
electric equipment to meet their service requirements.
Baldwin -Westinghouse Electric Locomotives
are in daily use establishing confidence, and producing
substantial freight revenue for many electric railways
throughout the country.
"Express Service at Freight Rates", a slogan of interurban
freight service, gives the electric railway precedence over
its competitors.
Carload shipments and economical length of trains will
assist to build up the freight business of the electric
railway industry.
Special Publicatior» No. 1634, "The Electric Rail-
way and Freight Transportation", will help you
analyze your freight haulage problems.
AddreMt either company:
The Baldwin Locomotive Works
Philadelphia, Pa.
Westinghouse Electric & Manufacturing Company
East Pittsburgh, Pa.
\^W<^ '
;»««■
Vol. 60, No. 25
New York, December 16, 1922
Pages 931-964
Henby W. Blake, Editor
CONTENTS
Editorials 931
Light-Weight One-Man Cars for Eastern Massachusetts
Street Railway 933
Double-truck cars weighing less than 16 tons and with a seating
capacity of forty-eight have been placed in operation. Several
new features are incorporated.
Anti-Friction Bearings for Electric Cars 935
By Oscar R. Wikander.
A review of the results obtained from the use of anti-friction
bearings here and abroad, together with a description of some of
the principal types. The economies effected and troubles experi-
enced are given.
Emergency Special Trackwork Made in Short Time 940
By U R. Brown.
Some Practical Experiences with Troughwork
Construction 941
By G. H. McKelway.
The protecting of metal construction so as to safeguard the trolley
wire and connections from being grounded often becomes a serious
problem for the line engineer.
Equipment and Its Maintenance 943
What's New from the Manufacturers 946
Letter to the Editor 949
Mechanical Engineers Hold Annual Meeting in New
York 950
Power generation was an outstanding topic, stokers being ex-
haustively considered. High-pressure steam, feed-water heating,
boiler baffling and other power plant subjects were considered.
The relation of the engineer to the public was not overlooked.
Live Railway Topics Practically Discussed 951
At a well-attended meeting of the Eastern section of the En-
gineering Council of the Central Electric Railway Association,
equipment and other technical problems were discussed frankly
and fully.
American Association News 953
News of the Electric Railways 954
Financial and Corporate 958
Traffic and Transportation 960
Personal Mention 962
Manufactures and the Markets 963
McGraw-Hill Co., Inc., Tenth Ave. at 36th St., New York
Cable Addreu: "Maeblniit. N. Y."
Jausa U. McGdaw. President _ Publishers of
Enoineering Nmea-Reeord
ij^JS*
i9ai
Abthdr J. Ualdwin. Vice-President
U&LOOLM Mum, Vice-President
■dwabu I). CnNKLiN, Vice- President
Jamsb U. MoQbaw.Jr., Sec. and Treas.
Waibin aTOM :
Colorado Building
Cbioaoo:
Old Colony Dulldlng
PaiLADBLPHU:
Beal Battle Trust BulldltiK
Clbtblanu:
Leader-Newi BuildinR
8t. Locii:
Star Bulldins
Sam FBANC18CO-
Blalto Bulldlns
London:
8 Bourerle Street. London E. C. 4
Member Audit Bureau of Circulatloni
Member Aasoclated Business Papers, Inc.
The annual subscription rate Is {4 in the United Statea, Canada. Mexico, Alaatia.
Hawaii, the Philippines. Porto Rico. Canal Zone, Cuba. Honduraa, Nicaragua, Domin-
ican Kepubllc, Salvador, Peru, Colombia. Bolivia, Ecuador. Argentina. Spain and
Mianghal, China. Kxtra foreign posiage in other countries |3 (total $7, or 29
ihllllnss). Subscriptions may be lent to the New York office or to the liondon office,
olnglf copies, postage prepaid, to any part of the world, 20 cenu.
Change of Addreas — When change of address la ordered the new and the old address
must be given, notice lo be received at least ten days before the change takes place.
Copyrlfht. 1922. by McOraw-HlU Company, Inc.
Published weekly. Entered as second-class matter, June 25, 1908, at the Poit Offlce.
at New York, unde, the Act of March 3. 1878. Printed in U. S. A.
American MachinUt
Power
Chemical and
idetallurpical Bnginevring
Coal A 09
Engineerino and Mining Jourruil~Pr«$§
Ingt^ieria Internacional
Bu4 Transportation
Electric Rcilioay Journal
ElectTiral World
Electrical Merchandising
Journal of Electricitv and
Wegtrrn Indimtrj/
(Publiehed in San Franciico)
Industrial Engineer
(Published in Chicago)
American Machinist — European
Edition
IPublighed in London)
Another Angle
on the Educational Value
of the "Journal"
I read the Journal from cover to cover
every week and I find a great deal of real
information in the advertising pages as
well as in the text pages,
THIS was the comment proffered by a prom-
inent Eastern railway executive to one of
the editors of the Journal the other day. That
interested us, you see, because it all comes back
to this:
It costs real money, $250,000 a year, to pro-
duce the Electric Railway Journal for the bene-
fit of those engaged in the electric railway
transportation business. The sources of revenue
which make this much appreciated work feasible
are the manufacturers who supply equipment to
the railways. These manufacturers buy adver-
tising space in the Journal, because it is the most
effective and economical way of reaching the
consumer with their sales messages. Their ad-
vertising copy is of such a constructive and
helpful nature, that it forms a very important
part of the whole educational service of the
paper.
It might almost be said that these pages repre-
sent the work of a great additional corps of
editors, for a good deal of thought and effort
are put into the copy that appears in the advertis-
ing pages to drive home the economy or bettered
service that the manufacturer is prepared to help
you secure. While the editors of these adver-
tising pages have an ax to grind, to be sure, it is
evident that they could not keep on paying the
cost of space in which to put their story before
you, if their product did not have real merit.
It pays to read the advertisements, consistently,
so that you may be constantly in touch with what
the manufacturers are doing to help in improv-
ing your service or income. But the fellow who
wins is the fellow who does something about it,
when the advertiser offers an improvement.
Circulation of this Issue, 5,950
i
Advertising Index — Alphabetical, 56; Classified, 52, 54; Searchlight Section, 51
Electric Railway Journal
December 16, 1922
A f^lder^Tou'
^
Venf roi^ Re a d
5 )^^ABCO)K ^
F BETTER BJUirp r.
\ ..>.,r^^« BACKING C
fitter Serv«^e
nw,"*T**- tod ttteiZ^*'*'*^* ^P * •
ABCOW
TO the public the Air Brake is a safety device. To
the railway man it is also an indispensable time-
saver and money-earner. A prime factor in its effi-
ciency is the brake cylinder packing cup. That is why
we want every traction official and employee to know
about WABCO, the remarkable new discovery in pack-
ing cup construction. Send now for your copy of our
new folder, "Better Service through a Better Pack-
ing." You will be interested in this presentation of
vital facts.
Westinghouse Traction Brake Company
General Offices and Works: Wilmerding, Pa.
Boston, Mass.
Chicago, III.
ColumbQS, O.
Denver, Colo.
Honston, Tex.
OFFICES:
Los Aneeles
Mexico City
St. Louis, ^lo.
St. Paul, Minn.
New York
Plttsburich
M'ashinKton
Seatlie
San Francisco
WestinghouseTraction Brakes
\
December 16, 1922
Electric Railway Journal
This high speed train is equipped with Imperial Luminous Arc Headlight.
It throws a strong beam of light even on reduced voltage.
~1
%
Imperial Headlights give you —
The type you need
The service you want
You'll find an Imperial Headlight which is
exactly suited for your cars. There are
several designs of Incandescents, of Lumin-
ous Arcs and Carbon Arcs in the complete
Grouse - Hinds Imperial line. You can
choose the type which pleases you most or
you can outline your requirements and we
will make a recommendation.
Here's the big idea to keep in mind — what-
ever the Imperial Headlight that goes on
your cars, you're certain to get long and
satisfactory service from it.
Every ^CL■til)M nr the country has safety cars
equipped with Imperial Incandescents.
The
Ohio
Mansfield,
Brass
Co.
Ohio.U.SA.
New York Philadelphia Pittsburgh Charleston. W.Va, Chicago Los Angeles San Francisco Paris. France «
Products: Trolley Materiol. Roil Bonds. Electric Railway Car Equipment. High Tension Porcelain Insulators. Third Rail Insulators
Electric Railway Journal
December 16, 1922
^ insurance plus
Jnarsh &J>i-L>ennan o entice
OTHER THINGS BEING EQUAL— Marsh &
McLennan would not be carrying the insurance for a
great number of the largest public utilities in America.
The public is no more interested in where you buy
your insurance than they are interested in where you
buy your rails or cars or other equipment.
Marsh & McLennan solicit your insurance solely
because they can render you a service that will decrease
your insurance costs.
On one large Eastern Corporation, for example, we
were able to reduce the insurance rate from $17.50 per
thousand to $4.30 per thousand. Why not buy your
insurance where you can buy the most for you money?
We will be glad to outline this service to business
executives who are interested 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
December 16, 1922
Electric Railway Journal
Electric Railway Journal
December 16, 1922
,Z
GALVANIZED STRAND
TROLLEY
POLE BRACK
TROaEY
WIRE
SUSPENSIONS
CONDUIT \
SERVICE CAP
CONDUIT
BLACK ENAMELED
GALVANIZED
TROLLEY WIRE
BARE COPPER
TROLLEY WHEELS
AND SLEET CUTTERS
TROLLEY HARPS
TROLLEY POLES
TROLLEY BASES
HEADLIGHTS
RAILWAY MOTOR GEARS
FEEDWIRE.COPKR
WEATHERPROOF
RUBBERCOVERED
COD PINS
WOOD CROSS ARMS
INSULATORS,
GLASS-PORCELAIN
CARRIAGE BOLTS
THROUGH BOLTS AND
SOUAREWASHERS
ROSS ARM BRACES
WOOD BRACKETS
SIGNALUNG
EQUIPMENT
SUNBEAM
MAZDA LAMPS
POLES
WESTERN RED CEDAR
NORTHERN WHITE CEDAR
CHESTNUT
YELLOW PINE.CREOSOUD
Everything Electrical is as Near You
As, our Nearest House
Both the goodwill of a community toward its
street railway and the company's own profits
depend on continuity of operation.
Continuity necessitates an organization to bring
quickly to the railway everything electrical it
needs.
The Western Electric Company provides this
service through 48 Distributing Houses partic-
ularly well located and organized to supply
every street railway with the materials upon
which its continuity of operation depends.
Western Etectric
Company
OFFICES IN AL.L- PRINCIPAL' CITIES
J
December 16, 1922
Electric Railway Journal
Standard Type of
NATIONAL PNEUMATIC
Door Engines
Speed
and
Safety
National Pneumatic Door
and Step Operating Mechan-
isms, Motorman's Signal
Lights and other devices are
being used by hundreds of
the leading electric railway
companies here and abroad.
Let us study your particular
operating and equipment
problems. We will make
recommendations, and refer
you to other roads where
problems like yours have been
solved with resultant increase
in speed and safety by means
of National Pneumatic
Equipment.
Write today
National Pneumatic Co.
Incorporated
50 Church St., New York
McCormick BIdg., Chicago
Works: Rahway, N. J.
Manufactured in Canada by
Dominion Wheel & Foundries, Ltd.
Toronto, Ont.
10
Electric Railway Journal
December 16, 1922
Secure Against the Ravages of Time
The concrete base of a Bates Steel
Pole is easily set. either pre-cast or
in the field, and besides holding the
pole firmly with an interlocking
foundation of steel and concrete, is
an.effective protection against rust
or corrosion below ground.
Overhead construction on Bates One-Piece Poles is least effected by
the destructive action of time and the elements. Their life is based
on the endurance of steel, and this material is protected from rust by
the Bates Concrete butt below ground and very simple and inexpensive
maintenance above ground.
The taper form and the distinctive truss lacing of Bates Poles gives
the greatest strength with light weight because every ounce of the
material is used. There is no excess of material or labor put into Bates
Pole manufacture.
Comparison with any other comparable type of pole, on any con-
sideration of first cost, effective life, or maintenance and depreciation,
shows that Bates Steel Poles give most in service in return for the
investment. Bates Poles have always cost less per mile of line and
given a uniform life far greater than any other type of pole. Today
the first cost of Bates Poles is less than any comparable poles of any
other type.
The overhead shown here, on the New York, New Haven, and Hart-
ford R. R. is proving that Bates Pole construction gives the greatest
security and a distinct advantage in cost. Our nearest office will
gladly supply data and prices.
HOllates IfgBande^llteel iruss Qt
208 So. La Salle St., Chicago. III.
District Offices in All Principal Cities.
Ml
r^nNEPIECET\
EXPANDED
Iky STEEL
mis
December 16, 1922
Electric Railway Journal
11
Uninterrupted Service
ANACONDA Trolley Wire is made from Anaconda
L. Copper 99.95% pure. A single organization is re-
sponsible for the whole process of mining, smelting, rolling
and drawing, thereby insuring the utmost in quality at every
stage of production from Mine to Consumer.
To insure uninterrupted service specify Anaconda Trolley
Wire.
ANACONDA COPPER MINING CO.
Rolling Mills Department
CHICAGO, ILL.
THE AMERICAN BRASS COMPANY
General Offices
WATERBURY, CONN.
TROLLEY WIRE
12
Electric Railway Journal
December 16, 1922
— on these big fast cars!
MILLER TROLLEY SHOES
Patented
Give Service Euqivalent to Pantagraphs
So writes an official of the Pacific Northwest
Traction Company, who operates these Belling-
ham — Seattle electric fliers. "The service given
is very much the same as the ordinary pantagraph
of the slide type," he says. And below are some
other points mentioned in the same letter.
What They Say After Three Years Experience
1. Miller Trolley Shoes "give much better and more
constant contact."
2. Are "much easier on motors,"
3. "More satisfactory so far as the headlight is concerned."
4. Answering the question — are they more economical
than trolley wheels — "yes."
Try Them on Your Own Cars
MILLER TROLLEY SHOE GO.
Bo$ton-21, Mass.
Western Representative:
Economy Electric Devices Co., 1590 Old Colony Bldg., Chicago, 111.
1
December 16, 1922
Electric Railway Journal
13
Grinding Equipment
ATLAS
Rail Grinder
UNIVERSAL
Rotary Track Grinder
RECIPROCATING
Track Grinder
DIAMOND BRAND
Grinding Wheels
Defeating Depreciation with
AJAX
Electric Arc Welder
With this inexpensive portable equipment
old, battered joints and worn and broken
special-work can be restored for further years
of useful service. It makes a strong, pene-
trated weld and is easily understood and
operated by any track-man of reasonably
average intelligence.
Specifications
fVeight—on\y 155 lbs.
Dimensions — 18 in. x 28 in. x 36 in.
Capacity — 333 amps, at 600 volts.
— 200 amps, at 300 volts.
Control — Switchboard attached.
Equipment — Electrode Holders.
— Trolley Pole.
— Cables.
—Face Shield.
— Canvas Cover.
Write for circular and prices
RAILWAY TRACK-WORK CO.
3132-48 E. Thompson St.
Philadelphia, Pa.
AGENTS:
Chas. N. Wood Co. Atlas Railway Supply Co.
Boston Chicago
Electrical Engineering: & Mfff. Co. P. W. Wood
Pitlsburffh New Orleans
Equipment & Engrineerlng- Co.
London. Eng'Iand
14
Electric Railway Journal
December Ifa, 1922
"The Resiliency We Obtaii
December 16, 1922
Electric Railway Journal
15
From These Ties Will More
rhan Pay For Their Cost"
This enthusiastic statement was made by
L. L. Allbritton, Gen. Mgr., Wichita
Falls (Texas)Traction Company in a
short article in the August 26th, 1922
issue of Electric Railway Journal, re-
garding 3700 feet of track installed last
spring.
The track was laid in a street formerly
paved with solid concrete. A strip 6 ft.
10 in. wide and 14 in. deep was cut out
of the center and Dayton Resilient Ties
were placed on 3-ft. centers with 75-lb.
standard A.S.C.E. T-Rail. All joints
were electrically seam welded, using
joint bars and a resistance type welder.
Mr. Allbritton said further: "Churches
and residents along this route have com-
plimented us very highly on the seeming
smoothness and quiet running of the cars
over the track."
16
Electric Railway Journal
December 16, 1922
gf^fo]f^f^[^f#if#if#]f^^^[^^^^^^^foi[^f^f^^f^[^,^f^(^i(^i^ioi^^
The Thermit reaction
Thermit Insert If eld after grinding
Recent Thermit Insert Welding, Mihvaukee, -where the oldest <welds
are still in excellent condition after having been in service ten years
Seeing is Believing — Never Truer Than in the Case of
Thermit Insert Rail Weld
One of the many instances wherein long experience with Thermit joints has
instilled indelible satisfaction was voiced in the following remark of a street
railway engineer the other day, who hails both temperamentally and actually
from Missouri : "We're going to stick to Thermit until H — 1 freezes over!"
Experience has shown time and time again that even the most skeptically-
minded street railway engineers when once given the opportunity to witness
an actual demonstration of making a Thermit Insert Weld have become
unshakably convinced with —
1. The simplicity of the method
2. It's speed of operation
3. The strength of the weld obtained
4. The continuous, jointless track thereby obtained
J- Its superiority for reducing joint maintenance costs to an absolute
*'• zero, thus greatly adding to the life of the rail.
Let us show you by sending you a demonstrator free of charge to instruct
your man how to eliminate rail joints.
^^The First Cost Is The Last Cost"
Metal & Thermit Corporation
120 Broadway, New York
^
\^
1
"di
r8i
m
m
f^
m
PITTSBURGH
CHICAGO
BOSTON
S. SAN FRANCISCO
TORONTO
December 16, 1922
Electric Railway Journal
17
"That's The Bond"
THIS was the expression of approval made by many engineers
who witnessed the application of UNA Bonds at the Chicago
Convention. Some of the features which so thoroughly appealed to
these engineers are as follows:
1. Requires about one minute to install a 4/0 bond
2. Ease of application
3. Direct weld of copper bond to steel rails
4. Great strength of weld of copper bond to rails
5. Individual strand connections
6. Copper is path for current from rail to rail
7. Maximum power savings
8. Low cost
Send for new Bulletin No. 103
Rail Welding and Bonding Company, Cleveland, Ohio
18
Electric Railway Journal
December 16, 1922
^"^
Burning the Midnight Oil
Literally, and figuratively speaking,
too, our engineers have burned the
midnight oil to determine the burning
oils best suited to street railway oper-
ations.
We have conducted long-time burning
tests. We have checked the performance
of various oils under particular operating
conditions. We have studied the various
factors of different types of burners,
different shapes and kind of wicks,
different uses, and the different charac-
teristics of the oils which these uses
require.
This background of study, experiment
and test is behind the TEXACO
Engineer when he recommends any of
our burning oils for your hand-lanterns,
switch lights, tail-lights, or whenever
you use oil for illumination.
He knows burning oils from experi-
ence, just as he knows lubrication from
the experience gathered in the hundreds
of millions of car miles made with
TEXACO Lubricants.
Some of Our Burning Oils are :
TEXACO Signal Oil
for Hand Lanterns
A compounded oil of excellent quality especially noted for its
long burning and its ability to remain lit to swing and handling.
TEXACO 300 Burning Oil
for Hand Lanterns, Stationary Lamps,
and Tail Lights
A clean oil which burns with a clean, clear glow, especially for
its safety factor — high flash.
TEXACO Kerosene
This is the kerosene which is in demand as an illuminant in all
parts of the world.
Texaco Petroleum Products cover the whole field :
TEXACO LUBRICATING OILS and GREASES
For Rolling Stock. Power Plant and Substations
TEXACO CRATER COMPOUND TEXACO BURNING OILS
For Gears and Pinions For Every Purpose
TEXACO GASOLINE
For Busses, Trucks and Automobiles
THE TEXAS COMPANY
DEPT> RJ' 17 BATTERY PLACE ^NEWYORK CITY
HOUSTON * CHICAGO - NEW YORK
OFFICES IN PRINCIPAL CiTIES
y U
t\\^\\\\\\\\\\^^^\\\\«\\\««««S^^^
OF A SERIES OF ARTICLES PICTURING THE INFLUENCE OF THE ENGINEER IN THE AFFAIRS
OF THE WORLD. PRESENTED BY THE McGRAW-HILL COMPANY, INC., WHOSE PUBLICATIONS
HAVE SERVED THE ENGINEER THROUGH HALF A CENTURY OF INDUSTRIAL PROGRESS
\A
'mm^a^^^ia^j^
\iiiiiiiiii>imiiiiimiiiiihiiiiiiiniii)iwi)nnii77777m
Coal Agt
Electrical
World
Electrical
Merchandising
American
Machinist
Industrial
Engineer
( Publithtdin Chicago)
Engineering
and Mining
Journal-Prest
American
Machinist
European Edition
(London)
l<
THE GROWTH OF
INDUSTRY
BEHIND the work of the world's millions is the
I fabric of the world's industrial equipment. Into this
fabric is woven the design of modern life.
dL Vast, powerful and interdependent is this living industrial
age. In little more than half a century science has transformed
our globe of land and water into one gigantic institution.
CL This colossal ball whirling through space, which geogra-
phers once separated into hemispheres, and which govern-
ments and languages divided into nations, industry has united
through service to meet human needs.
d. Where the discoverer once carried a flag and for the first
time left an imprint of the foot of man, industry now delivers
its wares for the preservation, comfort and refinement of life.
(H. Commerce knows no nationality and industry speaks all
languages. Where man is, there is a market,
CL While population has multiplied, sending overflowing
peoples to cover trackless reaches of wilderness, the genius of
the engineer has developed transportation, communication
and production, so that all men may claim the right to live
and progress.
d. From the day of the isolated craftsman to this day of
massed industry, the engineer has made possible an advance
which cannot be reckoned because there has been no similar
advance comparable with it.
a Of all the divisions of human effort there is none which may
challenge the supremacy of the engineer, or show growth of
like importance to human life.
<n. In the development of physical property, in capital invest-
ment, in labor employment, in scientific improvement of
working conditions and equipment, in the advancement of
product, in the accuracy of executive control, and in the serv-
ice of the whole world of consumption, throughout the course
of man's activities there has been manifest the trained mind
of the engineer.
CO. The growth of industry is proof of the service of the
engineer.
Power
Engineering
News-Record
Bus
Transportation
Electric
Railway
Journal
Ingenteria
Internacional
(Printed in Spanish)
Chemical and
Metallurgical
Engineering
Journal of
Electricity and
Western Industry
(San FranetKo)
McGRAW-HILL COMPANY • INC
NEW YORK
Vwwmwwv^wwvwwiw»m
v\w\\\\\\\\\\\\v\\\tt\\»»\\\u\Wit%mi mm I 111 mriHi » J I ttimnnuti
nmwim!wnmm»m)mmmmimiiii)»»i».,»»»fr)»>f
V PORTRAIT OF J. DALTON
BY JOHN LONSDALE/
T/ie Quaker wAo made
Chemistry a Science
:AVENDISH had shown
that two volumes of hy-
drogen and one of oxygen
always combine com-
pletely to form water and nothing
else. Proust, a Frenchman, had
proved that natural and artificial
carbonates of copper are always
constant in composition.
"There must be some law in
this," reasoned Dalton (1766-
1844), the Quaker mathematician
and school teacher. That law he
proceeded to discover by weighing
and measuring. He found that each
element has a combining weight
of its own. To explain this, he
(evolved his atomic theory — the
atoms of each element are all
alike in size and weight; hence
a combination can occur only in
definite proportions.
Dalton's theory was published
in 1808. In that same year, Na-
poleon made his brother, Joseph,
king of Spain. This was considered
a political event of tremendous
importance. But Joseph left no
lasting impression, while Dalton,
by his discovery, elevated chem-
istry from a mass of unclassified
observations and recipes into a
science.
Modern scientists have gone be-
yond Dalton. They have found
the atom to be composed of elec-
trons, minute electrical particles.
In the Research Laboratories of
the General Electric Company
much has been done to make this
theory practically applicable so-
that chemists can actually predict
the physical, chemical and elec-
trical properties of compounds yet
undiscovered.
In a world of fleeting events
the spirit of science and research
endures.
General^Elecffcric
renera
I 0,
tee
Company schcneaady^^.r
^S-626-HO
December 16, 1922
Electric Railway Journal
19
Lest You Forget
How many of the Famous Fourteen Points do you remember today?
The average man claims to remember two, but can't just think what
they were. He lets George remember them.
But here are Thirteen Points we will never let you forget — the Thirteen
Points of superiority, efficiency, safety and economy of the Nuttali
1 3-E Trolley Base.
2.
Oil Reservoir. Positively retains oil or grease and is
exclusively a 1 3-E feature. To fill, remove the flat-
head screw shown in top of swivel cap.
Rollers and Cage. Rollers are hardened and
assembled in a cage, which maintains alignment and
permits assembly as a unit.
3. Races — Inner and Outer. The rapes are made of
"SHELBY" tubing machined, hardened and ground.
4. Trigger Lock. Locks Pole Socket in horizontal
position, enabling one man to change poles in the
barn under low headroom.
5. Buffer Spring. Cushions the pole socket in cass
the wheel leaves wire.
6. Terminal Connector. Cast Bronze Connector for
sweating to Motor Lead insuring good contact. Clamp
type furnished if preferred.
Hardened Steel Bushing
good close fit with axle
7. Pole Socket Bearing.
maintaining indefinitely
pin No. 1 1 .
8. 2-Bolt Pole Socket. Two Bolts insure firmer grip
and require less time for applying pole.
9. Adjusting Screw. One adjustment for all four
springs.
10. Shunts. Heavy phosphor bronze straps for shunting
the current from Pole Socket and Swivel to Base.
1 1 . Axle Pin. Pole Socket Axle Pin made of hardened
steel.
12. Dust Guard. Protects Roller Bearing from dust and
water.
13. Accessibility. By removing these heavy locking
screws and unhooking springs, the bearing cap can
be removed, exposing swivel portion of base.
Every Gear Registered
RDNUHALL COMPANY
PrnSBURGHs^PDiNSYLVM
All Wettinghouse Electric and
Mfg. Co. District Offices arm
Sales Repretentativea in the
United States for Nuttali Elec-
tric Railway and Mine Haulage
Products,
In Canada: Lyman Tube A
Supply Co., Ltd., Montreal and
Toronto.
20
Electric Railway journal
December 16, 1922
"Chicago Surfaci
3000 Econom^
How It Inspects
This is a rugged watt-hour
meter. Top dials for motor-
men's power-saving records.
Lower dials for car inspection
use.
When the meter-driven hand
on dial A reaches the marker
set for this car at 6, the barn-
man knows that the brakes and
controllers have done their
work and are due for an in-
spection equivalent to thiit
otherwise made daily.
Likewise dial B shows when the
car has done sufficient work to
require oiling. This supplants
the usual time or mileage period
for oiling.
Dial C shows when the car has
done sufficient work to require
general inspection.
After any inspection the meter'
driven hand is set back to zero
by means of its reset rod at
the bottont of the case.
A lock prevents unauthorized
resetting of inspection dials.
The Economy meter with in-
spection dials is readily adapt-
able to any electric car or loco-
motive operating condition.
To Save Power At The Car
To Save Labor At The Car House
Meter The Energy
December 16, 1922
Electric Railway Journal
fines'' Buys
Meters
With Car
Inspection Dials
21
m3
This notable purchase follows a thorough investigation
of power saving devices. Every car operated by the
Chicago Surface Lines will be equipped with an Econ-
omy Meter with power saving and car inspection dials.
Energy input is the correct meas-
ure of the relative efficiency of
different men operating under
similar conditions. The motor-
man has faith in a meter because
with it he can prove that good
operation gives him a good record
and poor operation a poor record,
in actual energy consumption.
This power-saving device actually
tells the motorman and the man-
agement whether power has been
saved or wasted, and how much.
That, in brief, is the underlying
reason for the success of the
ECONOMY Meter.
The ECONOMY "Power-saving"
and Car Inspection Meter pro-
vides a method that accurately
and automatically shows when
car inspection is needed. It also
shows at a glance how much more
work a car can do before inspec-
tion is needed, or, in case of a road
failure, how much work the car
has done previous to the failure.
All this without any clerical
labor.
The ECONOMY Meter is a rug-
ged device which requires re-
markably little maintenance. Its
principal element is also pro-
duced for central station and gen-
eral metering. For this purpose
more than 500,000 have been
built. It is a standardized prod-
uct, easy to maintain on a rail-
road at a cost averaging less than
$2.00 per year, per meter.
More than one hiuidred street or
interurban railways are complete-
ly equipped and the saving re-
sulting has more than wiped off
the capital charges plus operating
ing expenses of the meters in the
first year.
The records from ECONOMY
Meters are of high value for man-
agerial and engineering purposes.
Economy Electric Devices Company
L. E. Gould, Pres., Old Colony Bldg., Chicago
il Railway Appliance Co.. New York
fott, San Francisco
R. Stare Co., Seattle
Cable Address: Sangamo, Chicago
Alfred Collyer & Co.. Montreal, Quebec
Ludwig Hommel A Co., Pittsburgh
Grayson Railway Supply Co., St. Louis
Detroit Railway Supply Co.
hat^s What You Want To Save
22
Electric Railway Journal
December 16, 1921
For many years electrical men have been accus-
tomed to expect from Noark Fuses the utmost
in dependable protection. When you fuse a cir-
cuit with Noark fuses, you know that all a fuse
can do to protect that circuit will be done. You
know that Noark Fuses won't "blow" prema-
turely—and 7vi/l blow when real danger oc-
curs. There are no"duds"amongNoark Fuses.
Any Noark Fuse will operate in service
exactly like any other Noark Fuse
of the same type and rating.
A Noark Fuse will carry the load
it is designed to carry. When load
becomes excessive it will blow the
instant that load is sustained to the
danger point— not before. That lUND.LAB
means a// Noark Fuses.
Look for
—And that goes for the new NOARK
NON- INDICATING
FUSES Too!
Scientifically accurate methods of manufacture
practically assure the uniform performance of
all Noark Fuses of similar rating and type. But
"Practical" assurance of accurate performance
is not enough. We want to know. So we in-
dividually test every Noark Fuse to determine
absolutely that each fuse wi// do what you ex-
pect it to do in your service. That's why
thi. Label when you buy a Noark Fuse, we
know it will do what you expect it to
do. That's why it does. And that's
why you are safe when you sell
Noark Fuses— and your circuits are
safe when you use them.
NON INDICATING
INSPECTED
CATN0 2503D
THE JOHNS-PRATT COMPANY, HARTFORD, CONN.
NEW YORK
41 East 43nd Street
ST. LOUTS
Boatmen's Bank BIdg.
BOSTON (9)
!6I Summer Street
CLEVELAND
Enerineers Bide.
CHICAGO
95 So, Desplaines St.
PITTSBURGH
Bessemer Bid?.
SAN FRANCISCO
Call Building
PHILADELPHIA
Franklin Trust BIdg.
/i\
^^
NOARK
AA
k&r VV^
FUSES AND PRO-
TECTIVE DEVICES
VULCABESTON
PACKING AND
INSULATION
JOHNS-PRATT
MOLDED
PRODUCTS
192V-2
December 16, 1922
Electric Railway Journal
28
^ real sfeibol of servicer'
Not your shoulders — but ours!
WHEN Galena Service takes
hold of your lubrication, it
assumes the responsibility of de-
livering satisfactory results.
Galena Service Engineers are not
theorists, but trained specialists
familiar with every detail of your
mechanical equipment and its lubri-
cation requirements.
From the selection of raw materials,
through the stages of special process
in manufacture and to the final ap-
plication and correct use of the
lubricants. Galena Service works
for your interest in the advancement
of efficient and economical opera-
tion.
Through the practical experience
and personal cooperation of this
competent organization the railways
under Galena lubrication are saving
thousands of dollars annually by the
elimination of the expensive trou-
bles of faulty lubrication.
"When Galena Service goes in-
Lubrication troubles go out!"
Galena-Signal Oil Cbmpanyi
New'fork Franklin, Pa. ^ Chicago
^ and offices in principal cities »
24
Electric Railway Journal
December 16, 1922
Let this book be your stock guide
Mi
It Means Economy
This book, distributed to every electric railway
and mining property, is designed to simplify your
problems of selecting, renewing, or replacing rail-
way equipment. It has been welcomed by oper-
ating men as a G-E Service of high value.
Standardization and simplification go hand in
hand. Like our special Renewal Parts Catalogs
for selecting certain parts needed for your equip-
ment, this book will save you time and money,
if you will standardize on good material and then
stick to it — ^by the book.
Material Listed
Railway motors and con-
trollers
Protective devices
Air brake equipment
Current collectors
Lighting and wiring sup-
plies
Electric fans
Insulating materials
Repair shop tools and
facilities
Overhead line material
Rail bonds and bonding
tools
GenerailftElectric
General OfHce
Schenectady; N.Y
Company
Sales Offices in
all large cities
HAKOLD V. BOZELL
Consulling Editor
HENRY H. NORKIS
Engineering Editor
C. W. 8QIIEB
Asociate Editor
CARL W. STOCKS
Associate Editor
DONALD F. HINE
Assoclata Western Editor
R. E. PLIMPTON
Editorial Reoresentatire
Volume 60
^^HCM^mr
Consolidation of Street Raihvay Jmirnal and Electric Railway Review
HENRY W. BLAKE, Editor
New York, December 16, 1922
irABRY L. HHOWN
Managing Editor
N. A. BOWERS
Paciflo Coast Editor
H. S. KNOWLTON
New England Editor
O. J. Ma( MURRAY
News Editor
PAIL WOOTON
Waslilngton Representative
ALEXllNDER MoCALLUM
BrHlsh News Represwitative
Number 25
The Panacea for
Railway Troubles Is Here
ANY ONE who read the interview with C. D.
l\ Emmons in last week's issue of this paper with
the expectation of finding some great outstanding
purpose which might account for his rise to the leading
position in the industry, as well as chief executive of
one of the prosperous utility companies, was doubtless
disappointed. In fact, one of the important lessons
that may be drawn from Mr. Emmons' remarks is
the fact that there is no one great engineering or
management feat that determines the prosperity or
poverty of a railway system. The success of the under-
taking lies rather in the accumulative effect of
numerous small betterments and economies — the result
of pursuing a policy of constantly striving for improve-
ment with respect to every detail of operation all
through a company. Mr. Emmons' success typifies that
policy, for he has been open-minded about developments
and agreeable to a trial of any suggested improvement
that seemed at all practical and worthy.
The Journal has spoken many times before about the
unfortunate attitude of .some railway men in seemingly
closing their eyes and minds to the detail advances of
the art. They appear to be waiting for some panacea
for all their troubles to take them out of their difficul-
ties. Meantime they ignore or neglect the numerous
things that are within reach, practical and proved, that
would each play a part, if grasped, in modernizing and
providing better service, reducing costs and attracting
greater patronage. This applies both to operating
methods and to equipment improvements, and devices
that reduce costs.
The industry is by no means standing still. There
may not be much expansion of track mileage going on,
but there is an intensified activity with respect to de-
velopments that will surely keep the railways away
from obsolescence and put them in line for profits, if
the managements keep alive to progress and make the
most of it. It is almo.st wholly a matter of a little im-
provement here and a little there, each in itself of no
great moment, but summed up they make the panacea
sought after.
National Standardization Will Not
Reduce Engineering Committee Activities
NOW that the American Engineering Standards
Committee is functioning, a question naturally
arises as to its probable effect on Engineering Associa-
tion committee work. Will the activities of the national
committee supplant those of the several well-organized
and effective committees which are now vigorously try-
ing to improve the quality of electric railway construc-
tion and operating practices ? They will not ; in fact, the
committee work, in the future, while it will be some-
what different in character from what it has been, will
be similar in purpose and scope, and at least no less
in volume. It would be unfortunate if this was not to
be the case.
The A.E.S.C. is essentially a balance wheel. Its .
function is to insure steady progress, but not to supply
initiative and motive power. Its stamp of approval (k
a design or practice will give prestige to that upon
which it is placed, but no more. It will supply as-
surance that the subject has been thoroughly reviewed
and will give to the users of a national standard the
confidence in its value that comes from its all-round
consideration by various experts.
It is true that at the Chicago convention certain
topics were, in a sense, laid upon the table pending the
inauguration of work under them by the A.E.S.C.
This,- however, was not done with the idea that the
national committee would shoulder responsibility for
them, but rather to prevent duplication of effort. The
elimination of such duplication will certainly be a relief
to the Engineering Association committees and will give
them more time for research. It will not, however,
render any of them superfluous. The Engineering As-
sociation will require representation upon all national
committees which will consider its proposals, a.s well
as proposals from other interests which affect even
remotely the electric railway industry. Behind these
representatives will need to be well-qualified commit-
tees to give them technical and moral support.
The Unlimited Transfer —
Unlimited as to Variety
TRANSFERS' present an ever-old yet ever-new prob-
lem in electric operation. Although the purpose
of all transfers is the same, namely, to require the
passengers to make a continuous journey in the
same general direction so that he cannot use the
transfer as a return ticket or as a stopover to trans-
act business on the way, there is a great difference
in the forms of transfer used. For instance, here are
some of the methods which have been used, or are being
used, to indicate the route to which the passenger is
limited in making his trip on the car to which he trans-
fers: A skeleton map or printed list of the lines with
the route to which he can transfer punched, a skeleton
map or printed list of the routes with the line to which
he is not allowed to transfer punched, color of ticket
to indicate the general direction combined with printed
list of the routes over which the ticket is available.
A still greater variety exists as to the way of indi-
cating the time limit on the ticket. Where there is a
time limit there must be some way of marking the
ticket as to its expiration for the year, month, day of
the month, hour and minute and whether the hour is
in the morning or afternoon. Of course, the year and
the day of the month do not have to be punched by the
conductor. They can be printed on the ticket or punched
at the carhouse. Where the day of the month is printed
on the transfer, there is a possible greater waste of
932
Electric Railway Journal
Vol. 60, No. 25
stock, but large companies can afford this waste to make
the day of issue more easily read by the receiving con-
ductor. The device of the p.m. coupon (a compara-
tively modern idea) pretty well identifies the transfer
as to issue before or after noon, but the ways of indi-
cating the hour and the minute are legion. They have
been shown by punching the hour and using different
colors for the four fifteen-minute periods, by punching
both the hour and the minute in a miniature clock dial
or in numbers printed on the ticket and by tearing the
ticket from a stub which is graduated according to the
hours from 1 to 12.
Finally, practice varies as to whether the conductor
should punch the time within which the transfer is valid
or the time at which the car left its terminus. In the
latter case the time during which the transfer is valid
is shown by the time punched, plus the number of min-
utes printed on the front of the transfer opposite the
name of each intersecting route.
Many other varieties of transfer have been devised
for various purposes, even for trying to indicate the
appearance of the receiving passenger, but space will
not permit an enumeration of all of them. Enough has
been said to show the enormous and probably the un-
necessary variety in practice. There is, of course, not
the same necessity of standardization in forms of trans-
fer as in other electric railway equipment and methods.
As the routes necessarily differ in name in each city,
transfers are not inteixhangeable and have to be printed
separately. Hence no great harm is occasioned by hav-
ing a different arrangement and form of ticket. Never-
theless, it is evident that some forms and arrangements
must be better than others, and it would be well for
each company to study its own form to determine
whether some improvement cannot be made. The mere
fact that a transfer has been in use for five years or
more without being subject to conspicuous abuse is not
a valid reason for its continuance.
Interest and Initiative in Education
Must Begin at the Top
THERE is little use in trying to push an educational
program on any electric railway property unless
the men who direct its affairs have strong convictions
regarding the value of post-school training in the in-
dustries. The first task, therefore, which confronts the
enthusiast who would like to have such a program
started is to insure co-operation from headquarters.
It may be that the manager will need to be convinced
regarding such points as these: First, in its own inter-
est every electric railway should supply special educa-
tional facilities to the men in its employ; second, the
educational program should provide (1) for better per-
formance of present tasks, (2) for training for promo-
tion and (3) for education along the lines of general
good citizenship. The need for special training in
industry is urgent, partly because boys drop out of
school on the average very young, and partly because
nothing has as yet been developed to take the place of
the old-fashioned apprentice system.
Provision of an educational program does not mean,
necessarily, that a railway should run a school, al-
though that is desirable in some cases. All that it
does mean is a co-ordination, for the benefit of em-
ployees, of the facilities provided by organized educa-
tional agencies, supplemented by such special facilities
as are not otherwise available. The awakening interest
in vocational education in electric railway circles is a
sign that these facts are becoming evident. The efforts
of the American Association to stimulate the interest,
therefore, ought to be encouraged.
On every electric railway property there should be
some one qualified person who is assigned the task and
privilege of organizing the educational work. This
person can study the individual and group needs and
desires of the employees, can advise them as to pro-
cedure in meeting these needs, can co-ordinate the local
educational agencies in so far as they relate to his own
company's needs, and can plan for the special activities
which his company should undertake. The work of this
man will be fruitful, however, only if the management
backs him up.
Statistics and Experience
as Bases for Decisions
A CHARACTERISTIC of modern methods in electric
railroading is the much more extended compilation
and use of statistics than ever before. The full benefit
is not always had from these statistics because the most
important facts are not compiled or full use is not made
of those obtained. Nevertheless, it is undoubtedly true
that much more time and attention is being given to
this matter than formerly, and in recent comments in
these columns and in the "Letters to the Editors" in
this paper some valuable suggestions have been brought
out as to how the real worth of statistics may be
measured.
To some of the older men in the business the atten-
tion paid to statistics in these days seems hardly worth
while. At the same time, although they may not realize
it, these older men really use the same process as that
which they criticise where they decide a question on
the basis of their experience. The only difference is
that they keep the facts and figures in their heads
rather than on paper.
Another element required to decide a business ques-
tion correctly, besides experience or statistics, is intui-
tion. This is power to draw conclusions from given
facts, and while experience may sometimes be consid-
ered to include intuition, it is entirely correct to say
that no written statement of facts or clear memory of
them minimizes the value in business affairs of good
intuition or judgment. This is particularly true in
electric railroading on questions which concern persons
rather than things. A good example is the matter of
promotion in the service. Here statistics mean little,
intuition much. On the other hand, there are many
engineering questions where with sufficient facts future
results can be predicted with absolute certainty. Here
no intuition is required.
The conclusion to be reached in this matter is that
it is not wise to generalize from very narrow experience
and that the more extensive or complicated the facts
on which to base a decision, the more important it is
that these facts should be in definite — and preferably
written — form. A statistician should not be allowed to
manage a property unless he has other qualities than
those of a statistician. Nevertheless, he can supply
data on which a wise manager is able to base a sound
judgment. In preparing this information the statis-
ticians do a great deal of the grinding work and leave
the manager more free to carry out his duty, which is
to interpret these figures and apply them in the solu-
tion of problems for which he is responsible.
December 16, 1922
Electric Railway Journal
933
WiDK DOI'BIJC-UOOR OrENiNGS FACILITATE KNTRANCK AND EXIT
Light-Weight One-Man Cars for Eastern Massachusetts
Street Railway
Double-Truck Cars Weighing Less than 16 Tons
and with a Seating Capacity of Forty-eight Have
Been Placed in Operation — Several New Features
TWENTY-FIVE new light-weight, one-man, double-
truck cars have been placed in service recently by
the Eastern Massachusetts Street Railway. Com-
pletely equipped, these cars weigh 31,883 lb., which is
from 12,000 to 16,000 lb. lighter than other double-
truck cars which the company has in service. The cars
were built by the J. G. Brill Company and have a steel
underframe and semi-steel body construction. The un-
derframe and superstructure were evolved from the
light-weight Birney safety car type, with provision to
meet adequately the larger passenger load requirement.
Corner and side posts are of lixlixA-in. angles, which
are continuous and form the carlines to support the
poplar roof. The side sheathing is of #z-in. sheet steel.
Dimensions are shown in an accompanying table.
An essential feature of the construction is the use
of two extra wide folding doors operated by air so as
to provide two passageways, one for entrance and one
for exit, thus permitting the simultaneous flow of
passengers inward and outward. The door openings
are at diagonally opposite corners of the car, and the
two-leaf folding doors inclosing these openings swing
outward. Stationary steps are used in place of the
customary folding type.
All side window upper sash are framed in one piece
and the lower sash are arranged to raise 25 in. in clear.
The single sash on the left-hand side of the vestibule
directly in front of the operator is stationary, while
that on the operator's right is arranged to drop.
PRINCIPAL, DIMENSIONS OP EASTERN MASSACHUSETTS
STREET RAILWAY LIGHT-WEIGHT CARS
Length over corner posts 28 ft. 1 J in.
Length over platforms 39 ft. 9i In.
Length over bumpers 41 ft. 3J In.
Width over sides 8 ft. 2 )i in.
Extreme width 8 ft. 4 A in.
Height raii to side sills 2 ft. 1 }| in.
Height rail over trolley board 11 ft. 7 J in.
Height rail to step 15 in.
Height, step to platform 14i in.
Seating capacity 48
41-3^ 'ov<er bufiir ■
Floor Plan op Eastern Massachusetts Car
cha t7f gcrre shalf'
934
Electric Railway Journal
Vol. 60, No. 2(
Another interesting feature is the seating plan
adopted. This consists of two longitudinal seats,
accommodating twelve passengers each, which extend
from the platform at each end to the center of the
car. On the opposite side of the car from the longi-
tudinal seats are five two-passenger cross-seats. This
Large Aisle Space Is a Pakticular Feature or the Interior
seating arrangement provides an aisle throughout the
entire length of the car of twice the width which would
have been possible if the cars were equipped exclusively
with cross-seats. The staggered arrangement of the
seating gives uniform loading conditions. While this
type of car has a seating capacity of forty-eight pas-
sengers, the seating arrangement adopted gives accom-
modations to a large number of standees. The longi-
tudinal seats extend the length of six windows in the
body and one window beyond the corner posts. All seats
are of a wooden slat type.
Pipe railings are provided at the door openings to
direct the passengers and to separate the incoming and
outgoing passengers. A sliding curtain is provided
which surrounds the motonnan in his position at the
front left-hand side of the platform. The fare box is
mounted just to the operator's right in a position cen-
tral with the width of the car and at the front end. All
electrical wiring is installed in metal conduits and the
latest fireproof construction is employed throughout.
The cars are provided with safety air brake equipment,
as prescribed by the Public Utilities Commission,
whereby passengers or the operator may, by applying
the emergency cord, shut off power, apply the brakes,
sand the rails and instantaneously release both front
and rear doors. Weights of the various parts are given
in an accompanying table.
The trucks are Brill low-level No. 77-E-l type, with
a 5 ft. 4-in. wheelbase, 26-in. diameter wheels and
3ix6-in. journals. In motor equipment fifteen cars
are equipped with Westinghouse type 508-A motors and
ten cars are equipped with G.E. 264-A motors.
Another novel feature for surface car operation is
the use of Westinghouse special air brake equipment
with variable load compensating device. This variable
load equipment is the first ever installed on surface
cars, but equipments having the same general features
have been in use on the cars of the New York Municipal
Railways since they were placed in service several
years ago. The braking problem for light-weight cars has
received considerable attention. With the light weight
on the wheels a low brake cylinder pressure is essential
in order that slipping of the wheels may not occur with
no load. If the same brake cylinder pressure is usee
with a loaded car, stopping distances will be excessively
long, with increased danger on severe grades. The us*
of the variable load features has effectively solved this
problem. Briefiy this equipment limits the pressun
passing from the operator's brake valve or from tht
emergency valve to the brake cylinder to a maximun'
amount which will not cause wheel sliding. It is thus
possible to obtain an 85 per cent braking ratio with th«
car empty or fully loaded or with some intermediate
weight. In operation when less than a full service
WEIGHTS OF car AND EQUIPMENT PARTS
Body, less electric and air equipment 15,583 lb
Tiucks 9,000 !b
Electrical equipment on body 1,500 lb
Air equipment on body 1,200 lb
Motors and gears 4,600 lb
Total 31.883 lb
application is desired, the motorman can make a partial
application with his brake valve and then graduate the
cylinder pressure to that desired. The variable load
apparatus, however, prevents getting into the cylinder
any more pressure than the load of the car will justify,
The operation of this equipment can best be followed
by referring to an accompanying diagram. As the car
comes to a stop, the opening of the doors energizes two
magnet valves through a door contactor. The upper one
of these magnet valves shown in the diagram exhausts
air so as to unlock the pressure limiting valve mecha-
nism, while the lower magnet valve admits air to the
strut cylinder. A rocker arm is mounted on the body
bolster and the admitting of air to the strut cylinder
extends the push rod of this cylinder so as to bring
the foot plate of this rocker arm in contact with the
truck transom. The other end of the push rod is moved
out at the same time corresponding to the load on the
car and adjusts the limit valve to its proper position.
[To e/nej
Magnet vah/e
-7b mpin peservwr
Diagram of Variable Load Equipment
This limiting valve is in effect an adjustable feed
valve and regulates the maximum pressure to the brake
cylinder. With a light car 85 per cent braking effort
is obtained with approximately 34-lb. brake cylinder
pressure, and a completely loaded car with a load of
21,000 lb., which corresponds to 150 passeiigers, re-
quires 57-lb. bi-ake cylinder pressure to give 85 per cent
braking effort. The closing of the doors de-energizes
the magnet, locks the limiting valve and exhausts air
December 16, 1922
Electric Railway Journal
935
from the strut cylinder. The strut cylinder spring then
pulls the cylinder so as to lift the foot plate from the
truck transom, and thus the vibration of the car when
it is moving is not transmitted to the variable load
apparatus.
All air to the brake cylinder passes through the limit-
ing valve. As this is adjusted at each stop to the load
on the car the maximum pressure going to the brake
cylinder is proportioned to the load on the car. In
other words, it is possible to secure a cylinder pressure
that will give 85 per cent braking ratio with a loaded
car and yet hold the cylinder pressure for an empty
car down to a value that will not cause wheel sliding.
Other features of the equipment provided for these
cars include Brill exhaust type ventilators, eight per
car, with ceiling register and removable shutter, also
Brill vertical-handle, geared type hand brakes and
"Dedenda" alarm gongs. Hunter illuminated destina-
tion signs are provided, and the sand boxes have Ohio
Brass Company's air sanders. The Farraday electric
buzzer system is used, and the heaters are Consolidated
No. 1522-T. The door engines were furnished by the
National Pneumatic Company. Golden Glow headlights.
Keystone trolley catchers and Rico No. 7 hand straps
are used. A Krantz safety type switch panel is used
for the mounting of switches.
Anti-Friction Bearings for Electric Cars
A Review of the Results Obtained from the Use of Anti-Friction Bearings Here and Abroad,
Together with a Description of Some of the Principal Types — The Economies
Effected and Troubles Experienced Are Given
By Oscar R. Wikander*
Lang-Wikander Engineering Company, New York, N. Y,
4 NTI-FRICTION bearings have been applied to the
l\ armatures, axles and journal bearings of electric
■L \. cars in a considerable number of instances. The
conditions governing their use for the three different
types of bearings are somewhat different, and in the
following discussion each will be considered in detail.
The use of ball bearings on the armature shafts of
railway motors has been advocated by progressive ball
bearing manufacturers for several years. Such applica-
tions have been tried on a large number of roads with
varying degrees of success.
Among the advantages claimed for the use of ball
bearings, probably the one which has received the
greatest amount of attention, is that of the decrease
in starting current, due to the smaller starting friction
of ball bearings over plain types. A decrease in the
power consumption follows as a direct result. With
properly constructed ball bearings, the wear at the
bearing should be considerably reduced, and the danger
of the armature wearing down in its bearings so as to
cause rubbing on the field pole faces is reduced. A
reduction in this bearing wear also makes it practical
to reduce the air gap of the motors to a considerable
extent, which would produce a lighter motor for the
.same power or a more powerful motor of the same
weight.
Another advantage claimed from the use of ball bear-
ings is that, due to the narrow construction at the bear-
ings, it is possible to build the whole motor narrower
so that a motor of greater power could be designed
for a certain width between the wheels. The use of
anti-friction bearings also should produce a consider-
able saving in the cost of lubrication, since this type
of bearing should require lubrication only about every
six months instead of weekly, as is the requirement for
plain bearings.
While some installations have met with considerable
success, others have failed and have caused great in-
convenience. Bearings with insufficient load-carrying
capacity have been applied, together with improper
design of the bearing housing. As a result of this
•Member American Society of Mechanical Bngineers ; formerly
consulting engineer S.K.F. Industries, Inc.
last consideration bearings have been damaged while
being mounted or when removed for the purpose of
inspection. Other failures have resulted from stray
current passing through the bearings, which may be
due either to arcing at the brushes in cases of heavy
overload on the motors; to a portion of the motor cur-
rent passing through the housings, bearings and trucks
on its way to the rails, or to local current induced in
the housings and shafts in the motor. Ball bearings
are very sensitive to the influence of electric current,
and even a very slight amount passing continuously
through a ball bearing will cause pitting and premature
destruction.
Another difficulty which has been encountered in the
use of anti-friction bearings is that they are subjected
to heavy shocks, particularly in the case of old and worn
tracks. Ball bearings are quite sensitive to shock loads,
due to the fact that their capacity to carry even temporary
overloads is not much larger than their continuous load-
carrying capacity. While proper selection and mount-
ing may to a considerable extent overcome such failures
and while several arrangements have been proposed for
overcoming them, still in spite of the great efforts made
to design reliable ball bearings for railway motors, the
margin of safety obtainable is not quite satisfactory.
Some Advantages of Roller Bearings
Properly designed roller bearings possess the same
advantages as ball bearings in this application and the
additional one that they do not appear to be subject
to pitting by electric current to anywhere near the
same degree as ball bearings. They are, furthermore,
capable of sustaining comparatively heavy shock loads.
It can conservatively be said that a roller bearing will
carry about 60 per cent more load than a ball bearing
of the same outside dimensions and stand more than
double the shock load. For the above reasons the re-
sults obtained with roller bearings in electric railway
service have been on the whole far more satisfactory
than those obtained with ball bearings. Manufactur-
ers of railway motors in Germany agree that precision
roller bearings are by far the best solution of the
bearing problem for electric railway motors.
936
Electric Railway Journal
Vol. 60, No. 21
Roller bearings have seldom been used for electric
railway motors in America. The reason for this is that
precision roller bearings, as they are termed in Ger-
many, have not as yet been marketed to any large
extent in the United States. The terra precision roller
bearings is applied to those which are manufactured
of as high grade material as the best ball bearings,
are of equal precision in the workmanship and have
about the same coefficient of friction. The commercial
roller bearings most widely marketed in America do
not measure up to these standards. They have a coeffi-
cient of friction which is from two to five times larger
than that of high-class ball bearings and do not meet
the requirements for railway motor service. Several
installations with such bearings have, however, been
made in this country. The first one probably was
that by the Interstate Consolidated Street Railway at
Pawtucket, R. I., about twenty-five years ago. This is
referred to again later in the article.
A short description of some of the German designs
of roller bearings which have proved most satisfac-
tory may be of interest. The mounting of a Jaeger
roller bearing as manufactured by G. & J. Jaeger ii
Elberfeld, Germany, is shown in Fig. 1. This type o
bearing is used to a large extent by the Greater Ber
lin Street Railway. Cylindrical inner and outer racei
and cylindrical rollers are used. An important featun
of the Jaeger bearing is the very rigid and substantia
cage which guides the rollers at both ends, thereb;
securing a true rolling motion and effectively prevent
ing them from skewing. The bearing on the commu
tator end is provided with rollers of a very characteris
tic shape. Projecting from the middle of each roller i:
a cylindrical flange which is guided between shoulder:
in the inner as well as in the outer race. The objec
of these flanges is to carry any thrust loads. The
bearing at the pinion end permits the shaft to floa
longitudinally and adjust itself to any expansion anc
contraction which may be produced by temperatun
changes.
Another mounting of these bearings, as used for i
split-frame motor, is shown in Fig. 2. According to ar
article by H. Behr published in Zeitschrift des Vereinei
Deutscher Jngenieure, Vol. 49, 1921, fifty-five motor cars
F16.1
^/Mm/.w/M.vi
Fie. 3
FI6.6
Fie. 7
VARIOUS TYPES OF ROLLER AND BALL BEARINGS
Fig. 1 — Mounting of a Jaeger roller bearing as used by the
Greater Berlin Street Railway.
Fig. 2 — Roller bearing mounting for a split frame motor.
Fig. S — Armature bearing mounting designed by the S.K.F.
Norma Company.
Fig. J — Armature bearing recommended by the Riebe-Werke.
Fig. ,'j — Armature bearing mounting with a floating barrel at the
pinion end.
Fig. 6 — Journal box construction used for service cars.
Fig. 7 — Journal box bearing construction used for locomotives.
December 16, 1922
Electric Railway Journal
937
in Berlin have been in satisfactory operation with Jaeger
roller bearings for about seven years. In the year
1921 the Greater Berlin Street Railway equipped 184
motor cars or 368 railway motors with Jaeger roller
bearings, and at the time of the writer's visit, nine
months later, they were giving satisfactory service.
The "Norma" bearing, which is marketed by the
S.K.F. Norma, Riebe-Werke, and others, is designed with
52
46
1
1
44
/
(
40
1
1
1
1
36
/
/
Iv
l/
/
c-
A
i/
f—
/
/
J^
.•^/
7
c '*
f\<^i\
u
\^
16
■ ^
^'
v
1?
:^
^
^
>
fl
ir:
4
C
5
Mile
^ f
>er
Hou
IC
)
\\
Fig. 8 — Graphical Results of Tests of Plain
AND Bali. Bbarinos
cylindrical inner (or outer) race and cylindrical rollers.
The outer (or inner) ring is slightly convex in longi-
tudinal section, so as to permit of a slight misalign-
ment of the motor shaft. Fig. 3 shows such a bearing
in a mounting, designed by the S.K.F. Norma Company,
while Fig. 4 shows an armature bearing mounting,
recommended by the Riebe-Werke. An important fea-
ture of the Norma roller bearing is that the rollers
are guided between flanges in the ring, which has a
cylindrical raceway, so as to prevent skewing and secure
true rolling.
The earlier designs of Norma roller bearings had hol-
low rollers running on pins, which were riveted to side
rings so as to form a substantial cage, but it was
found that the lubricant did not always get the proper
access to the inside of the rollers, thereby causing hot
bearings, and that the hollow rollers were more liable
to develop hardening cracks than solid ones. For these
reasons the hollow rollers have been abandoned and
solid ones adopted. In the designs shown in Figs. 3
and 4 the thrust is taken up by the end surfaces of the
rollers at the commutator end.
A mounting used by Kugelfabrik Fischer in Schwein-
furt-am-Main, in which a floating ban*el bearing is used
at the pinion end, is shown in Fig. 5. At the com-
mutator end, which has a much smaller bearing reac-
tion, a deep groove type ball bearing takes the radial
and thrust load. The bearing at the pinion end has
barrel-shaped rollers, a cylindrical outer race and an
inner ring with guiding flanges on both sides' of the
rollers and a raceway which fits the curved outline of
the rollers.
With the exception of the above-mentioned company
in Pawtucket, R. I., G. & J. Jaeger & Company in
Elberfeld, Germany, is the only firm which to the
writer's knowledge has ever attempted to apply anti-
friction bearings to the axle suspension of railway
motors. The bearings used by the latter firm are, of
course, of the Jaeger type, and the main advantage
claimed is that when anti-friction bearings are used
for the axle suspension as well as on the armature
shaft, the center distance of the speed reduction- gear
will remain constant. It is expected that the life of
the pinion and gear will be considerably increased on
account of this feature. In addition there are, of
course, the advantages of power saving and saving in
cost of lubrication and bearing maintenance. This ap-
plication requires, however, either a split type bearing
design or an extremely reliable bearing, because it will
be necessary to remove one of the car wheels in order
to replace a broken bearing of the single-piece retainer
type. In view of the comparatively light load on axle
bearings it appears, however, that the application can
easily be made perfectly safe.
The application of ball bearings to electric car and
steam-road journal boxes has been tried in Germany,
Sweden and the United States. These have operated
satisfactorily at low speeds and over good track. For
higher speeds and with defective track the bearing
breakage has become excessive due to the fact already
stated that ball bearings are not capable of carrying
heavy shock loads. In some cases stray electric cur-
rents have also been an additional cause of premature
destruction of such bearings.
The most extensive tests of the application of ball
bearings to street cars and railroad car journals have
probably been carried out by the S.K.F. Company in
Sweden and, due to the high grade of material and work-
manship used as well as to the engineering skill exercised
in the selection and mounting of these bearings, the
results were comparatively encouraging. The mount-
ing shown in Fig. 6 was used on fifty ore cars and has
been in satisfactory operation for about seven years.
The service has, however, been comparatively light and
the maximum speed did not exceed 25 m.p.h. The
yearly renewals
of the bearings
did not exceed 2
per cent, which
may be consid-
ered a very sat-
isfactory figure.
Tests were also
made by the
same firm on ten
passenger cars
and on ten loco-
motives. The
mounting used
for the passen-
ger cars was sim-
ilar to the one
shown in Fig. €, while the one used for the locomotives
was similar to the one shown in Fig. 7.
While the results were satisfactory from the point
of view of operation, and fuel savings of more than
10 per cent were obtained, the annual replacements,
which varied greatly from year to year, are understood
to have been rather high. For the latter reason these
tests have been abandoned and precision roller bearings
250
MO 100 1000 1750 1500
Distance Between Stops, ft
I1S0
Fig. 9 — Power Consumption for Car with
Ball and Plain Bearings
I
938
Electric Railway Journal
Vol. 60, r^-o. 25
N
km
I
— aij
F16. 11
Fie. K)
F16.E
Fig. 10 — Roller Bearing of Flange Type Applied to Railroad Journal Bearing Box. Fig. 11 — Norma Bearing
AS Applied to Railroad Journal Box. Alternative Designs Are Shown Above and Below the Center
Line of the:Axle. Fio. 12 — Riebe-Werke Design of Two Bearings Mounted in a Journal Box
are at the present time being tried on the Swedish
State Railways, apparently with success, though so far
as the writer knows no details have been published up
to the present time.
The operation of the Swedish ore trains showed that
the same locomotive could pull thirty-nine loaded ball-
bearing cars with greater ease than twenty-nine loaded
cars with plain bearings, the fuel consumption being
about the same in both cases. The theoretically possible
saving in power obtainable in the express train service
on the Swedish State Railways, computed on the basis
of the following data, amounts to 18.4 per cent.
Distance from Stockholm to MalmO 375 miles
Schedule time for one run Hi hours
Number of stops 12
Starting acceleration 0.56 m.p.h.p.s.
Braking retardation 1.56 m.p.h.p.s.
Weight of total train 462 tons
The same train running as a local with sixty stops
and thirteen hours schedule time would show a theo-
retical saving in power of about 17 per cent. The
writer understands that the actual saving in fuel in
express service amounted to about 13 per cent.
A number of tests of ball bearings in street car
journal boxes
f]RB were made by the
J — i''A.k'-!.rv7^";;^^Py^ Greater Berlin
(^-;i'"^^^Sr^^^^^^ ifc=^ \ street Railway
and published by
Leonard Adler in
Mitteiiungen des
Vereines
Deutscher
Strassenbahn
und Kleinbahn
Verwaltung en
in March, 1917,
page 177. The
measurements
which were made
Fig. 13— Fischer Barrel Bearing Mounted °^ ^ installa-
iN Journal Box tion are less fa-
vorable to anti-friction bearings than any other testa
which have come under the writer's observation. Here
are a few of the results and conclusions:
It was found that nearly three and one-half times
greater drawbar pull (35.4 lb. per ton) was required tc
start a motor car with plain bearings in the axk
journals than one with ball bearings (10.6 lb. per ton).
In order to start a trailer with plain bearings a draw-
bar pull 4.15 times greater (17.3 lb. per ton) was
required than when the same car was equipped with
ball bearings (4.18 lb. per ton). A motor car fully
loaded, weighing 18 tons, was pulled over a level track
at different speeds and the corresponding required
drawbar pull measured. They are graphically shown in
Fig. 8. These curves show a percentage difference in
favor of the anti-friction bearings of about 15 per
cent up to speed of about 15 m.p.h. For higher speeds
the percentage difference would, however, probably be
less.
It is frequently supposed that with increasing num-
bers of stops the greater will be the saving in power
resulting from the use of ball bearings in the journal
boxes. As a matter of fact the contrary is the case;
the longer the runs between stops the greater is the
saving in power. The main saving in power is obtained
by long stretches of coasting, it being possible to keep
the power cut off a much longer time when anti-friction
bearings are used. When frequent stops and starts are
made a large amount of energy is used for acceleration
of the moving mass, and this energy is, of course, the
same regardless of the type of bearing. The percentage
saving in power is therefore greater for long runs.
The graphs in Fig. 9 give the power consumption for
the motor car referred to above with ball and plain
bearings for different lengths of run. It will be seen
that the percentage power saving varies from 8.4 to
12.9 with increasing length of run.
The above data all refer to motor cars with ball
bearings in the journal boxes only. If in addition the
armature shafts were equipped with anti-friction bear-
ings it is conservative to state that the above savings
would be at least from 9.6 to 14.7 per cent, and if
December 16, 1922
Electric Railway Journal
939
the suspension bearings were thus equipped the theo-
retically computed savings would at least be from 10.8
to 16.5 per cent. The actual percentage savings in
power measured as averages of many runs and wilTi
different cars were as follows:
Motor car A alone 8.2 per cent saving
Motor car B alone 9.3 per cent saving
Motor car A with trailer 7.2 percent saving
Motor car B with trailer S.O per cent saving
The number of stops per mile were about 6
Average running speed 8 m.p.h.
Acceleration 1.56 m.p.h.p.s.
Braking retardation 2.00 m.p.h.p.s.
Weight of loaded car 18 tons
Fig. 10 shows a Jaeger roller bearing of the flanged
type applied to a railroad journal box. Such journal
boxes have been installed on a number of German
street car systems with success, and a number of cars
of the German State Railroads are being so equipped
at the present time. Fig. 11 shows the Norma bearing
as applied to a railroad journal box. The design shown
above the center line is particularly interesting, because
it permits the pulling off of the entire housing as soon
as the thrusting of the outer bearing is removed and
without removing the inner rings of the bearings.
About ten cars of the German State Railroads are at
the present time being equipped with such bearings.
Fig. 12 shows the Riebe-Werk's design of two Norma
type bearings mounted in a journal box, the general
arrangement being similar to the preceding one.
Fig. 13 shows the Fischer barrel bearings mounted in
a railroad journal box. The bearings are both alike,
one taking the thrust in one direction, the other in
reverse direction.
Some American Test Results
The earliest experience with anti-friction bearings
in electric car journal boxes in the United States must
probably be credited to the Interstate Consolidated
Street Railway of Pawtucket, R. I., which equipped one
of its cars on the line from Pawtucket to Attleboro with
roller bearings about twenty-five years ago. Bronze
rollers were used, which rolled directly on the ground
axles, polished cast-iron bearing sleeves forming the
outer race. It is interesting to note that not only the
journal boxes but the axle suspension and the armature
as well were equipped with roller bearings. The test
did not lead to any further use of such bearings in
street car service, probably because they proved to be
too short lived.
The first bearing built in the United States, which
properly may be called a precision roller bearing, was
designed by Julius A. Perkins about twenty years ago.
Mr. Perkins was probably the first one to recognize
the following fundamental conditions for the success-
ful operation of a roller bearing: (1) Use of highest
grade steel, properly heat treated and highly finished
for rollers and races. (2) Greatest precision in work-
manship, the rollers all being ground to the same size
within very small tolerance limits. (3) The necessity
of a very rigid cage, in which the rollers are posi-
tively guided so as to keep their axes permanently in
parallel with the axis of the shaft, thereby securing a
true rolling motion and avoiding any skewing of the
rollers.
An interesting feature of the Perkins bearing is
that the ends of the rollers are journaled in small ball
bearings which are mounted in the cage. The load is
carried by the rollers exclusively and the ball bearings
are only subjected to the comparatively small loads
Fig. 14 — Perkins Design of Roller Bearings
which are required to keep the rollers in proper align-
ment. Fig. 14 illustrates the design of the rollers,
their bearings and the cage of a Perkins bearing. The
inner race is made of hardened and ground steel and
forms a part of the car axle itself. The outer race
is made of cast steel hardened and ground and forms
a part of the housing, thereby permitting the building
of the whole box so narrow that it can be made inter-
changeable with existing journal boxes with plain bear-
ings, which of course is of enormous importance in
order to facilitate the adoption of roller bearings for
existing street or railroad cars.
Fig. 15 is a sectional drawing of a Perkins roller
bearing, designed for a Birney safety car. It will be
noted that double-acting ball bearings are used to carry
the occurring thrust loads. Bearings of this type have
been in continuous and successful operation on a num-
ber of cars of the Third Avenue Railway of New York
City for over ten years.
Pennsylvania Railroad Tests
A most interesting test of ball bearings for railroad
journal boxes was carried out by the Pennsylvania
Railroad during the years 1913 to 1915. First, one
60-ton all-steel day coach was equipped with ball-
bearing journal boxes and gave satisfactory service for
several months. Then a complete train consisting of
seven cars was so equipped and operated satisfactorily
for about fifteen months, after which time the bearings
began to deteriorate and were replaced by plain sleeve
bearings. It is understood, however, that the railroad
company became thoroughly convinced as to the great
operating advantages of anti-friction bearings in rail-
Fia. 15 — Sectional Vikw of Perki.ns Roller Bearing
940
Electric Railway Journal
Vol. 60, No. 25
road journal boxes and is experimenting with roller
bearings at the present time.
A very complete report of an American test of ball
bearings in railroad journal boxes was published in the
Electric Railvjay Journal of Dec. 25, 1915, page 1263,
by Gaylor M. Cameron. The calculated power saving
in this installation was 14.9 per cent and actual tests
showed a saving of 14.1 per cent.
The actual saving in dollars and cents which can be
obtained by the introduction of anti-friction instead of
plain bearings varies of course very largely according
to the conditions of each case and can, even in specific
cases, only be computed roughly on account of the many
uncertain factors entering into the problem, the prin-
cipal one being the life of the anti-friction bearing?.
If a number of cars are equipped with anti-friction
bearings, experience indicates that all of them will by
no means have about the same length of life. Some
will have to be replaced the first year, some the second
and so on. As a rule it is found that the number of
necessary replacements is larger during the first two
or three years and thereafter decreases. It may fur-
ther be stated that an average number of replacements
of more than 10 per cent is generally considered exces-
sive and this figure may be considered the maximum
which will be tolerated.
The results of tests with ball bearings on about
a dozen other roads which have come under the
writer's observation have corroborated that ball bear-
ings do not, on the whole, furnish a sufficient margin of
safety for this application. Recent experiences, prin-
cipally in Germany, have, however, proved that modern
precision roller bearings meet the requirements of
railway service and the writer dares to proohesy that
before very long the railroads of the United States will
be equipped with anti-friction bearings to a consider-
able extent, not so much on account of the saving in
cost of power and maintenance, but because the use
of such bearings will permit hauling about one-third
longer trains with the same locomotive and thus in-
crease the carrying capacity of our railroads to a very
large extent for a comparatively small investment.
Emergency Special Trackwork Made
in Short Time
By L. R. Brown
. Offlra and Field Epgineer New York State Railways.
Rochester Lines
RECENT construction work in the city of Rochester
. demanded that the New York State Railways con-
struct a complete double-track branch-off in less than
one week's time in order to maintain car service on
three car lines of the city. This branch-off was needed
in connection with detour tracks to carry service
around a bridge in Main Street which was to be
removed. Often in similar cases some old second-hand
special trackwork or some new special trackwork held
in stock for some other location can be used temporarily
for such a purpose, but in this case there was nothing
on hand except some second-hand switches and mates.
Thus the only thing we could do without holding up
the work was to construct the six additional frogs.
A plan was made by the engineering department to a
very large scale. For convenience the design was made
exactly like another layout in stock which was to be
used shortly. The second-hand switches and mates
were of the proper radius for use with this layout.
Thi;re Is Good Joinery on This Emergency Job
The p'ans and information were given to Louis Kubiak.
the special trackwork foreman, who has charge of the
blacksmith repair shop, and he made the required six
frogs in four days. To do this he had the six new
frogs brought in and bolted up in the shop for a pat-
tern. Guard rails were bent to the prober radius for
the curved portion and straight guard rails cut and
fitted to form the proper devil strip. Splice bars were
bent and used to bolt the rail together as shown in
an accompanying illustration. Large J-in. steel plates
were placed under each frog point and the bases of
the rails were electrically welded to these plates when
the whole was in proper alignment. The grooves across
the head of the curved rail was then ground out to
permit the passage of the flanges on the straight track
and the 1 ottom of the grooves on both the straight and
curved rail was filled in with manganese weld to pro-
vide flange bearing over the fro"? points. The frogs
were then cut apart to facilitate handling and the job
was all completed in less than one week.
The alignment was nearly perfect, and there have
been no derailments on the bran' !i-off up to the pres-
ent time. The illustra ions show the appearance of
this work. The cost of the six frogs was less than
one new manufacturer's frog rnd the t-'m-? of delivery
shorter by the same ratio. TMs branch-off will prob-
ably no: cee six nicnths service, but we have had similar
home-made frogs in use over five years.
H. A. Abell, engineer of way and structures, Roches-
ter lines, New York State Railways, was in charge oi
ihis worjc.
Double-Track Branch-off Constructed Within W^eek
IN Rochester, N. Y.
December 16, 1922
Electric Railway Journal
941
Some Practical Experience with Troughwork Construction
The Protecting of Metal Construction so as to Safeguard
the Trolley Wire and Connections from Being Grounded
Often Becomes a Serious Problem for the Line Engineer
By G. H. McKelway
Engineei- of Distribution Brooklyn (N. Y.) Rapid Transit Company
SOME form of sheathing or trough construction is
quite necessary at locations where there is metal
work through which the trolley wire could be
short-circuited by a wild trolley pole. Such accidents
occur most frequently at bridges and elevated structures
and in carhouses. The positions that a trolley pole
can assume and the points that it can reach are fre-
evident that a dangerous condition will still exist, for
there is a possibility of the pole striking the straps and
causing a ground through them.
Where the metal to be protected is quite extensive,
it will be best to use troughwork or some similar form
of construction. The form adopted will be influenced
to a large extent by the height of the trolley wire and
PROTECTIVI': COVKRINGS
FOR OVERHEAD WORK
No. 1. Wooden sheathing
under girder.
No. 2. Long trough con-
struction.
No. 3. Putting up long
troughs' in plice of flash -
boards.
No. 4. Flashboard con-
struction.
No. 5. Short troughs.
quently quite unbelievable. A straight pole will ground
to metal work within a considerable radius and a bent
pole will reach almost impossible positions. The second
pole of a two-pole car is another fruitful source of
trouble, as this pole is sometimes raised either by acci-
dent or design while the other pole is still on the trolley
wire. Exposed metal is not the only kind of construc-
tion that requires protection, as severe grounds have
occurred when live trolley poles came in contact with
reinforced concrete. The reinforcing rods often form
very good conductors, even though they are covered
with a layer of concrete.
Where the metal pieces to be protected are few
usually the best plan will be to sheath them with wood.
This construction not only provides the greatest protec-
tion, but also is as cheap as or cheaper than a type of
construction employing troughwork. When installing
this sheathing care should be used to make certain that
the straps used to bind the sheathing to the metal work
do not touch the grounded metal. Otherwise it is quite
the height and arrangement of the metal work. With
low iron work requiring the can-ying of a trolley wire
at a low level and where the metal work is practically
continuous, as with girders parallel to the trolley wire,
or where there is a bridge floor above the wire, long
troughwork should be used.
The long trough construction usually consists of one
or two bottom boards with wooden sidings extending
down each side of the bottom. The number, width and
thickness of the bottom boards will vary with different
railways. The thickness usually runs from 1 to 2 in.,
but a single 1-in. board will usually be found pretty
thin, especially where the trough is installed in loca-
tions subject to the weather or where the distance
between supports is quite long. If it is installed in car-
houses, the distance between supports can be lengthened
over that used outside. For outside work, the thick-
ness should be at least li in. and preferably 2 in. The
width of the bottom trough should be sufficient to per-
mit installation of the ears without the necessity for
942
Electric Railway Journal
Vol. 60, No. 25
removing the siding. Some companies get along with
a comparatively narrow bottom board by using short
ears 9 or 10 in. in length. This enables a single board
to be used of not more than 12 in. in width. Where the
ordinary 15-in. ear is used the board will have to be at
least 16 in. wide. Single boards of that width are
quite expensive and this has led to the use of two nar-
rower boards. When two boards are used their total
width should be greater than that necessary with a
single board, as the hangers should be placed slightly
off center, so that any water which may leak through
the cracks between the boards will not cause grounds.
Water carries dust and dirt from the top of the trough
and hangers of high insulating quality are an advantage.
Long Leaf Yellow Pine Favored
The kind of wood to be used is another variable, but
long leaf yellow pine appears to be better than most
other varieties. Oak is sometimes used, but it is not
•only more expensive but does not seem to weather as
well as pine and warps more easily. The length of the
pieces will be influenced by the price and the ease with
which they can be handled. Twelve feet is a good
minimum, and a better length is 16 ft. Boards longer
than that will be found too costly.
The sidings should be of the same kind of wood and
approximately of the same length as the bottom boards,
but need not be as thick. One inch is a good thickness
for the side boards. The width of the siding should
be such that its bottom edge will extend down to a
point slightly below the bottom of the trolley wire,
otherwise there will be danger of the pole grounding on
some vertical column or a low horizontal beam.
In nailing the siding to the bottom board it is
best to use copper clad nails, as trouble has been ex-
perienced in some cases from the rusting of nails at
points where the crack between the bottom board and
the siding allowed water to run down on them.
Where the ends of the trough are left square and
without protection they soon become battered out of
shape by the striking of wild poles against the end
grain of the wood. A satisfactory type of construction
is to cut the ends back so as to form a V. With this
construction the poles that hit on either side of the
center of the V glance off. To prevent damage from
poles striking fairly on the point, the ends should be
guarded by the use of angle irons bent as shown in
one of the accompanying illustrations. The use of two
pieces of angle iron fastened to the end, one on each
side of the point, is not a satisfactory construction, as
there is a chance of the pole striking just where the
two pieces of iron meet, which would force them apart.
The leaving ends of the trough are not armored ordi-
narily where installation is on a double-track line, but
the ends should be reinforced with strips of wood run-
ning across the ends of the bottom boards. The ends
of the sidings are not usually strengthened, but it is
well to cut them back as shown in the accompanying
illustration. This prevents a glancing pole from catch-
ing between the bottom and the siding so as to pry
them apart.
Where the trough is supported from transverse
girders crossing just above it and with no clearance
between them, it may be attached to the girders by
buttons. These buttons are made of oak notched out
so as to fit over the flange of the girder. Two of them
are used at each girder, one on each side, the trough
being bolted to the buttons which rest on top of it.
In locations where the girders are too far above the
line of the trough to permit fastening with buttons or
where intermediate supports are needed between girders,
a satisfactory type of construction is to fasten the
trough directly to the blocks or crossbeams, which are
in turn supported by iron hangers attached to the
structure above. At one time it was common practice
where the trough was suspended from longitudinal
girders to place beams on the lower flanges of these
girders and suspend the hanger irons from them. With
this type of construction it was found that a wild pole
would sometimes strike these crossbeams and knock
them out of place, so that the trough would sag. This
can be pi-evented by having the hangers themselves
clamp the flanges of the steel. Where there are two
tracks it is best to join the troughs by the wooden
beams, as this provides a stiffer construction than with
the troughs hung separately. Where the hangers are
very long still more stiffness can be obtained by having
braces which run down to the center of the beams,
turnbuckles being cut into these braces for tightening.
For connecting the various sections of the bottom
board splices are used. These usually consist of short
pieces of wood, but sometimes iron plates are an advan-
tage. These plates are bolted onto the top of the
trough, half of the bolts passing through the end of
one board and half through the next. In installing
these bolts they are installed from underneath and are
pushed up through the holes in the bottom board, so
that the nuts will come on top. This permits their
being tightened readily with a wrench, which would
not be possible if they were installed under the trough.
While the iron plates make a neater and perhaps
stronger splice than wood, yet there is the objection
that they may be made alive by trolley wheels touching
both the wire and one of the bolts at the same time.
Short Trough Construction
The construction used for making short troughs is
the same as that for the long, but instead of being
continuous for long distances and extending all the way
from one cross girder to the next they are usually but
5 or 6 ft. in length and give protection only to the
cross girders to which they are buttoned. The trolley
wire hangs free between the short troughs and thus
the troughs make a succession of hard spots in the
line which is flexible between them. The short trough
construction thus is not as satisfactory as that of the
long trough, but it is much cheaper.
Where the girders are all high above the level of
the trolley wire it can be supported from spans in the
usual manner, and the girders can then be protected
by flashboards buttoned on to their lower flanges.
These flashboards are merely forms of wooden protec-
tion about as long as a short trough. They are usually
made of three boards placed side by side so as to give
the required width, the boards being held together by
wooden crosscleats at the ends.
As a protection against the weather the trough should
be painted and two coats of paint should be applied,
one of these before the various pieces are assembled.
This will permit all sides of every piece to receive a
coat of paint, and after the trough has been erected a
final coat should be given. To make sure that all of
the lumber receives both coats of paint it is well to
use paint of different colors for the two coats. A satis-
factory method is to use white lead for the first coat
and a color that will harmonize for the second.
Equipment and Its Maintenance
Short Descriptions and Details of New Apparatus of Interest
to the Industry. Mechanical and Electrical
Practices of All Departments
Use of Dump Cars in Cleveland,
Toledo and Pittsburgh
Double-End Control of Three-Car Trains Is Provided by
Having a Single-Cab Four-Motor Car at Each Ekid
with a Trailer in the Middle
THE electric railway has a greater variety of repair
work to do than any other public utility, and in
most cases this must be carried on with a minimum of
interruptions to the regular service. Consequently all
available means are utilized to get the required results
without subjecting passengers to annoying delays in
reaching their destinations, or causing other delays in
service.
To assist in making rapid repairs a large number of
railways have been adding to their repair equipment
dump cars having several new design features that
have advantages in reducing the number of delays in
traffic, where repair work is in progress. Generally,
most of the delays are a result of a carload of sand,
gravel, or other repair material along the right-of-way,
being unloaded by hand where no side track is available,
which of course results in a tie up.
Accompanying illustrations show some of the uses
which the Cleveland Railways is finding for Differential
dump cars. Some recent equipments were put into
service about the first of September and have been
operating with entire success. This company has been
using such cars for years, both for repair work and
extensions on its lines. Originally the company used
the cars in trains consisting of one four-motor equip-
ment, with Westinghouse Type HL multiple-unit con-
trol, and two trailers, each with two motors. This gave
them a train with a cab and master controller on one
end only. Later it was found that at less expense the
company could secure smoother operation and double-
end control by putting a single-cab, four-motor equip-
ment at each end and a trailer with no motors in the
middle. Bus line connections between the two end cars
permitted the train to be operated from either master
controller in different directions, power being furnished
Picking up a Load While Tracks Are Being Reconstructed
through either or both trolleys. At the present time
the Cleveland Railways has eight dump cars with quad-
ruple equipments of Westinghouse Nos. 340 and 532-A
motors and HL control and seven trailers.
A train of this kind can easily be run in between
cars operating on a five-minute headway, drop all or
any part of its load where desired, and move on out
i
Side Dump Is of Advantage for Filling in
944
Electric Railway Jouknal
Vol. 60, No. 25
of the way before the following car can catch up with it.
Another use the company has made of its trains is for
hauling ties. By dropping down or removing the car
sides and piling the ties in crosswise, as is done on a
flat car, a very satisfactory method of transportation
is obtained. To be sure ties are not as easily dumped
as gravel, but if the whole load is to be dropped at one
place, the body can be tilted and most of the ties will
slide clear of the car. The others can be handled very
easily from this position as one end is already down
near the ground.
In the winter some of the motor cars are converted
into snow plows by the addition of a plow and side
boards, and serve to keep the snow over near the curb.
It is a common sight on some of Cleveland's main
streets, after a heavy snow storm, to see so many auto-
mobiles using the railway tracks, which have been well
cleared of snow, that the street cars are nearly crowded
out.
The Pittsburgh Railways has lately added two double-
end Differential type cars to its rolling stock. These are
equipped with quadruple equipments of Westinghouse
532-A control and "K" controllers and are mounted on
26-in. wheels. This company has a great quantity of
contract work to carry on besides its regular repair
work, and it finds this type of car very useful in moving
slag and ore or even for carrying away rubbish. Two
Differentials are used continually in disposing of ashes
from the boilers at the plants of the Duquesne Light
Company.
The Community Traction Company of Toledo, Ohio,
is another that has recently acquired some "dump"
trains for track repair and general hauling. The equip-
ment consists of a three-car train of one motor car and
two trailers. The motor car is equipped with four
Westinghouse 548-C motors and HL control. The total
motor capacity is 400 hp., but the car has been geared
so that when loaded to a total weight of approximately
100,000 lb. it will operate and exert the same tractive
effort as a 50-ton locomotive. In this manner it is
capable of handling six or .seven loaded cars in addition
to the three cars in the regular train. The Community
Traction Company uses the cars for switching around
the yards, in addition to the regular track repair and
dump service.
Convenient Stands for Motor Overhauling
THE accompanying illustration shows several motors
mounted on angle-iron stands while being over-
hauled in the shop of the Wheeling (W. Va.) Traction
1
*/>_^
1
1
1
Fm
^Hujbji^ti
H
mf'
m
^^^^^Bm
P^-
Company. These stands are made of li-in. x IJ-in.
angle irons bent to a U shape and fastened together by
2-in. X i-in. iron straps at each end. In order to pro-
vide additional support for the motors, the angle part
at the top is filled in with wooden blocks. These are
cut out to give clearance for projections on the motor
frame, and their use is also of added advantage, as it is
found that the motor frames are less liable to slip on the
wood surface. By the use of these stands the motors
are brought to a convenient height for overhauling, so
that the work can be done more rapidly and efficiently.
Quick Installation of Noiseless
Crossings in Cleveland
Old Intersections Were Cut Out and New Ones Put in Place
and Connected up in Each Case Between 2 a.m. and
Daylight — Near-by Residents Much Pleased
with the Result
'■"T^HE Cleveland Railway has been receiving favorable
J. comment from residents and storekeepers in two
neighborhoods where Balkwill articulated crossings
were installed recently at street intersections. These
intersections were East 105th Street and Euclid
Avenue, and Harvard Avenue, S.E., and Broadway. It
S' ,
^
r^
1 1
1 1
EUCLID
A B
^
C D
AVE.
^ '-
1 )
2
bi
< 5.??' >
1
1
1 ^
<
OVERHAULINO STANDS FOR RaILWAV MOTORS
Fig. 1 — Details of Cleveuind Noiseless Crossing Layout.
Showing Locations of Devilstrip Scarf Joints
was recognized by the railway company that while the
noise caused by electric railway cars passing over in-
tersections cannot be eliminated in many cases it can
be reduced. The difficulty is greatest where the cross-
ing angle is practically 90 deg. The articulated cross-
ings have overcome the difficulty at these two point-s
where the crossings are both double track. The work
in each case was done between 2 a.m. and daylight,
the old crossing being cut out by means of acetylene
torches. It was done under direction of C. H. Clark,
engineer of maintenance of way Cleveland Railway.
The Balkwill articulated crossing, of which noiseless-
ness is but one feature, is appropriately named because
it is made up of a number of castings bolted together
to form a rigid structure. The pieces are manganese
December 16, 1922
Electric Railway Journal
943
-W .'*•«%£*.
Fig.
-i-'leveland noiseless crossing in two pieces
Ready fob Instju^lation
steel castings and they. are assembled with IJ-in. bolts
in the Cleveland job, with castellated cube nuts, spring
nut locks and cotter pins. The make-up of the Cleve-
land crossing is as shown in Fig. 1. It is composed
of four single crossings of the sixty-four-bolt type,
there being ten bolts in each outside angle and three
in each inside one. Fig. 1, examined in connection
with the reproduced picture of the crossing in halves,
shows not only the method of assembly but also the
cuts made to facilitate handling. These cuts are desig-
nated "A, B, C, and D," and through the tread they
are made at an angle of 20 deg. to minimize their
effect on wearing quality. The four cuts shown are the
only ones intersecting the tread. Fig. 2 gives details
of joints A, B, C and D.
The Balkwill construction is designed primarily to
provide a crossing of great durability, with elimination
of possibility of breakage in the flangeway. The cross-
ing is the flange-bearing type, the groove being but 'i
in. deep through the intersection when new. The
flangeway floor begins to rise at 15 in. to 20 in. from
the intersection, gradually approaching the crest as
mentioned. Thus the car wheels go through the special
trackwork with wheel treads clear of the rail tread.
The Cleveland crossings were made by William
Wharton, Jr., & Company, Inc., one of the score or
more of special trackwork manufacturers licensed under
the patents of Stephen Balkwill of Cleveland. Mr.
Balkwill's crossing inventions were described and illus-
trated in issues of this paper for Jan. 26, 1918, page
192, and July 6, 1918, page 19, where more detail of
purpose and design will be found.
Horiiontal Sec. Through Sec. B-B
Showing Tapered Bolt Holes
Service Car Constructed from Old
Passenger Car
THE Trenton & Mercer County Traction Company
has recently built in its shops a service car of the
type shown in the accompanying illustration using the
underframe of an old passenger car. The sides of the
underframe, which were originally 8 in. wide, were rein-
forced with steel plates J in. x 12 in. The steel plate thus
projected 4 in. above the wooden sills. These were tied
together at the ends and in the middle with steel plates
1 in. X 4 in., and cross-members were also installed of the
same dimensions. A false floor was then laid over this
of 1* in. flooring and this was covered with 4 in. sheet
steel. An operating cab 5 ft. square was constructed at
either end, and equipment was installed for double-end
operation. Air brakes were added.
Removable sides were constructed for carrying
ballast, rail and light material. These sides are con-
structed in two sections, with three stakes to a section.
The stakes set in pockets in the floor of the car and the
Details of Devilstrip Scarp Joint in Cleveland
Noiseless Crossinq
Service Car Built in Trenton Shop
sides are 18 in. high. The car is 30 ft. long and 8 ft.
wide and has a capacity of 20 tons of ballast.
This is the second car of this class which has been
constructed in the shops of the Trenton & Mercer County
Traction Company, and provision has been made to use
these for snow removal during the winter season. Snow
noses 58 in. deep have been constructed of planks 10 in.
wide X 2i in. thick and with a i in. steel plate on the
outside. These have a steel nose at the point and are
held together by two braces at the back made of 1-in. x
5-in. iron. A hood made of J-in. wood tongued and
grooved covers the top of the nose.
For fastening this nose in position on the ends of the
car two T-rails are used. These extend 12 in. above the
floor of the car and down to within 9 in. of the rail.
The cross-braces of the noses have two cleats with a lip
which fits over the bottom part of the rail. Thus the
snow noses will slide up and down with the rail as a
guide. A 6-in. x 12-in. brake cylinder has been installed
on each end of the car for raising the snow noses. Air
is admitted to this cylinder through a brake valve in-
stalled in the cab. When the snow nose has been raised
to its proper position, it is held by chains, the upper
946
Electric Railway Joukisal
Vol. 60, No. 25
part of the rails being slotted so that a link of the chain
will just fit in the slot. The lower ends of the chains
have hooks, which are hooked about the bottom braces
of the snow nose on the inside. A similar equipment is
provided for each end of the car.
Short Versus Long Contact Tips
for Brush-Holders
By J. S. Dean
Renewal Parts Engineer,
Westinghouse Klectrlc & Manufacturing Company, Pittsburgh, Pa.
A FAMILIAR type of contact tip used on the brush-
holders of a large number of the older type of
railway motors is shown on the left-hand finger of the
brush-holder in the accompanying illustration. These
are made of either a copper drop forging or machined
from a strip of extruded brass metal. As it is the
common practice to use carbon brushes in railway
service without pig tails or shunts, the question of
the wearing action of this tip on the top of the unpro-
ExHiBiT Showing Wear of Carbon Brushes with Standard Tip
ON Left and Tip with Ears Sawed Off on Right
tected carbon has often been raised by operators, and
it seems to be the general consensus of opinion that it is
good practice to make the ears on these tips as long
as practicable to increase the contact area, the idea
being that this will minimize the wear on top of the
carbon at this point.
It has been noted that in the operation of brush-
holders with these long ears on the contact tips there
is a possible chance, after parts of the moving mecha-
nism become worn in service, of a faulty operation of
the brush-holder, resulting in a reduction of spring
pressure on top of the carbon due to the following
reasons :
1. Ears on contact tips riding on top of carbon box.
2. Ears on contact tips riding on top of both car-
bons; in the case of brush-holders using more than
one carbon in the same box.
3. Tendency for the ears on contact tips to jam
against the inside of the carbon box as the brush
wears down in service.
In addition to the tendency to lose the effective spring
pressure, there is always a large percentage of carbons
that have the tops broken out due to this type of con-
tact tip.
To secure some information on this subject, a sample
brush-holder using two carbons was made up with the
tip on the left-hand finger standard, and the tip on
the right-hand finger having the ears cut off flush with
the sides of the finger, as .shown in the picture. The
construction of all other parts of the brush-holder pres-
sure fingers was in every other respect identical. With
the spring pressure on both fingers of this brush-holder
set at approximately 6 lb. and fitted with two new
carbons of the same grade, it was mounted in a motor
operating in regular service, and after about three
months of continuous service it was removed with its
carbons and photographed as shown in the illustration.
Measurements taken on both test carbons showed prac-
tically the same wearing depth on top of carbons and
the same end wear.
A second test was made with a similar brush-holder
on a different type of motor and the results obtained
were the same as outlined above, which indicates that
the extensions or ears on the contact tips do not reduce
the wear on the top of carbons.
In view of the above findings, the following reasons
might be advanced as a possible explanation of results
obtained:
1. The wear on the top of the carbon may be due
largely to burning action rather than mechanical wear.
2. The long tip is subject to more vibration with
more arcing, hence more total wear.
3. The shorter tip has more direct pressure, thus
less vibration and less total wear.
4. The shorter tip has greater pressure per unit,,
hence less arcing and total wear.
Severe Service Test for Welded
Drawbridge Axle
IN THE AUG. 7, 1920, issue of Electric Railway
Journal a description was given of the making of a
thermit weld on a 6-in. diameter pinion shaft used
for turning a large drawbridge in North Chelsea, Mass.
Cars of the Eastern Massachusetts Street Railway are
operated across this bridge and any long delay would
mean a serious suspension of operation.
The accompanying illustration shows this shaft,
which has broken again after two and one-half years
Shaft Broken Outside of Previous Weld
service. The break, however, was at a location con-
siderably outside the previous weld which is shown in
the illustration. An idea of the service test to which
the weld has been subjected may be gained from the-
fact that the starting torque transmitted through this .
pinion shaft is 520,000 lb.
December' 16, 1922
Electric Railway Journal
947
What's New from the
Manufacturers
Side Bearing Trolley Wheel
TH E accompanying illustration
shows a new type of trolley
wheel, which is being marketed by
the Thornton Trolley Wheel Com-
pany, Inc., Ashland, Ky. Among the
new features incorporated are side
bearings and a grease lubricating
system which is designed for service
over an extended period without
attention. A large contact spring is
provided on either side of the wheel
for conducting the current, and a
large grease reservoir with a hole
for filling forms the outside portion.
New York Subway Turnstile on the Market
ONE of the features of the General Electric Com-
pany's exhibit at the recent American Electric
Railway Association convention at Chicago was the
new electrically operated turnstile developed for the
Interborough Rapid Transit Company of New York
City. The General Electric Company is now market-
ing this turnstile and 430 are being installed in the
New York subway.
The complete equipment consists of two elements,
the turnstile and the fare box. The latter is mounted
near the guide rail to the right of the turnstile and
contains electrical contacts, which, when closed by the
dropping of the passenger's nickel, permit the turning
of the stile enough to admit one person only and lock
it in the reverse direction. The stile is, however,
designed for free operation in the other direction, so as
to permit the free egress of passengers.
On the shaft of the turnstile is mounted a double
ratchet wheel with two pawls and below it a cylinder
carrying four contact-making plates 90 deg. apart.
One of the pawls controls the operation of the stile
in the entrance, and the other in the exit direction.
The pawls are mounted on a short common shaft, to
which is attached the armature of a magnet coil sup-
plied with current from contacts in the fare box.
When the stile is ready for operation one of the con-
tact plates on the cylinder is under the fingers that
complete the circuit to the relay coil of the fare box.
The pawl which holds the stile from turning in the
entrance direction is engaged with its ratchet, the
other is free. When a nickel is dropped in the fare
box it lands between two contacts, completing the cir-
cuit to the relay coil. The energizing of the relay
completes the circuit of the magnet coil and its arm-
ature turns the shaft carrying the pawls enough to
disengage the entrance direction pawl, leaving the stile
free to operate in that direction when pushed by the
incoming passenger, and to engage the exit pawl, lock-
ing the stile in that direction. When the stile has
been rotated through 90 deg. by the incoming passenger
the relay circuit is broken by the moving of the current
carrying plates from under the fingers, the magnet
armature is released and the pawls return to their
original positions. The relay coil in the fare box
actuates a small lever that knocks the nickel away from
between the contacts into the chute to the receiving
box, thus breaking the contact in the box. Should a
dime or a cent be dropped in the fare box by mistake,
their smaller diameter permits them to drop free be-
tween the contacts into a chute that returns them to
the passenger. A centering cam is located on the turn-
New York Subway Turnstile
stile shaft which returns the cross arm to its normal off
position, no matter what position it is left in. Stop
pawls are provided which stop the cross arm momen-
tarily every 90 deg., thus preventing the arm from
spinning.
A special feature of the fare box is the provision
for exposing slugs or foreign coins. Each nickel as it
is dropped in the fare box is held before a magnifying
lens, strongly lighted, which gives an illuminated image
about twice the size of the nickel. The coin remains
in that position until the next one is dropped. The
enlarged coin is thus visible to a distance of 20 ft.
and can be readily detected by the platform attendant.
New Air Brush for Paint Spraying
THE accompany-
ing illustration
shows a form of air
brush for paint
spraying which is
being marketed by
the Dayton Air
Brush Company,
Dayton, Ohio. It is
constructed of alumi-
num and brass and
weighs 21 oz. In
size it is 6i in. x
111 in. The brush,
New Paint-Spraying Britsh
together with air hose, coupling, nozzle and aluminum
container, constitutes the equipment necessary for con-
necting to the air line. Among the advantages claimed
for this new brush is that it will handle material vary-
ing in weight from the lighest disinfectant to the heav-
iest lead and oil paints, without special preparation.
It is self-cleaning and requires but a few seconds to
change from one color to another.
948
Electric Kailway Journal
Vol. 60, No. 25
Graphite Lubricated Trolley Wheel
A TROLLEY wheel and harp of new construction is
now being marketed by the Dayton Manufacturing
Company, Dayton, Ohio, under the trade name of the
"Feist" self-lubricating trolley wheel. The bearing or
_ axle of this wheel is made of a
g special grade of axle steel and is case
2 hardened and ground. This enables
worn wheels to be replaced with new
§ ones on the same bearing.
^ Three spring-compressed plugs of
" hard graphite are inserted in the
bearing which keep the interior con-
vex bearing surface of the wheel
lubricated. The three bores or
chambers containing the lubricant
are preferably located at that side of
the bearing opposite to the side
where the wheel engages the trolley
wire, thus avoiding a reduction in
area of the bearing surfaces at the
points where these surfaces receive
the pressure from the trolley wheel.
This provides a maximum contact
surface for conducting the current
from the trolley wheel to the axle.
The "Feist" trolley wheel harp is
made of malleable iron, and is of
split design, as shown in the accom-
panying illustration. At points where nuts or bolt
heads project, protection is afforded by ribs formed on
the outer sides. These serve to deflect the trolley wire
past the bolt heads or nuts, should the trolley leave the
wire.
Self-Lubbicating
Trolley Wheel
AND Harp
New Lubricating Feature for
Trolley Retriever
THE accompany-
ing illustration
shows a new lubri-
cating feature which
forms the latest de-
velopment of trolley
retrievers manufac-
tured by the Trolley
Supply Company of
Massillon, Ohio. An
oil chamber is pro-
vided in the control
portion with an
opening to keep the
axle lubricated. Oil
is supplied to the
reservoir through an .
opening with a
screw plug which effectively closes the oil hole in the
reel and prevents any leakage. This design makes it
unnecessary to dismantle the retriever or remove it
from the car in order that it may be lubricated.
Special Lubricating Feature fob
Trolley Retkikver
New Light- Weight Motor Developed
To MEET the requirements of mass transportation
with large light-weight double-truck cars and with
safety cars heavier than the universal standard, a new
light-weight motor has been developed by the West-
inghouse Electric & Manufacturing Company. This
new motor, known as type 510-A, is of the box-frame,
commutating-pole type of 35-hp. capacity. Improve-
ments in construction of the shaft, bearing, housing,
and brush-holder are embodied in this new development.
The ventilation paths are of the very latest design and
afford ample protection when the motor is mounted on
small-wheel cars. The 510-A motor is especially suit-
able for replacing obsolete motors on single-truck or
double-truck cars when changed from two-men to one-
man operation.
Pneumatic Operation of Fare Boxes
OPERATION of cars by one man has now reached
such extensive proportions that considerable effort
is being devoted to designing devices which will reduce
the labor of the operator. The cranking of a fare box
is one of the things which consumes considerable time
at points where the operator's attention could be
devoted more advantageously to operating the car. To
simplify this work the St.
Louis Pneumatic Devices
Company has brought out a
pneumatically operated mech-
anism for registering and
sorting fares.
Pneumatic Operatino EQnn>iiBNT for Fare Boxes
The accompanying illustrations show this equipment.
In service the operator presses downward on a pedal and
the fares which have been passed by the Inspection tray
in the fare box are promptly registered in the same man-
ner as is accomplished by hand. The operating mecha-
nism is self-contained in a separate compartment at the
bottom, and if the fare box is to be used without the
pneumatic attachment it can be readily lifted off and
the usual hand-lever operation can be restored without
alteration.
The pneumatic equipment consists of the pedal which
operates a pneumatic valve installed underneath the car
floor or a raised portion of the vestibule if such is de-
sired. The pneumatic valve admits air through a curled
hair strainer directly from the air system of the car to
December 16, 1922
Electric Railway Journal
94S
the operating mechanism at the bottom of the fare box.
Connection is made through the stanchion which sup-
ports the fare box. The operating equipment consists
of a small pneumatic motor which operates the fare reg-
istering mechanism through gearing and a chain belt.
A coin sorter has also been added as a part of this
equipment. It can be attached to the fare box either in
conjunction with or independent of the pneumatic de-
vice. As soon as the coins have been properly registered
they drop into their respective pockets and can be re-
moved without visual Inspection. The use of these de-
vices makes it possible to register and remove the coins
without diverting the attention of the operator from
the roadway. The car operator can perform this regis-
tration by using his foot either while receiving fares
or after the car has been put in motion. The pneu-
matic method handles the fares more rapidly than can
be done conveniently by hand, but the real time saving
lies in the fact that pneumatic registration can be done
with much less effort and coincident with other duties.
Automatic Bell Ringer and Controller Lock
ACCOMPANYING illustrations show equipment re-
r\ cently brought out by the National Safety Devices
Company, Waterloo, Iowa, for automatically ringing the
gong of an electric car as the car is started. The con-
troller lock is 3i in. x 6 in. in size and weighs 7 lb.
The apparatus is ar-
ranged for attach-
ment to the standard
type of controller. An
air pipe connects the
main casting of the
controller lock with
the air supply of the
car and a second pipe
runs from the casting
.NTRo,,,.KR 'ocK^oF bell-ringin'o to the bell-ringing
vTRoi.i.KR Lock and Bell-Ringing Device Applied to the
Controller of a -Safety Car
device. When mounted the movement of the controller
handle operates the lever of the lock, thus opening a valve
which admits air to the bell-ringing equipment. A
safety feature is also provided in that the equipment
locks the controller handle in position so that it cannot
be moved should the air pressure be insufficient to apply
the brakes. The bell is rung during the first forward
movement of the handle and further movement stops the
ifinging. A rocker arm attached to the operating lever
bermits (he throwing off of the controller without mov-
ing the lever or ringing the bell.
Section Insulator with New Features
THE Ohio Brass Company, Mansfield, Ohio, has
developed a new type section insulator, designated
as type A-4. A rocker clamp is used for holding the
trolley wire which has a cam action, so that as the
trolley tension increases the hold on the clamp in-
creases. The clamp is notched to grip the wire firmly
and is attached by two bolts. All of the trolley tension
New Section Insulator
is carried in this insulator by two li-in. wood strains
in the same horizontal plane as the wire. This is done
to prevent buckling of the beam. Pull-off eyes are
also in the same plane as the wire, which prevents the
tendency of the break to tip in case the strain is slack
on one side.
The device is fitted with renewable 6-in. cam tips
and a renewable runner piece. Feeder lugs are pro-
vided on each end casting. The insulator is usually
direct suspended from the span, but the yoke casting
may be removed and a standard insulated hanger
substituted.
t^iXtZLi* tXi ^oUtj^
Side Conduit in Brussels
Syracuse, N. Y., Dec. 5, 1922.
To the Editors:
On page 856 of the issue of the Electric Railway
Journal for Nov. 25, 1922, mention is made of conduit
track construction in Brussels, Belgium. This par-
ticular track construction, I believe, is unknown in
American practice.
The accompanying
illustration, a photo-
graph taken this
fall on one of the
main streets in
Brussels, plainly
shows the location
of the slot in the
street.
The conduit is not
located in the center
of the track but on
the side, adjoining
the inside track rail.
The slot is formed
by one track rail
and a slot rail, the
slot rail performing the function of the paving lip of
the usual type of girder track rail. The plow is sus-
pended from the side of the truck frame of the car.
Two plows are used, suspended side by side. Only
light single-truck cars, usually hauling one trailer, are
used. This type of track construction does not per-
mit of the use of cross-overs, but track loops must be
used at the end of double-track car lines.
J. Kappeyne.
.Side Condlut in Brussels
950
Electric Railway Journal
Vol. 60, No. 25
Mechanical Engineers Hold Annual
Meeting in New York
Power Generation Was an Outstanding Topic, Stokers Being Exhaustively Con-
sidered— Higli-Pressure Steam, Feed-Water Heating, Boiler Baffling
and Other Power-Plant Subjects Were Considered — The Relation
of the Engineer to the Public Was Not Overlooked
THE forty-third annual meeting of
the American Society of Mechanical
Engineers, held in New York City, oc-
cupied the four days from Dec. 4 to 7.
It was characterized by a number of
joint sessions with other organizations,
including the American Society of
Safety Engineers, and by the evidences
of great committee activity. Engineer-
ing economics was a topic stressed
strongly, and the ideal relation of the
engineer to the state was pictured. The
leading editorial in the issue of this
paper for Dec. 9 brought out some of
the high spots in the presidential ad-
dress of Dean Dexter S. Kimball, in
which these features were outlined.
The meeting was attended by 1,200
registrants. While this was but about
two-thirds the number in attendance
last year, the lack of numbers was
made up in efficiency and enthusiasm.
Results of Annual Election
Early in the meeting the tellers an-
nounced the result of the annual elec-
tion, as follows: President, John L.
Harrington, formerly of Waddell &
Harrington, and now head of the firm
of Harrington, Howard & Ash, con-
sulting engineers, Kansas City, Mo.;
vice-presidents, William H. Kenerson,
Walter S. Finlay, Jr., Earl F. Scott and
Henry H. Vaughan; managers, A. G.
Christie, James H. Herron and Roy V.
Wright; treasurer, W. H. Wiley.
Secretary Calvin W. Rice reported
on his South American trip, during
which he attended the International
Engineering Congress at Rio de Ja-
neiro, Brazil. He stated that V. L.
Havens, editor of Inge7iieria Intema-
cional, who represented the American
Electric Railway Engineering Associa-
tion, had been elected secretary of the
Congress.
Stoker Is Comprehensively Treated
One of the outstanding technical fea-
tures of the meeting was the attention
given to the , grates and stokers of
boiler furnaces. Papers were read on
these subjects by a number of experts.
As to the modern chain grate, T. A.
Marsh, Green Engineering Company,
said that this type of grate is best for
burning high-volatile, free-burning
high-ash clinkering coals. Maintenance
cost is low and the auxiliary power re-
quirements are small. Efforts to im-
prove efficiency have been directed
toward eliminating excess air and re-
ducing furnace and ashpit losses. The
forced-blast chain-grate stoker is
adapted particularly for free-burning
coals that require agitation of the fuel
bed to prevent caking.
George I. Bouton, Murphy Iron
Works, spoke regarding overfeed in-
clined stokers. These, he said, are of
two classes, side-feed, double-inclined,
or V-type, and single-inclined. Those
of the first type may have either a
flush-front setting (for small boilers)
or a Dutch oven setting. They are
made with 1 sq.ft. of projected grate
area for each 62.5 sq.ft. of heating sur-
face in large boilers, and with 50 sq.ft.
in small ones. The fuel bed is 8 to 10
in. thick at the upper end of the grates,
thinning down gradually to the clinker
grinder. Forced draft is sometimes
added to this type of stoker where more
than, about 200 per cent of rating is
desired. As high as 300 per cent can
thus be secured.
The speaker referred to the well-
known Roney stoker, as illustrating the
second type, and also to the Wetzel
stoker. The latter consists of bars ex-
tending from front to rear, the whole
being given a peculiar rocking motion.
The underfeed stoker was covered in
papers by H. F. Lawrence, American
Engineering Company, and A. H.
Blackburn, Underfeed Stoker Company
of America. Both traced the develop-
ment of this type. Mr. Lawrence said
that it is particularly adapted for burn-
ing bituminous and semi-bituminous
coals, and can be adapted for lignites
and coke braize. It is quick to respond
to load demands.
Automatic regulation was stated to
be receiving much attention, but Mr.
Lawrence said that probably no regu-
lating apparatus would be developed
that would obviate the necessity for
occasional adjustment. Clinker adhe-
sion to furnace side walls, one of the
most serious operating difficulties en-
countered, has been largely obviated by
the use of perforated firebrick blocks
along the clinker line through which air
is blown from the stoker air duct, by
high-side tuyeres, by cast-iron side-wall
air boxes, or in some cases by the use
of carborundum brick.
Mr. Blackburn traced the develop-
ments in stokers from the first Jukes
patent in 1838 up to the present day.
He covered underfeed single and mul-
tiple-retort stokers, underfeed lateral-
retort stokers, overfeed inclined-grate
stokers, and traveling and chain-grate
stokers.
Pioneer Inventor Heard From
The extemporaneous discussion on
stokers was opened by W. R. Roney,
inventor of the Roney stoker, who re-
viewed stoker history and emphasized
the importance of the human element.
The consensus of opinion was that the
chain-grate stoker is best adapted for
burning high-ash Western coal.
In connection with the operation of
the chain-grate stokers, however, T. L.
Mainz pointed out that among points
to be watched is the amount of carbon
in the ash and trouble with the seal at
the end of the stoker. He said that the
best results could be obtained by hav-
ing a uniform size of coal sent to the
grate and that this was a part of the
function of the coal-handling system.
Another point he mentioned was that
the boiler-room dirt must be eliminated
when using forced draft under the
chain-grate stoker. Further discussion
brought out the fact that several types
of the modern stoker had solved these
problems successfully.
Gettting Higher Efficiency Out of
the Power Plant
A number of papers were presented
at a special power session of the con-
vention. In these and the following
discussion the interest centered in the
utilization of more of the energy avail-
able in steam. An important paper was
one by Geo. A. Orrok, consulting
engineer, New York City, on the com-
mercial economy of high pressures and
temperatures. He concluded that as
long as the present Rankine cycle is
used in the developing of mechanical
power from steam there can be little,
if any, economic gain by increasing
either pressure or temperature beyond
present commercial limits. The con-
clusion is subject to modification in
cases of changes in the relative cost
of fuel and equipment. Under present
conditions the chief hope of increased
economy lies in perfecting details and
obtaining a larger percentage of the
theoretically available heat.
Mr. Orrok's conclusions were vigor-
ously debated, one speaker pointing out
that the question of a small thermal
saving is not nearly so important as
low first cost, simplicity and absolute
reliability. Opinion was divided as to
the practicability of providing fittings
for high pressures and temperatures,
although in general it appears that this
is possible for values within the present
range of practicability.
Feed Water Heating for
High Efficiency
A paper on the economics of feed
heating, based on a 25,000-kw. plant,
was presented by Linn Holander,
Westinghouse Electric & Manufactur-
ing Company. He investigated condi-
tions using single-stage and multiple-
stage condensate heaters, both with
and without economizers, and treated
the subject from the thermal stand-
point only.
For power plants using single and
multiple stage heaters of the con-
denser type, the temperature of the
boiler-feed water as it leaves the
heater should not be less than 150 deg.
F. when using economizers and not
more than 260 deg. F. when not using
economizers. Heat balances showed
that when using single-stage heating
and no economizers better results were
obtained from heating the feed water
by combining steam from the house
turbine and that bled from the main
unit than when using the steam from
a house turbine alone. Double-stage
heating with no economizers also
December 16, 1922
Electric Railway Journal
951
showed better thermal efficiencies when
using a larger amount of steam from
the main unit than from the house
turbine.
Practically the only adverse criti-
cism made by those who discussed the
paper was that perhaps too much at-
tention had been paid to the house
turbine, the opinion being that the
house turbine as an important factor
in power-plant economy would soon
generally be replaced by bleeding of
the main units. F. Hodgkinson, West-
inghouse company, said that the only
€xcuse for the house turbine is to se-
cure reliability of auxiliary power,
which can be obtained in other ways.
Practically all large turbines are now
designed to permit of bleeding, a com-
mon plan being to allow four connec-
tions, 140 deg. F., 200 deg. F., 50 lb.
absolute pressure and 120 lb. absolute
pressure.
Results of Extended Boiler Tests
Were Given
One of the striking papers presented
was by Paul W. Thompson, Detroit
Edison Company, on boiler tests at the
Connors Creek plant, aggregating fifty
in number and involving four grades
of coal and four arrangements of
baffling.
As a result of these tests seventeen
of the large boilers have been rebaffled
with considerable improvement in effi-
ciency and degree of superheat, and the
Babcock & Wilcox Company has de-
veloped a new design of this type of
boiler. The baffling arrangement se-
lected exposed two layers of tubes to
the radiant heat of the furnace and al-
lowed the gases to cross the inner bank
of tubes at the top, pass the super-
heaters and then return along the
outer bank of tubes to the stack. With
this arrangement an average increase
of .50 deg. F. in superheat was obtained,
the flue-gas temperature was reduced
70 deg. and the draft was reduced 38
per cent.
Discussion of the paper showed ap-
preciation of such careful work as was
reported.
The Problem of Ash Handling
An elaborate paper on this subject
was presented by John Hunter and
Alfred Cotton, St. Louis, Mo. It cov-
ered all phases of ash handling and
forms a treatise in this field. The dis-
cussion brought out the fact that,
while water and fuel-handling prob-
lems of the power plant have been
satisfactorily solved, those of ash
handling are difficult and elusive. The
quantities to be handled are apt to
/ary widely and the disposal of ashes
)ften is difficult. Continuous quench-
ng by spraying was advocated and
ilso the frequent replacing of worn
netal in conveyors rather than the
ittempt to prevent wear.
Railway-Motor Pinion Tooth
Stresses Visualized
I Electric railway equipment men will
Ind interesting information regarding
:ear-tooth stresses in a paper presented
by Dr. Paul Heymans, of the faculty
of the Massachusetts Institute of Tech-
nology, and A. L. Kimball, General
Electric Company. They applied what
is known as the photo-elastic method
for their purpose, that is they subjected
celluloid models of the teeth to stress
and passed polarized light through
them. The deformation produced by
the stress was thus made visible. In
the paper photographs in colors were
given, as well as diagrams worked out
on a quantitative basis. They emphasized
the value of this method as compared
with ordinary engineering analysis.
The authors studied the effects both
of inside radial pressure, such as is
due to driving or shrinking a pinion on
the shaft, and of applied torque load.
They checked their scientific analysis
by tests on actual pinions and upon
steel rings forced on a tapered plug.
Their tests showed that the gear
pinion is weaker than the plain circu-
lar ring whose outside diameter is equal
to the root diameter of the tooth.
Gears, they say, fail due either to (1)
poor design; (2) excessive load, or
(3) excessive radial pressure due to
procedure in mounting on the axle.
Vocational Training Vigorously
Discussed
A report was presented by the
A.S.M.E. committee on education and
training for the industries which was
the subject of lively discussion. The
report and discussion were summarized
at the close by President Ira N. Hollis
of Worcester Polytechnic Institute.
He said that the tendency today is not
to educate for menial positions, but to
train for the best citizenship. An edu-
cation must train men, first, to make
a living, and second, to use their spare
time for advancement, intellectual as
well as professional. He deplored the
desire on the part of many colleges to
create an "intellectual aristocracy," to
limit the number of college students to
the future leaders. Who knows, he
said, who the future leaders are to be?
In the discussion the value and rela-
tive fields for apprentice training, cor-
respondence and extension courses, etc.,
were thoroughly covered.
Live Railway Topics Practically Discussed
At a Well-Attended Meeting of the Eastern Section of the Engineering Council
of the Central Electric Railway Association, Equipment and Other
Technical Problems Were Discussed Frankly and Fully
THE November meeting of the east-
ern section of the engineering coun-
cil, Central Electric Railway Associa-
tion, was held at the Hotel Windsor,
Wheeling, W. Va., on Nov. 14. Forty
members and railway specialty men
were in attendance. L. E. Early wine,
secretary of the association, had issued
questionnaires which formed the basis
for discussion. The same questions will
be discussed by other sections, and the
entire council has been asked to send
replies to the association office at
Indianapolis, where they will be tabu-
lated and distributed to the members.
The questions, together with a sum-
mary of the discussion which occurred
at Wheeling, are given below:
What is the effect on motor and gear
inaintenanee of too much wear on body
and collar of axle hearing? (a) What
is permissible wear on the body of axle
bearings? (b) What is permissible ivear
on collar of axle hearings?
In a lively discussion of these ques-
tions it was brought out that excessive
wear on the collars or flanges of axle
bearings permits the motor to lunge
from side to side as the car hits sharp
curves or sways from side to side. This
aggravates the condition, causes the
armature to pound its bearings, and
results in sparking at the commutator.
It permits misalignment of the gear
and pinion faces and results in more
rapid and uneven wear of both. This
wear causes the tooth loading to be
thrown upon the tips of the teeth, re-
sulting in tooth breakage if allowed to
continue for any length of time. The
following allowances were given by
some of the members: C. W. Folwell,
J in.; Daniel Durie, I in.; F. C. Martin,
s in. on shaft or i in. on collar; A. B.
Creelman, i in. F. W. Hickling, West-
inghouse Company, stated that good
practice places the maximum allowable
wear on the body of axle bearing at
is in. With new bearings it should not
exceed 0.012 in. as the bearings go into
service. The amount of wear on axle
bearing flanges is not so vital if the
wear is taken up by means of the axle
collar. The clearance permitted should
not exceed -fa in. With new bearings
this should not exceed a's in. upon going
into service.
There appears to have been hut little
■ im,provement in gear case design for
twenty years. What suggestions for
improvement in design are recom-
mended?
Mr. Hickling stated that gear cases
have been materially improved, both
with respect to the pan and the end
support. Since the advent of the pressed
pan, the principal improvements have
been in the supports. The development
along this line is in the direction of
making a support strong enough to
meet severe service conditions. The
discussion further brought out the fact
that supports were continually break-
ing and appear not to be heavy enough.
Also heavy cases appear to break sup-
ports, due to vibration, more than do
light sheet steel cases.
What are the advantages, if any, in
the use of overhead ground wire for
high-voltage transmission lines? (a)
What kind of wire is used? (b) How in-
stalled? (c) Method of grounding.
Mr. Hickling said that briefly sum-
marized the records of his experience
952
Electric Railway Journal
Vol. 60, No. 2
with overhead ground wires show the
following:
1. Overhead ground wires do afford
a certain protection to insulators.
Quantitively, however, the extent and
value of this protection are uncertain.
2. Overhead ground wires do not
afford any appreciable protection to
wood poles in addition to that afforded
by individual grounding wires on each
pole (except possibly in regions where
grounding conditions are exceptionally
poor).
3. There is evidence that overhead
ground wires do afford protection to
station apparatus. The preponderance
of evidence indicates, however, that the
amount and value of this protection are
not material.
4. It is not definitely known whether
overhead ground wires tend to reduce
disturbances which result in interrup-
tion to service without occasioning
damage to lines or equipment.
5. Overhead ground wires tend to
give better relaying conditions on sys-
tems with a grounded neutral. Their
value in this respect will depend upon
type of relays employed, individual
ground conditions and other local con-
ditions.
6. Overhead ground wires add to the
longitudinal stiffness of transmission
line structures when attached directly
to the structure, and to a small extent
when carried on a bayonet or crossarm.
The extra wire, however, increases the
wind and ice loading on the line.
Discussion brought out the fact that
stranded steel wire is generally used,
its size being fixed by mechanical con-
siderations because the size of the
ground wire has very little effect on
the capacity to the line wires. On
wooden pole lines some companies carry
the wire on insulators and others do
not. On steel tower lines the wire
should be grounded at every tower. On
wooden pole lines the general practice
is to ground at every fourth or fifth
pole.
What effect, if any, does fast con-
troller feeding have on equipment?
The discussion showed as follows:
Effects are most noticeable in city
service where frequent stops occur with
close headway of cars. Generally, too
rapid notching causes more equipment
failures and increased maintenance
cost. Also, on small railway systems
wide fluctuations occur in line voltage
and in substation loading.
On short runs, fast controller feeding
frequently is one cause of overheating
of motors. The tendency of some mo-
tors to flash is also increased because
the motor is saturated magnetically
from the high accelerating current
while the rapid notching imposes sud-
den and wide voltage variations in the
motor. Excessive heating dries out in-
sulation, thus producing loose bands
and windings. The excessive accelerat-
ing currents set up magnetic stresses
which produce severe mechanical strains
in the windings and sometimes cause
broken armature leads.
Gears and pinions are subjected to
severe shocks because of the rapid and
wide variations in the tractive effort.
Controllers wear out contacts and
fingers unduly because of the excessive
currents handled. Circuit breaker
operation is more frequent. Large
drafts of power from the line may re-
duce line voltage too low for satisfac-
tory operation of multiple-unit equip-
ment. Flickering of car lights becomes
a source of annoyance to passengers.
What is the best practice for making
emergency stops to avoid accidents?
The general opinion seemed to be
that the length of stop depends on the
condition of the rail and the best judg-
ment of motorman. On dry rail sand
should be dropped and brakes applied
to emergency. On wet rail sand should
be dropped and air used with judg-
ment and if necessary current should
be applied to keep wheels moving to
prevent sliding.
It was agreed that reversing a car has
some effect on a jury verdict, in serious
accident cases; that reversing might do
at very low speed and, if reversing is
necessary, the reverse handle and not
the power handle, should be used.
What is the most economic size and
shape of troUey wire: (a) for city cars;
(6) for interurhan cars?
The discussion indicated that No. 00
round is most universally used, with the
exception of some of the larger cities.
Chicago uses No. 000 round and Phila-
delphia both No. 00 and No. 0000 round.
The No. 00 round wire is easier to in-
stall because of less load on cross bands.
This is of considerable importance
where there are wide streets and steel
poles are used without back-guys.
Mr. Hickling said that Westinghouse
engineers believed that for interurban
lines the No. 0000 grooved trolley wire
is the best. Interurban work is mostly
high speed, and with the grooved trol-
ley wire a smooth under-run is ob-
tained. This results in the elimination
of sparking at the trolley ears and also
reduces maintenance as with round
trolley wire and drawing heavy cur-
rents, the trolley ears would need to be
frequently renewed.
Should track bonding be histaUed and
maintained by track or overhead de-
partments?
There was considerable difference in
opinions which included line and track
departments and a special engineering
department to take charge of this.
What effect has bad track in the
upkeep of equipment?
A lively discussion took place on this
subject as to the damage to equipment.
The cost of upkeep varies in some pro-
portion to the condition of the track.
Probably 80 or 90 per cent of the main-
tenance cost on motors is due to trou-
bles resulting from vibrations. One
source of these vibrations is bad track,
which tends to hammer at the bearings
and gears and set up vibration of the
brushes, which is a common cause of
flashing. It is due to the prevalence of
bad track that railway motors have to
be made as rugged as they are.
On motors mechanical troubles pr<
dominate, and the bearings suffer th
most. Brushes come next, and loosei
ing of windings and covers last. Flasl
ing may occur by the bouncing c
brushes, or broken windings occur froi
the extreme poundings. Controllers c
the drum type are not affected to
great extent. Remote control relaj
and some types of contactors may l
bounced shut or open, thus giving fals
operation. Riveted and bolted join1
frequently open. Undue strains ma
be thrown on the supports, air pipin
or on the apparatus frames, thus caui
ing breakages and delays in service.
The effect of bad track upon the u]
keep of equipment might be compare
to a leak in a steam or air line. ]
rapidly goes from bad to worse, and
an expensive luxury. The continuoi
poundings vertically and laterally caus
general deterioration of all equipmen
both electrical and mechanical. It tenc
to loosen all bolted and riveted parts
causes brush and brushholder chatte;
ing; produces sparking and flashing o
commutator; breaks off the leads bot
on the armature and on stationar
parts of the motor, and adds sevei
strains to the gear and the bearings. !
causes rapid wear of trolley parts an
increases the breakage of overhea
structures.
A. B. Wilson, sales manager of tl
Copper Products Forging Company t
Cleveland, presented to the meeting tl:
features of the "Cleveland" all copp«
trolley wheel, and L. E. Gould, pres
dent of the Economy Electric Devict
Company, explained the new aluminui
fields for railway motors.
After the meeting adjourned a tri
was made by special car to the Wine
sor power plant of the West Penn Rai
way at Beach Bottom, where interest
ing features of the large power static
were observed.
The New York Railroad Club
Celebrates Fiftieth
Anniversary
THE dinner this year of the Ne
York Railroad Club took the fon
of a golden jubilee, as the club was oi
ganized in 1872. About 2,300 membei
and guests were present at the banqu(
which was held at the Hotel Commodoi
on Dec. 12. H. H. Vreeland, Intei
borough Rapid Transit Company, wa
toastmaster, and the principal addresst
were given, by John J. Cornwall, e:
Governor of West Virginia and genen
counsel of the B. & 0. R.R., and Georg
A. Post, chairman railroad committe(
Chamber of Commerce, U. S. A.
New England Street
Railway Club
THE December meeting of the Nei
England Street Railway Club wa
held in Boston last Thursday. Th
afternoon meeting was at the Engi
neers' Club and was addressed b;
Joseph C. McCune, Westinghouse Ai
Brake Company, on recent develop
ments in air brakes for electric cars
December 16, 1922
Electric Railway Journal
953
The evening meeting was at the Copley-
Plaza, and W. L. Underwood of the
M.I.T. gave an illustrated lecture on
hunting big game with a camera in
New Brunswick.
Meeting of Committee of
One Hundred
THE Committee of One Hundred,
which was organized in 1919 shortly
prior to the Federal Electric Railways
Commission hearings to give currency
to electric railway facts, held a meeting
at the Ra.lroad Club in New York on
Tuesday, Dec. 12, and decided to con-
tinue its existence indefinitely and
broaden the scope of its work. About
twenty-five members of the committee
were present and after a report from
Gen. Guy E. Tripp, chairman of the
committee, was presented, the plan for
continuing the work of the committee
was unanimously approved.
General Tripp's report showed that
since the establishment of the advertis-
ing section at association headquarters
on Jan. 1, 1920, much information of a
constructive character has been cleared
to the press and electric railway com-
panies and other channels of advertis-
ing and publicity. The good results
obtained have been attributable in great
measure to the determination of the
committee not to make a mere "press
agent" service of its information de-
partment but to render a real informa-
tion service to all who desire facts
about electric railways. The greatest
care has been taken, it was emphasized,
to tell the whole truth in each situa-
tion and to avoid coloring statements
either to the benefit of electric rail-
ways or the detriment of their oppo-
nents.
Among those who discussed the com-
mittee's work, after General Tripp had
read his report, were C. D. Emmons,
P. H. Gadsden, Barron Collier, F. R.
Coates, G. E. Hardy, J. N. Shannahan,
J. H. 'Pardee, J. K. Newman, J. G.
White, L. S. Storrs, Thomas N.
McCarter, S. Z. Mitchell, O. D. Young
and Secretary J. W. Welsh of the asso-
ciation.
All the speakers emphasized the im-
portance of General Tripp and Henry
R. Hayes remaining at the head of the
work as chairman and secretary of the
committee respectively and also of re-
taining as many members of the com-
mittee as possible regardless of whether
they were actively engaged in the elec-
tric railway business or were in affiliated
lines. Several speakers, particularly
Messrs. Gadsden and Pardee, paid tribute
to the actual handling of the advertis-
ing and informational work of the com-
mittee. This is carried on by Labert St.
Clair, of the Barron G. Collier, Inc.,
staff, who handled the news of the Fed-
eral Electric Railways Commission
hearings. Mr. Collier also makes avail-
able', without charge to the committee,
the service of his entire art and copy
departments.
General Tripp's report also told of
how information was made available to
magazines, the press, public speakers
and others, and then summarized the
other work of the committee operating
through the Advertising Section as fol-
lows:
Preparation of booklets, posters, sug-
gested newspaper advertisements and
similar advertising material dealing
with current situations and forwarding
this matter regularly to all electric rail-
way companies in the United States.
Giving counsel and suggestion for
special campaigns, when requested by
individual companies.
Co-operating with the committee on
co-operation of manufacturers by pre-
paring good will electric railway ad-
vertising literature and disseminating
it through these companies.
Issuing monthly a bulletin publication
called "Truth" containing from six to
fifteen news items, editorial comment
or other material of general interest
which may be used in house organs,
speeches, interviews and in other ways.
This bulletin is distributed to the num-
ber of 3,000 copies monthly.
Co-operating with the twenty-five
state committees on public utility in-
formation, supplying them with regu-
lar informational material and render-
ing special service to meet their local
situations.
Co-operating with the National Elec-
tric Light Association, American Gas
Association and other public utility or-
ganizations, as well as the Investment
Bankers' Association and other national
organizations interested in the welfare
of public utilities in the dissemination
of facts.
Conducting an Advertising Section in
Aeta, the American Electric Railway
Association monthly magazine, giving
suggestions for bettering public rela-
tions and illustrating the articles with
advertising material gleaned from the
field:
Henry R. Hayes read a financial re-
port showing that the work of the com-
mittee has been financed by voluntary
subscriptions to date, and it was decided
to continue to meet the expenses of the
committee by this method.
Those present were: Messrs. G. E.
Tripp, J. K. Choate, J. N. Shannahan,
E E. Quantrell, E. W. Sanderson,
Frank Silliman, J. H. Pardee, C. M.
Clark, G. E. Hardy, S. M. Curwen, P.
H. Gadsden, H. V. Bozell, J. W. Colton,
F. R. Coates, Barron Collier, C. D.
Emmons, R. P. Stevens, O. D. Young,
H. R. Hayes, J. G. White, L. S.
Storrs, T. N. McCarter, S. Z. Mitchell,
H. H. Westinghouse, J. K. Newman,
.T. W. Welsh and Labert St. Clfair.
Power Distribution Work
Laid Out
THE two-day meeting of the Engi-
neering Association committee on
power distribution, held Dec. 11 and
12, was a miniature convention in it-
self. Seventeen of the twenty-two
members were present, besides several
guests, and one absentee was repre-
sented by deputy. Chairman M. B.
Rosevear announced the composition of
the sub-committees as follows:
1. Specifications for catenary con-
structiov — C. H. Jones, chairman ; R. L.
Allen, S. H. Anderson, L. W. Birch,
H. M. Hobart, John Leisenring, W.
Schaake.
2 and i. Trolley-wire wear and speci-
fications— H. S. Murphy, chairman;
J. W. Allen, H. G. Burd, L. E. Delf,
L. F. Griffith, H. D. Hawks, A. Hughes,
Jr., H. A. Pharo.
.?. Pole reclamation — • L. F. Griffith,
chairman; S. H. Anderson, James Scott;
5. Inductit^e co-ordination — John Lei-
senring, chairman; D. D. Ewing, H. A.
Pharo, A. Schlesinger.
6. Temporary connections to trolley
ivire — L. E. Delf, chairman; L. W.
Birch, James Scott.
7. Overhead congtructimi for track-
less trolley — F. McVittie, chairman;
L. W. Birch, H. M. Hobart, W.
Schaake.
8. Review of existing specifications
and recommendations to A.E.S C. —
A. Hughes, Jr., chairman; R. W.
Eaton, H. M. Hobart, F. J. White.
Next C. H. Jones was appointed
vice-chairman of the committee, after
which reports were submitted by repre-
sentatives of the association on the
A.E.S.C. sectional committees. A letter
from S. L. Foster containing many
practical suggestions was read and
discussed. The several sub-committee
assignments were then taken up with
the following general results: No. 1,
Not discussed. Nos. 2 and 4, Subject
will be covered under two heads; trol-
ley wire wear by the whole sub-com-
mittee, and preparation of specifica-
tions by Messrs. Murphy, Burd and
Hughes. These three men will co-
operate with the A.S.T.M. No. 3, It
was suggested that cleaning and treat-
ing of poles in service be studied and
cost data gathered, for publication, on
the whole subject of pole reclamation.
No. 5, The discussion on this subject
brought out the desirability of co-
operation with other organizations as
opportunity offers. No. 6, Data on this
subject will be collected with a view
to suggesting the best present and
possible practises. No. 7, The sub-
committee was given a free hand to
gather and analyze information with a
view to presenting the high spots in
present practice. No. 8, The sub-com-
mittee will not only review existing
standards but will suggest those which
should be submitted to the American
Engineers Standards Committee.
On the second day of the meeting the
several sub-committees met and made
substantial progress in planning the
season's work.
News of the Eledric Railways
FINANCIAL AND CORPORATE :: TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
Commission Appointed
Last Act of Mayor Couzens Outlines
Plan for Municipal Operation —
Will Serve as Adviser
The last official action of Mayor
James Couzens with respect to the
street railway question in Detroit be-
fore resigning to become United States
Senator was to appoint four of the
five men who are to make up a special
commission to study Detroit's rapid
transit situation. This rapid transit
commission was authorized about two
months ago, when the City Council also
authorized the appropriation of $50,000
to carry on the work.
Mr. Waldron Chairman
The former Mayor outlined the gen-
eral plan of operation for the rapid
transit commission and stated that in
his belief a practicable solution of the
city's needs should be submitted to the
voters by April, 1924. The recom-
mendations of M!r. Couzens on the ap-
pointment of the commission were ac-
cepted by the Council, and four of the
five men named have agreed to serve.
The fifth member of the committee is
to be appointed by acting Mayor John
C. Lodge.
The men named are: Sidney D. Wal-
dron, former vice-president of the
Packard Motor Car Company, chair-
man; Willard Pope, civil engineer; H.
W. Alden, vice-president of the Timken
Detroit Axle Company, and C. W.
Hubbell, former city engineer of the city
of Detroit.
In outlining the work the commis-
sion will have to do, the Mayor pointed
out that that body will have in mind
the discussed Metropolitan district, the
possible Detroit-Windsor bridge and
the need for more rapid interurban
service such as the commuting service
around New York, Chicago and Phila-
delphia. All citizens with constructive
ideas will be welcome to appear before
the commission or to send in their
ideas to it.
Budget Scheme Proposed
The Mayor stated that it was his un-
derstanding that the commission will
prepare a budget for prompt submis-
sion to the Council, and that expendi-
tures are to be approved by the Mayor
and city controller before submission
to the Council for payment. The com-
mission will serve without pay.
Mr. Couzens on Dec. 5 resigned as
Mayor of Detroit and as acting general
manager of the Department of Street
Railways, having been informed by the
corporation counsel that the offices of
Mayor of Detroit and United States
Senator were incompatible.
At the conclusion of the Mayor's last
meeting with the street railway com-
mission, a statement was issued by
Ross Schram, assistant general man-
ager of the Detroit Municipal Street
Railway system, to the effect that
there will be no changes in the man-
agement or policies of the department
of street railways, which the members
of the commission are satisfied is effi-
ciently organized and operated now.
The commissioners, after conference,
decided to accede to Mr. Couzens' re-
quest that he be not asked to assume
the duties of general manager, but
wish to avail themselves of his offer to
serve in an advisory capacity, so that
they may have the benefit of his ideas,
knowledge and experience.
There is no intention of appointing a
general manager, pending the return
of Joseph S. Goodwin, now on sick
leave. In the meantime the necessary
duties will be divided among the com-
missioners.
Agreement Renewed — Proposals
Accepted
At a referendum taken on Dec. 6 the
trolley men's unions voted to accept the
proposals made to them by the Spring-
field, Worcester Consolidated, Milford,
Attleboro & Woonsocket, Interstate
Consolidated and Attleboro Branch
Railways for the renewal of the work-
ing agreement which will expire on
Dec. 31. The general terms governing
wages are to remain as in operation
since March 1 last under the Storrow
award. There are several minor
changes affecting wages and working
conditions.
The arrangement of a seven-hour
guarantee in a fourteen-hour spread has
been changed to make the outside time
twelve hours instead of fourteen. An
hour's time will be allowed hereafter to
spare men reporting for duty but not
sent out, or whose starting may be de-
layed for that period. Time and a
quarter is to be paid for the thirteenth
hour or fraction thereof and time and
a half thereafter.
Men on schedule runs of seven and a
half to nine hours are to receive nine
hours pay. The minimum at present is
eight hours.
A rearrangement has been made gov-
erning method of payment for late-in
time, computations to be made sepa-
rately for each day, instead of being
taken collectively at the end of the
week, putting Springfield and Worcester
on the same basis.
Maximum rates for blue uniform men
which are to be continued for one year
by the vote thus taken are 58 cents an
hour on the Springfield and Worcester
systems, 53 cents on the Milford, Attle-
boro & Woonsocket, and 56 cents on
the Interstate Consolidated and Attle-
boro Branch roads.
Decision Reversed
Circuit Court of Appeals Rules Seattle
Is Not Compelled to Use General
Fund for Railway Operation
Seattle taxpayers have won another
victory in their fight to protect the gen-
eral tax fund of the city from invasion
as a means of meeting the cost of oper-
ation and maintenance of the Seattle
(Wash.) Municipal Railway. The United
States Circuit Court of Appeals has
reversed the decision of Federal Judge
E. E. Cushman, in the suit brought by
the Puget Sound Power & Light Com-
pany to put the tax fund behind the
$15,000,000 of railway purchase bonds.
This is the decision which the city has
been awaiting before taking action on
the 5-cent fare on city cars. The deci-
sion reversing Judge Cushman was filed
by the Circuit Court in San Francisco,
and the case was sent back to the Dis-
trict Court in Seattle for dismissal.
Judge Cushman's decision, which has
been reversed, held that the city must
draw from the general tax funds, or
any other available fund, in event the
revenues of the railway at any time
become insufficient to pay the cost of
operating the street cars, after payment
of bond interest and principal. The
reversal of this decree has the effect of
holding that the city is not compelled
to invade the general fund for the pur-
pose of operating the railway, if the
revenue ever becomes insufficient for
that purpose. The holding is similar
to that of the State Supreme Court in
the "fourteen taxpayers" suit, in which
the state court held that the general
tax fund cannot be invaded for support
of the railway.
Telegraphic notice received in Seattle
by attorneys in the fourteen taxpayers
case, announcing the decision, said the
federal suit had been remanded to the
lower court for dismissal "without prej-
udice to any right the power company
may hereafter have for future breaches
of ordinances or bonds."
Jt.'DGE Cushman Over-ruled
This decision also removes Judge
Cushman's jurisdiction over the rail-
way system, which he assumed in the
decree which has been reversed, to en-
force specific performance of the terms
of the contract under which the railway
was purchased from Stone & Webster.
The Circuit Court finding held that
the Cushman decision was unnecessary
because the railway is paying expenses
out of its revenues, and that the munic-
ipal officers of Seattle had acted within
their rights in effecting a transfer from
the general fund for the purpose of
investigating charges that the city had
been defrauded in the purchase of the
system. The passage of the enabling
ordinance to make effective the terms
December 16, 1922
Electric railway journal
955
of the bond contract the court also
found to be fully sustained by law, and
not subject to attack because it was
passed by the City Council, and not by
the electorate as a whole.
One of the provisions of the Cush-
man decree which had a bearing on
street car fare was that under which
the Federal Court retained jurisdiction
of the case, and under which the power
company was given the right to call
the city into court on twenty days
notice in event any steps were taken in
conflict with the interests of the power
company. As this provision has been
stricken out by the Circuit Court's
decision, attorneys point out, the juris-
diction of the court has been removed,
and the company would have to begin
new litigation, in event it considered
its efforts were being jeopardized.
James B. Howe, attorney for Stone &
Webster interests, who brought the
specific performance suit in the Federal
Court, states that he is not prepared to
say whether the case will be appealed
to the United States Supreme Court
until he has seen the decision of the
Circuit Court.
Mayor B. J. Brown and City Council-
men predict that with the favorable
court decision, early adoption of a
5-cent fare on the lines of the Seattle
Municipal Railway will be possible.
However, it is agreed that no change
would be politic before Feb. 1.
Numerous suggestions for reducing
fare in the city have been offered by
Councilmen and railway officials, but
to date no agreement has been reached.
The suggestion of Councilman John E.
Carroll that the weekly pass system
be tried has not met vrith the approval
of the Council, and the suggestion has
been permanently tabled.
The Council is now considering a re-
port of Superintendent of Public Util-
ities George F. Russell, requested by
Councilman Erickson, which indicates
that there will be a monthly operating
loss of from $70,000 to .$200,000 from
the various fare reduction plans. The
report did not take into consideration
a probable increase of 13 per cent in
business of the railway, which the util-
ities chief said might result from the
reduced fare. For the various proposed
plans, his report indicates the following
estimated operating losses:
Five-cent fare, with 11 -cent transfers
(Mayor Brown's plan) ; net operating loss
of $129,227, and including the $70,250
monthly allotment for redemption of bonds,
a loss of $199,477 a month.
Five-cent fare, with free transfers, net
operating lo.s.s of $146,880, with bond re-
<!emptIon, $217,130 monthly; 5-cent fare with
2-cent transfers, total operating loss of
$188,825 a month: 6i-cent fare with free
transfers, total operating loss $142,961 ;
6J-cent fare with 1-cent transfers, total
operating loss $128,759 ; 6J-cent fare with
no transfers, a net operating gain of $16,055,
but a total operating loss, counting bond
redemption of $54,195 ; 5-cent fare, and
no transfers, net operating loss of $75,967,
and with bond redemption, $146,217 a month.
Superintendent Russell pointed out
that under the present 8i-cent fare,
counting the $.57,000 depreciation charge
(a mere book account, for which only
$20,000 is actually set aside) there is
' an average monthly fictitious operating
loss of $12,101.
In ten months of 1922, Superintend-
ent Russell said, the expenses of the
Miunicipal Railway were decreased
$405,491 as compared with the corre-
sponding period in 1921, a decrease of
10.91 per cent. The decrease in ex-
pense next year, he predicted, will be
even greater than this.
Franchise Awarded
San Diego Railway Pays One Hundred
Dollars for Privilege of Building
Cross-Town Line
The franchise for the cross-town line
on Sixteenth Street, San Diego, was
formally awarded to the San Diego
Electric Railway by the City Council
on Dec. 4, after a stormy fight, which
was finally decided by the issue being
submitted to the people at a special
election on Oct. 10, and at which elec-
tion the company won its point, the
electors approving the franchise by a
small majority.
The company first made application
to the City Council for the franchise in
April, 1922, stating that the cutoff was
necessary to facilitate reconstruction
work then under way, and also for re-
routing of cars to meet the needs of the
growing city. The granting of the
franchise was opposed by an asso-
ciation of merchants with establish-
ments located on lower Fifth Street
and Market Street, who asserted that
if the franchise were granted the com-
pany would so reroute its cars as to
kill their section of the city as a retail
district. The Council heeded the
merchants and refused to grant the
franchise. The company renewed its
application in July, having procured
the approval of its plans by the State
Railroad Commission, but again the
Council listened to the merchants' asso-
ciation and refused the franchise. The
company then took the fight to the
people, circulating petitions, and se-
cured the necessary signers to a peti-
tion calling a referendum election on
the question, and at the election the
people approved the franchise.
Opponents of the franchise then took
the fight to the Superior Court, ask-
ing that the City Council be enjoined
from granting the franchise as voted
by the people, claiming that the elec-
tion was not authorized under the city
charter, that franchises were not a sub-
ject for referendum elections and that
the power of granting franchises rested
solely with the City Council. A tem-
porary injunction was granted, but at
the hearing attorneys for the plaintiff,
the city and the railway company being
heard, the court dissolved the injunc-
tion. The plaintiff gave notice of ap-
peal.
The franchise was then put on the
City Council's calendar for action on
Dec. 4. Early that morning the at-
torney for the opponents of the fran-
chise again applied for an injunction on
the ground that the franchise should
not be granted while the question of
validity of the election was on appeal,
but the court denied the application
without even asking for argument,
stating that the court could not see
where any irreparable injury was
threatened. The claim of the mer-
chants that their business would be
adversely affected by rerouting of car's,
the court said, was not well founded, as
no one could foresee what the results
of the rerouting would be.
The Council then sold the franchise
to the San Diego Electric Railway for
$J00, it being the only bidder. The
general terms of the franchise are the
same as those of the general franchise
held by the company.
Claus Spreekels, general manager, an-
nounced that construction of the Six-
teenth Street line would begin as soon
as the material could be assembled,
which will be in about two weeks. The
work will be done according to the
new standard adopted by the company
— twin-steel ties, 100-lb. rails, all elec-
tric welded and embedded in 14 in. of
concrete. It will be necessary to build
four blocks of double-track line on Six-
teenth Street to connect existing lines,
or the equivalent of a little more than
one-half mile of single-track.
It is estimated that the company will
save $10,000 a year in car mileage to
and from the carhouse at Fifteenth and
L Streets through use of this new line.
National City and Chula Vista cars also
will be routed over the new line, and
probably the Logan Avenue line, leav-
ing the Imperial Avenue and Market
Street lines to serve lower Fifth Street.
Council Adopts Agreement — Peo-
ple Will Vote in January
The City Council of Ottawa, Canada,
by a vote of eighteen to three, on Dec.
8 adopted the report of the civic street
railway committee which provides for
submission to the voters questions
affecting the operation of the Ottawa
Electric Railway. The proposed fran-
chise agreement, including Robert M.
Feustel's recommendations for exten-
sions, was referred to in the Electric
Railvray JoiOTuil, issue of Nov. 25.
The questions on which the people
will vote are whether the city shall
sign an agreement for a new franchise
allowing a flexible rate of fare and a
guaranteed return of 7i per cent to the
company on $4,500,000, and on $500,000
to the city, which is the city's equity
in the road, or whether the city shall
buy out the Ottawa Electric Railway
Company, its property and assets for
$4,500,000, and have it operated by an
independent commission. This commis-
sion, it was explained, would consist of
three members, who would be appointed
by the City Council.
The Council also passed a motion au-
thorizing the city solicitor to have a
synopsis of the agreement prepared
for publication three times in each of
the three daily newspapers.
The present agreement does not ex-
pire till August of 1923, but in the
event of the new agreement being ap-
proved the company is willing to date
the agreement from January and start
at once on the extensions.
956
Electric Railway journal
Vol. 60, No. 25
Commission Holds Hearing on
Extension Application
Permission to construct an extension
of its Monrovia-Glendora line easterly
4 miles to connect with its San Ber-
nardino line at San Dimas Junction,
along with the necessary permits to
cross twenty streets and the tracks of
two different steam road lines at grade
in and near Glendora, Calif., was asked
on Dec. 6 by the Pacific Electric Rail-
way at a hearing held before Examiner
W. R. Williams and engineers of the
State Railroad Commission at Glendora.
When this line is completed, this cutoff
will enable persons living at Glendora,
or between that city and Los Angeles,
to travel east to San Dimas Junction
and other points on the company's lines
in that territory without coming to Los
Angeles and going out on a parallel line
as has been necessary in the past. It
also will make it possible for persons
living at San Dimas and points east
thereof to go to Glendora and other
near-by points, including Mount Lowe,
without coming first to Los Angeles.
The railroads which the company asks
permission to cross are the Atchison,
Topeka & Santa Fe and the Southern
Pacific. ^_^
Vote Down Renewal Franchise
The renewal of the franchise of the
Rockford-Interurban Railway, a sub-
sidiary of the Commonwealth Power,
Railway & Light Company, was voted
down at a special election in Rockford
by a vote of 7,300 to 4,100. The City
Council had previously voted for renew-
ing the franchise, over the Mayor's
veto.
The franchise expires in October,
1923. The terms of the new franchise
grant were referred to in the Electric
Railway Journal, in the issue of Oct.
21, 1922.
Revenue to withdraw the appropria-
tion, in the event the right-of-way was
not secured by that time.
Construction Awaits Amicable
Settlement of Differences
The County Board of Revenue of
Jefferson County, Birmingham, has
threatened to withdraw $450,000 set
aside for street construction within the
city limits, unless the City Commis-
sioners and the Birmingham Railway,
Light & Power Company can get to-
gether on their long standing contro-
versy as regards the right-of-way over
certain streets of the city.
For some months it has been planned
by the County Board of Revenue and
the City Commissioners to pave certain
streets leading from the center of the
city, in conjunction with the federal
aid appropriation. The righ1>of-way
over these roads is owned by the Bir-
mingham Railway, Light & Power
Company. The city and the company
have been in a controversy over this
right-of-way for some time, and the
matter remains unsettled.
City Commissioner W. E. Dickson
stated that he believed this right-of-
way could be secured before Dec. 15,
the date set by the County Board of
Astoria System Hard Hit
But Speedy Resumption of Electric
Service Follows the Fire in
That Oregon City
Destruction of the electric light and
power distribution system in about
thirty-five city blocks in the heart of
Astoria, Ore., was caused on Dec. 8 by
the fire which started at 2:30 a.m. and
burned until noon. The loss includes
that of the meters and transformers
in the burned area, which included the
main business section of the city and
some residence blocks.
The part of the city destroyed was
built principally on filled-in land, some
parts of which have been filled to the
the fire nearly every light and power
customer outside the burned area was
receiving uninterrupted electrical serv-
ice. The new steam-electric plant and
the Young's Bay gas plant, as well as
the Astor Street substation, were out-
side the fire zone, but the local offices
were burned. Virtually all the records,
however, were saved.
It has been reported that the prop-
erty loss of the Pacific Power & Light
Company will amount to at least
$175,000. The industrial district of the
city was not harmed, but the entire
commercial section was wiped out and
no one has yet hazarded an estimate as
to what the revenue loss wil be to the
various utilities.
Sketch Showing Vulnerability of
ASTORiA TO Fire
street level, but the part which burned
first was filled to within about ten feet
of the street level. The paved streets
in this section were supported on tim-
ber trestles, and the tunnel thus formed
was used for electric light and tele-
phone cables, gas and water mains and
sewers. This tunnel construction pro-
vided a fiue for the burning timber that
carried the fire throughout the burned
area in a short time, causing the fail-
ure of both the gas and water mains
because of the loss of the supporting
structure and the falling of the street
pavement. The failure of the water
supply in certain sections from this
cause proved a serious handicap in
fighting the fire. At least fourteen
blocks of street-railway track were de-
stroyed and through service perma-
nently interrupted.
The Pacific Power & Light Company
owns and operates the street railway,
electric light and power and gas prop-
erties, and much credit is due the com-
pany for the promptness with which
service was resumed by all these prop-
erties. Fortunately the main electric
feeders for the burned district were on
Boundary Street, just beyond the fire
zone, and this area was soon cut off
from the rest of the city. Many arc
lights were back in service on the first
night, and within twelve hours after
Legislature Will Consider
Bus Regulation
That some effort will be made during
the coming session of the Iowa Legis-
lature to restrict the irresponsible bus
competition from which city railways
have suffered during the past two years
seems to be a foregone conclusion. The
Iowa League of Municipalities, made up
of city officials from many of the cities
and towns, has interested itself in the
bus problem and promises to attempt
some relief during the biennial ses-
sion of the state Legislature which
meets in the city of Des Moines early
in January.
A. E. Gnagey, Mayor of Waterloo, is
the chairman of a committee appointed
by the league to investigate the matter
and offer a solution, and he is now pre-
paring a bill which will be introduced
in the Legislature. Mayor Gnagey
claims that bus owners and operators,
paying only a nominal fee, have full
use of city streets without any restric-
tions except those which apply to indi-
vidual motorists. He calls attention to
the fact that by establishing a "carnage
rate" and not actually accepting a fare
for a "within the city" haul buses have
escaped taxation under ordinances gov-
erning taxicabs.
Mayor Gnagey is now drafting a bill
and while it is not complete it is known
that it will seek to give municipalities
power to regulate buses and provide
an operating tax which will compen-
sate cities for injury to streets by the
operation of buses.
Will Have Uniform Bookkeeping
System
By an order of the Tennessee Public
Utilities Commission, which will become
effective in 1923, the entire bookkeep-
ing system of all the privately owned
gas, electric light, water works, street
railways and power conipanies in
Tennessee will be changed. The order
requires all companies to keep their
accounts in a uniform manner and in
strict accordance with definite rules
laid down by the commission. The new
classification will conform with the
accounting plan recently adopted by the
National Association of Railroad &
Utilities Commissioners.
December 16, 1922
Electric Railway Journal
957
Hydro-Radials an Issue
Construction of Proposed Lines Will
Depend on Vote of Toronto
Ratepayers
The ratepayers of Toronto, Ont., will
vote at the municipal election on Jan. 1
on the question: "Are you in favor
of the hydro-radial agreement passed
by the City Council on Sept. 6, 1922?"
Upon the answer given, the construc-
tion of the Toronto-Niagara Radial will
be proceeded with or will be abandoned.
The agreement of July 27 provided
for the building of the radial in ques-
tion as a co-operative enterprise. As
the Toronto Globe explains the matter
Toronto's obligations under the adopted
plan are twofold. The city agrees to
guarantee bonds to the amount of
$4,240,000, representing 85 per cent of
the cost of a line from the foot of Bay
Street, Toronto, to Port Credit, and to
furnish free of cost that part of the
right of way from the Humber to the
terminal, which will pass over public
property.
In pursuance of the July agreement
the City Council, on Sept. 6, adopted a
supplementary agreement, providing for
the needed right-of-way. The agree-
ment confers on the Hydro-Electric
Commission, as trustee for the asso-
ciated municipalities, the right to use
for fifty years a strip of land 105 ft.
wide extending from the Humber on the
west to Morley Avenue on the east,
and to construct and operate an under-
ground line on Bay Street from the
radial terminal, near the waterfront, to
the City Hall.
The Bay Street tube and the tracks
for an eastern entrance for radials are
not to be constructed at present. Ac-
cording to the Globe nothing can be
done by the Hydro-Electric Commission
upon these portions of the enterprise
without the express consent of the City
Council, which may or may not vote
the needed money should the commis-
sion propose at any future time to
proceed with the work. The lease of
the eastern right-of-way is a "reserva-
tion," and for the present nothing
more. If no steps are taken within
six years toward utilizing it in the
bringing in of radials from the east the
lease is then cancelled automatically.
The question goes to the people be-
cause a majority of the Harbor Com-
mission is opposed to giving up the
land needed without a direct vote of the
ratepayers authorizing them to do so.
The membership of the Harbor Com-
mission consists of three representa-
tives appointed by the city, which has
provided most of the land and the
money for harbor improvements; one
by the Dominion Government, and one
nominated by the Board of Trade. Two
of the city's representatives, R. J.
Fleming and Home Smith, not only ob-
ject to the grant of the right-of-way as
provided for by the agreement of July
27, but are of opinion that the city
should own and operate the radial en-
trance and terminals, through the
agency of the Toronto Transportation
Commission, instead of entering into
partnership with the other munic-
ipalities through whose territory the
proposed radials are planned to run.
As the Globe sees the matter the rate-
payers must choose between the two
principles — municipal co-operation and
the opposite as presented in the phrase
"Us for Toronto."
Paint Shop Destroyed
Thirty-One Cars Lost by International
Railway in Blaze at Cold
Spring Plant
Thirty-one cars were destroyed by
fire and a workman was burned to
death in a blaze which completely de-
stroyed the paint shops of the Inter-
national Railway, Buffalo, on the morn-
ing of Dec. 13. Prompt work on the
part of the firemen prevented the de-
struction of the Cold Spring carhouse
of the company, which adjoins the paint
shops. The damage is estimated by
Herbert G. Tulley, president of the In-
ternational, at more than $350,000,
fully covered by insurance. The cause
of the blaze had not been determined
late in the week and an investigation
is being made by the company.
Cars Destroyed Were Awaiting
Overhauling
The cars which were destroyed were
in the paint shops for overhauling.
They consisted of nine Peter Witt type
center exit cars; eleven double end
cars; three near side P.A.Y.E. cars;
four interurban cars and four converted
one-man cars. The building, a brick
and frame one-story structure, and the
equipment are a total loss and the com-
pany will be crippled for some time to
come as the paint shop was being
worked at capacity repairing and over-
hauling the company's equipment in
preparation for the winter. There are
no paint shops connected with any of
the other carhouses in the city.
The fire was discovered shortly after
4 o'clock in the morning. Before the
first battalion of firemen arrived, the
entire structure was in flames. The
grease and oils in the building and the
high wind caused the blaze to spread
rapidly and the firemen had difficulty
in keeping the flames confined to the
paint shops and adjoining dwellings.
The main car sheds at Cold Spring,
housing more than 500 cars, were not
damaged in the least.
Edward McQuivey was burned to
death in the fire. He was employed as
a painter and night watchman. His
charred body was found by firemen
after the blaze was extinguished.
The company has received several
letters from individuals who have
threatened to fire the Cold Spring
carhouse and in some quarters suspi-
cion is directed toward strikers or their
sympathizers. One attempt was made
some time ago to destroy the structure
by the explosion of a bomb placed on
the roof of the building. Since the start
of the strike on July 1, 1922, the car-
house has been under heavy police
guard.
Ad.iourninent on Car-Bus
Hearings
Quick settlement to determine the
result of the street car-bus franchise
that was submitted to the electors of
Saginaw, Mich., on Nov. 7 has been
removed with an adjournment on the
hearings for orders to show cause
issued by the Circuit Court until
Dec. 21.
The hearing on the order secured by
the opponents and the hearing on the
order secured by the proponents will
be combined, as both measures have
been consolidated. Attorneys interestetl
in the election from both sides will
fight it out through the courts.
The franchise, if carried, would have
meant the resumption of street car
service with motor bus extensions, but
apparently it was defeated on the orig-
inal returns by fifteen votes. On the
recount the measure lost by fifty-seven.
More than 1,000 ballots are now in dis-
pute, the opponents having asked the
courts to pass on a majority of them
because of alleged technicalities. No
matter which side secures the decision
in the lower court, the entire question,
it is believed, will be carried to the
State Supreme Court for a decision.
.\1aste.v Stheet .Side of the Paint Shop
After the Fire
General View of the Uuins of the Paint Shop
WITH THE Wrecked Cars
958
Electric Railway Journal
Vol. 60, No. 25
Extra Common Dividend Declared
At a meeting of the board of di-
rectors of the United Light & Railways
Company, Grand Rapids, Mich., held on
Dec. 6, 1922, the regular quarterly divi-
dend of II per cent was declared on the
first preferred stock payable Jan. 2,
1923, to stockholders of record on Dec.
15, 1922. There was also declared the
quarterly dividend of li per cent on the
participating preferred stock payable
Jan. 2, 1923, to stockholders of record
on Dec. 15, 1922.
A quarterly dividend of IJ per cent
on the common stock of the company
was declared payable on Feb. 1, 1923,
to common stockholders of record on
Jan. 15, 1923. An extra dividend was
announced of i of 1 per cent on the
common stock of the company payable
on Feb. 1, 1923, to stockholders of
record on Jan. 15, 1923.
Net Income $97,059
The accompanying table shows the
results of operation by the Department
of Street Railways, Detroit, Mich., for
October and September, 1922.
CITY. OF DETROIT
Department of Street Railwatis
INCOME STATEMENT AND OPERATING STATISTICS. OCTOBER. 1922.
COMPARED WITH SEPTEMBER. 1922 •
October,
Operating Revenue 1922 Cent? per
31 Days Car-Mile
Revenue from ti ansportation
PassenRer revenue $ 1 .525, 249
Parlor, chair and special car revenue 62
Miscellaneous^tranaportation revenue I
Total ;
Revenue from other railway operations
Station and car privileges (advertising)
Rent of track and facilities '
Miscellaneous
Total "..
Total operating revenue
Operating expenses
Ways and structures
Equipment
Power
Conducting transportation
Traffic
General and miscellaneous
Total operating expenses
Net revenue railway operations
Deduct taxes assignable to railway operations and
miscellaneous rents
Net operating income
Non-operating income
Net income from miscellaneous property
Income from unfunded securities and accounts
Income from sinking fund and reserves
Total non-operating income
Groas income
Deductions
Pro rata sinkini? fund provision on $15,000,000
oiiginal bond issue
Pro rata reserve on D.U.R. purchase contract. . . . .
Pro rata sinking fund provision on $4,000,000
bond issue
Pro rata inteiest fund provision on $15,000,000
bond issue
Pro rata interest fund provision on $4,000,000
bond issue
Pro rata interest fund provision on deferred pay-
ments on D.U.R, purchase contract
Amortisation of expense on funded debt
Total deductions from gross income
Net income
Ratio operating expenses to revenue from transfers.. . .
Ratio operating expenses to operating revenue
Ratio net income to operating revenue
Revenue car-miles operated
Non-revenue car-miles operated , . .
Total car-miles operated
Earnings per car-mile
Earnings per car-hour
T^xpenses per car-mile
Expenses per car-hour
Revenue passengers carried
Transfer passengers carried
Total passengers carried 37,752,445
Ratio of transfer pas.sengers to revenue passengers. . . . 32.3 per cent
Revenue passengers per car-mile operated 7
Transfer passengers per car-milc operated 2
Total passengers per car-mile operated 9
September.
1922 Cents per
30 Days Car-Mile
$1,444,326
72
»I,525,3I3
.3921
$1,444,399
.3795
$6,772
81.557
366
.0228
$6,660
81,867
$88,696
$88,527
.0233
$I.6M,010
.4149
$1,532,927
.4028
$178,998
97,817
157,365
563,433
310
129,445
$166,398
89,829
149.006
545,082
290
122,809
$1,127,370
$486,640
.2897
.1252
$1,073,416
$459,510
.2820
.1208
$54,573
.0140
$52,901
.0139
$432,066
.1112
$406,609
.1069
$1,182
15.123
2,960
.0050
.1162
$1,697
$19,266
$1,697
.0004
$451,332
$408,306
.1073
$38,471
143,274
$37,747
142.015
11,324
11,111
59,706
58,583
14,715
14,086
86.528
253
83,736
$354,273
$97,059
.0911
.0251
$347,280
$61,025
.0913
.0160
73
69
6
3,882,888
7,628
9 per cent
8 per cent
0 per cent
74
70
3
3,798,386
7,377
3 per cent
0 per cent
9 per cent
3,890,516
28,530,594
9.221,851
.3921
2.0358
.2897
1 . 5047
3,805,763
27.025.653
8,744,410
.3795
1.9703
. 282':
1.4640
35,770,063
32.3 per cent
2
9
Results Under Service-at-Cost
Youngstown Commissioner Says 300,000
More Passengers a Month Must Be
Carried to Avoid Deficit
The report of an audit of the accounts
of the Youngstown Municipal Railway,
authorized by the City Council, has just
been made to that body by H. W.
Feather, the accountant employed by
the City Street Railway Commissioner
for the purpose. The period covered
by the audit is from Jan. 16, 1919,
when the service-at-cost ordinance
under which the Youngstown city rail-
way lines are operated, became effec-
tive, to Aug. 31, 1922.
Mr. Feather prefaces his report with
the statement:
The entire accounting- system including
tliat in tlie .storeroom is exceptionally good,
and the check on cash receipts is accurate
and complete. Every courtesy was shown
me by the officials of the operatlne com-
pany.
In the period covered by the audit
Mr. Feather found that the gross rev-
enue was $5,747,624, while the oper-
ating and maintenance expenses, includ-
ing taxes, were $5,413,356. The latter
item is increased to $5,439,387 by cer-
tain special expenditures authorized
under the ordinance, leaving a balance
of $308,237 applicable to depreciation
and interest on capital.
The agreed capital value under the
service-at-cost ordinance on Jan. 16,
1919, was $4,370 480, and the additions
to capital since that time up to Aug.
31, 1922, were $98,276.. making a total
of $4,468,757 on which, under the terms
of the ordinance, a return is to be paid,
the rate on the original agreed value
being 7 per cent and on the capital
additions the actual cost of the money.
These charges against operating income
and depreciation charges, Mr. Feather's
audit shows, amount to $1,162,168, or
$853,931 in excess of the balance left
after paying operating charges and
taxes. This excess is carried as a
debit balance in the stabilizing fund,
the state of which fund controls the
rate of fare to be charged under the
service-at-cost ordinance.
In this regard, the audit report points
out:
The present physical condition of the
company's property Is such as to warrant
the capitalization of this deficit plus any
additions since Aug. 31, 1922, that portion
of this deficit represented by unpaid Interest
on capital value bearing interest and the
balance being non-interest bearing.
Mr. Feather found that the company
during the period of his audit had oper-
ated a total of 13,030,069 car-miles,
carrying 77,898,884 original passengers
and 17,341,096 transfer passengers.
Basing his calculations on the fare rev-
enue received, he found that the aver-
age fare per original passenger was
7.34 cents, while including the items of
interest and depreciation, in part ac-
crued, the cost per original passenger
was 8.48 cents.
Mr. Feather points to the falling off
in the number of passengers carried
and the increased cost of carrying them,
due to the "unsettled business condi-
tions with resultant labor troubles, in-
.reased cost of materials (particularly
December 16, 1922
Electric Railway Journal
959
fuel), increased cost of labor and the
general business depression starting
early in the fall of 1920 and extending
to late summer of this year." He con-
tinues:
During 1920 there were 727,626 fewer
oi'i&inal passengers carried than during the
llj months of 1919, and in 1921 6.136.408
fewer than in 1919. The entire year of 1922
will probably show an increase of about
3 000.000 passengers over 1921, but still
fewer by 3,000,000 than 1919.
Regarding the weekly pass, Mr.
Feather found that the average fare
per original ride on passes was 4.97
<;ents. He says:
There has been a steady growth of pas-
sengers carried since the Installation of the
weekly pass, which was started in October,
1921. Better business conditions are prob-
ably responsible for some of this increase,
but the greater part of the increase is.
no doubt, due to the pass. August, 1922,
showed an increase of 566,854 passengers
over August, 1921, or more than 50 per
cent.
Without attempting to solve the prob-
lem of the number of these passengers
-who would not have been carried were
it not for the weekly pass, Mr. Feather
comments:
Unfortunately the use of the pass has
lowered the average fare per passenger
to such an extent that unless the weekly
pass is discontinued the company must
carry 300,000 more passengers per month
to avoid a deficit.
Memphis Reorganizations
Progressing
The management of the Memphis
Power & Light Company, Memphis,
Tenn., successors to the Memphis Gas
■& Electric Company, and the Memphis
Street Railway, will be directed by
T. H. Tutwiler, executive head of the
street railway, it is stated. Following
the sale a few days ago of the gas
property, the owners will be ready to
take charge by Jan. 1. Just as soon as
the details of reorganization of the gas
company are completed, preliminary
steps will be taken looking to the sale
of the Memphis Street Railway at auc-
tion on an order of the Federal Court.
The Electric Bond & Share Company,
New York, contemplates the purchase
of the street railway property as has
"been done in other southern cities and
"will proceed with immediate reorgan-
ization of the street railway.
Securities at Auction
Electric railway securities sold by
Adrian H. Muller & Company on Dec. 6
at the Public Auction Room, 14 Vesey
Street, New York, were as follows:
200 shares Albany Southern Railroad
common ; $11.50 per share.
100 shares Albany Southern Railroad pre-
ferred : $26 per share.
230 shares International Railway Com-
pany common, voting trust certificates ; $13
per share.
$14,000 Second Avenue Railroad first con-
solidated mortgage 5 per cent bonds, due
1948, Guaranty Trust certificates of deposit,
1} per cent.
$16 900 Dry Dock, East Broadway & Bat-
tery R.R. Company registered refunding
mortgage Income gold bonds, series C, due
1960, with $239 scrip, $600 lot.
225 shares North Jersey Rapid Transit
f'ompany, common. $7 lot.
$37,500 North Jersey Rapid Transit Com-
pany first mortgage 5 per cent bonds, cer-
tificates of deposit, $200 lot.
15 shares Nova Scotia Tramways Com-
ii:iny, common, $100 lot.
50 shares Nova Scotia Tramways Com-
r'lny, preferred, $2,000 lot.
Toronto Purchase Arbitration
Completed
The Toronto Railway arbitration has
been concluded and the next and vital
step will be the announcement of the
award.
The Financial Post of Toronto says
that surrounding this matter are the
questions:
Will it be acceptable to both sides ?
Will there be further litigation — an
appeal to the Privy Council?
According to the Post there are those
who contend that both sides will be
anxious to avoid a further piling up of
costs, but such a contention is hardly
borne out by experience. The com-
pany may appeal on some questions of
law, but it seems more reasonable to
believe that the city, not always given
to weighing the dollars and cents of
the people before rushing in to spend,
would be more liable to take the jump
than the company. On the other hand,
says the Post, if the award is unac-
ceptable to the company, and especially
if there is a hitch in the interpretation
of a clause of the franchise, the com-
pany is certain to appeal. In further
explanation of the matter the Post
says:
During the past few years, since the
wave of public ownership has hit the coun-
try, franchises and agreements have been
likened more to a scrap of paper. The
Privy Council, however, has been the only
standby. There an agreement is respected
and an interpretation on the strict letter
of the paper, devoid of any sentiment, is
usually forthcoming. However, both these
conjectures might be termed "crossing
bridges."
For the present the guessers have suffi-
cient to conjure with in the possible award.
The guesses already vary. Some place the
figure between $10,000,000 and $12,000,000.
The city Is willing to pay around $7,500,000
and this does not include a considerable
amount of the company's real estate, includ-
ing the office building, Scarboro Park and
the steam plant site. To this would be
added the $3,000,000 which the company
already has in its treasury from the clean-
up deal, including Interest on the award,
which dates back to Sept. 1, 1921.
Thei'e is another point to consider, as
to whether the city is likely to get the
road at Its figures with Chicago experts
placing the value of the property at $20,-
000.000. Each side must pay its share of
the arbitration cost, but it is said that the
company has already set aside sufficient to'
care for this. An approximate cost is
g.ven as $2,000,000, and the company has
a reserve on hand greater than this amount
to care for such a charge. The company
is to be paid In 6 per cent bonds of the
city, dated Sept. 1, 1921, so that if there
Is an appeal, no matter by the city or
company, this interest continues. Thus It
can be said that on the interest alone the
stock Is worth 6 points more than it was
a year ago. The uncertainty which sur-
rounds the matter caused a pronounced
weakness in the stock lately and a drop
of about 12 points from the recent high.
that service will not be resumed except
under orders from the commission.
In April the company applied to the
City Council for a franchise for a line
on Twenty-fifth Street from K Street
to Broadway, with the intention of run-
ning the Woolnian Avenue cars over this
route and abandoning K Street, which
is closely paralleled by the Imperial
Avenue line on the south and the Mar-
ket Street line on the north. This fran-
chise was granted by the Council, but
with conditions added which are not in
the company's general franchise and
which General Manager Claus Spreckels
declared he will not accept. At present
residents of the Woolman Avenue dis-
trict are being served by a stub oper-
ated from Twenty-fifth and Imperial,
with transfers to and from the Imperial
Avenue line.
Manager Collins Made Receiver
John S. Collins of Jackson, general
manager of the Michigan United Rail-
ways, was named by Federal Judge
Arthur J. Tuttle on Dec. 13 as receiver
for his company, following filing of a
petition for receivership by the Com-
monwealth Power, Railway & Light
Company. The Michigan United Rail-
ways serves about forty cities and
towns in the western and central parts
of the State.
Seeks Discontinuance of Line
The San Diego (Calif.) Electric Rail-
way has applied to the State Railroad
Commission for permission to discon-
tinue service over the main portion
of the Woolman Avenue line — that por-
tion extending from Twenty-fifth Street
and Imperial Avenue to the Intersec-
tion of Fifth and K Streets — a distance
of about three-fourths of a mile, it is
announced by General Manager Claus
Spreckels. Service over that part of
the lini; was discontinued about Dec. 1
because of the poor condition of the
track, and Manager Spreckels states
Seeks Increased Capital Stock. — The
Port Arthur (Tex.) Traction Company
has filed an amendment to its charter
under which the capital stock is in-
creased from $300,000 to $400,000.
Under the recent order from the city
to move all car tracks to the middle
of the street, the company faces heavy
expenditures and additional capital is
needed.
Transfer of Rights Sought.— The Rich-
mond Light & Railway Company, New
York, N. Y., has applied to the Transit
Commission to transfer the railroad
property of the company to the Rich-
mond Railways, Inc., and to make and
transfer certain issues of securities.
This is a step in the reorganization of
the company now in the receiver's
hands, and which was recently acquired
by new interests. Permission is sought
to transfer the franchises and proper-
ties comprising the electric railroad
system of the Richmond Light & Rail-
road Company to the Richmond Rail-
ways, Inc., in consideration of receipt
by the Richmond Light & Railway
Company of 6 per cent 30-year mort-
gage bonds in the face amount of $2,-
000,000 and capital stock of no par
value to the amount of 20,000 shares.
None of the securities to be issued is
to be sold. A hearing was held by the
commissionon Dec. 13 and decision was
reserved.
960
Electric Railway Journal
Vol. 60, No. 25-
Traffic and Transportation
Reduction Not Likely
Connecticut Commission Believes Five-
Cent Rate Impracticable in Large
Cities — Service Satisfactory
In the opinion of the Public Utilities
Commission of Connecticut the instal-
lation of a flat 5-cent or 6-cent fare
without transfer privileges would not
give satisfaction in large cities taking
the cities as a whole. Bridgeport and
Norwalk lent themselves to the adop-
tion of reduced fare zones because of
the particular geographical layout and
also because of the trend of traffic.
These statements were made in the an-
nual report of the commission which
was recently presented to Governor
Lake.
The report covers in full electric
railway operation in the State of Con-
necticut. The announcement of the
impracticability of the 5-cent fare in
Connecticut comes at a critical time
when Mayor Kinsella of Hartford has
announced his intention of taking up
with the commission body the matter
of reducing fares in his city.
The present rates of fare charged by
the Connecticut Company are based
upon a flat rate of 10 cents for a single
cash fare with a ticket rate of Sh cents
or three for 25 cents. Bridgeport and
Norwalk are exceptions to this schedule.
They have a 5-cent zone fare without
transfers. This schedule was author-
ized by the commission in November,
1921, for a trial period of ninety days,
and thereafter until changed by the
commission. The results of the eleven
months' operation in Bridgeport re-
ferred to in Electric Railway Journal
of Dec. 9 showed an increased operating
income but provided an amount below
v/hat would be considered a reasonable
return on the investment or fair value
of the property. This condition ob-
tained also in Norwalk. The test
period expired in the early spring and
the temporary order has not been re-
voked. The report says on this point:
*i " ^"^1 ^^^ ^"P"^ '>^"d reasonable expecta-
tion of the commission that the ticket rates
or the Connecticut Company could before
now be reduced from 8J cents to 7i, or two
J^}^^^ ^°^^.i^ F^"^^- ^"<i a.t such time a
proper modification of the temporarv orders
K'?,♦i'"i^'^?°^^ *'']'' Norwalk might be made;
„,^ .1 ""?,''"'?' depre.-ision and unfavorable
weather during the summer months oper-
ated against more favorable gross and net
operating revenues of the Connecticut Com-
pany.
Believing the cut detrimental the re-
port continues:
It may be assumed that the services of a
public utility are essential for the well
bemg of the state and for the comfort and
happmess of its citizens, and that only bv
financially successful and carefully man-
aged companies, as in any other line of
busmess, can such service be satisfactorily
maintained.
Under public regulation there should be
little chance for undue profits or discrimina-
tory service, but any policy of regulation
which will arbitrarily and without .sound
reason reduce utility rates or diminish the
revenues to an extent that utilities are un-
able to pay a fair return or raise new
money for necessary capital improvements,
betterments and extensions, will very much
diminish the power of the regulating body
to compel good service.
The report says further:
The companies are gradually increasing
mileage of open track, which is to be com-
mended, and on side location and Inter-
urban lines they are constructing earth
landing places which enable passengers to
be handled more safely.
Automatic signals have been installed on
a number of lines. This substitution of
•"Odern signal equipment for older types
should be continued as extensively and as
rapidly as practicable.
Traffic and operative signs show consid-
erable progre.ss toward standardization, as
?f,y.?*f 1 *'^ "^ '" previous inspection
reports ; however, a few turnouts and call-
ing points still remain unlabelled. High-
way crossing signs were found in only a
fair condition of maintenance: some with
broken wings or sadly out of plumb, others
obscured by tree limbs which should be
kept trimmed.
The report concludes by saying that
street railway service on the whole has
been satisfactory and that the com-
panies, particularly the Connecticut
Company, have shown better financial
results and have been able to meet with
some degree of success their state tax
obligations.
Applies for Seven-Cent Fare
Continuance
The United Railways & Electric Com-
pany, Baltimore, Md., has filed an appli-
cation with the Public Service Commis-
sion for a continuation of the 7-cent
fare. In discussing the application
H. B. Flowers, general manager, said
that almost half of the total receipts of
the company were returned to the 5,000
employees in wages in the last ten
months.
In commenting on the affairs of the
Company, Nelson Cook & Company,
bankers of Baltimore, in their Decem-
ber pamphlet say in part:
There are naturally many people in Balti-
more who selfishly and without reason would
Cut in Cleveland Fare Expected
As a result of a settlement between
the City of Cleveland and the Cleve-
land (Ohio) Railway, regarding the
disposition of a number of funds, it
appears certain that the Cleveland car
riders will receive another reduction
in fare on March 1. The adjustment
of funds just made involves a grand
total of $986,022. This sum has been
carried for several years in so-called
"suspense accounts."
In the agreement between the city
and the company, $476,151 is trans-
ferred to the interest fund, which is
the fare barometer. Because of the
transfer there was in this fund on Nov.
1, $588,522. When this total reaches
$700,000 the fare is automatically re-
duced. There is today a large accumu-
lation in the operating reserve surplus
which must be transferred to the inter-
est fund on March 1, making the fare
reduction almost sure.
Cleveland car riders are now paying
5 cents cash fare or five tickets for a
quarter with 1 cent for transfer. The
next lower rate of fare is the same,
except that riders may get eleven
tickets for 50 cents. In view of the
fact that this next lower rate of fare
varies so slightly from that now in
efl'ect, it is not at all unlikely that a
further reduction will be made to 5
cents cash or six tickets for a quarter
with 1 cent for transfer.
In the adjustment made in the agree-
ment between the city and company,
$305,982 went to the maintenance, de-
preciation and renewal reserve; $82,-
536 to the road equipment reserve and
$6,982 to the operating expense re-
serve.
None of the Cleveland Railway ex-
ecutives will be quoted as to the cer-
tainty of a fare reduction on March 1,
but there is a general accord that unless
there is a totally unexpected drop in
business during the next few months,
or some extraordinary expense is in-
curred, the fare will go down probabl.v
two notches on March 1.
.1, ?.,'^°™'"i?''°" '» strongly imbued with
the theory that any utility company, to
give good service, must be in a healthy
financial condition, and that any reduction
of rates or diminution of revenues of any
necessary utility, operating under efficient
and economical management, which will
?nM''i',?'^=i'"P/''" "/.financial standing Tnd
fail to afford a fair return upon a con-
servative valuation of its property used
and useful in the service, will ultimately
and surely be extremely detr'm "ntaT both
to the company and to the public which
"■ei"','?! Its service, and which service
flctory.^ reasonably dependable and s7ti"
...w.v. ....v. ^.......o.iijr diiv* Yynin/ut icaauil WOUIU
like to see a lower street car fare. There
are many, perhaps, who would be glad
to ride on the street cars without any fare.
It would make little difference to" them
who paid the freight so long as it cost them
nothing. It is against thoughtlessness of
this character that the Public Service Com-
mission of Maryland stands as a bulwark
in the protection of property rights.
A large Baltimore labor body is reported
to have passed a resolution asking the
return of the pre-war 5-cent carfare. As
the United Railways Company is one of
the most extensive employers of labor in
Baltimore, we wonder what labor would
say if the company sought to cut the wages
of its employees to a point where the former
."j-cent fare would be possible. Until the
time comes when wages can be materiallv
reduced and the cost of transportation cor-
respondingly lowered our street <ar fare
must remain at its present 7-cent rate to
enable the combany to earn a sufficient sum
to maintain its credit and thereby maintain
public service.
School Tickets Reduced
According to a recent announcement
of the Connecticut Company, pupils can
hereafter ride at one-half the metal
ticket rate instead of one-half the cash
fare.
Fares on all Connecticut Company
lines were reduced 16 per cent on March
1, 1922. The fare unit had been 10'
cents and it was provided that three
metal tokens be sold for 25 cents, at
the rate of twelve for $1. Single cash
fares remained at 10 cents, when tokens
were not used. School children have
continued to pay one-half of the 10-cent
rate, buying books of twenty tickets
for $1. Under the decision of the Con-,
necticut Company directors, they will]
be able to buy books at one-half of thef
token rate, saving 16 per cent.
Books of tickets are issued to school
children, when the fact of their attend- 1
ance at public or parochial schools isj
attested by parents and school author- '
ities.
December 16, 1922
Electric Railway Journal
961
Plan in Effect to Reduce Fares
and Maintain Revenue
On Dec. 8 the San Diego (Calif.)
Electric Railway started a thirty-day
trial of a plan calculated to reduce fares
to the street car rider and still maintain
the usual revenue for the car company.
The plan is fostered by an organization
Icnown as the Merchants' Transporta-
tion Coupon League, and its promoters
iclaim that it will promote business for
the merchants who are members of
the league and also increase street car
patronage during the hours when traffic
i."-- usually light.
In brief the plan is as follows: The
•company issues to the league a special
red token at 11 cents each (the regu-
lar outer zone fare in San Diego). The
merchants who are members of the
league sell these tokens to the public
at two for 15 cents, and with each token
sold give two coupons valued at 2 cents
each in trade. Merchants who are
members of the league accept these
coupons as cash on purchases in their
establishments at the rate of one 2-cent
coupon for each 25 cents worth of goods
purchased. Thus if the patron pur-
chases two tokens for 15 cents for the
round trip to town and back, and makes
purchases at league stores amounting
to $1, the coupons can be turned in for
8 cents, thus reducing the actual fare
paid to 7 cents for the round trip, or
a reduction of more than 50 per cent
of the regular fares. The league pro-
moters have secured 100 merchants as
members of the league, representing
practically all lines of business, both
downtown and suburban, so street car
patrons desiring to purchase the new
red tokens will And them at convenient
points throughout the city.
The railway company has placed the
following restrictions on the use of the
red tokens: They will be accepted in
payment of fare only between the hours
■of 9 a.m. and 4 p.m., and from 6 p.m.
until midnight. During the peak-load
hours regular tokens must be used. No
transfers will be issued on the red
tokens.
Whether the plan becomes permanent
or not depends upon the showing made
by the thirty-day trial, it was stated by
Claus Spreckels, general manager of
the San Diego Electric Railway. If the
expectations of the promoters are real-
ized the plan will be made permanent.
order authorizing the collection of a
fare that is predicated upon the final
valuation.
In the event that the commission does
not see fit to grant the extension upon
those terms the petition asks that some
extension at least be given.
Seeks Another Extension of
Seven-Cent Fare
An application for another extension
of the 7-cent fare has been made by
the United Railways Company, St.
Louis, Mo., before the State Public
Service Commission at Jefferson City.
The commission has extended the
7-cent rate several times, the last occa-
sion being up to Dec. 31, 1922. The
pplication filed recently asks that the
•xtension be granted until the commis-
sion has completed the valuation of the
property of the United Railways Com-
pany now being made and has promul-
gated and put into effect a permanent
Supreme Court to Decide
Opponents of Increased Fare in the City
of Dallas Will Take Issue to
Higher Court
The fight on the 6-cent fare in Dallas,
Tex., will be taken to the Supreme
Court, according to attorneys for those
opposing the higher fare, unless relief
is had in the lower courts. Joe A.
Worsham, attorney for the Dallas Rail-
way, is also preparing to take the case
to the Supreme Court on a writ of
error.
The case as originally brought by
F. J. Geller et al. in the Forty-fourth
District Court of Dallas County, sought
to enjoin officials of the Dallas Rail-
way from collecting a 6-cent fare, alleg-
ing that the city ordinance making the
grant of the 1-cent increase in fare was
not legally passed by the City Commis-
sion. Petitioners set forth that the
franchise entered into between the city
of Dallas and the Dallas Railway on
Jan. 8, 1917, was a contract and bound
the company to charge a 5-cent fare
during the life of the franchise, unless
said fare should be changed under the
conditions of the sliding scale set forth
in the franchise, and that therefore the
city ordinance granting the fare increase
was void, inasmuch as it had not been
submitted to the qualified voters for
indorsement at a referendum election.
John W. Pope, sitting as special judge
in the Forty-fourth District Court,
denied the injunction in sustaining a
general demurrer filed by the attorney
for the company.
The case was appealed to the Fifth
Court of Civil Appeals at Dallas by
attorneys for Geller et al. and on hear-
ing before the Appellate Court the case
was reversed and remanded to the Dis-
trict Court for hearing on its merits.
The Appellate Court held that the
franchise entered into between the com-
pany and the city of Dallas was not a
fixed contract, but was subject to con-
stant i-egulation by ths governing body
of the municipality granting it; that
the ordinance involved in this case was
not one granting a franchise but one
regulating the rate schedule; that such
regulatory ordinance could not go into
effect immediately because none of the
exceptions creating an emergency ex-
isted; that the suspension of the pre-
scribed method of passing ordinances
was not required for the immediate pre-^
servation of the public peace, health or
safety; that the declaration of the
board of city commissioners declaring
an emergency existed did not create
such an emergency, was not binding
and conclusive, but was subject to judi-
cial ascertainment; that the emergency
clause in the ordinance is void, but that
the ordinance is not void, but merely
inoperative until it shall have been pub-
lished for the thirty days required by
law. And If within the thirty days a
referendum shall be demanded by the
electorate of the city of Dallas in the
manner provided in the city charter,
then such referendum must be held and
the ordinance* ratified by the people
before it shall take effect.
Upon this decision Joe A. Worsham,
attorney for the company, announced
that he would seek to carry the case
before the Supreme Court on a writ of
error, and this proceeding served to halt
the rehearing of the case in the Forty-
fourth District Court.
In the meantime the city of Dallas,
through J. J. Collins, city attorney,
sought and was granted authority to
enter the case as amimis curiae, declar-
ing that although the city was not
named in the original petition, the fare
case was a matter of public interest and
the city should be represented in the
litigation. The city entered the case to
attempt to aid the street railway in
showing that the 6-cent fare increase
was legally granted and should be con-
tinued in order that the traction com-
pany might earn a fair return on its
invested capital.
Another development following the
decision of the Fifth Court of Civil
Appeals was the filing of a petition by
attorneys for F. J. Geller et al. with the
City Commission asking that the Dallas
Railway be directed to issue a fare
receipt to every person paying the
6-cent fare. The petition asked further
that the company be directed to set
aside the money collected by reason of
the fare increase so that this money
might be available for i-efund to patrons
of the company in case the 6-cent fare
ordinance is finally declared void.
The City Commission referred the pe-
tition to the city attorney without action.
Seeks Permission to Charge
Seven Cents
The Shreveport (La.) Railways has
filed a petition with the Public Service
Commission of Louisiana asking per-
mission to charge a 7-cent fare. The
company based its application upon a
belief that it was entitled to earn a
fair return on the fair value of the
property.
The appraised value of the property,
based upon reproduction on present
prices less a fair depreciation, is $3,229,-
834. The company asks to be allowed
to earn 7J per cent on this amount
above the cost of operation, taxes and
depreciation. The commission now has
public accountants preparing a state-
ment of the historical value of the
property.
In 1920 the people by a popular vote
granted an increase from 5 cents to 6
cents. The Constitutional Convention
of 1921 placed the public utilities of the
state under the Public Service Com-
mission and that commission promptly
reduced the fare to 5 cents. Following
this the company had the property
appraised upon which it could base an
application for an increase.
962
Electric Railway Journal
Vol. 60, No. 25-
Selling an Idea
W. B. Spencer, Assistant to President
at Providence, Tells Public to Use
Trolley for Business
To the general public of Providence,
R. I., W. B. Spencer is just a name,
like thousands of others in the tele-
phone book or the city directory for
instance. The public may not know
Mr. Spencer, still all Providence is
talking about him, or at least about his
work, for it is he that is driving home
to them by car dasher sign, newspaper
ad and by pamphlet the philosophy of
ufting the street car for business and
saving the automobile for pleasure. He
is getting his message across, or the
public wouldn't be talking about him.
dislikes, etc. After gaining consider-
able experience there, Mr. Spencer re-
turned to the main office of the trans-
portation department, working as a
record clerk. Still desirous of gaining
more experience, permission was
granted him to work after office hours
as a conductor, and he thus learned at
first hand the many arduous tasks that
confront the man on the rear platform
in dealing with the public. Later, he
operated the front end of a car as a
motorman, also for the purpose of
obtaining experience.
Not being satisfied with these attain-
ments, Mr. Spencer peered into the
inner workings of the transportation
department, and began to experiment
in schedule making, and gradually
worked up in this department until he
was appointed chief clerk, taking
charge of the making of schedules, the
chartering of special cars and the
handling of the details in connection
with the company's transfer system in
the transportation department, and, in
general, assisting the superintendent
of transportation.
As stated previously, Mr. Spencer
was next advanced, on Feb. 1, 1922, to
the office of assistant to the president,
in which capacity his duties consist of
taking charge of the department of
publicity and public relations, and such
other matters as the president assigns
to him.
W. B. Spencer
Mr. Spencer isn't new to the railway
business in Providence. Indeed, not.
He was, in point of fact, brought up in
it. But he is comparatively new to that
particular phase of the work he is now
carrying on, for he has been at it
actively only since Feb. 1, 1922, when
he was appointed assistant to the presi-
dent of the United Electric Railways
and placed in charge of a newly or-
ganized department of publicity and
public relations.
Mr. Spencer is twenty-nine years of
age. He is a native of Providence. He
joined the service of the trolley com-
pany in the summer of 1907, serving
as office boy for the duration of the
school vacation period, but liked his
occupation so well that he retained his
position when school reopened and at-
tended an evening business school.
After serving several years in the
electric railway business, Mr. Spencer
decided in his own mind to see the
business all the way through. He was
then a junior clerk in the transporta-
tion department. Later, a position as
night clerk in one of the carhouses was
accepted, and the work here enabled
?iim to become acquainted with the
railroad man— his habits, his likes, his
ing to announcement made by Herbert
G. Tulley, president of the International
Railway.
William J. Clark Dead
William J. Clark, advisory manager
of the railway department. General
Electric Company, died at his residence
in New York Dec. IS. He leaves a
widow and two sons. The funeral
occurred Dec. 15.
Mr. Clark became interested in elec-
tric railways in 1888, when he was in-
strumental in obtaining a legislative
charter authorizing the construction of
an electric railway between Derby and
Ansonia, Conn. Shortly after he joined
the sales department of the Thomson-
Houston Electric Company and had been
connected with that company and its
successor, the General Electric Com-
pany, ever since. For part of this time
he was managing director of the British
Thomson-Houston Electric Company,
with headquarters in London, and the
acquaintance then gained and later ex-
Mr. Cullen Re-enters
Newspaper Work
John E. Cullen, assistant to the
president of the United Railways &
Electric Company, Baltimore, Md., has
accepted a post with the general staff
of the Hearst newspapers and has gone
to Milwaukee to take charge of two
papers there. The announcement as
made in the Baltimore News says that
Mr. Cullen has been granted leave of
absence for one year by the United.
Mr. Cullen was appointed to the rail-
way at Baltimore in 1918, in line with
the policy of the company there to
enlarge its staff so as to hasten the
solution of the many problems created
by the war. He directed his attention
more particularly to the question of
pubic regulations and publicity. He
is a Baltimorean, well known as a
special writer and former city editor
of the Evening Sun. For three years
before he accepted the appointment to
the Baltimore company Mr. Cullen was
engaged in newspaper work in New
York City.
R. H. Morton, traffic engineer for the
Philadelphia (Pa.) Rapid Transit Com-
pany, has been assigned to special duty
in Buffalo for the International Rail-
way and may be given a permanent
position with the International, accord-
W. J. Clark
panded of electric railway conditions
abroad made him an authority on this
subject.
Mr. Clark was a pioneer in elec-
tric railway matters in many ways be-
sides manufacturing. He was a great
student of the sociological and economic
aspects of electric railroading, and in
1896, he made a valuation of the elec-
tric railway and lighting property in
Milwaukee. This is said to have been
the first extended physical valuation of
a large electric public utility, and the
general plan adopted by Mr. Clark has
since been frequently followed by-
others. He was also greatly interested
in the economic side of municipal vs.
private ownership of public utilities.
It was largely through his efforts that
the National Civic Federation undertook
its study of the subject in 1907 and
he was chairman of its ways and means
committee, as well as a member of the
commission which made the investiga-
tion. In 1908 he acted as an expert
on Cuban affairs for the War Depart-
ment.
During recent years his attention had
largely been given to collecting the
materials for a comprehensive history
on the electric railway industry.
December 16, 1922
Electric Railway Journal
963
Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES
Increase in Electric Locomotive
Orders
A recent survey of the locomotive
department of the Erie Works of the
General Electric Company discloses the
fact that at the present time there are
a larger number of orders from differ-
ent customers than has been the case
at any time since 1914. Many of these
customers have electrification projects
under way in various parts of the world,
and it is evident that interest in steam
railroad electrification has been greatly
stimulated by the high prices of fuel,
labor and commodities.
Domestic orders include two 120-ton
electric locomotives for handling in-
creased business over the Baltimore &
Ohio Belt Line, which was electrified
by the General Electric Company in
1895. Another order has been received
from the Sacramento Northern Railway
in California for two freight locomo-
tives to be used in heavy interurban
freight service.
Among foreign orders are contracts
for locomotives to be installed in Spain,
France, Chile, Japan and Mexico. A
Mexican order including ten 150-ton,
3,000-volt direct-current locomotives is
the first electrification in that country.
The equipment will be installed for the
Mexican Railway on the Mexico City-
Vera Cruz Line and is expected to
effect sufficient economies to pay for
the entire equipment in a period of
five years.
The six locomotives for the Spanish
Northern Railway, also to be operated
at 3,000 volts direct current, are nearly
completed and will be in operation early
next year. These will be called upon
to handle both freight and passenger
service over a heavy grade section and
will be the first installation of 3 000
volts direct current in Europe.
As part of a large order for electri-
fication equipment the Paris-Orleans
Railway has under construction at the
Erie Works of the General Electric
Company a high-speed gearless pas-
senger locomotive, which will be tried
out on the initial electrification in
France. In Chile, the Bethlehem Chile
Iron Mines Company has purchased
three 60-ton switching locomotives for
hauling ore out of the Tofo mines.
These will operate at the mines from a
600-voIt trolley, but will haul ore to
the bins from which it is taken to the
port of Cruz Grande over tha present
2,400-volt direct-current line. The
Imperial Japanese Government had laid
out an extensive program of electri-
fication on the so-called Tokaido Rail-
way using 1,500 volts direct current.
Trial orders have been placed for loco-
motive equipment, and the Erie Works
of the General Electric Company has
recently shipped two 66-ton locomo-
BUSINESS ANNOUNCEMENTS
tives, which will be temporarily oper-
ated on the present 1,200-volt electrifi-
cation pending the purchase of addi-
tional equipment for the electrification
of those lines which at present are
steam operated.
There are numerous indications that a
greater interest in electrification is
being developed in the United States,
and it is predicted that within the next
few years extensive work will be done
in electrifying the main-line roads of
this country.
Largest Street Railway
Adopts Meters
The Chicago Surface Lines has
placed an order with the Economy
Electric Devices Company for Economy
watt-hour meters to equip the entire
system of 3,000 or more active cars.
The order is for immediate delivery.
The meters will be complete with en-
ergy saving and car inspection dials.
Metal, Coal and Material Prices
Metals— New York Dec, 12, 1922
Copper, electrolytic, cents per lb 1 3 . 95
Copper wire base, cents per lb I 5 . 625
Lead, cents per lb 7 10
Zinc, cents per lb 7. 35
Tin, Straits, cents per lb 37 . 00
Bituminous Coal, f.o.b. Mines
Smokeless mine run, f.o.b. vessel, Hamp-
ton Koafls, gross tons $7 . 50
Somerset mine run, Boston, net tons 3 , 875
Pittsburgh mine run, Pittsburgh, net tons 2.625
Pranklin, 111. .screenings, Chicago, net tons 2 . 375
Central, 111., screenings, Chicago, net tons 1 , 675
Kansas screenings, Kansas City, net tons 2.50
Materials
Uubber-covered wire, N. Y., No 14, per «
l,OODft 6 50
Weatherproof wire basCjN.Y., cents per lb. 16. 00
Cement, Chicago net prices, without bags. $2. 20
l.inseedoil (5-bbl.lot8),N.Y., cents per gal. 90 CD
Whifelend,(IOII-lb.keg),N.Y.,cent8perlb. 12 125
Turpentine, (bbl. lots), N.Y.. per gnl $1 .395
Electrification Work Started
Work has been started by the Texas
Interurban Company, Dallas, the corpo-
rate name of the company that will
electrify the line of the Missouri,
Kansas & Texas Railway from Dallas
to Denton and operate it as an inter-
urban line. The work of electrifying
will go forward as rapidly as possible,
according to Richard Meriwether, vice-
president of the company and in charge
of construction work. A crew of fifteen
men has been put in the field digging
holes for poles along the track of the
steam railway. Mr. Meriwether said
the entire electrification project, which
is expected to cost approximately
$1,500,000 will be completed by August,
1923, and cars started.
The route of the new line from Love
Field into Dallas has not been selected,
and will not be selected before Dec.
14, Mr. Meriwether said. The traction
company will build its own line from
Love Field into Dallas, a distance of
about 5 miles, and the new line will
connect either with the Oak Lawn line
on Cedar Springs Road or with the
Lave Avenue line at Lake and Oak
Lawn Avenue. The mileage in either
case is approximately the same and one
route is just about as direct in its entry
to the business district as the other.
The company has also placed a crew
of engineers in the field for surveys
of the route of entry into the city of
Denton. B. R. Brown and S. R. Fowler,
in charge of engineering crews, have
made all necessary surveys and have
located a depot site in the heart of the
business district at Denton. The Den-
ton County Commissioners' Court has
also granted a fifty-year franchise for
the electrification of the line and the
operation of interurban trains over any
part of the lines of the Missouri, Kan-
sas & Texas Railway, in Denton County
from the Dallas County line to the
corporate limits of the city of Denton.
A similar franchise will be granted by
the Commissioners' Court of Dallas
County.
Here Are Twenty Locomotives in the Westinghouse Works in Various Stages of
Completion. Thet Comprise More Than Half of the Order for the Chilean
State Railways and Will Be Worth, Completed, Over $2,000,000
964
Electric Railway Journal
Vol. 60, No. 25
llllllll
Rolling Stock
Glendale & Montrose Railway, Glen-
dale, Calif., expects to furnish new
modern cars in line with its complete
rehabilitation of the property.
International Railway, Buffalo, N. Y.,
lost thirty-one cars in a fire which de-
stroyed the Cold Spring paint shop on
the morning of Dec. 13. The cars de-
stroyed consisted of nine Peter Witt
type center exit cars; eleven double-
end cars; three near-side pay-as-you-
enter cars; four interurban cars and
four converted one-man cars.
Public Service Company, San Antonio,
Tex., has placed orders for fifteen new
one-man cars to cost approximately
$100,000, according to announcement by
E. H. Keifer, general manager. Con-
tract for purchase of the equipment was
signed Nov. 25 and calls for the first
delivery on cars eight weeks from that
date. The new cars will be put in serv-
ice in speeding up traffic in carrying
out the traction company's agreement
with the city in connection with the
city's curtailment of the operation of
Jitneys m competition with street cars.
Boston (Mass.) Elevated Railway has
given an order to the Westinghouse
l!-iectric & Manufacturing Company to
furnish thirty motor and control equip-
ments for ears. Each equipment will
include four Westinghouse Type 508-A
motors with helical gearing and Type
K-71 controllers. The cars, which are
practically duplicates of those pur-
chased by the railway last March, are
being built by the Laconia Car Com-
pany and will be equipped for operation
from either end. Work on the equip-
ments has been started at the East
Pittsburgh Works of the Westinghouse
Company and shipment will be made
about February, 1923.
Sandusky, Norwalk & Mansfield Elec-
tric Railway, Norwalk, Ohio, has pur-
chased two gasoline rail cars from the
American Railway Motor Car Company,
Elyria, Ohio. These cars will be oper-
ated over the interurban tracks con-
necting Norwalk and Shelby, Ohio, a
distance of 30 miles. The new cars will
seat 40 passengers and weigh 13 tons.
They are to be equipped with Midwest
engines, and will have Timken roller
bearings for the journals and a new
type of transmission recently patented.
The present owners of the railway
bought it at a small fraction of its
original cost, and are said therefore
to have an opportunity to operate
profitably.
around the Kelley Island Lime & Stone
Company's plant near Lakeside.
Gulfport & Mississippi Coast Trac-
tion Company, Gulfport, Miss., will ex-
tend its curves at Fourteenth Street
and Twenty-first Avenue and Fifteenth
Street and Twenty-first Avenue.
Public Service Railway Company,
Newark, N. J., has begun the work of
raising 1,000 feet of track on Lafay-
ette Street, Riverside, N. J. The com-
pany and the Burlington County author-
ities planned to eliminate the Fairview
Street and Pavilion Avenue crossings
on both sides of the railroad by repair-
ing Lafayette Street.
Pacific Electric Railway Company,
Los Angeles, Calif., was given permis-
sion by the commission to make track
changes in the City of Long Beach.
The company plans to relocate its
crossing across the tracks of the Los
Angeles & Salt Lake Railroad at
Alamitos Avenue and Broadway, to con-
struct an additional track, and to re-
locate tracks across Alamitos Avenue
and across the intersection of Olive
Avenue and Broadway.
Power Houses, Shops
and Buildings
United Electric Railways, ProWdence,
R. I., is taking figures for the construc-
tion of its new carhouse on North
Broadway, East Providence. The struc-
ture is to be one and two stories high,
535x170 ft., of brick and steel. C. R.
Makepiece & Company, Providence, are
the engineers.
British Columbia Electric Railway,
Vancouver, B. C, is preparing to build
a new substation on Bodwell Road to
cost about $65,000. It will probably
be ready in six months. This station
will be of the latest type. It will supply
direct-current for railway purposes in
the South Vancouver district.
Louisville (Ky.) Railway is planning
the erection of a large new office build-
ing and interurban station, work on
which will probably start within three
or four months. This station will house
the offices of the company and its
subsidiary, the Louisville & Interurban
Railway, as well as the interurban lines
operating out of Louisville, including
those into southern Indiana operated
by the Interstate Public Service Com-
pany.
Trade Notes
Westinghouse Electric & Manufac-
turing Company, East Pittsburgh, Pa.,
announces a change in the addresses of
the St. Louis and Los Angeles offices.
The former office is now located at
717 South Twelfth Street, St. Louis,
and the latter at 420 South San Pedro
Street, Los Angeles.
Monroe Brass & Wire Company, Cin-
cinnati, Ohio, announces the death of
its manager, J. Sumner Monroe. The
business conducted by the late J. Sum-
ner Monroe was incorporated under the
laws of the State of Ohio Oct. 6 as
the Monroe Brass & Wire Company
with L. D. Whitcomb as president and
general manager.
H-E Supply Company, Chicago, III.,
has been organized with offices at 945
Monadnock Building by J. W. Himmels-
bach. The company will handle the
products of the United Boiler, Heating
& Foundry Company of Hammond,
Ind., which manufactures steel tanks,
steel stacks, breeching, light structural
steel work. United traveling grate
stokers and accessories and repair
parts for all types of automatic and
hand-fired stokers. Mr. Himmelsbach
is known to the electric railway field
for his connections with the Green En-
gineering Company, of which he was
formerly district manager in Chicago,
and with the Johnson Fare Box Com-
pany.
New Advertising Literature
Track and Roadway
Philadelphia (Pa.) Rapid Transit
Company, through President Mitten, has
submitted to the Council ordinances for
three proposed new trolley routes con-
necting the Frankford section with
Germaiitovm and Nicetown.
Northwestern Ohio Railway & Power
Company, Oak Harbor, Ohio, is con-
structing about 5 miles of new track
A. A. Heller has taken over the man-
agement of the International Oxygen
Company, in place of L. W. Hench,
secretary and general manager, re-
signed.
Locke Insulator Company, Victor.
N. Y., has been awarded the order for
insulators on the Paris-Orleans (France)
Railroad 150,000-volt electrification. It
is understood that this is the largest
insulator order that has been made in
ten years.
Locke Insulator Corporation, Victor,
N. Y., has issued an eleven-page booklet
entitled "Strain Insulators for Guy,
Dead End and Anchor Service."
Gould Coupler Company, New York,
N. Y., has issued a descriptive booklet
describing its type B and C slack
adjusters. Drawings are given of the
applications of these brake slack ad-
justers to late designs of cars, includ-
ing one-man types.
Westinghouse Electric & Manufac-
turing Company, East Pittsburgh, Pa.,
has issued a twenty-page booklet,
folder 4506, entitled "Salient Facts on
Silent Gears." This is issued in order
to acquaint the industrial gear user
with the advantages of Micarta gears.
The booklet describes the advantages
of the use of Micarta gears and pin-
ions and gives photographs and data
describing some of their applications,
tables of gear data, etc., enabling the
gear user to judge whether or not they
are applicable to his machinery.
Economy Electric Devices Company
has recently published an interesting
circular which is available for eiectr:
railway men, setting forth what may be
accomplished by the substitution of
aluminum field coils for copper. In this
circular it is pointed out that as much
as 1,500 lb. can be saved on some inter-
urban equipment and up to 1,000 lb. on
some city equipment by using aluminum
coils. 'The technical aspects of the
aluminum coil are quite clearly and
fully set forth. Quite a considerable
number of these coils are now in use
on some forty electric railways.
December 16, 1922
Electric Railway Journal
25
PEACOCK
STAFFLESS
BRAKES
Safety First —
and then economy!
Safety and economy, each secured with-
out sacrifice of any part or parcel of the
other — that is what has been shown by
the remarkably satisfactory service record
of Peacock Staffless Brakes on hundreds
of installations throughout the country.
Remember — Peacock Staffless Brakes
were correctly designed, and were placed
on the market when the safety car first ap-
peared. Installed on some of the earliest
cars of this type — their unfailing relia-
bility and freedom from maintenance and
repair costs has brought us numerous re-
peat orders.
Order them for your safety cars
NATIONAL BRAKE COMPANY, INC,
890 ELLICOTT SQUARE, BUFFALO, NEW YORK
Canadian Representative: Lyman Tube & Supply Co., Montreal, Can.
26
Electric Railway Journal
December 16, 1922
RarvK^er© s^ E^i\gifveer«
Incorporated
Business Established 1894
lis BROADWAY, New York
PHILADELPHIA CHICAGO SAN FRANCISCO
Stone & Webster
Incorporated
EXAMINATIONS REPORTS APPRAISALS
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
lOS South La Salle Strrct
CHICAGO
ALBERT S. RICHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER POLYTECHNIC INSTITUTE
WORCESTER, MASSACHUSETTS
Parsons, Klapp, BrinckerhofE & Douglas
WM. BARCIjlY PARSONS
X^UGENE KLAPP
H. M. BRINKERHOFF
\V. i. DOUGLAS
Engineers — Constructors — Managers
Hydro-electric Railway Light and Industrial Plants
Appraisals and Reports
CLEVELAND NEW YORK
1570 Hanna Bide. 84 Pine St.
C. E. SMITH & CO.
Consulting Engineers
2065-75 Railway Exchange Bldg., St. Louis, Mo.
Chicago Kansas City
Investigations, Appraisals, Expert Testimony, Bridge
and Structural Works, Electrification, Grade Crossing
Elimination, Foundations, Power Plants
HEMPHILL & WELLS
CONSULTING ENGINEERS
Gardner F. Wells John F. Layng Albert W. Hemphill
A PPRA ISA LS
INVESTIGATIONS COVERING
Reorganization 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
SCHEDULEIS — CONSTRUCTION — VALUATIONS
OPERATION— MANAGEMENT
52 VANDERBILT AVE., NEW YORK
ENGELHARDT W. HOLST
Consulting Engineer
Appraisals, Reports, Rates, Service Investigation,
Studies on Financial and Physical Rehabilitation
Reorganization, Operation, Management
683 Atlantic Ave., Boston, Mass.
WALTER JACKSON
Consultant on Fares, Buses, Motor Trucks
Originator of unlimited ride, transferable weekly
pass. Campaigns bandied to make it a success.
143 Crary Ave., Mt. Vernon, N. Y.
ROBERT M. FEUSTEL
CONSULTING ENGINEER
Rate, Traffic and Reorganization
Investigations
Fort Wayne, Indiana
A. L. DRUM & COMPANY
Consulting and Constructing Engineers
VALUATION AND FINANCIAL REPORTS
RATE STUDIES FOR PRESENTATION TO PUBLIC SERVICE
COMMISSIONS
CONSTRUCTION AND MANAGEMENT OF
ELECTRIC RAILWAYS
76 West Monroe Street, 215 South Broad Street
Chicago, 111. Philadelphia, Pa.
DAY&ZIMMERMANN,Inc.
"Design, Construction
"Rfbortf, Valuations, 'Management
NEW YORK PHILADELPHIA Chicago
PETER WITT
UTILITY CONSULTANT
456 Leader-News Bldg., Cleveland, O.
December 16, 1922
Electric Railway Journal
27
■
■
AMERICAN BRIDGE COMPANY
EMPIRE BUILDING, 71 BROADWAY, NEW YORK
Manufacturers of Steel Structures of all classes, particularly
BRIDGES AND BUILDINGS
Sales Offices :
NEW YOR K. N. Y 71 Broadway St. Louis. Mo liberty Central Trust Bldg.
Philadelphia, Pa Widener Building Denver, Colo I'irst National Bank Bldg.
Boston, Mass 120 Franklin Street SaltLakeCity, Utah....Walker Bank Building
Baltimore, Md Continental Building Duluth, Minn Wolvin Building
PI USB URGH, PA Frick Building Minneapolis. Minn 7th Ave. & 2d St.. S.E.
Buffalo, N. Y Marine National Bank n .^ ^ , n
Cincinnati. Ohio Union Trust Building ,, „ „f «^g'<^ 5"? /''''d""!'''^^''' . n .
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, ILL 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.
■
□
JAMES E. ALLISON & GO.
Consulting Engineers
Specializing in Utility Rate Cases and
Reports to Bankers and Investors
1017 Olive St., St. Louis, Mo.
The Corporation Service Bureau
D. H. Boyle, President L. A. Christiansen, Vice President
A. B. McLean, General Manager
LABOR ADJUSTERS
Investigations — Inspections — Confessions
GENERAL OFFICES:
Suite 1215, Ulmer Building, Cleveland, Ohio
E>wight P. Robinson & Company
Incorporated
Design and Construction of
Electric Railways, Shops, Power Stations
125 East 46th Street, New York
Chicago
Los Angeles
Youngstown
Montreal
Dallas
Rio de Janeiro
Joe R. Ong
Consulting Transportation Engineer
Specializing in Traffic Problems and in Methods to
Improve Service and Increase
Efficiency of Operation
PIQUA, OHIO
J. N. DODD
614 Hall of Records, New York, N.
Y.
Planning
and Equipment of City Rapid Transit
Special Investigations
Lines
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
Valii»4cs and Bat« Speelallitd
DeprecdatioD Consolldatlona Sate Schednle*
Beports to BanlLers
25 Broadway, NEW YORK
134 Stouth LaSalle Street, CHICAGO
28
Electric Railway Journal
December 16, 192;
in Continuous Okration
S
<<!»- "IPLENDID service. Ran continuously from Feb. 23, 1920,
to Nov. 9, 1921, when it had to be shut down to repair the
pump end. Was down for about three days making these
repairs and has been running continuously ever since. This means
twenty-four hours per day and seven days per week." Thus writes
Mr. Winthrop B. Wood, Chief Engineer of the Joseph Bancroft
& Sons Company, concerning the Terry Boiler Feeder shown in the
illustration above. This means a non-stop run of 15,264 hours from
the time it was first put in operation and a non-stop run since the first
repair period nearly as great. This, of course, does not mean that
every Terry turbine will perform in the same manner, but every
Terry turbine with the same care and attention will deliver the
same satisfaction. This is because of the uniformity of product made
possible by the rigid inspection of parts made to measure within very
close limits.
For the turbine which has given, is giving, and will give faithful
service, specify —
'Offices in Principal Cities
in U.S.A. also in Important
Industrial Foreign Countries
IKeTemj Steam Turbine Co
Tern) 5q. Hartford. Conn.USA.
December 16, 1922
Electric Railway Journal
29
The "Tout Ensemble"
It isn't the wheels
It isn't the body
It isn't the motor
It isn't the frame — -
IT IS the coordination — the assembly of all these parts
bus complete plus Hi/lex spring suspension that makes
the
MITTEN-TRAYLOR MOTOR BUSES
the big outstanding features in the passenger transportation field
today.
Mitten-Traylor Buses were designed and built from the ground
up for one purpose — to carry passengers, comfortably, economically
and safely.
The commodity you sell is transportation.
You cannot buy a better vehicle — a more profitable vehicle
for the merchandising of your commodity than Mitten-Traylor
Motor Buses.
Write for our descriptive Bulletin and Specifications.
MITTEN-TRAYLOR
N
K
O
R
^kiladQlpkicL
30
Electric Railway journal
December 16, 1922
Where Are We
Headed?
Industry relies less on guesses
than it did in the days when it
was easy to roll up a surplus.
I
The electric railway industry
in particular has learned the
lesson of watching its step.
Electric railway men as a
whole will do their 1923 buy-
ing en the basis of the in-
dustry's fundamental statistics.
I
They will want to know just
where the industry is headed
before they plunge with their
newly developed net profits.
I
Their guide will be the annual
compilation of facts for which
they rely on the Statistical
issue of the Electric Railway
Journal.
Its text pages are their well
known data book.
I
Its advertising pages are their
well used buying guide.
I
What have you to say to these
men at that time?
January 6, 1923
Added circulation. Added atten-
tion. Added value.
Enter your space reservation early.
Help in writing a resultful piece of
copy is part of our service.
Forms close December 30.
Electric Railway Journal
( A McCraw-Htll PuUlcaHon )
Tenth Avenue at 36th Street
New York, N. Y.
Membtr A.B.P. MemtcrA.B.C. Member A.E.R.A.
December 16, 1922
Electric Railway Journal
81
Record
Each Sale
As You
Make It
A one-man car equipped with an Ohmer Fare Register
with a capacity of twelve different fare classifications.
THERE are certain fundamental
business principles which can-
not be ignored without loss. One
of them is the making of correct
records of each sale in the presence
of the purchaser when the sale is
made.
Cash registers have placed ordinary store mer-
chandising on a correct business basis. The
Ohmer Fare Register is performing the same
service for the electric railway. If selling
transportation is a real business, why not adopt
real business methods?
¥ OHMER
FARE REGISTER COMPANY
Dayton, Ohio
Ohmer Equipment in a Side Entrance Car
32
Electric Railway Journal
December 16, 1922
Another Lifer
in the
Boyerized Family
Here's a turnbuckle that is as much better than the ordi-
nary turnbuckle as Bo\erized pins and bushings are in
comparison with the untreated sort.
Instead of a big, coarse-threaded jam nut that needs a
two-fisted wrench for apphcation and yet won't stay put,
you require only a pocket-size wrench that is applied at
a convenient angle.
What's the secret ?
The jam-nut idea is replaced by a split clamp with a
spring power that just won't be loosened once the little
nut you see at one side has been tightened.
The split of this clamp is lined with felt, serving a double
purpose: First, to act as an oil feed; second, to keep the
oil from working out of the oil pocket which keeps the
threads lubricated always.
That isn't all, either. The end of the McArthur turn-
buckle is so arranged that each half is cut at a different
angle, exposing a cross-section of one full tooth. This
tooth acts like a cutting tool in shearing off any ice or
snow from the threads, as the latter feed into the turn-
buckle for adjustment.
For Trucks with Inside-hung Brakes and
Motors
The McArthur Turnbuckle is exceptionally valuable. Here
with the turnbuckle rods coming directly over the rails there
is not enough clearance for a pitman to make a handy turn
with the large wrenches needed on jam nuts. With the
McArthur, a little wrench calls the turn and calls it right.
Keep a McArthur well brushed and it will
LAST AS LONG AS THE TRUCK
Bemis Car Truck Company
Electric Railway Supplies
Springfield, Mass.
REPRE.SKNTATIVES:
Hk'onomy Electric Devices Co.. Old Colony B'.dg-.. Chicaero. III.
F. F. Bodler, 003 Monadnock Bldg-.. San Francisco, Cal.
W. F. McKenney. 54 First Street, Portland, Oregon.
J. H. Denton, 1338 Broadway, New York City. N. Y,
A. W. Arlin, 773 Pacific Electric Bldg., Los Angeles. Cal.
The
McArthur
Turnbuckle
Other Members of the
Boyerized Family
Brake Hangers
Brake Lever*
Pedestal Gibs
Brake Fulcrums
Center Bearings
Side Bearings
Spring Post Bushings
Spring Posts
Bolster and Transom Chafing Plates
December 16, 1922
Electric Railway Journal
33:
This New and Improved
Providence Type-H. B. Life Guard
Instantaneous in action
Reliable and Positive
Strong and Efficient
Lowers maintenance cost
Note the ''all-metal basket
This new basket has several advan-
tages over the wood slat basket.
This basket is interchangeable with
your present H, B. Equipments.
Order now!
99
The Consolidated Car Fender Co., Providence, R. L
General Sales Agent
Wendell & MacDuffie Co., 61 Broadway, N. Y.
Illllllllllllllllllllllllllllllllllllllllllllllll
34
Electric Railway Journal
December 16, 1922
a symbol of the service of McGraw-Hill Publications
to the engineer and industry
American Machinist
Serves the men responsible for results
wherever any kind of machinery is made
or used. The recognized clearing house of
the better ways of doing things in the
machine shop, of the new ideas in machin-
ery and of the most approved methods in
shop management. J5.00 per year.
American Machinist — European Edition
Published in London {for 23 years) by
a special staff who thoroughly understand
the needs and wishes of the machinery
manufacturing executives of Great Britain
and the European Continent. 35 shiUinss
per year.
Bus Transportation
A transportation engineering and busi-
ness paper of the passenger bus industry —
including automotive buses, trackless trol-
leys and any other self-propelled buses. It
covers managerial, organization, operating
and maintenance problems, complete news
of the industry and details of equipment.
$2.00 per year.
Chemical and Metallurgical Engineering
Exponent of the fundamental engineering
principles on which the chemical, metal-
lurgical and allied industries are based.
The scope of its editorials and articles may
be summarized as the engineering, tech-
nology and economics of Sc"^ industries.
14.00 per year.
Journal of Electricity
and Western Industry
Reports Western events, advocating
economy, efficiency and convenience of elec-
tric power for all industries of the West,
manufacturing, agricultural, mining, mer-
chandising and home-building. $2.50 per
year. (.Published in San Francisco.)
Electrical Merchandising
The monthly magazine of the electrical
trade. It gathers from the field new selling
ideas and effective commercial and finan-
cial methods and disseminates these facts
among those who sell, manage and finance
electrical appliances, equipment, supplies
or service. $2.00 per year.
Electric Railway Journal
The engineering and business newspaper
of the electric railway industry. It thor-
oughly covers corporate policies, construc-
tion, managerial, operating and mainte-
nance methods, legal and financial news,
equipment and supplies and all phases of
public relations, $4.00 per year.
Electrical World
The executives' and engineers' paper. In-
cluding in its scope public policy matters
and the outstanding commercial situations.
It presents the latest authoritative infor-
mation on the activities of the central sta-
tion, the industrial electrical engineer and
on the scientific, manufacturing and com-
mercial fields of electricity. $5.00 per year.
Engineering and Mining Journal-Press
Recognized as the standard authority on
metal mining, milline, refining and on the
mineral industries. Reports on methods,
processes and improved equipment used in
the leading mines, mills and smelters.
Gives authoritative summaries of market
conditions and prices. $4.00 per year.
Engineering News-Record
Records the intimate technical details
concerning notable operations, keeps its
readers abreast of current engineering and
construction practice, and reports promptly
and accurately the civil engineering and
construction news of the day. $5.00 per
year.
Industrial Engineer
Devoted to the maintenance and opera-
tion of electrical and associated mechanical
systems in mills and factories. It is read
by the practical men in these plants who
take up the work where the consulting, de-
signing and installation engineers leave oft.
?2.00 per year. (Publiahcd in Chicago.)
Ingenieria Internacional
Presents the latest information on the
current achievements, practices, equipment
and apparatus of the five major branches
of engineering in all parts of the world,
with special reference to their application
and use in the .Spanish-reading countries.
J5.00 per year. (Printed in Spanish.)
Coal Age
Devoted to the mining and marketing of
coal. Presents new methods, new equip-
ment, new construction, current news, pro-
duction statistics and market data. $3.00
per year.
Power
It reports every phase of the progress in
the generation and transmission within the
power plant — including steam, oil, gas and
water-power prime movers, and electrical
refrigerating, ventilating, pump and ele-
vator auxiliary equipment. $3.00 per year.
Ifyoa are not already a regular reader of the McGraw-Hill Publication which serves your industry.
•■■""""""■"""""■"■"■"■■■■■> c'xcA the coupon below and return it at once >_____>___•___.__. bbmbbbbi
Promotion Dept., McGraw-HUl Company, Inc., Tenth Ave. at 36th St., New York
□ Please enter my subscription to the publication checked below. Q Please send me copy of the pubUcation checked below.
^""^ Position
Company..
...Address .
^^^^^^^^^^^
C \ YU^'efyOnetheLedibi'mltsFkU^T^^i^
December 16, 1922
Electric Railway Journal
35
Time and Safety
How much are they worth in your carshop?
Have you ever stopiped to figure the dollar and
cents value of time wasted by mechanics crawling
around, working in dim light and constrained
positions, on inspection and repair work under-
neath the cars? Must you wait until some costly
accident to a man in the pits startles you into
realization of the unnecessary risk?
COLUMBIA
Electric Car Hoists
save time of shop men and make their work safer.
It is quicker and easier, more efficient and more
economical to work on a car from the floor level
than from underneath.
This equipment will raise a 50 -ton car six feet in
less than five minutes, and any old discarded car
motor will operate it. A typical installation is
shown above.
A Columbia Electric Car Hoist will pay for itself
in a short while, by savings in time of labor, and
eliminating of certain accident hazards.
Write for information
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 BIdg., Atlanta, Ca.
F. F. Bodler, 903 Monadnock Bldg., San Francisco, Cal.
Electric Railway Journal
December 16, 1922
In New York and on Interurban Lines You Will
See The Combined Strain Insulator and Sign
Made of
porcelain
Choice
territory
still open
Patented June 14, 1921
Practically stone
and bullet proof
al^vays
clean
CAD
PARKING
Will last
100 years
Cannot
wear the wire
Lettered on both sides, about 100 square inches space.
NOTICE — To (how you the advantages of thU low priced neceitity, we have
a standard package of (8 signs) which will be billed to you for $15.00.
THE AMERICAN PORCELAIN COMPANY
Manufacturers of Standard Porcelain Circuit Break ers. Strain Insulators, Low Voltage Line Insulators
East Liverpool, Ohio
U.S.
ELECTRIC SIGNALS
December 16, 1922
Electric Railway Journal
87
" If Winter Comes"
and finds you unprepared, your
revenues will suffer severely,
every time a sleet storm ties up
your lines.
Anderson Sleet Wheels and Cutters
';»i\^^,^
should be put in stock now. The first
storm may come in January or it may
be in November, but when it does come
it will be too late then to look for sleet
wheels when the wires are thick with
ice.
Write now for quotations on your winter's supply
Albert & J. M. Anderson Mfg. Co.
Established 1877
MARK 289-293 A St. Boston, Mass.
Branches — New York. 135 Broadway. Philadelphia, 429 Real
Estate Trust Bldff. Chicago. 105 So. Dearborn St. London,
E. C. 4. .38-39 Upper Thames St.
&£OIJ-TBReO
Ree. U. S. Pat. Off.
I
Better Tapes and Webbings
Mean Ultimately
Lower Maintenance Costs
Awebco Brand Tapes and Webbings are
closely woven; they are of uniform tex-
ture carefully inspected for freedom from
flaws and weak spots. Their use results
in more perfect insulation for electrical
equipment and consequently longer life
and reduced costs.
ANCHOR WEBBING COMPANY
300 Brook Street, Pawtucket, R. I.
Samples free!
Our sample books will
help you to choose the best
type and grade of web-
bing for your work. Write
for thsm.
88
Electric Railway Jouknal
December 16, 1922
A demonstration Proves the merits of
AA-7b
Railway Air Compressors
Send for Bulletin
A single acting duplex compressor
with crank case and cylinders inte-
gral. One-piece cylinder-head for
both cylinders contains suction and
discharge valves. Trunk pistons
operated by connecting rods with
bushings provided for taking up
wear.
Heavily designed crankshaft of high-
grade steel turns in journal bearings
of ample proportions to insure mini-
mum wear.
Herringbone Gears transmit power
from motor shaft to crankshaft with
practically silent operation.
Lubrication is positive and efficient.
Connecting rods dip into the oil and
splash reaches all working parts.
Gears run in oil.
AUUIS-CHAt-MERS
PRODUCTS
Electrical Machinery
Steam Turbines
Steam Engines
Cas and Oil Engines
Hydraulic Turbines
Crushing and Cement
Machinery
Mining Machinery
€mmk
M/INUF^ICTURINC COMP/1NY
MILW/IUKEE, WISCONSIN. U.S.A
AL.UIS-CHAt.MER8
PRODUCTS I
Flour vxl Saw Mill MAchinoy
Powo Trsntmiuion MxcKinety
Piiap«n|Ei)tii>c>-Ccnlrrfuc*IPuav« I
Sl«atn and EUectrk HoiiU
Air Conpreuon- Ait Brskcft '
Agricukural MsduiMry
Coodeuen
The Plant Behind the Product
"IRVINGTON"
Black— VARNISHED CAMBRIC— Yellow
Plant of
The Irvington Varnish and
Insulator Co.
The largest and most modern factory-devoted exclusively to the
manufacture and development of VARNISHED INSULATION.
Mitchell-Rand Mfg. Co., New York
T. C. White Electric Supply Co., St. Louis
E. M. Wolcott, Rochester
Sales Representative* :
F. G. Scofield, Torr^to
L. L. Fleig & Co., Chicago
Consuiners Rubber Co., Cleveland
Clapp & Lamoree, Los Angeles
December 16, 1922
Electric Railway Journal
89
CHILLINGWORTH
GEAR CASE
Especially Designed for the Safety Car
Weighs Only 50 lbs.
And like the well-known Chillingworth Gear Cases,
it's a seamless, one-piece gear case that is without
rivets to loosen nor seams to open. An economical
equipment because it lasts Jonger and offers reliable
protection to your gears against dust and loss of
grease.
Sa(nd for Circulctr.
CHILLINGWORTH MFG. CO.
Jersey City, N. J.
Chicago Office : H. F. Keegan Company
J. H. Denton, New York City
W. F. McKenney, Portland, Ore.
Scholey & Co., London, Eng:.
The Normac Co., Japan
Union Electric Co., Pittsburgh
P. W. Wood, New Orleans, La.
Railway & Power Eng. Corp.,
Toronto and Montreal, Can.
GOULD AUTOMATIC SLACK ADJUSTER
Give 100% Brake Efficiency.
Gould Adjusters are made to fit any truck in place of
turnbuckles.
Makes your car fit to run and remain in service,
Gould Universal Slack Adjusters are becoming stand-
ard on the leading railways of this country.
Gould engineers are pioneers in the world of brakes,
slack adjusters and automatic safety appliances.
Get our figures for your new cars. We manufacture
adjusters to fit any style of truck or brake rigging.
GOULD COUPLER COMPANY
30 East 42nd St., New York City Works: Depew, N. Y. The Rookery, Chicago, III
40 ElectricRailwayJournal December 16, 1922
aillllllllllllinilHIIinUIHIIIHIIIIIIIIIIIIllllllllllllll nilinilUIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIinnillllllllimilllllllllUI U"">">""" Munmmii juimixmiminliiiniuiii mmiiiir riuuiriiiiiu I i iiiMii .|
m
1
s
s
i
i
I
I
Umlambo
Before a Kaffir drinks from a pool he carefully
peers into its clear depths to see if umlambo is
lying in wait for him.
Umlambo being the evil spirit that snatches un-
wary drinkers and hauls them down to Davy
Jones', where he changes them into fish.
Following phantoms has made a poor fish of
many an operator.
Buying brushes that just "look good," without
paying the least bit of attention to the law that
brush compositions must dovetail with working
requirements — that's the umlambo that effects
the amphibious transformation.
Operators who have made this mistake, how-
ever, needn't stay amphibious. Morganite en-
gineers need only one invitation to prove that
specification by prescription is the correct way
to buy brushes!
Just tay the word.
Main Office and Factory:
519 West 38th Street, New York
DISTRICT ENGINEERS AND AGENTS:
Electric Power Equipment Corp..
nth and Wood Sts., Phila-
delphia
Electrical Engineering & Mfg.
Co., 909 Penn. Ave., Pitts-
burgh
J. F. Drumraey, 75 Pleasant
St., Revere, Massachusetts
W. B. Hendey Co..
Seattle
Hoge Bldg.,
Herzog Electric & Engineering =
Co., 150 Steuart St.,. Sana
Francisco ' 5
Special Service Sales Company, =
502 Delta Bldg., Los .\ngeles =
Railway & Power Engineering =
Corporation. Ltd.. 131 East- =
em Ave. Toronto. Ontario, =
Canada s
3
(Three)
Simple Parts
and only three parts, make up White's Porcelain
Trolley Hanger. This is a big advantage in
shortening the time and labor of installation and
in lengthening the service life of the hanger.
WHITE'S
Porcelain
Trolley Hanger
consists of the sherardized malleable iron yoke,
the heavy glazed porcelain insulator and the
"stud" — a standard bolt, sherardized or furnished
in bronze.
The illustration will convince you of the case
of installation and alignment. You can see that
this hanger will give service, too — there is no
possibility of the insulation "breaking down" or
cracking.
We will send you a sample and it will tell its
own story to you. Let us give you quotations on
complete hangers or parts which we have in stock
for
Immediate Delivery
T. C. WHITE
Electrical Supply Go.
1122 Pine Street, St, Louis, Mo.
^IIUHIinnilllllUIIIIIUIMIIIIIIUIIIIIIIIIIIIIllllllllllliniUllinilllllllllllllllllllllllllllllllllllllllllllllinillllUIIIIIIIIIIIIIIIE fiiiiiiiiiiHiiiliiliuilllulimiiimiinmmiiliinuaiiiiiumiiii luiiiiiniiiiiiiiiiiin iiiiiiiiiin iimimiiiiiiiMim£
December 16, 1922
Electric Railway Journal
41
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 Bluifs
St. Paul
Los Angeles
Tacoma
Lock A-2I
Lift A.177
Tighten Up Those Loose Windows
Edwards Compression Brake Device prevents too rapid
dropping of windows and exerts firm pressure which entirely
eliminates rattling of otherwise loose sash. This is a device,
the installation of which is a positive step toward making
your service more attractive to passengers. Quiet operation
is a factor which is always appreciated. Edwards Compres-
sion Brake Devices save their cost many times over by reducing
window breakage.
Sash and Door Hardware
Let us figure on your fittings, locks, lifts, metal stop casings, all-
metal sash balances, weather stripping, platform trap doors, etc.
Send for Catalogs
THE O. M. EDWARDS COMPANY, INC.
Executive Offices an Fa<:tory
SYRACUSE, NEW YORK, U. S. A.
New Yorit, N. Y. Chicago, lU.
Canadian Representative: Lyman Tube & Supply Co., Toronto and Montreal.
42
Electric Railway Journal
December 16, 1922
RANSOM
VACUUM OILERS
Will Double the Life of Your Motor Bearings
A SIMPLE
AND
INEXPENSIVE
DEVICE
EASILY
AND
QUICKLY
INSTALLED
Catalogue upon request
RAILWAY IMPROVEMENT COMPANY
61 BROADWAY
NEW YORK
December 16, 1922 ELECTRIC RAILWAY JOURNAL 43
jiitiriiirtiiiiiiiuiiiitiiiiiiiriiiiiiiiriuiiiiiiiiiiiiiMiiiiiiri<iiiiiiiiiiiiitiinMiiniitiiiiriitiiiiiiiiiiiitiiiri<ir iiHiiKiiiiiiiiiiiiiiniiniiiiir aiiiMiiiuiuiiiinininiiiuiiiiiuiitMiHiiiiiiiiitiiniiniiiiiiuiiniiiHiiiiiniiniHtiiiiiiiiiitiiiiMiiiiiiiiiiiiiiitnitrnninMiiiiiiiiiMiiiiiHiis
J^roceec//
I ^he huriness track is c/ear
Drip Points for
Addled Efficiency
They prevent creeping moisture and auickly drain the petti-
coat in wet weather, keeping the inner area dry.
The Above Insulator — No. 72 — Voltatrea — Test — Dry 84,006.
Wet 31.400. Line 10,000.
Our engineers are always ready to help you on your t\am*
insulator problem. Write for catalog.
Hemingray Glass Company
Muncie, Ind.
Est. 1848 — Inc. 1870
'■itiiiiiiiiiiiiinrliiiiiiiiMiMMiilllinMiiriiiiiniitiiniiiililiiiiliiuriiiiiiiiiiiiiiiiiiiiiiiniiiniinillilliilillliillllllnlllllliililliMitiillliiii* "iitlllltllMimillllllllilllimiDllltllltlllilllliiliiiiiMirllirillillllifmlilliliiiiiiilllilllllilllllliili
inMniiiiMHiiinMinMiiiMiiHMiiiiiriinMiHiiniiMiniiiiriiiiiiMniiniiiittiniMiniiiMMiiiiHMiHnMMiiMiiMiniiiiiMiirMiiiiMiiMMiiiiMiiMllliiiiiiiniiiinnMMinilrMiiiiriMiiriiMMliiiiiiniininiiiiiinriiiiiiriiiirriiiiMiHiiii:
CMAPMANAulQmaiicSi$nlls
Keep Your
cars moving
18-inch Red Semaphore Arm — 24-inch White
Hooded Dial for a background — Arm and
f background lighted at night — Arm, therefore,
• clearly visible night or day, under all condi-
tions of light, sky effects, etc. — Works in all
weathers — Automatically!
Charles N. Wood Company, Boston, Massachusetts
'.iiriiiniiiiiiiiiiiiiiiiiniinriiniiNiMriiiiiiiiiuiiiniriinMiiiHiiiiiiiiiiiiiMiiiiiiiiiiiiiiniiiiniiiiMiHMninniHiiri
aHniniriimiiiiiiitiiiHiiniiiiiiinniiiiiiiimiiiiiiiiiiiiiinitiiiiiimiiiiiiiiiiiiiiiiiiMimiiiiiiiiiiiiiiiiiiiHiHiiniiiiiiiiiiiiiiiiiiitiiiiiiiiM^
*;^ «c.^ AMELECTRIC PRODUCTS I
BARE COPPER WIRE AND CABLE I
ilMiiMiiiiiiiiniiiiiiiiniiiiiiiinnrniiMiiiiiiiiiitinniiiiinnininiiiiiiiiiiiHiiiiniiiiiiiiiriiniMniiiiiiMiiiih-
ulllllllllllllllllliliiliiiiiiini.iiiriiiiiiiiiiiiiniriiiiiiliiiiiiiiiiiillllllllillilliliimiiiiilllllllimiiillllllllllllilllliiliilllllillilillliuililllllis
ELRECO TUBULAR POLES I
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
E Rc». V. S. P«t. Offlce
i Galvanized Iron and Steel
I Wire and Strand
Incandescent Lamp Cord
PAPER INSULATED
UNDERGROUND CABLE
MAGNETIC WIRE
THI*1MinC LQCK",
mt-CNAMCrRCD JOINT
AMERICAN ELECTRICAL WORKS
PHILLIPSDALE, R. I.
Beaton, 1 76 Federal ; Chicago, 112 W. Adami;
Cincinnati. Traction Bldg. ; New York, 233 B'way
I COMBINE I
I Lowest Cost Lightest Weight |
I Least Maintenance Greatest Adaptability |
= Catalog complete with engineering data sent on request s
I ELECTRIC RAILWAY EQUIPMENT CO. I
I CINCINNATI, OHIO I
i New York City, 30 Church Street i
"iiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiuiniimiiiiiiniiiiiiiiiiminiiiiiiiiiiiiiiiniiniiiiiiiiiriiiiuiiiHiiiiiiiiiiiiiiiiiinimiiMiiiiiniiHiuHiiiiiiii iininiiininiiiiniiiiiniiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiimiiiiiniiiiiiiiiiiiiiiniiiiiiniiiniiiiiiiiiHiiiiiiiiiiniirilMiiiiiuiiiiiiuP
44 ElectricRailwayJournal December 16, 1921
uniiiinMiiiinimiiiiiiiiiiMiiiiiitiiiiiiuiiiiiiiiiiiiiiiiiiMiiiiiiiniinniMitirjiniininiiMiiiiiiiiiiininiiiiiininimiiiimiiiMiiiiiiiiiiiniu utriiuiuiiiiiiiiitiiiiiiiiiiiimiiimiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiMiitiiiiiiiiiiHiiiiiimiiiumiiiiiiimuum
Waterproofed Trolley Cord
can produce.
TRUCK WITH TOWER IN RUNNING POSITION
This 3-Section
I Is the finest cord that science and skil
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.
I Sold by Net Weights and Fall Lengths
I SILVER LAKE COMPANY
i Manufacturers of bell, signal and otfter cords.
I Newtonville, Massachusetts
!iiiiiiiiiiiiiiiiiniiiiiiiiiiininiitiitiinin*niitiiiiininiiniiMniniiiiinMniiiiininiiriiiiiiiiiiiiiiiininiitiiniiiiiniitiiuiiiiiitiiiiiiiiiiii
..iiiniiiiiiiiMiMiiMiMiMuniiiitniMiuirMiiiiMiiiiiiiiiiiiiiriiiiiiiiiiiiiiiitiiiiiiiiniitiniiiiMiMiiiiiMiiiniiiiiuiiiiiitiiiiiniiiiiiitiuiirii
TRENTON TOWER 1 1 special trackwork
is not only more convenient, but stronger than the |
older type. |
The top section is reinforced by the intermediate |
section. The 3-section design makes it possible to |
raise the platform 16 inches higher and drop it 12 i
inches lower than can be done with the old-style |
2-section tower. |
We'll gladly send you details. |
J. R. McCARDELL CO. |
Trenton, New Jersey, U. S. A. I
iiiimiiiiiiiiiiiliiiiiiiiiiiuiiiriiiiiiiiiiiiiiiiiiiJiiiiiiiiiiriiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiriiiriiriJiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiir
BfllllllllininilllinililililiUiliMiilininiliriiillllliliininiiiiliiiiiiniiiiiiiiniiHinliiiiiiiiiMiitiiiiMiiiuMiiiiiiiiiiuiiiriiilliiiirriiiiiiiirte
j NASHVILLE TIE COMPANY |
I Cross Ties: White Oak, Chestnut, and Treated Ties. |
§ Oak Switch Ties. |
I Prompt shipment from our oivn stocks. |
I Headquarters — Nashville, Tenn. |
I A. D. Andrews, Terre Haute, Ind., Representative. |
liiiiiniiiiiniiiiiiiiiiiiiniuiiiiiiiiiiiiiniitiiiiiitiiniiiiiiiiiiiininiitiiiiiniitiiiiiniitiiiiiiiiiiiitiiiiiiiiiiiiiiiniiiiininiiiiiiniitiiiiiiiiiiiH
Of the well-known WHARTON Superior Designs
and Constructions
Steel Castings
Converter and
Electric
Forgings
Drop Hammer
and Press
Gas Cylinders
Seamiest
Steel
iiiiiitiiiiiiiuiniiiiiiiiiiiiniiiiiniiniiiiiiiiiiiiniiiiiiiiiiiiniiiiiiiiiiiiiHiiiiiiiiiiuiiiiiiiiiiiiiiitiiiiiiiiiiiiriuiiiiiiiiiiiiiiiininiiiiiiiiii^ r
Standard Underground Cable Co.
Pittsburgh, Pa.
M.iniifaotllrer.^ of
Copper, Brass, Bronze Wires, Rods, Tubes
Copper Clad Steel Wire
Insulated Wire of all kinds
Lead Covered and Armored Cables
Cable Terminals, Junction Boxes, etc.
i Boston, Washingrton, Philadelphia, Pittsburgh, Seattle, Chicagro,
S New York, Atlanta, San Francisco. Detroit, Los Angreles. St. Louis
^inMniitiiitiiiriiiiiiitiiitiiiiiniiiiiiiiiiiiiiiiiMiiiiiiiiiiiitiiiiiiiiitiiiiiiiiiiiiiiiiiiiuiiiiuiiiiiiriiiniiiiiiiiiiiiHiiHiiiriiiiHiiiiriiiiiiiiv'
I Wm. Wharton Jr. & Co. Inc., Easton, Pa.
I (Subsidiary of Taylor-Wharton Iron & Steel Co.,
I High Bridge, N. J.)
I ORIGINATORS OF
i MANGANESE STEEL TRACKWORK
»iuiiniimiMniiiiiiMnHiiiiMiMniuimininiiiiininMninMiMiiiniimniirmMiiiiimtMiiiiiinMitinMiiiiriiiimiiniinmi^^^^^
^MniniiiriiiMiniriinininMiiHiitiiniiiiiMiiiiiiiitiiiiiiiiitMiiiiiiitiiiuiiiiiiiiMiniiMiiiiitiiiiiniMijiiiiiiiiiiitiiiiiiiiiuiiiiiiMiniiHin
I Peirce Forged Steel Pins
i with Drawn Separable Thimbles
I Your best insurance against insulator breakage
I Hubbard & Company
I PITTSBURGH, PA.
niiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiitiiiiiiiiiiiii' ■iiniiriiiMiiiiiiiiiiiiiitiiitiiiiiiMiniitiiniiPiiiiiiiiiiiimiiiiimimiHiiiiiiiiHii
aiillltllllllllltliliitllliimmillllllimiilniiiililtiilltilllllilltiiniilliniitiiiriitiiiillliiiiilllliriiiiiiiiiiiiiiiiiiiiiliiiiiriiriilllltriillilltlll
ROEBLlNt
INSULATED WIRES AND CABLES
I JOHN A. ROEBLING'S SONS CO., TRENTON, NEW JERSEY
^iiiniiiiiiiiiiiiiiiitiiMiiiiinMiiniiiiiuiniiiiiiiiiiiniiiMiiiiiiiniuiiniiiiiniiiiiiiiiriitiiiiiiniitiiiiDtiiiiiitiiiiiiiiiMiKiHiiiiiiiiiiiim
a'liiiii" « iiuiimiiiiim I mil lu iiiiiiii iiiiiiiiiiiiiii uiiiiiiiii iiiiiiiimiiii i;^ ffwueraniniiiiiiiiiiiiiimiiiiiiiiiiiiiii iiiiiiiiiiiraiiiiiiiiiiiiiiiiiiiiiiiiiiiiuimiiiiiiniiiinii iiiiiiiiiiiimiiiiiiiiiiiiiimiiiiiii
= Ramapo Iron Worlcs
Eltablished 1881
Ajiu Forge CoiQi><u>y
Establish 1883
RAMAPO AJAX CORPORATION I
Successor 1
HILLBURN, NEW YORK |
Chicago New York Superior, Wis. Niagara Falls, N. Y. |
Automatic Return Switch Stands for Passinir Sidings =
Automatic Safety Switch Stands =
Mang^anese Construction — Tee Rail Special Work =
'nirrMiriiiiMiiMuiiniitMitMtiMirrininiiiiiiiniiiHiMiMiiuniiiiniHiiiniiiMiiiiiiiiMniiiiiiiiiiiiiiiiiiiiiiiMiiitiMiiiiiiiiiiiiiiiiiiiniiiiiirf;
fiiiiiiiiiiiiiiiiiiiiiiiiiiUHiiiiimiiiiiiiiiiiimiiuiniiiiiniiiiiiniiiiiuiiiiiiiiiiiiiiiniiiiiniiiiinininiiniiiiininiiriiMiiiiiiniiiiiiiiiiiin.^
I FLOOD CITY
I Rail Bonds and Trolley Line Specialties
I Flood City Mfg. Co., Johnstown,Pa.
:wiiiiiiiitmiiiiimiiiiiiiiiiiiiiiniiiiHiiiiiiiiiiiiiiiiitiiiHiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiMiiiiiiiiii
Transmission Line and Special Crossing
Structures, Catenary Bridges
WRITE FOR OUR NEW DESCRIPTIVE CATALOG
ARCHBOLD-BRADY CO.
I Engineers and Contractor*
SYRACUSE, N. Y.
iiMiiiiiiiiiiiiiiiiiMiiiiiiiiiiiitiiiiiriiiiiiiiiiiiiiiiitiiiiittiiriiiiiniiiiiiiiiiiiiiiiitiiiiitiiiiiiiiiiiiiiiiiriiitiiiiiiiiiiiiiiiitiiiiiiitiiiiiiiuiu
iiiiMiiniitiiiiiiiiiiiiMiMiiiiiiiiiiiiiniiiiiiiiiiininiiiiiiiiiirMiMiiHiiiniiiriiiMuiiiiitiiiniiiiiiiiiiiiiiiiiiiiiHiiiiiittiimiiiiiiiiiHiiiu
^^SiSiSi
Peerless Insulation
Papfr has '45 to
60 per cent higher
electrical resist-
ance.
NATIONAL FIBRE & INSULATION CO.
Box 425, Wilmington, Delaware
^iniiiiiuiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliiitlilliiiiiillmiitliiiiiiiiiiiiiiliiiiiMiiiiinliiiilliiiiiiiilliiiiiiiiitt
Homflrx Inmte-
tioD Pa[>er baa do
Kniin. Fold* with-
out cracking.
December 16, 1922
Electric Railway Journal
45
iiiiiiiiiiiiiiuiiitiiiiiiniiiiiiiiiMiiiiiiiniiiiiiiiiimimimimniimiiiiiiiiimiuiiiiiiiiiiiiiimMiiiminiimiiiiimiinimiiiniiiiiiij: £ iMiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiniiiiiniiiiimiiiiiiniimminnmiiiiiininiiiiiiininiiiiiiniiiiiiiimiimiitiiiiiiiiiiniiHiHiis
American
Rail Bonds
CROWN
UNITED STATES
TWIN TERMINAL
SOLDER
TRIPLEX
Arc Weld and Flame Weld
Send for new
Rati Bond Book
American Steel &Wire
S?wYORK Company
TiiHtiiiiiiitiiiiMiiiiiiiiiiiriniiiiiiiiiiiiiiiiiiiiiuiininiiuiiiiiiiiiiriiiiiiiiiitiiitiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiMiiiiitiiiuiiiiiiiMniiii!iiiR
9tllllllllMlinNllhlllNlhinillllllllllllllllMllllllllltllllllltlllliniUI>lHirin.iiMll^iliJHltllUUI.MUItlll|t||]llllllllUIIII|llllllllll(liiin^
SPECIALISTS I
I in the I
Design and Manufacture
I of I
Standard — Insulated — and
Compromise Rail Joints
The Rail Joint Company
I 61 Broadway, New York City
^liutiiiiiiiiitHiiiiiUMiiiiiMiiniiiiiiMiiiiiiiiiit>ii«iiuiitiiiiMiHiniiiiiiiriitiiitiiitiiiiiiiiiiiniiiiiiiiiiiiiiiMirii!iiiiiiiHiiiniiriiiiiiiii
aiiiiiiiiiiiiiiiiiuiimiiiiiitiiiniiiiiiitiiitiiiiiiiiiiiiiiiiiitiiiiiiiriiiiiiiMiiiiitiiiiiiniiitiiiiiiniiiiiimiiiiiiiiiiiiitiiiiiiiiMiniiniiiiiiiiiiiifv
I High-Grade Track j
Work I
I SWITCHES— MATES— FROGS— CROSSINGS |
I COMPLETE LAYOUTS |
I IMPROVED ANTI-KICK BIG-HEEL SWITCHES |
I HARD CENTER AND MANGANESE |
I CONSTRUCTION I
Let him try the
ROYAL WORCESTER
Detachable Steel Broom
Your trackman will do faster |
and better work with it. |
And it will prove more eco- |
nomical for you because it is |
the only re-fiUable steel |
track broom on the market. |
The handle and holder are |
practically indestructible. I
Steel heads
treated with
Anti-Rust
procets.
Refills made from
best tempered
round steel wire.
Send your order now
Worcester Brush
& Scraper Co.
Worcester, Mass.
iiHiiiniiiiiiiniiiiiiiitiiiiiuitiiMiuiiiiiniiniiiiiiiiiiiiitiiiiiiiiiiiiiiitiiiiiiiiiriiitittiiiuiiiiiiiiiiiiiitimiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiuin
HiiilltllllliiiliiiniiniiniiniiliiiilluilllllllliinilllllliliniiliMiiiiiiiiiiiiiriiriiiiiiiiriiiiiiiriiiiiniiKiitilltllllllllliiiiinliliiiiiiiiiiiiiiiii ,
ERICO
Rail Bonds
Brazed Bonds
Arc Weld Bonds
Type ET
Type EA
head
of rail
Type EC, web of rail
Type AT-F
Type AT-R
Type AU
Type A, base of rail
head
of rail
New York Switch & Crossing Co.
Hoboken, N. J.
The Electric Railway Improvement Co. |
I Cleveland, Ohio 1
jiiiiiriiiiiiiriiiiiiiiiiiMiiiniiiiii)iiiiiiiiiiitiiiiriiiiriiiiiiriiiiuiiri:rrMiiiiitiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiniiiiiiniiiiiiiiiiiiiiiiii5
aiinrairaiiiimimimuiiniiimuiiiiiiiiiiiiiiiimiiiiiiiiuiiiiuiiiiiiiiiiiuiiiniiiiiiuiiiuiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiii
s ■
= 3
= 3
BARBOUR-STOCKWEI^
205 Bro.i<]way Cambrlclgcpnrt, Ma»K.
Estn)>Iish«ti )S5f<
Mnniifaclurcr« of
Special Work for Street Railways
•Vogs, Crossingrs, Switches and Mates
|Turncuts and C'-oss Connections
Kerwin Port-able Crossovers
will Articulated Cast Manganese Croj
'T.'MATE.? rROMfTI.V rURNJSHEll
^tiuiiiiiriiiitriiiininMiiHiiiniiittiiitiiiniiiMiiiiiiiiiiiiiiiiiijriiiiiiniiHiiiniiiiiiiiiiniiiiMiniiiiiitiiiiiiiiiiiiiiiiuiiiiiiiiiiiiimiiiiiiiiiH vtiiitiiinniinilllliminii).
>'i"iii<> "iinnniiminnnnii
46 ■ Electric Railway Journal December 16, 1922
3iiiitMiniiniiniinriiuiiNiiiiiiiiiMiiMUiiiiMiuiiuiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiininiiiiiuiiiiiiiiiiiiiiiiiiiiiiniitiiiiiiiiiiiiiiHiiiiiiiiiiiii^ all|^llllMllrIlllllllllllllltlllMllllllilllllll^llllllllllllHlUll1lllllllll^llIll^lllillllltlllllllllllll^llllltllllllllllllllltll1llllllUMtllllllllllll^
VENTILATORS
THE N-L New Style Type C Venti- I |
lator is absolutely weatherproof, lays | |
I low on roof, looks well and meets every | I
I requirement of ventilation. | |
I More than seven thousand N-L Fentilatori | |
I sold during 1922. | |
I The Nichols-Lintern Company I j
I 7960 Lorain Ave., Cleveland, O. | |
p N-L Products manufactured and sold in Canada by 1
I Railway and Power Engineering Corporation, Ltd.i I
I 133 Eastern Avenue, Toronto, Ontario |
Sitiiiiiiniiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiifiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiitiiiiinimiiiiiiiiiiiiiiitiiimiiir
fiiiiiiiiiiiiiniiiiiuiiiiiiiiiiiiiiiiii[iiiiijiiiitrMrMiriniiitiiiiiiHiiiiiiiiiiiuiiiiiiiiiiMiiiniit)niiiiiiiiiiiuiiiiiiiiiiiiiiiiiiimiiiiiiiiiiriiii><:=
Refinish Your Rolling Stock
The "SPRACO" Way
Save 50-80 per cent Labor Costs. One handy man with
"Spraco" Paint Gun easily outstrips 4 or 5 brush painters.
On Car Bodies — Under Rigging — Bridges — Elevated
Structures — Steel Frame Buildings — Tubular Poles, etc.
In fact every class of painting and finishing work.
Get a "SPRACO" Paint Gun — Compare Results
Send Today for "Spraco" Bulletin P-71
SPRAY
i jPRAco^/psoDucis Engineering Co.
60 High St.
Boston, Mass.
TiiiiiiiiMiiiiiMillliiiiiiiiiiiiitllilinillMiiiitlilllir<irtiitiiiiiititiiiii::iiiiiriiiMlliltiini(ilirilliii(iiiiiiniiiiiiiiiiiiiiiiliiliMmllliililiiiiiv
iiiMirtiiiiitiniiiiiiiiiiiitiiiilitililiilMililtlitiiiiiiitiiiiiiuiiiiiiillliiHlllMIIIS
Where One Pound Produces Fifty
On the 3-Ton Tribloc, one man
exerting a normal 80-lb. pull lifts
4,000 lbs. The planetary gear sys-
tem of a Tribloc transmits into lifting
energy 80% of the power applied,
and here multiplies the initial effort
50 times.
Write for information on any type or capacity to 40 tons
2222-D
FORD CHAIN BLOCK CO.
:#i^Mii4ll[
Cno a DIAMOND STReeTS
'■HII.ADei.PHIA. PA.
OVtRStAS RCPflCSCNTATIVC
§ PAma anuBSCLS turin barcki-oma rio oc jankiro |
fiiiHiiUMiiiiiiiHMiiMnMiiiiMMiiMiiiiniiiiiHiMiniitiiiniiiiiiiiitiiiiiiiiiiiitiiiiiiiniiiiMiitiiiiiiiiiiMniiiMiiiiiiiininiiiiiuriiiiiiiiiiiiiS
U«er»of STERLING VARNISH
not only obtain mBleriaU well
adapted to their need* but >Uo
round, practical inforniAtianasto
how to employ thtmi-
The new Catalog of The Ster-
ling Varnish Conipaoy, wbkli
should be on the desk of every
"live"' executive or engineer Uv-
terested in such products, wUI be
mailed free to tho»e requesting
it It not only contains much reaJ
information on the vamiUics
themselves but also facts as to
iJieir care and use. Moreover the
engineers of the company ar«
able to Kelp cuetomers upon such points as <
Dot be taken up in this small bookleL
Those who "shop" for varnishes on the prlcA
per ijallon basis, besides getting only what th«y
pay for. miss this service which has already
effected much saving to even the largest varni^
consumers. So write for your copy of the Catalog
using your company letter head. Look into your
insulating vaxnish problem after you have care-
fully read it over and see how many hazy points
are cleared up and then to obtain the bett cornish
[THE STIRLING VARNtSH Cpj3l»WV,PlTTSBUI?6KW. |
^iiiiMiiMiniirHiriiiMminiiiiiiiiiitiinMHMiiiiruiiniiuiiiirNiriiiiifitiiiiiiitiitiiiiiiiiiiiiMifiiiiiiiitiriiiiiiiiiiiiiiii'tiiiriiiijiiiiiiiiiiit?
December 16, 1922
Electric Railway Journal
47
MniiiiiiniiiiiiiiHiiuiiuiiiiiiHiiiiiiiiiiHiiimMiiitiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiMiiiiiiiiiiiiimiiiiHiHniiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii^
iiiiiimiitiimiiiiiiiiiiiiiiiimiiiiimiiiiiiiiiiiiiiiiintiniiiiimiiiiiiiiiimHiiitiiiiiiiiiiiiiiuiHiiitiHiiiiiiitiiMiiitiiiiMiiiiiiMi:
The Indianapolis Switch & Frog C!o., Springfield, Ohio
Indianapolis Economy Products That Make Dollars "Grow"
Indianapolis Solid Manganese:
Frogs. Crossings. Mates and Tongue-switches. Suoer-auality
material. Par-excellent designs. Gives many lives to one. of
ordinary eonstruction and when worn down. CAN BE RE-
STOKED by INDIANAPOLIS WELDING.
Indianapolis Electric ffelder:
Efficient. Rapid. ECONOMICAL. Durable. Price. S2.00 (per
day for three hundred days) thoroughly dependable every day
in the year, upkeep about 75 cents per month. LAST A LIFE
TIME.
Indianapolis tVelding Steel:
Fluxated heal treated Metal Electrodes, insure Uniform De-
pendable Welds that are from 75 per cent to 100 per cent more
efficient, than the "MELT." from the same High Grade basic
stock, untreated.
Indianapolis Welding Plates:
Eliminate "Joints" and "Bonds" in Street Track. Higher in
Strength and Conductivity than the unbroken Rail. Installed
according to instructions, have proven THOROUGHLY DE-
PENDABLE, during 10 YEARS of "Time and Usage" TEST,
Extensively used in 48 STATES and COUNTIES. Recognized
as paramount MAINTENANCE ELIMINATORS.
Indianapolis fV elding Supplies:
CABLES. HELMETS. LENSES, CARBONS.
Turntables:
Ball-bearing, for ash-pits, storage yards, etc.
Indianapolis "Economy" Products:
are Pre-eminently "Money Savers." YES — "Money Makers" for
Electric Railways.
liiiiiiiiltMitMiiiMnnniiiiMiniiiMniiniiitiiiiiiHiiiiimiiiiiiiimiiiiiiiiiiiiiiiiiiHiimiintliiimiiiiiitiiliiiiiiltiiiitiiniiiiiiinlinillllimiiiMiiMniiiiiinilniiiiiininuiniiiMiiiiiiMiiMniiiniiMii^
iiiiiuiiiiiiiniiiiiinimiiiiiiiniiiiiiiiiHiimiuiiiiiniiiiiiiiiimimiiiiiiiiiiiiimiiiiiuiiiiiiiiiintiiiiiininiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiitiiiin
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
Phii.adel.phia, North American Building
Rttsburoh, Farmers Deposit Bank Building
Cleveland, Guardian Building
Chicago, Marquette Building
Cincinnati, Traction Building
Atlanta, Candler Building
Tucson, Ariz., 21 So. Stone Avenue
Dallas, Tex^ 2001 Magnolia Building
HoNOLULn, 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 Paciflc Building
Denver, 435 Seventeenth Street
Salt Lake City, 705-6 Kearns 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
luiiiiiiiiiMiiiiiiuiniiitiiiMMiMutiifrriniuiiiniitMirMiMiiniiMnMiriiuiuiiMiiiniiniiiiiiiiMiriiiniiMiiiiiiMiuiiiniiiriifiMitMniiiiiMnMiiiiniiiiiiMiiMiiHiiMiiriiiiiiMinMuiiHuirHiniiMiiiinuuiiiiMinii^
iK'i.i iiiKiiiKiiiiiMiiimiiiiiimiiiiiuiiiiiiiiiiHiiniiimiiiiiiiiiimiiiiiiiiiniiit iiMiiiiiiiiiiiirMiiiinMitiiiiiiiiiiriiiiiiiiMiiiitii|
uiiiiiriiiiiliiiiirtiiiiiiMiilMiililiiiiiiiiiiiiiilirillllllliiiMiiMiiiiitiiiiiiiiMiiillriiirnliiiiiiiiliiiniiMillilllllllllMltriillliriiiriliiilliliiiiilL
INCI9IS ~
"American'^
JNSVLAnNG
Mil
PHILADELPHIAIiri
ENNSYLVANIA UJA.
"American" Electric Railway Automatic Signals.
RECLAIMING MACHINES I for recovering
INSULATING MACHINES/ insulated wire
jmi^*
I WILLIAMS' "VULCAN" §
I FORGED-CUTTER TOOL HOLDERS |
I For continuous heavy cuts at high speed on lathe, planer, |
I shaper, etc. Change the cutter, not the tool, and get all |
I the advantages of the solid bar without its expense. |
I Literature? |
I J. H. WILLIAMS & CO. I
I "The Drop-Forging People" s
BROOKLYN
5 7 Blcbsnli St.
BUTFAIiO
57 Vulcu St.
cmcAOO
1057 W. llttbSt.
II IIIIIIIIIMIIIIIIMIIMIIIIIIIIIIIIIIIIIIIIIIIIIMIIMIIIIIIIMIV'llllinilUIIIIIIMItlllllkllll llllllllllllllll'lltlllKiinilui";.
iiiiililiiliiiiniiiliiiiiiiiiiiiiiiiiinlllliniillllllllillllllltllllilllliilliiiilillllii.lilliMiliiiiiiiiiiiiiiiiiiMiiiiiiiiriir.iiiiNiiiiitni«
A Single Segment or a Complete Commutator |
is turned out with equal care in our shops. The orders we fill §
differ only in magnitude; small orders command our utmost care =
and skill just a." do largre orders. CAMERON Quality applies to =
every coil or segment that wo can make, as well as to every com- i
mutator we build. That's why so many electric railway men rely =
absolutely on our name. |
Caoneron Electrical Mfg. Co., Ansonia, Connecticut |
llliiiiiiiiiiiiiiiiiMiiiiiHinnMiiMiMiiiijiiiiiiiinMliiiniiirilniMiiiiiiiiiiiitiiiiiiiniiiiiiiiiiiiiiUMMiiiiiiiiiiiiiiiiiMiiMiiliiniliiiinii?
illiliiiiiiinitiiiiiiiiiiiiMiiiiiiiitiiiiiiriiiiitiiitiiiiiiiiiiiiiHiliiiilililliiiiMlliiiliitiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiimiiitilllllililliiji
BUCKEYE JACKS |
high-grade R. R. Track and Car Jacks I
^lUlinillMIIIIIIMIIIIIIIMIIIIIIIIIIIIIItlinillllllllinilllllllllllMIIMIIIlllMlllllllllllHIMIIIIIIIIIIIIIIIIlllinilllllllMIIMIIIIIIIIIIMIIIIIIIIIIIItS
uiiilllllMiililliinil liilliiiillllll iiiiiimililliinillliillliuililiiiilillllllllill i uiiimiimiiiiiiiiiiiiii iiillll^
The Buckeye Jack Mfg. Co. j |
Alliance, Ohio I | =
rniiiiiiiiiiiHiiiiimiiiniimiiiiiiiiiiiiiiiiiiiiiiir iiimiiiiiiiiiiiiiiniiiniiiiiiiiiii iiiiniiiiii iiiiiiiiii iime ruiiii iiiin" i""""" »'""" ««««»«> imiiiiiimiiiiimiiiiiiiuiiiiiimiraiiiiiiiiiiiiimiiii ii iiiiimiiS
ifOHi
We make a specialty of
ELECTRIC RAILWAY
LUBRICATION
We solicit a test of TULC
on your equipment.
The Universal Lubricating Co.
ClevBland. Ohio
48
Electric Railway Journal
December 16, 1925
uiimiiliJliiniiimiraimimillllinininmnnnimnilinillliiilllllllliiniliillllimillllllmiiiilllliiiiililiiliiillllliiniiie KiiiiliiillllMiiliiiiiiiiiiiiriiiiiii uiiiiiirirrriiiinnrriiiijriiiiriiiiiiiiriiiiiiiiiii inriii ri ir ii iiiiiiiniiiiiiuriiiji
Car Seat and
Snow Sweeper Rattan |
For 60 years we have been the largest im- |
porters of rattan from the Islands in the I
Indian Ocean. It is therefore to be ex- |
pected that when Rattan is thought of |
our name, "Heywood-Wakefield," instantly |
comes to mind. |
Follow that impulse and write us when in f
the market for: |
High Grade close woven Rattan Car Seat I
Webbing, canvas lined and unlined, in i
widths from 12 in. to 48 in. |
High Grade Snow Sweeper Rattan in |
Natural and Cut Lengths. |
High Grade Car Seats, cross or longi- I
tudinal, covered with Rattan, Plush or |
Leather. |
HEYWOOD-WAKEFIELD
COMPANY
Factory: Wakefield, Mass. |
SALES OFFICES : |
i Heywood-Wakefleld Co. Heywood-Wakefleld Co. i
I 516 West 34th St.. New York 1415 Michigan Ave., Chicago i
i E. F. Boyle, Monadnock Bldg., San Francisco, Cal. =
I F. N. Grigg. 630 Louisiana Ave., Washington, D. C. |
I Railway and Power Engineering Corp.. Toronto and Montreal -
I G. F. Cotter Supply Co., Houston, Texas I
!ililllimilllilllllllllllillllllllllllllilllllllirillllllllllllllllllllliirillllltllir lllllllllliimilliriillllMlllJllllllllllllllllllllllnirlirriillllin
limmilfiiiiiiitiiiiiiiiiniiniiiiiiillilillHiniHlilllliiilliiiiiiitiitiininiitiiiriiiiiiliniiiilllilriirMniniiiiiiMitiiiiiiiiuiiiiiiiuiiiiiiitiiiL'
JOHNSON ^:^\
Adjustable
The best changer on the market.
Can be adjusted by the conductor to
throw out a varying- number of
coins, necessary to meet chances in
rates of fares.
Flexible
Each barrel a separate unit, permit-
ting the conductor to interchange
the barrels to suit his personal re-
quirements, and to facilitate the ad-
dition of extra barrels.
JOHNSON FARE BOX COMPANY I
Ravenswood, Chicago, III. I
QliliilllllillllllirilliiiiriiiMllriiir iriiiiiniiii mi iiihiiimiiiiimiiiiii iiiir iiiiiiiiillllillluillllllliliiilllliKllliiiiiiin
^iimtiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiimiiuiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiimiiiiiiiiiiiig
I ^iiuiiimJil^ Car Heating and Ventilation |
R5
1 ^iMKBinnN
is one of the winter problems that you must £
settle without delay. We can show you how i
to take care of both, with one equipment, i
. Now is the time to get your cars ready for S
next winter. Write for details. =
The Peter Smith Heater Company |
1725 Mt. Elliott Ave., Detroit, Mich. |
luiiiiiiiimnnnmminmnmninnnTnnniimiHiiniiiiiiitiiitiiniiniiniiiiiitiiiiiiiMiHiitMniuiiniiiiinuMiniiinnMitiiiiiiiiHiii'^
^miiiriMiiiiiiiiiriiiiiiiiiiiiiiiiMiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiitiimiiiiitiiiiiiitiiiiiii imin u iiiiiiitiiiiitiiiiMiitiiiiii'j<
75% of the electric railwajrt
B-V Punches^
S«nd for Catalog
I BONNEY-VEHSLAGE TOOL CO.. Nawmrk. N J.
^iiimiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiimiiniiiiiiiiiiiiiiiiiiiiinimiiiiiniHiiiiiiii uiiiiiiiiiiniiiiiitiiiiiiiiiiiiB
Mid
AN II
Reft. U. S. Pat. 0£f.
ELECTRICAL INSULATION
Micanite armature and com-
mutator insulation, commu-
tator segments and rings,
plate, tubes, etc.. Empire oiled
insula tingmaterials ; Linotape ;
Kablak ; Mico ; and other
products — for the electrical
insulating requirements of the
railway.
Catalogs toll gladly be furnished
MICA INSULATOR COMPANY
Sole Manufacturers of Micanite
Established 1893
68 Church St., N«w York 542 So. Dearborn St., Chicago
Works: Schenectady, N. Y.
S-F
■jniiiiiiiiilMiiMlliHiiiirniillliriiiiiniiriiiilllMlMiiiiriiiliiiilriiiiluMttiiiniiiirMiiiriiitiiiriiiiiiiiiiKiiiitiiiririiiriiirtiiiiiiiiiiiiiiiiiiuii
^iiriuiiniiiiillMiriirMiiiiilliiliriiiiiiriniuiiniiiiiiiiiiiiiiiiliiliiiiiiiiiiiiiiiiiMiriiiiiitiiiiiiiiiiiiiiiimiiiiriiiiiiiiimiiiMiiiiii luma
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.
Type R-10
Exclusive
HEEREN
selling agents for
ENAMEL BADGES.
The International Register Co.
15 South Throop Street, Chicago, Illinois
liiiiiniinMiiniMiiiiriiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiriiiiiitimiiiiiiiiiiiiiiiiiiiiiiitimniiiiiiiiiiiimiiiMMiiMBiii iiiiin'
^iiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiHiiiiiniiiiiiiiiitinMiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiitiiiiiij,'
1 =
i "Paint Sells Transportation" \
i Let us show you 1
I BECKWITH-CHANDLER COMPANY 1
i 203 EMMETT ST.
NEWARK. N. J. I
Tiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiimiiiiiiiiniiniiiiraiiiiminiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiimiiiiiniiiiiimii iw
:i'iiniiiiiniini)iiiniiniltilniiiiillitiiiniiiiitriiriiiiiiiiniiiiiiiiMilliiiliiiiniiiiiiiiiiiiiiiiniiiMuiiiMiiiiiiiiiiiiniiiiiiniii)iiiiirirtimilu
Company
Direct
Automatic |
Registration i
By the I
Passengers i
Rooke Automatic |
Register Co. |
Providence. R. I. =
riiiiiiiMiiiiiiimiiiiimiiiiuHiiiiMtiiiiiiiimmiiiiiiiiininiiinitiiiiimiiimiiiitimiiMiHiiiiiiiiMiiiiiiiHiiiuiiiiiiiiiiiiiMiiiniiiiiiiuii'
December 16, 1922
Electric Railway Journal
49
aiimiitiiiiiiiiHiinHniiiiiniiiiniiiiiiitiiiiiiMimiiiuiiiiiniiinimi(tiiiiiiiiiiitiiitiimiiMiiiiiiiiiiiiiitiiiiriiiiiiiiiiitiiitiiiiiiiiiiiiniitt>_
I E A R L L I
DIFFERENT kinds of service require different
modes of treatment. For years we have special-
ized on Catchers and Retrievers exclusively. We
can satisfactorily meet every condition.
We can give you the Ratchet Wind, the Emergency
Release, the Free-Winding Spring, the Drum Check,
and other absolutely exclusive features.
imnHinniniimiiiiiiimrainmiiiii
ntmnmnniminiimir
'-^J^,7^. I
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.
30 Church Street, New York «
332 So. Michigan Ave., Chicago Chattanooga, Tenn. I
'jiifiiiiiiiiiiiitiiiMiiitiitr t.tiiiitiiiiiimiiiiiiHiiiimiiiiimiiiiimiiiiiiiiiiiiiniiHiiiiiitiiitiiniiiiiiitiii(iiiiiiimiiiiiiiiiitiii(utiiiijiiri wuuuiniuimiiiiiininniinnimuiinmiiiiiiiiiiiiiimiiiiiiiiiiiiimmiiimimiiiiimiiiiiiiiiiiiiiiiiimiiiimiiiiiiiimiimiiiiiiiijjiiii
^iiiiiiinmiiiiiraiimimimiiiiimiiiiiiiiitiimmii iimiiiiimiiiiimiiiiiiiiiniiiiiiiiiiiiiiiiiiniii miiiiiiiiiiimiiiiiiiiiiiir iiiiiiii iiiiiiiiiiiiiiiiijiiiniiiiiiii mi i iiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiim iiiiiiiiii iiiiiiii:
MAIL THAT ORDER TO NIC
n"">"i"i"> iiMnniiMiiiiiiiiiriiniiiiiiiiiii nun liiiiii riiiiiiiriiiii riiiriiiiiiiiriiiruirliliiiirriiiiMir iriiiinnii riiiiiiiiniiiijniiiiuir iiiiiiliiiriiJiiiiiiiiiiirilllimiiiiiiijiiiiiiiiiiij iiiiiiirilMliriiriijiriiiiiiiiiiiiiniiiiiiiiiiiiiii iiiii'
sininiiiiiiiirmiimniriiiiiiiuiiiiiriiiiiiiriniiiiiiiiiiiiiiiiriiiiiiiiirrrriijiiiriii iiiiiriuiii i tiniiimilliiiiiiiiiiiiiiiiiiiiiili> u j> iruiiu uiiKiiijiliiiiiiriiriiii jiiiii iiii i jiiiiiiiiiirjiiiii iiiiriiiiiiiriuiiuK.
I 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
^iiiiiriiiiiiiilliltltlltliiiliiiiiiniiiiiiiiiiiiiiitiiiriiiiiiiiiHiiiiiiiiHiniiiriiiiiiiiiiiliiniinMniiiiMiiiiniiininiiltiiiiilllltlllillMiiiiiimu
^iiiiiiiiiiiiiiri)iiiiiiiiiiiiiiiiiiiiiiiM(iiitiiiniiiiiiiiiitiiiuiiniiiiiiiniiriiiiiiniHiriiiiiiniiiiiiiiiiiiiiniiiriiiriiitiiiiiiiiiiiiiitiiiiiiiiiii|i
= ru A.M.M.A. ■■< MOB.
Sart ItmwAt: RMiait Aviiitt to
STAFFORD I
ROLLER BEARINGS I
Cut Power Require-
ments in Half
Prevent hot boxes and
resulting" journal troubles:
check end thrust and do
away with all lubrication
difficulties BECAUSE —
They Eliminate
Journal Friction.
Onaraoteed Two Years.
A%k tv liimature
STArrOUD HOLLEk DEAW^Ol
CAH truck COnPOl^ATION i
SAMSON SPOT WATERPROOFED TROLLEY CORD
■*i'J.V-
si^i =
Trade Mark Koe. U. S. Pat. OB.
= Made ol extra quality stock firmly braided and smoothly finished. =
= Carefully inspected and guaranteed free from fiaws. =
s Samples and Information gladly sent. 1
I SAMSON CORDAGE WORKS. BOSTON, MASS. I
*'<iiiiiiiitiiiiiiiiriiiiiiiiiiiniiiiiiiiiitiiiiiiiiiiii)iiiMiiitiiri)iiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiriiiiiiiriiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiniiiiiiiiR
^iiiiiiiiiiiiiiiiiirtiiiiiiiliitiiiiniiiiiiiiiriiiiiiniiiriiiiHiiiiiiiiiii<itiiiMiiiiiiiiiiiiiitliiilliHiiiiiiriiiMliiliuiMiiittiiiiiiiiiliriiiliiiiiiil)lit:i
CLEVELAND
OLLECT
FARE DOXES
ARES LJETTER
Given the details of construction and |
operation, you realize at a glance its I
safety, simplicity, durability and flexi- I
bility. I
The Cleveland Fare Box Co. |
Cleveland, Ohio i
CANADIAN CLEVELAND FARE BOX CO., Ltd. I
Preston, Ontario §
?iiiiuniiiiiiriiiiiii Ill mill iiiiiiiiiiiiiiii iiuiiiiimimiiniiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiimiiiiiu i H 'mh iiiiiiiiiiiiiiim niiiiiiiiiimimiiuiiiHiiiuiiiwimiiiii
uiiuitiiiiiiiiiiiiMiiiiiiiiiiiiHiiiiMiimiiiiiiiiiiiMiiiiiiiiiimn
60
Electric Railway Journal
December 16, 1922
iitiiHiiiiiiiiiiiiiiiiiHiimiiiimimmiiiiiiiiiiiiiiiiiitiiiiiiiniiiiiiinitiitiiniiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiMiitiiiiiiiiitiiiiiiiiiiiiii>; atiiiiiiiiiitiiiiiiriiiiitiiniiriiiiiiiMiiinininiiiiiiiiiiiininiiiiitiiniiiiMtiniininiiiiiiiiiiiiiiiiiuiitiiiimiiiiiiiiiiiiiiLiiiiiniiiiiiiiuiiijic
Perry
Hart man
Side Bearings
and
Center Plates
REDUCE YOUR POWER
BILL AND MAKE YOUR CARS
EASY RIDING
Flange wear Is greatly reduced, rail wear decreased and derailments
= prevented. "Nosing of truclis is stopped. Car maintenance reduced.
I Write lor details.
I Burry Railway Sdpply Co., Peoples Gas Bldg., Chicago
a Electric Railway Sales Distributors; National Ry. Appliance Co., New York —
S Ry. & Power £ngrg. Corp., Toronto, Can. — Nic LeGrand, Inc., Rock Island,
E III. — Chas. N. Wood Co., Boston, Mass.
^■liiiUMitiiiiliiiiiiuiriiiiiiiiiiiiiii)iiiiiitniiiiiiiiliiiinitiiniiniiiiiMiiiiiiii>'iiniiiiiiiiiiiiiiriiltiiiiiiiiiiililMlniiMiiiiiiiiiiiriiMillilllR ^illlllinilllMlllltllHlltlinillllllirilltinilllltlininiU'lllittllinitniniMiliiiniliiililliiriirnilllllllMlttltnitiliiiiiiiitiiiiiHUlinilllimiic
unniiiiijiiiiiiiiNiiiiiiiiiiiiiiuiiniiiiiiiiiiiiiiiiiniiiiiiiiitiirniiiiiiiiniiiiiiirMiiiiiiiiiiiiiiiMiiiiiiimiiiMiiiniiniuiiiiiiiiiiiiiimiiiiint uiiiiiiiiiiiifiiiiiiiiimiiiiiiiiiimiiiimmminiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiutiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiie
The Differential Car
An automatic dump car, an electric locomotive, a
snow plow, and a freight car — all in one. Big
savings shown in track con-
struction and maintenance,
paving work, coal hauling,
ash disposal, snow removal,
and freight transportation.
The Differential
Steel Car Co.
Findlay, OUo
sfiiMMiiiininiiiiiiriiiiiiniiriiiinHiitinrinfiiiiiiiiitMiiiniMiiiiiriirMriiiiiiiiiHiniiiiir nininiiiiiuiiiiitiiiniiiitiniiiriniiiiiiiiiiR
uilllillliillllllllllllllllllliiiinillnininlliiiiniiiiiiniiiniiiiiiniiiiriniiniiililiiiniiilMllllliMltllltniiililiiriniiiiniillilillliiiiiiiiililllc
RAILWAY MOTOR BRUSHES I
/^^
203
I Grade 203, produced by research and proved by test, the |
I most satisfactory and lowest cost-per-car-mile brush obtain- I
I able for A. C. commutator type railway motors. One of a |
I series of standard railway motor brushes. |
I COLUMBIA BRUSHES
I COST NO MORE — LAST LONGER I
I national carbon company, inc. i
I CLEVEUkND, OHIO SAN FRANCISCO, CAL. I
?,iMitiiiiiuiiiiiitiiitiiniiniiiiiirtiiiiiiiMiiiiiiiMiiiiiMiiinriiiii<riiiiiiiiiiiiiiiiiiiiitMiiminiitiniiiiifiiiniiiiiitiiiiiiniinitiiiiiiriuinir
jitiiliiiillitiitiiiiiiiiiiiiimilliiliiiiiiiiiiiuiiiiiiiiMiiiMiNiMiilHiiiuiiniiiiiirnninnuillilninliiiMriiniiiiiiinriiinriiiriniiiiiiiiiiHi'-
The Kalamazoo Trolley Wheels
I h^ve 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 mislead by statements of
i large mileage, because a wheel
I that will run too long will dam-
1 age the wire. If our catalogue
I does not show the style vou
= 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. |
^iHMiiuiuiniiliiiHiniiniuiliiiiiiniiliiniliiiiiiiiiiiiiiitiniiliiniiiiiiiiiniiiiirMiriiiiiiiiHniiiiiiiiiininiiiiiiiiiuiniliMuiMiiiiiiiiilDc
ainiinniniiiiiiiiniiiiiHiiHtininiiiiinitiiuiirliiiiiiiiiiiiiiiiiniltiiiiiiiiHiitiinmiiniwHiiniMiiMUiliiliilHniiiiimniHHHilMHllH*^
= B. A. Hegeinan, Jr., President =
£ Charles C. Castle, First Vice-President W. C. Lincoln, Mir. Sale< and =
= Harold A. Heseman, Vice-Pres. and Engineering =
= Treas. Fred C. J. Dell, Secretary =
I National Railway Appliance Co.
i Grand Central Terminal i
I 452 Lexington Ave., Cor. 45th St., N. Y. I
i BRANCH OFFICES: i
g Munsey BIdir.. Washingrton. D. C, 100 Boylston Street, Boston, Mass, i
s 85 Union Trust Bldff.. Harrisburg-. Pa. =
= Hegeman-Castle Corporation, Railway Exchang-e Bide.. Chicago, III. =
I RAILWAY SUPPLIES I
Tool St«el Gears and Pinions
Anderson Slaok Adjuittirrs
Genesco Faint Oils
Ihinham Hopper Door Device
Feasible Drop Brake Staffs
FlaxUnum Insulation
Anele-American Varnished.
Paints. Enamels, Surfacers,
Shop Cleaner.
Johnson Fare Boxes
Peerless and Perry Side Bearini^
Drew Line Material and Railway
Specialties
Hartman Centering Centfr Plates
Economy Power Savin? Meiers
H & W Electric Heaters
Garland Ventilators
Pitt Sanders
XationaJ Safety Car Equipment
Co.'s One-Man Safety Sara
ientral Equipment Company's
Rand Holds
T
j^^B| Perey Manufacturing Co., Inc. i
i ^^^B^* 30 Church Street, New York OJty i
nniiiiinlMiNiiiiiiMtiiiMiniHniiiiiininiiniininiiininiiiiiiriiiniiiMniiniiniiiiiininiininiiiiliiiniiinniininnininiiiiiiiniDiiiii.^
HiiilliiumilJiMiiniiiiiiiiiriiii iiiiiiiinir iiiuiii iilniiriiiiiMiimiiimiiiiiimiiiiiMiiiiMiniiiiiiiiiiiililiimiiimillillli i<«' Mliiiiillllinjiinii ii jiinmil lllimr i iMMiiiiinMiiMiliiliiimmiiiiil I i niniiiiiiiili^
Gets Every Fare
PEREY TURNSTILES
or PASSIMETERS
Use them in your Prejwyment ArrM and
Street Gum
Tnemco Paint & OU Company's Cement Paint i
riiniiiiiiiiiiiiiiniiiiinhiiiiiiiiiiniiiMirMniiiMiinMtiMrniiiiiiiiHiiMiiiuiiiiiiiriiriiiriniiiiiiitiiiiitMiriuiiiMiMininininiiiiiiHHiiiitn
i:MMnMiMiiMiiHtMiMiiMiMiniiMiriiiMiiiniiirininriiM(iiiiiiniiiiiiiiiiiiiriuiiiiiiiiiiiiirtiiiiiiiiiiiiniitiiiiiiiiiiiiiiiniiiiiiiiiiiiitiiiiii)-
I KIJKCnUC HKATKB BQCriFMKyTH Addreae All I
Communi- 1
cations to |
BUSH I
TERMINAL I
(220 36tliSt.>i
Brooklyn, =
N. Y. I
^^^^ __ Literatttrm on |
THKBMOSTAT OOMTBOIj BQITIPIUNm Reqnest
nnriHMJiiiiMiiijmniiiiiniiirMiiitiinMiiininiiniimiiiiimiiiiiiMiniininiminiinMtMUiiiiiniiiiiiiMtmiMiiiuiinMiiiiirimiiiiiiini^
GOLD CAR HEATING i
LIGHTING CO. ,
NEW YORK CITY
PATENTED
I SS New Users in the Last 4 Months S
I KASS SAFETY TREADS |
1 present an Unusual Combination |
I In that they give BETTER RESULTS AT LESS COST I
I Manufactured and Sold by I
I Morton Manufacturing Company, Chicago I
-=iiiiiiiiiiin iiiiiniifiimiiiiiiiiiiiiiiiiiiiiim iiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiitiiiiiiii ii tiimiiiiiiiiiiiiiiiiiiiiiiiiiiiii6
STUCKI I
SIDE I
BEARINGS I
A. STUCKI CO. I
OUvar Bide. i
Pittsburth, Pa. §
'TiulllllltiitllllliiiiiliimiiiiiiiiiiiitillillillllllllliiiilillllliiltiiiiiiiiiiiiilllllliltiiiiiiiiiiiiinlliiiiimiiiiiiiiliiiitiiiiiiiiitniitiHiiiniHiiR
^^^^g
December 16, 1922
Electric Kailway Journal
51
Searchlight Section
EMPLOYMENT- BUSINESS OPPORTUNITIES- EQUIPMENT
UNDISPLAYED— RATE PER WORD:
i*08ition8 Wanted, 4 cents a word, minimum
75 cents an insertion, payable in advance.
Fositions Vacant and all other classifications,
8 cents a word, minimum charge $2.00.
Provoaals, 4C cents a line an insertion.
INFORMATION:
Box Numberg in care nf any of our offices
count 10 words additional in undisplayed ads.
Discount of 10% if one payment Is made in
advance for four consecutive insertions of
undisplayed ads (not including proposals).
DISPLAYED— RATR PER INCH:
1 to 3 inches $4.50 an inch
4 to 7 inches 4.30 an inch
8 to 14 inches..,. 4.10 an inch
An advertisirtff inch fs measur^^a ve-tioally on
one column, 3 columns — 30 inches — to a page.
POSITIONS VACANT
GRADUATE electrical engineer wanted by
large street railway in eastern Pennsyl-
vania for manager's ottice ; should be
about thirty years of age. experienced
thoroughly in street railway motors,
feeder lines and substations ; preferably
a man with shop experience. P-4au, Elec.
Ry. Journal, 10th Ave. at 36th St., New
York City.
SUPERVISOR of track and overhead, city
and interurban railway, wanted. State
experience and salary expected. P-492,
Elec. Ry. Journal. Real Estate Trust
Bldg., Philadelphia, Pa.
SUPERINTENDENT of transportation
wanted for electric line operating inter-
urban, city and suburban property in
Middle West. State age, experience,
qualification, references and salary ex-
pected. Replies treated strictly confi-
dential. P-487. Electric Railway Journal.
10th Ave. at 36th St., New York City.
POSITIONS WANTED
AUDITOR, broad experience as chief ac-
counting oflScer with representative util-
ity interests, now engaged on important
work for federal government, desires
connection with progressive utility as
auditor, secretary or treasurer. PW-488,
Electric Railway Journal, Real Estate
Trust Bldg., Philadelphia, Pa,
CIVIL engineer, technical ; married ; mem-
ber American Society Civil Engineers ; six
years' miscellaneous engineering experi-
ence, twelve with street and Interurban
railways ; present, engineer maintenance
of way and structures, large property ;
engineer of recognized ability ; excellent
references ; interview solicited. PW-489,
Elec. Ry. Journal. Old Colony Bldg., Chi-
cago, IlL
^IIIIIIMIIIIIIItllllllUIIIIMIIIIMIIIII
POSITIONS WANTED
MANAGER or superintendent railway,
light and power properties ; successful
organizer and tactful in public relations ;
very resourceful in rehabilitating prop-
erties ; excellent references. PW-481,
Elec. Railway Journal, 10th Ave. at 36th
St., New York City.
MR. MANAGER, are you in need of a cap-
able, practical superintendent of trans-
portation who is fully competent to take
over all details and handle same In a
manner that would be a credit to your
property? Successful In public relations,
safety campaigns and capable of getting
results from employes; recognized as an
economical operator. At present with
large property ; present relations are
pleasant ; personal reasons for desiring a
change to another property. A proven
record of eighteen years with large city,
suburban and Interurban properties with
high grade references is back of this ad.
PW-4S5. Elec. Railway Journal, Leader-
News Bldg., Cleveland, Ohio.
SUPERINTENDENT motive power and
equipment, with good record based on
broad experience, city and interurban,
A.C. and D.C., desires position. PW-491,
Elec. Ry. Journal, Old Colony Bldg., Chi-
cago, 111.
SALESMEN WANTED
Electrical Salesman
A large Philadelphia manufacturer and
jobber of electrical and mechanical sup-
plies has an opening for experienced
salesman in this line to cover light and
power companies, electric railways and
industrial plants in adjacent territory.
State experience fully and pre.sent salary.
Confidential. SW-493. Elec. Ry. Journal.
Real Estate Trust Bldg.. Philadelphia, Pa.
New Motor Repair Parts
IMMEDIATE SHIPMENT
We have la stock virtually every part
necesBary to complete all ol the types of
non-interpole motors. They are new and
were manufactured by either the Westiuff-
house Company or the General Electric
Company. They may be purchased at 25
per cent less than the manuifacturera pres-
ent prices.
Send your orders to ua and deduct 25 per
cent from the current quotations.
What have you for sale?
TRANSIT EQUIPMENT CO.
Car» — Motors
501 Fifth Avenue, New York.
I FOR SALE •
20— Peter Witt Cars
I Weight Complete, 33,000 lbs. I
I Seat 53. 4 — G. E. No. 258-C Motors I
= K-12-H Control, West. Air Taylor Trucks, =
I R.H. Type. Complete. |
I BXECTBIC EQUIPMENT 00. I
; Commonwealth Bldj.. Fhiladelphis. Pa. I
MttllltlllllllllXIIIIIIIIIIIMIIIIIHI IIIIIIIIIMII tirxilllltti IIIIHM M«
I "Opportunity" Advertising: I
! Think I
I "Searchlight" i
I Firfct! I
i 0099 I
^MMHtfUnill IIIIIIIIIIWfHKNI-lllllimil ■•MtllMrHIIIMIIIMIMIIIIIIIMMHIIIIIM'
• <' 'IliHIIIItlMIIIMIIilllllllllllllimilMIIIIIIIIIIIHIIilllllllilMIIMIIMIIIIIIII iitllllltl.^
The ^^ Searchlight^^ Advertising
in This Paper
is read by men whose success depends upon thorough knowledge of means to an end —
whether it be the securing of a good second-hand piece of apparatus at a moderate price,
or an expert employee.
THE BEST PROOF
of this is the variety of this journal's Searchlight ads. Without a constant and appre-
ciable demand for such machinery or services, by its readers, the market place which
these advertisements represent could not exist for any length of time.
Are you using the Searchlight Section?
0318
'^'''"■* •IIHHMHIIIttMtMIIMHMtllllHHIIHMIHIIItr
IIIMIMIIItllMDIItll
IIIIMUMnMtltMKIIIII
52
Electric Railway Journal
December 16, 1922.
WHAT AND WHERE TO BUY
Equipment, Apparatus and Supplies Used by the Electric Railway Indnstry with
Names of Manufacturers and Distributors Advertising in this Issue
Advertising. Street Car
Collier. Inc.. Barron G,
Air Heceivers & Aftercoolers
Ingersoll-Rand Co.
Anchors, Guy
Elec. Service Supplies Co.
Ohio Brass Co.
Western Electric Co.
Westinghouse E. & M. Co.
An ti-t limbers
Railway Improvement Co.
Armature Shop Tools
Armature Coil Equip. Co.
Elec. Service Supplies Co.
Automatic Return Switch
Stands
Ramapo Ajax Corp.
Automatic Safety Switch
Stands
Ramapo Ajax Corp.
Bemis Car Truck Co.
Axle Straighteners
Columbia M". W. & M. I. Co.
Axles, Car Wheel
Bemis Car Truck Co.
Brili Co.. The J. G.
Westinghouse E. & M. Co.
Babbitt Metal
More-Jones B. & M. Co.
Babbitting Devices
Columbia M. W. & M. I. Co.
Badges and Buttons
Elec. Service Sup. Co.
Int. Register Co.. The
Batteries. Dry
National Carbon Co.
Bearings and Bearing Metals
Bemis Car Truck Co.
Columbia M. W. & IS. I. Co.
General Electric Co.
Gilbert & Sons B. F. Co.. A-
Le Grand, Nic
More-Jones Br. & Metal Co,
Weetinghouse E. & M. Co.
Bearings. Center and Roller
Side
Burry Railway Supply Co.
Stucki Co.. A.
Bearings. Roller
Stafford Roller Bearing Car
Truck Corp.
Bells and Gongs
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
Consolidated Car Heatl'g Co.
Elec. Service Sup. Co.
Western Electric Co.
Boilers
Babcock & Wilcox Co.
Bond Testers
Amer. Steel & Wire Co.
Elec. Service Sup. Co.
Bonding Apparatus
Amer. Steel & Wire Co.
Electric Railway Improve-
ment Co.
Elec. Service Sup. Co.
Indianapolis Switch & Frog
Co.
Ohio Brass Co.
Railway Track- Work Cq.
Rail Welding & Bonding Co.
Western Electric Co.
Bonds. Rail
Amer. Steel & Wire Co.
Efleotric Railway Improve-
ment Co.
Elec. Service Sup. Co.
General Electric Co.
Indianapolis Switch & Frog
Co.
Ohio Brass Co.
Rail Welding & Bonding Co,
Western Electric Co.
Westine-house E. & M. Co.
Boxes. Switches
Johns-Pratt Co.
Bracket s and Cross Arms
(See also Poles. Ties.
Posts. Etc.)
American Bridge Co.
Bates Exp. Steel Tr. Co.
Electric Ry. Equipment Co.
Elec. Service Sup. Co.
Hubbard & Co.
Ohio Bra<«8 Co.
Western Electric Co.
Brake Adlusters
Gould Coupler Co.
Nationa' Ry. Appliance Co.
Westinerhonse Tr. Br. Co.
Brake Shoes
Amer. Br. Shoe & Fdy. Co.
Barbour -Stock well Co.
Bemis Car Truck Co.
Brill Co.. The J. G.
Columbia M. W. & M. I. Co.
Brakes. Brake Systems and
Brake Parts
Al I is-Ch aimers Mlg. Co.
Bemis Car Truck Co.
Brill Co.. The J. G.
Columbia M. W. & M. T. Co.
Safety Car Devices Co.
General Eflectric Co.
National Brake Co.
Westinghouse Tr. Br. Co.
Bridges and Buildings
American Bridge Co.
Brooms. Brushes. Etc.
Worcester Brush & Scraper
Co.
Brooms, Track, Steel and
Rattan
Amer. Rattan & Reed Mfg.
Co.
Worcester Brush & Scraper
Co.
Brushes, Carbon
General Electric Co.
Jeandron, W. J.
l>e Carbone Co.
Morganite Brush Co., Inc.
National Carbon Co.
Westinghouse E. & M. Co.
Brushes. Graphite
Morganite Brush Co.. Inc.
National Carbon Co.
Brushes. Wire, Pneumatic
Ingersoll-Rand Co.
Brush Holders
Anderson Mfg. Co.. A. &
J -M.
Columbia M. W. & M. I. Co.
Bunkers. Coal
American Bridge Co.
liuses. Motor
Brili Co.. The J. G.
Mitten-Traylor. Incorporated
Bushings
Nal'l Fibre & Insulation Co.
Bushings, Case Hardened and
Manganese
Bemis Car Truck Co.
Brill Co., The J. G.
Bus Seats
Hale & Kilburn Corp.
Cables. < See Wires and
Cables)
Cambric Tapes, yellow and
black varnished
Irvington Varnish & Ins. Co.
Mica Insulator Co.
Carbon Brushes (See Brushes,
Carbon)
Car Panel Safety Switches
Westinghouse E. & M". Co.
Cars. Dump
Differential Steel Car Co.
Car Lighting Fixtures
Elec. Service Sup. Co.
Car Panel Safety Switches
Consolidated Car Heati'g Co.
Cars. Passlnger. Freight. Ex-
press, etc.
Amer. Car Co.
Brill Co., The J. G.
Kuhlman Car Co.. G. C.
National Ry. Appliance Co.
Wason Mfg. Co.
Cars, Second Hand
Electric Equipment Co.
Transit Equipment Qo.
Cars. Self-Propelled
General Electric Co.
Castings. Brass. Composition
or Copper
Anderson M^g. Co.. A. &
J. M.
Columbia M. W. & M. I. Co.
More-Jones Br. & Metal Co.
Castings. Gray Iron and Steel
American Bridge Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Castings, Malleable and Brass
Amer. Br. Shoe & Fdy. Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Le Grand, Nic
Catchers and Retrievers,
Trolley
Earn. Chas. I.
Elec. Service Sup. Co.
Ohio Brass Co.
Wood Co., Chas. N.
Catenary Construction
Archbold-Brady Co.
Western Electric Co.
Centrifugal Machinery
De Laval Separator Co.
Circuit-Breakers
General 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.
Genera! Electric Co.
Hubbard & Co.
Ohio Brass Co.
Westinghouse E. & M. Co.
Cleaners and Scrapers Track
(See also Snow-Plows.
Sweepers and Brooms)
Brill Co.. The J. G.
Clusters and Sockets
General Electric Co.
Coal ad Ash Handling (See
Cnnvpylng and Hoisting
Machinery)
Coasting Recorders
Railway Improvement Co.
Coil Banding and Winding
Machines
Armature Coil Equip. Co.
Columbia M. W. & M. I. Co.
Elec. Service Sup. Co.
Coils. Armature and Field
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse E. & M. Co.
Coils. Choke and Kicking
Elec. Service Sup. Co.
General Electric Co.
Westinghouse E. & M. Co.
Coin Counting Machines
Intern'l Register Co.
Johnson Fare Box Co.
Commutator Slotters
Elec. Service Sup. Co.
General E ectric Co.
Westinghouse E. & M. Co.
Commutator Truing Devices
General Electric Co.
Commntatutrs or Parts
Cameron Elec'l Mfg. Co.
Cleveland Armature Works
Columbia M. W. & M. I. Co.
General E. ectric Co.
Mica Insulator Co.
Westinghouse B. & M. Co
Compressors. Air
General Electric Co.
Ingerso'l-Rand Co.
Western Electric Co.
Westinghouse Tr. Br. Co.
1 Compressors, AJr Portable
IDigersoll-Rand Co.
Condensers
Aliis-Chalmers Mfg. Co.
, GJeneral Electric Co.
i Ingersoll-Rand Co.
Westinghouse E. & M. Co.
Condensor Papers
Irvmgton Varnish & Ins. Co.
Connectors. Solderless
Westinghouse D. & M. Co.
Connectors, Trailer Car
Consolidated Car Heating Co.
Elec. Service Sup. Co.
Ohio Brass Co.
Controllers or Parts
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse E. & M. Co.
Controller Regulators
Elec. Service Sup. Co.
Controlling Systems
(General Electric Co.
Westinghouse E. & M. Co.
Converters. Rotar>-
AUis-Chalmers Mfg. Co.
General Electric Co.
Westinghouse E. St. M. Co.
Conveying and Hoisting Ma-
chinery
American Bridge Co.
Columbia M. W. & M. I. Co.
C-ooling Systenis
Spray Engineering Co.
Copper Wire
Anaconda Copper Mining Co.
Cord Adjusters
Nat'l Fibre St Insulation Co.
etc.
Cord. Bell, Trolley. Register,
Brill Co.. The J. G.
Elec. Service Sup. Co.
Intemat'l Register Co., The
Roebling's Sons Co., John A.
Samson Cordaee Works
Silver Lake Co.
Cord Connectors and Couplers
Elec. Service Sup. Co.
Samson Cordage Works
Wood Co.. Chas. N.
Couplers. Car
Brill Co.. The J G.
Gould Coupler Co.
()hio Brass Co.
Westinghouse Tr. Br. Co.
Cranes
Allis-Chalmers Mfg. Co.
Cross Arms (See Brackets)'
Crossing Foundations
Internatilonal Steel Tie Co.
Crossings
Ramapo Ajax Corp.
Crossing Signals (See Sig-
nals, Crossing)
Crossing, Frog A Switch
Wharton. Jr.. & Co.. Wm.
Ramapo Ajax Corp.
Crossing Manganese
IndianapoUs Switch & Frog
Co.
Ramapo Ajax Corp.
Crossings, Track (See Track,
Special Work)
CrnsKings, Trolley
Ohio Brass Co.
Cnrtalns and Curtain Fixtures
Brill Co.. The J. G
Edwards Co.. Inc.The O.M.
RlPc. Service Sup. Co. I
Moton Mfg. Co.
Cutouts
Johns-Pratt Co. I
Dealer's Machinery
Elec. Equipment Co.
Foster Co.. H. M.
Derailing Devices (See also
Track Work)
Wharton, Jr., & Co.. Wm.
Derailing Swiches. Tee Rail
Ramapo Ajax Corp.
Detective Service
Wish-Service. P. Edward
Dogs, Lathe
Williams & Co.. J. H.
Doors Si Door Fixtures
Edwards Co., Inc., The O. M.
Door Operating Devices
Brill Co.. The J. G.
Consolidated Car Heati'g Co.
General Electric Co.
Nat'l Pneumatic Co.. Inc.
Doors, Folding Vestibule
Nat'l Pneumatic Co.. Inc.
Drills. Rock
Ingersoll-Rand Co.
Drills. Track
Amer. Steel & Wire Co.
Elec. Service Sup. Co.
Ingersoll-Rand Co.
Ohio Brass Co.
Dryers. Sand
Elec. Service Sup. Co.
Ears
Ohio Brass Co.
Electrical Wires and Cables
Amer. Electrical Works
Roebling's Sons & Co.. J. A.
Western Electric Co.
Electric Grinders
Railway Track-Work Co.
Electrodes. Carbon
Indianapolis Switch 8c Frog
Co.
Railway Track Work Co.
Electrodes. Steel
Indianapolis Switch & Frog
Co.
Railway Track -Work Co.
Engineers, Consulting. Con-
tracting and Operating
Allison & Co., J. S.
Archbold-Brady Co.
Arnold Co.. The
Beeler, John A.
Byllesby & Co.. H. M.
Day & Zimmerman. Inc.
Dodd. J. N.
Drum & Co., A. L.
Peustell. Robert M.
Ford. Bacon & Daviis
Gould. L. E.
Hemphill & Wells
Hoist. Engeihardt W.
Jackson, Walter
Kelly. Cooke & Co.
Ong. Joe R.
Richey. Albert S.
Robinson & Co., Dwight P.
Sanderson & Porter
Sangster & Mathews
Smith & Co.. C. E.
Stone & Webster
White Eng. Corp.. The J. O.
Witt. Peter
Engines. Gas. Oil or Steam
Allis-Chalmers Mfg. Co.
IngersoU-Rand Co.
Westinghouse E. & M. Co.
Extension Platform Trap
Doors
Edwardfl Co., Inc.The O. M.
Fare Boxes
(Cleveland Fare Box Co.
Johnson Fare Box C!o.
Economy Elec. Devices Co.
Nat'l Ry. Appliance Co.
Ohmer Fare Register Co.
Fences, Woven WIrp and
Fence Posts
Amer. Steel & Wire Co.
Fenders and Wheel Guards
Brill Co.. The J. G.
Cleveland Fare Box Co.
Consolidated Car Fender Co.
Elec. Service Sup. Co.
Le Grand, Nic
Star Brass Works
Fibre and Fibre Tubing
Nat'l Fibre & Insulation Co.
Westinghouse E. & M. Co.
Field Coils (See Colls)
Flaxllnum Insulation
Nat'l Ry. Appliance Co.
Floodlights
Elec. Service Sup. Co.
Flooring Composition
Amer. Mason Safety Tread
Co.
For Brings
Columbia M. W. & M. I. Co.
Williams & Co. J. H.
Frogs Si Crossings. Tee Bail
Ramapo Ajax Corp.
Frocs. Track (See Track
Work)
Frogs. Trolley
Ohio Brass Co.
Funnel Castings
Wharton. Jr., Inc.. St Co..
Wm.
Furniture, Metal Office
Edwards Co., Inc.The O.M.
1* uses and Fuse Boxes
Columbia M. W. & M. t^Co.
Consolidated Car Heati'g Co..
General Electric Co.
Western Electric Co.
Westinghouse E. & M. Co.
Williams & Co.. J. H.
Fnses^ Cartridge, Non-
Refillable
Johns-Pratt Co.
Fuses. Reflllable
Columbia M. W. & M. I. Co..
General Electric O).
Johns-Pratt Co.
Fuses, High Voltage
Johns-Pratt Co.
Gaskets
Westinghouse Tr. Br. Co.
Gasoline Torches
Economy Elec Devices Co-
Gas-Electric Cars
(General Electric Co.
Gas Producers
Westinghouse E. St M. Co.
Gates. Car
Brill Co.. The J. G.
Gear Cases
ChiUingworth Mfg. Co.
Columbia M. W. & M. I. Co.
Elec. Service Sup. Co.
Westinghouse E. & M. Co.
Gears and Pinions
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Elec. Service Sup. Co.
General Electric Co.
Nat'l Ry. Appliance Co.
Nuttall Co., R. D.
Tool Steel (Jear & Pinion
Co.
Generating Sets, Oas-EIectrle
GJenerai Electric Co.
Generators
A'lis Chalmers Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse E. & M. Co.
Goggles — Eye
Indianapolis Switch & Frog
Co.
Gong (See Bells and Gongs)
Greases (See Lubricants)
Grinders and Grind. Supplies-
Metal & Thermit Corp.
Indianapolis Switch St Frog
Co.
Railway Track- work Co.
Grinders. Portable
Railway Track-Work Co.
Grinders, Portable Electric
Railway Track-Work Co.
Grinding Blocks and Wheels
Railway Track- work Co.
Guard Rail Clamps
Ramapo Ajax Corp.
Guard Rails. Tee Rail &
Manganese
Ramapo Ajax Corp.
Guards. Cattle
American Bridge Co.
Guards. Trolley
E'ec. Service Sup. Co.
Ohio Brass Cn
Hammers Pnenmstle
Ingersoll-Rand Co.
Harps, Trolley
Anderson Mfg. Co., A. Si
J M.
Bayonet Trolley Harp Co
Elec. Service S^p. Co.
More Jones Br. & Metal Co.
Nuttall Co.. R. D.
Star Brass Works
Western Electric Co.
Headlights
Elec. Service Sup. Co
General Electric Co.
Ohio Brass Co.
Weaters. Car (Electric)
Consolidated Car Heati'g Co-
Economy Elec. Devices Co.
Gold Car Heat. St Ught. Co.
Nat'l Ry Apptiano<» Co. P.
«mith Heatpr Co.. Peter
Helmets — Welding
Indianapolis Switch & Froff
Co.
Heitters. Car. Hot \\t and
Water
Elec. Service Sup. Co.
Smith Heater Co.. Peter
Holstt and Lifts
Columbia M. W. & M. I. Co.
Ford Chain Block Co.
Hoists. Portable
Tneersoll-Rand Co.
Hvdranlic Machinery
Allis Chalmers Mfer. Co.
Instruments Measuring. Test-
ing and Recording
E'-onomv Elec. Dev'-^es Co.
Elec Service Sup. Co.
General Electric Co.
Wpptern Eleotno Co.
Westinghouse E. & M. Co.
December 16, 1922
Electric Kailway Journal
68
Tiie Imperial Tamper Car is a handy portable compressor
for many kinds of luork.
Paving Breakers operated from the Tamper
Car shew savings up to 75% over handwork.
Imperial Tampers enable small gangs to equal
the work output of large ones.
Other machines such as the screw spike
driver can be used with a Tamper Car
to reduce track work costs.
Further Savings
in Track Work
Four men with "Imperial" Pneumatic Tamping
Tools will tamp more track than 12 to 16 men work-
ing with picks and bars, and do a better and more
lasting job.
Besides quartering the cost of tamping ties,
"Imperial" Outfits make possible the use of labor-
saving methods on other kinds of work. For in-
stance, in breaking out paving of any character, the
Portable Tamper Car supplies air to the pneumatic
Paving Breakers, which show savings of 60% to 75%
over hand methods.
Other tools used with the outfit are air-operated
spike drivers, tie borers, track drills, portable grind-
ers, riveters and chipping hammers, etc. •
The sum total of all the savings possible with
"Imperial" Tamping Outfits makes them the greatest
labor-saving machines for general track work.
Let us tell you how "Imperials' are
reducing track costs on other elec-
tric railways.
INGERSOLL-RAND COMPANY
General Offices: 11 Broadway, New York .
Offices Everywhere
\
64
Electric Railway Journal
December 16, 1922
Insulating Cloth, Taper and
Tape
Anchor-Webbing- Co.
General Electric Co.
Irvington Varnish & Ins.
Co.
Mica Insulator Co.
National Fibre & Insulation
Stand. Uiiderffround Cable
Co.
Westinghouse E. & M. Co.
InKulatin^ Compounds &
Varnishes
Sterling Varnish Co.
Insulating Silk
Irvington Varnish & Ins.
Co.
Insulating Varnishes
Irvington Varnish & Ins.
Co.
Sterling Varnish Co.. The
Insulation (See also Paints)
Anderson. M. Co.. A. &
J. M.
Electric Ry. Equiptmt. Co.
Klectric Service Sup. Co.
General Electric Co.
Irvington Varnish & Ins.
Co.
Mica Insulator Co.
Sterling Varnish Co.. The
Westinghouse E. & M'. Co.
Insulators (see also Line
Material)
American Porcelain Co.
.Anderson. M. Co., A. ft
J. M.
Electric Ry. Equipmt. Co.
Electric Service Sup. Co.
(reneral Electric Co.
Hemingray Glass Co.
Irvington Varnish & Ins.
Co.
Ohio Brass Co.
Western Electric Co.
Westinghouse E. & M. Co.
Insulators, Combination
Strain
American Porcelain Co.
Insulator Ping
Elcc. Service Sup. Co.
Hubbard & Co.
Insurance, Fire
Marsh & McLennan
•lacks (See also Cranes,
Hoists and Lifts)
Buckeye Jack Mfg. Co.
Elec. Service Sup. Co.
.loints. Rail
(See Rail Joints)
•lournal Boxes
Bemis Car Truck Co.
Brill Co.. J. G.
Junction Boxes
Std. Underground Cable Co.
liabor Adjusters
Corpn. Service Bureau. The
I,amos, Guards and Fixtures
Anderson M. Co., A. &
J. M.
Elec. Service Sup. Co.
General Electric Co.
Westinghouse E. & M. Co.
Lamps, Arc & Incandescent
(See also Headlights)
Anderson. M. Co.. A. &
J. M.
General Electric Co.
Westinghouse E. & M. Co.
lAmns, Signal and Marker
Nichols-T.intern Co.
Lanterns, Classification
Nichols-I.inteni Co.
T/»the Attachments
Williams & Co.. J. H.
Lightning Protection
Anderson. M". Co.. A. &
J. M.
Elec, Service Sup. Co.
Gnneral Electric Co."
Ohio Brass Co.
Westinghouse E. & M. Co.
Line Material (See also
Brackets, Insulators,
Wires, etc.)
Anderson. M. Co. A. &.
J. M.
Archbold'Bradv Co.
Columbia M. W. ft M. I. Co.
Electric Ry. Enuipmt. Co.
Elec. Service Sun. Co.
General Electric Co.
Hubbard & Co.
More-Jones Br. & Metal Co.
Ohio Brass Co.
Western Electric Co.
Westinghouse E. & M. Co.
I.ockers. Metal
Edwards Co.. TncThe O. M.
Locking Spring Boxes
Wharton Jr.. & Co.. Wm.
Locomotives, Electric
General Electric Co.
Westinirhouse E. & M. Co.
Lubricating Rngineers
Galena Signal Oil Co.
Texas Co.
Universal Lubricating Co.
Lubricants, Oil and Greckse
Galena Signal Co,
Texas Co.
Universal Lubricating Co,
Machine Tools
Columbia M. W. & M. I. Co.
Machine Work
Columbia M. W. & M. I. Co.
Machinery, Insulating
Amer. Insulating Mach. Co.
.Manganese Steel Castings
Wharton, Jr., & Co., Wm.
Manganese Steel Guard Rails
Ramapo Ajax Corp.
Manganese Steel Switches
{•togs & Crossings
Ramapo Ajax Corp.
Manganese Steel Special
Track Work
Wharton, Jr., & Co.. Wm.
Manganese Track-work
Indianapolis Switch & Frog
Co.
Meter Car, Watt Hour
Economy Elec. Devices Co.
Meters (See Instruments)
Elec. Service Sup. Co.
Mica
Mica Insulator Co.
.Vlolding, Metal
Allis-Chalmers Mfg. Co.
Motor Buses (See Buses,
.Motor)
Motornien's Seats
Allis-Chalmers Mfg. Co.
Brill Co.. J. G.
Elec. Service Sup. Co.
Wood Co.. Chas. N.
Motors, Electric
Westinghouse E. & M. Co.
Motors and Generators, Sets
General Electric Co.
Nuts and Bolts
Barbour-Stockwell Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Hubbard & Co.
Oils (See Lubricants),
Omnibuses (See Buses,
Motor)
Oxy-Acetylene (See Cutting
Apparatus Oxy)
Paints and Varnishes (Insn-
lating)
Beckwith-Chandler Co.
Mica Insulator Co.
Sterling Varnish Co., The
Paints and Varnishes for
Woodwork
Beckwith-Chandler Co,
National Ry. Appliance Co.
Pavement Breakers
Ingersoll-Rnnd Co.
Paving Material
Amcr. Br. Shoe & Fdy. Co.
Pickups, Trolley Wire
Elcc. Service 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.
Elec. Service Sup. Co.
Ohio Brass Co.
Westinghouse Tr. Brake Co.
Pipe iFrtllngs
Westinghouse Tr. Brake Co.
Planers (See Machine Tools)
Plates for Tee Rail Switches
Ramapo Ajax Corp.
Pliers, Rubl>er Insulated
Elec. Ser\'ice Sup. Co.
Pneumatic Tools
IngcrsoU-Rand Co.
Pole Line Hardware
Ohio Brass Co.
Poles. Metal Street
Bates Exp. Steel Truss Co.
Elec. R.v. Eoulpmt. Co.
Hubbard & Co.
Western Electric Co.
Pole Reinforcing
Huhb,ard & Co.
Poles * Ties Treated
International Creosoting &
Construction Co
Poles, Ties, Posts, Piling &
Lumber
International Creosoting &
Construction Co.
Le Grand. Inc., Nic
Nashville Tie Co.
Poles, Trolley
Anderson Mfg. Co., A. &
J. M.
Bayonet Trolley Harp Co.
Columbia M. W. & M. I. Co.
Elcc. Service Supplies Co.
Nuttall Co.. R. D.
Poles, Tubular Steel
Elcc. Ry. Equipmt. Co.
Elec. Service Sup. Co.
Power Saving Devices
Economy Elec. Devices Co.
National Ry. Appliance Co.
Railway Imnrovement Co.
Pressure Regulators
General Electric Co.
Westinghouse E. & M. Co.
Pumps
Allis-Chalmers Mfg. Co.
Ingersoll-Rand Co.
Pumps, Vacuum
Ingersoll-Rand Co.
Punches. Ticket
Bonne.v-Vehslage Tool Co.
Tntern'l Register Co., The
Wood Co.. Chas. N.
Rail Braces & Fastenings
Ramapo Ajax Corp.
Rail Grinders (See Grinders)
Rail Joints
Rail Joint Co.. The
Rail Joints — Welded
Indianapolis Switch & Frog
Co.
Railway Safety Switches
Consolidated Car Heat. Co.
Westinghouse E. & M. Co.
Rail Welding
Metal & Thermit Corp.
Rail Welding & Bonding Co.
Rattan
Amer. Rattan & Reed Mfg.
Co.
Brill Co., The J. G.
Elec. Service Sup. Co.
Heywood-Wakefield Co.
Registers and Fittings
Brill Co., The J. G.
Elec. Service Sup. Co.
Intern'l Register Co.. The
Ohmer Fare Register Co.
Rooke Automatic Rg. Co.
Reinforcement, Concrete
Amer. Steel & Wire Co.
Repair Shop Appliances (See
also Coil Banding and
Winding Machines)
Columbia M. W. & M, I. Co.
Ele<'. Service Sup. Co.
Repair Work (See also Coils)
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse E. & M. Co.
Repiacers, Car
Columbia M. W. & M. I. Co.
Elec. Service Sup. Co.
Resistances
Consolidated Car Heat. Co.
Resistance, Grid
Columbia M. W. & M. I. Co.
Resistance, Wire and Tube
General Electric Co.
Westinghouse E. & M. Co.
Retrievers, Trolley (See
Catchers and Retrievers,
Trolley)
Rheostats
General Electric Co.
Mica Insulator Co.
Westinghouse E. & M". Co.
Roller Bearings
Stafford Roller Bearing
Car Truck Corp.
Sanders, Track
Brill Co.. The J. G.
Columbia M. W. & M. I. Co.
Elec. Service Sup. Co.
Nichols-Lintern Co.
Ohio Brass Co.
Sash Balancers
Edwards Co.. Inc.The O. M.
Sash Fixtures, Car
Brill Co.. The J. G.
Edwards Co.. Inc.. The O. M.
Sash, Metal, Car Window
Edwards Co.. Inc.The O. M.
Scrapers, Track (See Clean-
ers and Scrapers, Track)
Screw Drivers. Rubber
Insulated
Elec. Service Sup. Co.
Seats. Car (See also Rattan)
Amer. Rattan & Reed Mfg.
Co.
Brill Co.. The J. G.
Heywood-Wakcfleld Co.
Seating Materials
Brill Co.. J. G.
Heywood-Wakefield Co.
Secret Service
Corporation Service Bureau
The
Shades, Vestibule
Brill Co., The J. 6.
.Shovels
AUIs-Chalmcrs Mfg. Co.
Brill Co.. The J. G.
Hubbard & Co.
Side Bearings (See Bearings,
Center and Side)
Signals Car Starting
Consolidated Car Heat. Co.
Elec. Service Sup. Co.
Xat'l Pneumatic Co.. Inc.
Signals, Indicating
Nichols-Lintern Co.
Signal Systems, Block
Elec. Service Sup. Co.
Nachod Signal Co.. Inc.
V. S. Elec. Signal Co.
Wood Co., Chas. N.
Signal Systems, Highway
Crossing
Nachod Signal Co.. Inc.
U. S. Elec. Sismal Co.
Slack Adjusters (See Brake
.-Vdjusters)
Sleet Wheels and Cutters
Anderson Mfg. Co., A. &
J. M.
Bayonet Trollev Harp Co.
Columbia M. W. & M. I. Co.
Electric Ry. Enuipmt. Co.
Elec. Service Sup. Co.
More-Jones Br. & Metal Co.
Nutt.all Co.. R. D.
Smokestacks. Car
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 Fender Co.
Soldering and Brazing Ap-
paratus (See Welding
Processes and Apparatus)
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 & Wire Co.
Bemis Car Truck Co.
Brill Co., The J. G
Sprinklers, Track and Road
Brill Co.. The J. G.
Steel Castings
Wharton, Jr.. & Co.. Wm.
Steel and Steel Products
Morton Mfg. Co.
Steps, Car
Amer. Mason Safety Tread
Co.
Morton Mfg. Co.
Stokers, Mechanical
Babcock & Wilcox Co.
Westinghouse E. & M. Co.
Storage Batteries (See Bat-
teries. Storage)
Strain, Insulators
Ohio Brass Co.
Straps. Car, Sanitar>'
Railway Improvement Co.
Strand
Roebllng's Sons Co.. J. A.
Subway Boxes
Johns-Pratt Co.
Superheaters
Babcock & Wilcox Co.
Sweepers, Snow (See Snow
Plows, Sweepers and
Brooms)
Switch Stands
Indianapolis Switch & Frog
Co.
Switch Stands & Fixtares
Ramapo Ajax Corp.
Switches. Safety
Johns-Pratt Co.
Switches. Selector
Nichols-Lintern Co.
Switches, Tee Rail
Ramapo Ajax Corp.
Switches, Track (See Track
Special Work)
Switches and Switchboards
Allis-Chalmers Mfg. Co
Anderson Mfg. Co., A. J. lA
J. M.
Elec. Service Supplies Co.
General Electric Co.
Westinghouse E. & M. Co.
Tamper Tic
Ingersoll-Rand Co.
Tapes and Cloths (See Insu-
lating Cloth, Paper and
Tane)
Tee Rail Special Track Work
Ramapo Ajax Corp.
Telephones and Parts
Elec. Service Supplies Co.
Western Electric Co.
Terminals, Cable
Std. Underground Cable Co.
Testing Devices, Meter
Johns-Pratt Co.
Testing Instruments (See In-
struments, Electrical Meas-
uring. Testing, etc.)
Thermostats
Consolidated Car Heat. Co.
Gfold Car Heating & Light-
ing Co.
Railw,ay Utility Co.
Smith Heater Co., Peter
Ticket Choppers * Destroyers
Elec. Service Supplies Co.
Ties, Mechanical
Dayton Mechanical Tie Co.
Ties and Tie Rods. SteH
American Bridge Co.
Barb<">ur-StO"kwell Co.
International Steel Tie Co.
Ties. Wood Cross (See Poles,
Ties. Posts, etc.)
Tongue Switches
Wharton. Jr.. & Co.. Wm.
Tool Holders
Williams & Co.. J. H.
Tools
Western Electric Co.
Tools. Tlirend Cutting
Williams & Co J. H.
Tools. Track * Miscellaneous
Amer. Steel & Wire Co.
Columbia M. W. & M. I. Co.
Elec. Service Supplies Co.
Hubbard * Co.
Railw.iy Tr.icU-work Co.
Torches, .\cetylene (See Cut-
ting .-Xnparalus)
Tower Wagons and Auto
Trucks
McCardell & Co.. J. R.
Towers and Transmission
Stmctnrec
American Bridge Co.
Archboid-Bradv Co.
Bates Exp. Steel Truss Co.
Westinghouse E. & M. Co.
Track Rxpansion Joints
Wharton. Jr.. & Co.. Inc..
Wm.
Track Grinders
Indianapolis Switch & Frog
Co.
' Railway Track-Work Co.
Track, Special Work
Barbour-StockwcU Co.
N. Y. Switch & Crossing Co.
Ramapo Ajax Corp.
Wharton, Jr. & Co.. Inc., W.
Transfer (See Tickets)
Transfer Issuing Machine»
Ohmer Fare Register Co.
Transfer Tables
American Bridge Co.
Transformers
Allis-Chalmers Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse E. 4 M. Co.
Treads, Safety, Stair, Car
Step
Amer. Mason Safety Tread
Co.
Morton Mfg. Co.
Trolley Bases
Anderson Mfg. Co.. A. J. &
J. M.
Elec. Service Supplies Co.
General Electric Co.
Nuttall Co.. R. D.
Ohio Brass Co.
Trolley Bases, Retrieving
Anderson Mfg. Co.. A. &
J. M.
Elec. Service Supplies Co.
Western Electric Co.
Nuttall Co.. R. D.
Ohio Brass Co.
Trolley Buses
Brill Co., The J. G.
General Electric Co.
Westinghouse E. & M. Co.
Trolley Material
Ohio Brass Co.
Elec. Service Sup. Co.
Miller Trolley Shoe Ck).
Trolley Materials, OverhetuT
More-Jones Brass & Metal
Co.
Trolley Wheels and Harps
More-Jones Brass * Metal
Co.
Trolleys and Trolley System*
Ford Chain Block Co.
Trollej Wheel Bushings
Moie-Jones Brass i Metal
Co
Troll-y Wheels (See Wheels,
Tr.illey)
Trollev Wire
Ann r. Electrical Works
Amer. Steel & Wire Ck).
Ann< onda Copper Mtn. Co.
R<». tiling's Sons Co.. J. A.
WeseiTi Electric Co.
Trucl- . Car
B . . Car Truck Co.
Br .; Co.. The J. G.
Tt.ning Yellow H Black
Flexible Varnish
Irvington Varnish & Ins.
Co.
Turbines. Steam
Allis-C*almers Mfg. Co.
General Electric Co.
Terry Steam Turbine Co.
Westinghouse E. & M. Co.
Turntables
Indianapolis Switch & Frog
Co.
Turnstiles
Damon-Chapman Co.
Elec. Service Sup. Co.
Percv Mfg. Co.. Inc.
Cnholstery Materials
Amer. Rattan & Reed Mfg.
Co.
Valves
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Varnished Papers
Ir\ington Varnish & Ins.
Co.
Varnished Silk
Irvington Varnish & Ins.
Co.
Ventilators. Car
Brill Co.. The J. G.
Nat'l Ry. Appliance Co.
Nichols-Lintern Co.
Railway Utility Co.
Vises. Pipe
Williams A Co.. J. H.
We«ther Stripping, Window
Top. Bottom & Sides
Edwards Co.. Inc.The O. M.
Weldnl Rail Joints
Indianapolis Switch & Frog
Co.
Metal & Thermet Corp.
Ohio Brass Co.
Rail Welding & Bonding Co.
Welders, Portable Electric
Electric Railway Improve-
ment Co.
Indianapolis Switch & Frog
Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Welding Processes and
.'Vpparatus
Electric Railway Improve-
ment Co.
General Electric Co.
Indianapolis Switch & Frog
Co.
Metal & Thermet Corp.
Ohio Brass Co.
R.ail Welding & Bonding Co.
I Westinghouse E. & M. (».
December 16, 1922
Electric Railway Journal
66
Backing Up
Meet and beat the sleet problem with
BAYONET
Trolley Equipment
Made to meet the need for quickest change-over! When
the emergency arises and sleet begins to form, cars which
have Bayonet Trolley Equipment can be provided with
sleet cutters in place of wheels in 10 seconds time.
Bayonet Detachable Trolley Harps accomplish this.
Bayonet Semi-Rotary Sleet Cutters are especially effi-
cient and serviceable. Their peculiar construction per-
mits of backing up without danger to overhead wire.
Bayonet Bases with Detachable Trolley Pole Clamps
permit an entire change of trolley within thirty seconds
time, without the use of tools.
Bayonet Trolley Harp Co.
Springfield, Ohio
Going Forward
2"M irMiiiiiiriiiiinriiiiriiiiiiriiHllliiiuilirrtiir iiiii iiiiiiiiiiii iiiiiiiiniiiiimiiiiiiiiiiuiiliiiuiiiiiiilliiiiriliiii' 2"i"iii">"iiii""""iiiillllliiuijiiiijiiiiniijllllnirjiilJllllJllllilirmiijiilirrliiiillllNrNilllllllliillirilinillllluiuuiauilluIluunill%
•THEY'RE FORGED— NOT CAST
THAT'S WHY THEY LAST"
77
M
V\ /7\
LIL
r\ r\_
>\ L l_ C O F=> l=> E R
^O"
{No Alloy) I
TROLLEY WHEELS |
Their salvage value is equal to the market price of I
pure copper. |
Send for Particulars |
I THE COPPER PRODUCTS FORGING CO. I
i 1412 East 47th Street, CLEVELAND I
f =
.iiiiiiiiiiiiiiiiiiiiiiiiiiiuMiiiriiiiiiiiiiiiiniiiiiiiiiiiiiirriiiiMuinrntMiiiiiiiiiiiiiiliiiiiiniiliiiiiDiiiiiiiililiiiiiilMliiilnlfiilliMliiiMiiiiin
Piiiuiriiliiiiiiiiiniiiiiiiititititrirliiiniiiiiiiilillilliiliiii(iiitiiiiiitiiiiiililliililliitiiii)iiiiiitiiiiiiiriiiiiiiiiiiiiiiiiiiiMiiiiiirriiiiiiiiiiiiif>
MOBE-JOAES
'TIQER-BKQN2E"
AXLE
/ANDABMATU2E
BEARINGS
.-^5*^
JVo/ <aiWays we cheapesi, hui eVer
lowest in uliimaie cosi
MOEE-JQNES BEASS &METAL CO.
SI. Louis, Missouri.
fiiiiiiniiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiniiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinir
V CORRECT IT
USE LE CARBONE CARBON BRUSHES
y^.-^A'
ttc^"'^^^
COST MORE PER BRUSH
COST LESS PER CAR MILE
t W. J. Jeandroii
I 345 Madison Avenue, Nev/ York
1 Pittsburgh Office: 634 Wabash Bldg.
I San Francisco Office: 525 Market Street
i Caiiadian Distribntors: Lyman Tube & Supply Co., Ltd.,
3 Montreal and loronto
liuiiimiiiuiiiiiiniiiiiiiiiiiiiiiiimiiuiumiiiiiiiiiiiimiiiiiiiniiimimiimiiiiiimiiiiiiiiiiraiiiiiim iiiiiiiiiiniiiiniiiiinniuiiD
S6
Welding Steel
Indianapolis Switch & Frog-
Co.
Wheel Onards (See Fenders
and Wheel Guards)
Wheel Presses (See Machine
Tools)
Wheels* Car, Cast Iron
Bemis Car Truck Co.
Electric Railway Journal
Griffin Wheel Co.
Wheels, Trolley
Anderson Mfg-. Co.. A. J. &
J. M.
Bayonet Trolley Harp CJo.
Columbia M. W. & M. I. Co.
Cupper Products Porginff
Co.
Gilbert & Sons, A.
I Electric Ry. Equip. Co.
Elec. Service Supplies Co.
Flood City Mfg. Co.
(General Electric Co.
More-Jones Br. & Metal Co.
Nuttall Co., R. D
Whistles, Air
General Electric Co.
Ohio Brass Co.
Weating-house E. & M. 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. Co.
General Electric Co.
December 16, 1922
Indianapolis Switch & Frof
Co.
Roebllng's Sons Co., J. A.
Std. Underground Cable Co.
Western Electric Co.
Westinghouse Tr. Br. Co.
Wrenches
Williams & Co., J. H.
ALPHABETICAL INDEX TO ADVERTISERS
Page
Allis-Chalmers Mfg. Co 38
Allison & Co., J. E 27
Amer. Brake Shoe & Pdy. Co . . 49
American Bridge Co 27
American Car Co 57
American Electrical Works 43
American Insulating Machinery
Co 47
Amer. Mason Safety Tread Co. . 56
American Porcelain Co 36
American Rattan & Reed Mfg. Co. 49
American Steel & Wire Co 45
Anaconda Copper Mining Co. . . . 11
Anchor Webbing Co 37
Anderson Mfg. Co.. A. & J. M. . 37
Archbold-Brady Co 44
Arnold Co., The 36
Babcock & Wilcox Co 47
Barbour-Stockwell Co 45
Bates Expanded Steel Truss Co. . 10
Bayonet Trolley Harp Co 55
Beckwith-Chand'.er Co 48
Beoler, John A 26
Bemis Car Truck Co 32
Bonney-Vehslage Tool Co 48
Brill Co., The J. G 57
Buckeye Jack Mfg. Co 47
Burry Railway Supply Co.
Byllesby & Co.. H. M . .
50
27
Cameron Electric Mfg. Co 47
Chillingworth Mfg. Co 39
Cleveland Fare Box Co 49
Collier, Inc., Barron G. . . Back Cover
Columbia M. W. & M. I. Co. . . . 35
Consolidated Car Fender Co ... . 33
Consolidated Car Heating 56
Copper Products Forging Co. . . . 55
Corporation Service Bureau .... 37 .
Damon-Chapman Co 56
Day & Zimmerman. Inc 26
Page
Dayton Mechanical Tie Co ... . 14, 15
Differential Steel Car Co.. The. . 50
Dodd, J. N 27
Druta & Co., A. L 26
Earn, Chas. 1 49
Economy B!cc. Devices Co 56
Edwards Co., Inc.. The O. M. . . . 41
E'ectric Equipment Co 51
Electric Railway Equipment Co. 45
E ectric Railway Improvement Co. 43
Electric Sei"vice Supplies Co ... . 7
Feustel, Robt. M 26
Flood City Mfg. Co 44
Ford. Bacon & Davis 26
Ford Chain Block Co 46
"For Sale" Ads 51
Galena-Signal Oil Co 23
General Electric Co 24
Gilbert & Sons. A 50
Gold Car Heating & Ltg. Co ... . 50
Gould Coupler Co .30
Griffin Wneel Co 41
"Help Wanted" Ads 51
Hemingray Glass Co 43
Hcmphi'l & Wel!s 26
Heywood-Wakefleld Co 48
Hoist. Englehardt W 36
Hubbard & Co 44
Indianapolis Switch & Prog Co. . 47
IngersoU-Rand Co 53
International Creosoting & Con-
struction Co 56
International Register Co., The. . 48
International Steel Tie Co.,
Front Cover
Irvington Varnish & Insulator Co. 38
Jackson, Walter 36
Jeandron, W. J 5.5
Page
Johnson Fare Box Co 48
Johns-Pratt Co 22
Kcl'y. Cooke & Co 27
Kuhlman Car Co 57
Le Carbofie Co.
Le Grand, Inc.,
Nie.
55
49
MeCardell & Co 44
Marsh Sc McLennan 6
Metal & Thermit Corp 16
Mica Insulator Co 48
Miller Trolley' Shoe Co 12
MittenTnaylor Inc 39
More-Jones Brass & Metal Co. . 55
Morganite Brush Co 40
Morton Mfg. Co -50
Nachod Signal Co.
Nashville Tie Co
Inc.
, . . 43
... 44
National Brake Co 25
National Carbon Co 50
Natl Fibre & Insulation Co. . . . 44
National Pneumatic Co.. Inc. ... 9
National Railway Appliance Co.. 50
New York Switch & Crossing Co. 45
Nichols-Lintern Co 46
Nuttal Co.. B. D 21
Ohio Brass Co 5
Ohmer Fare Register Co 31
Ong. Joe R 27
Parsons. Klapp, Briuckerhoff &
Douglas 36
Percy Mfg. Co., Inc 50
Positions Wanted & Vacant 51
Rail Joint Co 45
Railway Improvement Co 43
Railway Track-work Co 13
Railway Utility Co 56
Rail Welding & Bonding Co. , . , 17
Ramapo Ajax Corp 44
Page
Richey, Albert S 36
Robinson & Co., Dwight P.... 27
Roebling's Sons Co., John A... 44
Rooke Automatic Register Co. . 48
Samson Cordage Works 49
Sanderson & Porter 26
gangster & Mathews 37
Searchlight Section 51
Silver Lake Co 44
Smith & Co., C. E 26
Smith Heater Co., Peter 48
Spray Engineering Co 46
Stafford Roller Bearing Car
Truck Corp 49
Standard Underground Cable Co. 44
Star Brass Works 50
Sterling Varnish Co., The 46
Stone & Weljster 36
Stucki Co., A 50
Terry Steam Turbin Co 38
Texas Co 18
Tool Steel Gear Sc Pinion Co 43
Transit Equip. Co 51
U. S. Electric Signal Co 36
Universal Lubricating Co 47
"Want" Ads 51
Wason Mfg. Co 57
Western Electric Co 8
Westinghouse Electric & Mfg.
Co 3
Westinghouse Traction Brake Co. 4
Wharton. Jr., Co., Wm 44
White Electrical Supply Co 40
White Engineering Corp., J. G. . 26
William & Co.. J. H 47
Wish Service, The P. Edw 56
Witt, Peter 28
Wood Co.. Chas. N 43
Worce»^ter Bi-ush & Scraper Co, . 45
fll II Illllll mil Ililllllllllllllllll Illlllllllllll Illimillllll MiilillliliiiiNii Ill niig : miiii rm iiiiiiniiiiiiiii iiiiiiiiiiiiii iiiiiiii i iiiiiiit iiiniitiiiriu tiiiiiiir i iiiii:
METER THE ENERGY |
that's what you want to save |
Then double the sarins by inspecting can oa a kllowaU-hour i
basis Instead of mlie«KQ or time-basis. Ask for data =
^^g 111^ ECONOMY ELECTRIC DEVICES COMPANY I
■^^^ »« L. E. Gould, 37 W. Van Buren St.. Chicago I
GENERAL AGENT: Llnd Aluminum Field Colls 2
= DISTRICT AGENTS: Peter Smith Heaters, Woods Lock TIU =
S Pare Boxes, Bemis Truck Specialties, MiUer Trolley Shoes. |
niiniiiiiiiiiiMiiiiiiiuinMiiiiniiiiiiinMiiiiiNiiniiiiiiiMiMiiniiiiiiiiiirMiiiiiMiiMiiiiuiitiiiiiiiiriiiiiiriiiiiiintiiiiiiiiiiiiiiiMiiiiiuriiii?
Any widthj with or without nosing
SAFETY TREAD
I for car and station steps
Standard for 15 years
1 American Mason Safety Tread Co.. Lowell. Maas.
= Stanwood Steps and Karbollth Flooring
= Branch offices in New York and Philadelphia
= Joseph T
IMASON
Ryerson & Son, Chicago. Western Distributers _
iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii^^
aiiiiiiiiraiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiii>iiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiniiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiii>'',j .'<iiiiiiiiiiitiimiiiiii!:>iiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiimiininiii>iiiiiiiiiiiir iirr rjiiiiiijiiiiiiiii iiiiiiiiiiiiiiiiiiimiir y
j pAIUWAy I fTIUIT\( p^OMPANy
1 Sole Manufacturert- |
1 "HONEYCOMB" AND "BOtTNT) JET" VENTILATORS I
ffor Monitor and Arch Roof Cars, and all classes of buildingrs; i
also ELECTRIC THERMOMETER CONTROL 3
g of Car Temperatures. |
S 141-lSl WEST 22D ST. * Write for 1328 BroadwaT 1
1 Chlcaso. III. Catalogue Mew York, N. Y. i
a =
^lltliiMiniiliiiitlliiiliii(iii(iiiiilliilMllllliiinrliiiliilliiliniiuiitiiniiiiiiiiiiiiiiiiiiilliinliiiiliinilillli*Miillliuiltiiiiiiniiiiitiinliniis
i ="
ELECTRIC CAR HEATERS
THERMOSTATIC CONTROL-
giiiiiiiiiiiiiimiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiitiiiiiiininiiiiiiiiiiiiniiniiitiiiiiiiniiiniiiiiuiiiiiiiMiiiiiiiiiiiiiitiiitniiiiiiniiiiiiiiiiiiiii^
International Creosoting
& Construction Co. I
I
Galveston, Texas §
Plant — Texarkana Beaumont GalrestoB i
MONEY SAVERS TO RAILWAYS |
Treated railway ties, poles, piling, |
bridge timbers, etc. |
See our full page advertisement |
in last week's issue. |
JiiiiiiiiiiimiiiimiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiimiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMimiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiR
o«p»»:i^ ELECTRO-PNEUMATIC ^o«p»»1
DOOR OPERATING DEVICES
niiiMiiiiiiiiiiiiiiiniiiMUiiiiitiimHiiinininMtiiiii*<"miimmiitiiniiiiiiiiiiininriniiiMiMitiiiiiiMiniitiiiiiitiiiiiiitiiiiinriiniiiimiC=
uniiiiiiniitiiininiiniiiiiniNiiiiiiiiiiiiniiriniiiiiiiiirMiiiniiMniitiiiiiniiiTiiiiiniiiiiniitiiniiuiMiiiiiitiiHiiiiiiiiiniiniiiiiiiiiiiii^
TWO, FOUR AND FIVE ARM I
TURNSTILES |
Send for Circulars |
DAMON-CHAPMAN CO. |
Rochester, N. Y. |
TiMniMniiifinMiiiinniiiiiiuiiiiiiiiiMiiuiiiiiMiiiwiiiiiiMHiiiiiiiniMiiiiiiiiitiiitMiiuMiiiuiinniiHiiiHiiiiiniiMiiiiiiiiiiiiiiiHiiiiiHS
=:>ll1lllltlMIIIIIlJIIII>II IllllMinillMMIIMIHMIIIIIIIIlllllMIIIIinniMIHIIIMIIIIinillMIMItlMllllllllllllltlll*
I THE P. EDWARD WISH SERVICE
I so Church St. Street Railway Inspection 131 State St. 2
I NEW YORK DETECTIVES BOSTON |
^niliniillllliiiiiiililllltl Miiiiiiiii iiMninMnliluiJiiiilllllilliiiiiiillllliiMijiiiiiJliiMllli <^
^iiiiiiiiiiiiiiiiiniiiiiiiii I Ill iMiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 'I
I When writing the advertiser for information or |
I prices, a mention of the Electrical Railway |
i Journal would be appreciated. |
^ill IIIIMIIIIIMIIIM Iinill MIIIMIIIMIIIIIMnMIIMinilliniUMI nil llitMiiillllllllllllllHli-
December 16, 1922
Electric Railway Journal
BRILL TRUCK SPRINGS
Manufactured for Service Under Specified Weight
Predetermined Capacity Results in
Maximum Riding Comfort
A substitute is never as good
as the real thing; that's why it's
a substitute. Old logic, but
nevertheless it's a fact.
All Brill springs are manufac-
tured from high-carbon low-
phosphorous open-hearth steel
to accommodate a pre-determined
weight of carbody and passen-
ger load and to produce the
best possible spring action under
that particular weight. The sub-
stitution of springs of any other
capacity will either deny as com-
fortable riding action to passen-
gers or result in a service
break-down.
Brill truck springs are thor-
oughly tested with hydraulic
testing machines before shipment,
a guarantee of their adequacy
for the intended service.
The J. G. Brill Company
Pi-iii-a.de: u-RMiA., Pa..
i
American Car Co.
st. uouis mo.
C.CKUHLMAN Car Co. — ^tf °rj. J^f'J^fL'iS'-
i
Electric Railway Journal
jf'i.'i"iJ """"""" """""""""""" <iiiii[iiiiiij»-
r ^'iir"M'M"'" Ill II III II I [ III ii,j ij
COLLIER SERVICE
sustains car card
space value by main-
taining a nation-wide organ-
ization of car advertising
experts.
Candler Bldg., New York
Jim n^ 111! i^^^iiiii[^ 111^1^ miiiiijj^ J^^lllll^^llill^))llll^[^]|lljl)jpllllll^jllllll^^llllll_^^llllll^^llllllJJlllll^Jlllll^lllll|JJlll^l_lllll^j^|rllll|M^lll^)lMl^_ll^^J^F^
Tiiiiiiiiuiiiiiiiiiiiiiimiiiiiiiinr"iiiiiiiiiiiiiiiiiiiiiiiniiiiiif-llC
>w-HiIl Co., Inc.
December 23, 1922
Twenty Cents Per Copy
^
fc.' -
Co/Z^c/^ON PUBLIC ^^^^
-iC^^^ ^^gisters -^^
AUTOMATIC
INFALLIBLE
There are three distinct register-
ing features:
The first gives a visible and audi-
ble record of all fares paid.
The second records an analysis of
total fares paid by separate cy-
clometer on fare box proper.
A third dial calls attention to in-
dividual fares as deposited.
This equipment can be set to
handle six kinds of coins at once.
The illustration slwujs the New
Johnson Fare Box in service
on a car of the Chicago Sur-
face Lines.
Johnson Fare Box Company
Ravenswood, Chicago
The new
JOHNSON
lore Box
Electric Railway Journal
December 23, 1922
A Merry Christmas
"Joe," said the Vice-President, "Christmas time is here again
with its rejoicing and happiness. See that everyone in our employ
is as happy as it is possible and consistent for us to make it. Let
every man and woman off to enjoy the day that our service and
obligation to the public will permit. Convey to all of our people
our best wishes for a good, old-fashioned Merry Christmas."
"Thank you. Boss," responded Joe appreciatively. "All of us
reciprocate the same good wishes to our Management. The
Educational Work of the Public Relations Department during the
year has accomplished wonders in acquainting all of our people
with the problems of our Management. This accounts for the
splendid morale and sympathetic understanding that now prevail
among us. You may tell the President and our Board that all re-
pair and inspection shops will be closed Christmas day. Equip-
ping our cars with Westinghouse HL control and motors makes
this possible."
^&^
Westinghouse Electric & Manufacturing Company
East Pittsburgh, Pa.
Westinghouse
Vol. 60, No. 26
New York, December 23, 1922
Pages 965-998
HiNRY W. Blake, Editor
CONTENTS
Editorials 965
[Vlaintaining Continually Sinking Track 967
N'ine miles of track in San Francisco settles at the rate of 0.1 ft.
per year. Permanent types of construction are held inadvisable.
Methods of restoring: grade are described.
A Light- Weight, High-Speed Motor Compressor 969
Budget Control in Boston 970
A,ll expenditures are controlled by a budget prepared every six
Tionths, and semi-annual and monthly "controlling sheets" are
ased to check expenditures.
Safety Measures Cut Accidents 972
rhey also reduce costs on the Chattanooga Street Railway Imes
to 3i per cent of gross instead of more than five times that
imount. A representative of the company gives particulars.
Electric Locomotives for Japanese Government 975
rhey are equipped with motors specially designed for narrow
g^age and have high-speed circuit breakers and a new form of
?Iectro-pneumatic control. They are for 1,500-volt d.c. operation.
Elevated Track for Underbody Maintenance 976
New Cars of San Francisco Municipal Railway 976
Simple Brakeshoe Hanger 976
Small Size Insulator Brought Out 976
Letters to the Editor 977
Electric Railway Publicity 978
Kentucky Men Discuss Public Relations 980
\ meeting of the Kentucky Association of Public Utilities at
Lexington on Dec. 12 was well attended. All classes of utilities
R"ere represented.
[ntemal Public Relations 981
By James P. Barnes.
Union Internationale de Tramways Meets .* 982
American Association News 984
Vews of the Electric Railways 986
Financial and Corporate 991
rraffic and Transportation 994
Personal Mention 996
Manufactures and the Markets 997
McGraw-Hill Co., Inc^ Tenth Ave. at 36th St., New York
Cabts Addreci : "Maehlnltt, N. T."
I4UBS Q. UcOSAW. PrNldent Publiiheri oT
UTHDB J. BALDWIN, Vice-Prwldent Engmeerinff N^»-R0W4
Maloolm Mdib, Vice-President
Ei>wABi> I>. CnMKLiN, VIofr- President
rAMBs H. MoQbaw.Jb., 8w. tndTrau.
Vaihinotom:
Celondo Building
^■IGAOO:
Old Colony Building
'■iladblphia:
RmI Bitate Truat Buildlnx
:7l«tbland:
]>ad«r-Kewt Bulldlnn
It. I>:)uii:
Stir Building
IAM rBAMCISCO-
KlAlio Building
A Ueurerle StreK. London E. C. 4
Member Audit Bureau of ClreuIatlMU
Member Aasoclated Builneii Papen, Inc
nie annual luhacrlptlon rate li 14 In tbe United Statei. Canada, Mexico, Alaaka.
aiwail, the Phllippinai, Porto BIco, Canal Zone, Cuba, Honduras, Nicaragua, Domln-
can Ilepubllc, Salrador. Peru, Colombia. Bolivia. Kcuador, Argentina, Spain and
ihtnjhal, China. Exlra foreign poet age In other o(»untrlog $3 (total f7. or 29
ibUllnBi) Subscription! may be aent to tbe New Tork ofDce or to the London oCOce.
llnKl" coplea, postage prepaid, to any part of the world, 20 cents.
Change of Address — When change of address la ordered the new and the old address
suit b« given, notice to be received at least ten days before the change takes place
>P7rlght. 1822. by McOraw-Hlll Company, Inc.
'ubIlihM weekly. Entered as second-claas matter, June 23, 1908, at tbt Poit Offloe.
it N«w York, undet the Act of March 3. It7t. Printed In U. 8. A.
American MachiMtt
Fotcer
Chemical and
kletallurffieal BnffHtatrim^
Coal A 09
Engineerinff and Minin^f Jovrnal-Pre»$
Ingenieria Internacionol
Bus Traruportaiion
Electric ftailwav Journal
mectTiral World
Elf>etrical M erehondititio
Jownal of KloetrioUjf and
Western /mfiutry
(PublWhed in Ban Fr9t%cite9)
Industrial Bnain^cr
{Published in ChiecffO)
Amerioon MaaMnist — Bwopean
Edition
(Published in London)
They Take the ^^ Journal"
Home to Read
ON AN editorial mission, I stopped
in the office of the electrical en-
gineer of one of the larger railway
organizations and had a few minutes to
wait while he finished a conference in
another office. I looked around for
something to read and found a goodly
assortment of technical journals all
pertinent to this work, but not a copy
of Electric Railway Journal. I was a
little surprised, because I knew the man
used to read the Journal consistently.
Later, when we got to talking, I said,
"What's the matter with the Journal?
I don't see any signs of it around here."
"Don't worry," he said, "I take the
Journal, all right. I take it home with
me the day it comes and read it from
cover to cover. Why, do you know, I
have every copy you have published
since 1910, when I started reading it.
I keep them at home where T can get
at them when I want to."
"That's different," I said. "I'm glad
to know it's worth that much to you."
"All the other fellows do the same
thing," he went on. "On Tuesday
Electric Railway Journals are as scarce
as hen's teeth when you want one. We
get them here on Monday and every
single fellow carries his copy home to
read, just as I do, and there's hardly
one to be found in the office on Tues-
day. There's always something in every
issue for us to learn something from."
Circulation of this issue, 5,950
Advertising Index — Alphabetical, 42; Classified, 38, 40; Searchlight Section, 37
Electric Railway Journal
December 23, 1922
Help Your
Welder to Give
You a First -Class
Job for Every Piece
of Work
Buy Him a Westinghouse Arc Welder
The idea back of this Westinghouse Arc Welding
Set was to build a machine that would assist
the operator in obtaining good welds consistently,
hence the simplicity of the design and the rugged
construction.
Penetration of deposited metal and fusion are
essential to good welding. The feature of the
Westinghouse set is a welding generator that
assists in obtaining these characteristics com-
bined with an electrical characterization
that makes it easy for the operator to
strike and maintain the arc.
The simplicity of the design, throughout, is
typified by the single control rheostat, for ad-
justing the current over certain ranges. The
motor is especially designed to operate over a
wide voltage limit as frequently encountered in
trolley service, without a speed fluctuation that
annoys the operator and causes him to lose time
by readjusting the current or sacrificing the
weld.
Westinghouse Electric & Manufacturing Company
East Pittsburgh, Pa.
W^tinghouse
W W ARC WELDING ^^ EQUIPMENT
December 23, 1922
Electric Railway Journal
A [^Ider^toull
Manr fo Read
tight
Oil.p,
roof
^tterServw^
throng .
""'• ""uT »".'■' -'■
■"■■'tZtlT"'"^
'«!,»„„ """""n-iou..
ABCO^
TO the public the Air Brake is a safety device. To
the railway man it is also an indispensable time-
saver and money-earner. A prime factor in its effi-
ciency is the brake cylinder packing cup. That is why
we want every traction official and employee to know
about WABCO, the remarkable new discovery in pack-
ing cup construction. Send now for your copy of our
new folder, "Better Service through a Better Pack-
ing." You will be interested in this presentation of
vital facts.
Westinghouse Traction Brake Company
General Offices and Works: Wilmerding, Pa.
BoHton. Mass.
ChicaKO, 111.
Colnmbas, O.
Denver, Colo.
Houston. Tex,
OFFICES:
Los Angeles
Mexico City
St. Lonis, Mo.
St. Paul, Minn,
New York
Plttsbnrsh
Washington
Seattle
San Francisco
WestinghouseTractiohBr^kes
Electric Railway Journal
December 23, 1922
It's Surprising What
An^^Old Car Will Do!
BREATHE new life and earning-
power into those old-type cars.
Cut down the excessive operating
cost. Turn losses into profit by the
Safety Car plan.
It's surprising what an old car will
do when equipped for Safety Car
operation.
The above photograph is that of
an old two-man, double-truck unit,
weighing 44,000 pounds and seating
44 passengers, which has been con-
verted for one-man operation with
the usual satisfactory results. Note
the rear door control exercised by
the operator through the use of the
new Selector Valve.
Old cars of almost any size or type
can be made over into Safety Cars
at a very nominal cost. Consult us
for further details and advice.
SafctyCar Devices C6.
OF St. Louis, Mo.
Postal and Olographic Address:
WllMERDING, Pa.
CHICAGO SAN FRANCISCO NEWYDRK VASHINGTON PITTSBUROH
e
We furnish the Air Brake and Safety Car Control
Equipment which makes the Safety Car
December 23, 1922
Electric Railway Journal
Use O-B AW-7 and AW-8 Rail Bonds
To get good bonding and keep it
Good bonding is a first essential of economical operation. And O-B AW-7 and
AW-8 are the economical ways to get good bonding that stays good.
Every design detail of O-B AW-7 and AW-8 Bonds contributes to good work or to
long life or both. For instance:
Copper strands are thoroughly welded, at the
factory, into a heavy steel terminal which pro-
tects the copper during welding, which adds
strength to the weld and which provides "steel
to steel with steel" welding on the job.
O-B AW-7 and AW-8 Bonds have a wide
angle welding scarf — better than 90 degrees —
which makes good welding possibJe and which
gives room for an adequate volume of metal.
A copper sleeve, around the strand where it
joins the terminal, absorbs and damps vibra-
tion.
O-B AW-7 and AW-8
Bonds improve the re-
turn circuit enough to
pay for themselves and
then stay on the rails to
earn a clear profit.
Better order now while
you can get shipments
from stock.
O-B AW-8 Bond (Patented
For ball of rail application
Shown full size.
Arc Welding Machines
Wilson Plastic Arc Rail Bond Welder
embodies the latest and best principles of
arc welding in a form suited for track
work. It is a dynamotor. O-B Grid
Type Resistance Welder includes some
unique control features which bring speed
and safety to the work.
O-B Type AW-7 Bond (Patented) Installed
It is easy to weld on all sides of the rounded terminal
^rmS»
The
Ohio
Mansfield,
Brass
Co.
Ohio. U.S. A.
New York Philadelphia Pittsburgh Charleston. W.Va. Chicago Los Angeles San Francisco Paris, Trance %
Producta: Trolley Materiol, Rail Bonds. Electric Railway Car Equipment, High Tension Porcelain Insulators. Third Rail Insulator*
■'g Electric Railway Journal December 23, 1922
.^ Jnsurance plus ^
Jriarsh ^J^-Ijennan oer^lce
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 & MSLENNAN
U 5 W.Jackson Blvd. Chicago, 111.
Minneapolis Denver San Francisco Winnipeg
New York Duluth Seattle Montreal
Detroit Columbus Cleveland London
December 23, 1922
Electric Railway Journal
Trained Eyes and Steel Ties
D
N the course of experience an En-
gineer develops unconsciously a
faculty of measuring the strength
of material with his eye — of checking
without calculation by his visual precep-
tion the correctness of any construction —
always when faced with this test Steel
Twin Ties get the nod of approval.
HEY'RE big enough for the work
they have to do — 140 pounds of
steel — 156 square inches of bear-
ing per track foot and this at no greater
cost than wood ties in ballast — in many
localities at a large first cost savings over
wood ties in concrete.
See them in your 1923 construction
THE INTERNATIONAL STEEL TIE CO.
Cleveland
Steel TwinTie Track
10
Electric Railway Journal
December 23, 1922
<^ >»
The 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 off 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.
««t^^ii
December 23, 1922
Electric Railway Journal
n
Keystone
Safety Car
Specialties
Send for the Safety Car Book and data sheets illustrating
and describing Keystone Safety Car Specialties in detail.
You'll want this book if you are thinking of ordering
Safety Cars or converting double-platform cars into one-
For
Your
Safeties
Illuminated Destination Signs
Steel Gear Cases
Motormen's Seats
Faraday Car Signals
Lighting Fixtures
Golden Glow Headlights
Headlight Resistances
Air Sanders
Trolley Catchers
Shelby Trolley Poles
Rotary Gongs
International Fare Registers
Fare Register Fittings
Samsop Cordage
Air Valves
Cord Connectors
Trailer Connectors
Automatic Door Signals
Standard Trolley Harp*
Standard Trolley Wheels
man cars.
Electric Service Sup'rlies Ca
Manufacturers of Railway Material and Electrical Supplies
PHILADELPHIA NEW YORK CHICAGO
17th and Cambria Street 50 Church Street Monadnock BIdg.
Branch Offices : Boston, Scr»nton. Pittsbursh.
Canadian DistributorR: Lynuin Tube &
Supply Co., Ltd., Montreul, Toronto, Wln-
nipec, Vancouvtr.
I
12
■
Electric Railway Journal
December 23, 1922
rust-resisting STRAND
the result of pure metal
WIRE corrodes on account of chemi-
cal and physical differences within
the metal.
Page-Armco Strand is produced from
Armco Ingot Iron (99.84% pure) free
from segregations which would tend to
invite corrosion.
The extra galvanized coating on Page-
Armco Strand combined with the purety
of the wire insures maximum service.
Page-Armco Iron Strand is used as mes-
senger strand, guy wire or strand, tele-
phone wire or strand, trolley span wire,
ground wire or strand, telegraph wire,
and as power transmission conductors.
Chicago
Page Steel and Wire Company
Bridgeport, Conn.
District Sales Offices:
w York Pittsburgh Portland. Ore.
INGOT IRON
San Francisco
liT^liT
MANUFACTURERS
OF
Rods— Armco Ingot
Iron and Special
Analysis Steels.
Wire — Plain and Gal-
vanized — Spring,
Rope, Telephone,
Telegraph. Bond,
Strand, Oxyacety-
lene and Electric
Welding Wire.
Fence — Woven Wire
for Farm and Rail-
way Right of Way,
Wire Link Pro-
tection for Indus-
trial Plants, Lawns,
Schools and
Estates, and Fac-
tory Partitions.
INGOT
IRON
PAGE-ARMCO
GALVANIZED STRAND
December 23, 1922
Electric Railway Journal
13
Inside or Out!
No Half -Way Business
About It
Accident reduction in recent years has been
chiefly among that class of cases known as the
"boarding and alighting" kind. And more
responsible for the improvement than any
other single thing, has been the enclosed plat-
form where doors and steps are interlocked
with starting signals or control. This means
that when the car is started there are no pas-
sengers left in dangerous positions, half way
on or off the car.
National Pneumatic Devices have consistently
lead the way and filled the bill in this develop-
ment. They are widely used because on purely
economic ground alone they save their cost in
damage claims.
NATIONAL PNEUMATIC
Door and Step Control Door and Step Operating Mechanism
Motorman's Signal Lights Safety Interlocking D>or 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 McCormick Bldg., Chicago
Works: Rahway, N. J.
14
Electric Railway Journal
December 23, 1922
Advertising Needs Time to
Develop Opportunities
Give Advertising Time: That is the thing
it needs most.
The advertising agency is the precocious
infant among the professions. One of the
oldest agencies in New York prints on its
letterhead the date of its founding, and that
date is 1869 ! Think of it — almost ten years
after the Civil War; and the boys of the
Civil War are still alive among us.
Law traces its ideals and traditions back
to Moses; but even Law is not free from
missteps. The physician takes his Hip-
pocratic oaths, and Hippocrates lived 400
B. C.
Yet it was only yesterday when doctors
discovered that bad teeth can cause any-
thing serious. Is it fair to expect perfection
in a profession that counts only a single
generation to its credit? Should it occasion
surprise when even a well-laid advertising
campaign goes wrong? Is it any wonder
that workers whose chief raw material is
human nature should have to confess that
they cannot always tell in advance just
how that raw material will act?
We are learning. We have just passed
through one great cycle of inflation and
deflation. We know now what happens to
the automobile business, and the shoe
business and the perfumery business when
prices go up like a rocket and come down
like a stick. How much wiser counsellors
to our customers we shall be when another
cycle swings around. How much better
we shall be able to read the signs of the
storm, having passed through one such
tempest.
Do you remember the references in
English novels to those old law firms —
solicitors — in which sons have succeeded
their fathers to the third and fourth genera-
tion? Each new generation of lawyers has
handled the affairs of the new generation
among its clients, dealing out counsel based
on records which run back for a hundred
years or more. There is no reason why ad-
vertising agencies, too, should not outlive
their founders and the successors of their
founders, growing wiser with each genera
tion and gathering a priceless possession of
recorded experience.
Think of an advertising agency in 2020
being able to turn back in the records to
1920 and say to its clients? "In the Fall
of 1920 this happened in silk, and this
happened in leather and this happened in
wheat, and the selling problems which
followed were so and so. The present situ-
ation has certain aspects that are similar;
and the recommendations which we are
presenting are based on a recognition of
that fact."
We are gaining experience: we are grow-
ing more and more valuable as advisers
every year.
Don't expect the impossible.
Give advertising time.
(Published by the Electric Railway Journal in co-operation\
with The American Association of Advertising Agencies/
December 23, 1922
Electric Railway Journal
16
AJAX
Electric
Arc Welder
The Machine for the Practical Man
Something simple and rugged, easily
understood as to operation, and without
complications as to maintenance. For
these reasons the Ajax Electric Arc
Welder has enjoyed a rapidly spread-
ing popularity among electric railway
track-men, the men who do the work.
They approve it because it does the
most satisfactory kind of work with the
minimum labor and least delay.
Note the features of particular appeal
to the practical man. Ajax Electric
Arc Welder is most easily handled, it
weighs but 155 lbs. and has convenient
carrying handles. It is small enough
to carry on a passenger car platform or
the smallest Ford truck. It possesses
unusually high amperage capacity even
at low trolley voltages and will make
a deep, strong weld under most adverse
conditions. Every part is accessible
and easily replaced in case of damage.
Order an Ajax Electric Arc Welder
for your welding crew to try.
-and on the track grinding end
UNIVERSAL
Rotary Track Grinders
are most efficient, fast and satisfactory for removing
surplus metal after welding, grinding grooves, and
smoothing special work.
Reciprocating Track Grinders
are used almost universally for removing corrugations
and restoring original contour of worn rail head.
RAILWAY TRACK-WORK COMPANY
3132-48 E. Thompson St., Philadelphia, Pa.
AGENTS:
Chas N. Wood Co.. Boston At as Rai;wa.v Supply Co.. Chicago
Electrical Engineering St Mfg. Co.. Pittsburgh P. W. Wood. New Orleans
Equipment & Engineering Co., London. England
16
Electric Railway Journal
December 23, 1922
December 23, 1922
Electric Railway Journal
17
*:0m
» .'■* ■■■'■
%:M
mm
Confidence!
Confidence in the **P & H"
Guaranteed Penetration Pro-
cess" has been thoroughly es-
tablished by the manner in
which it has withstood every
test. The lead shown here is typ-
ical of the many lines through-
out the nation built of "P &H"
Guaranteed Penetration Pro-
cess Poles
99
qfieP&H
Guaranteed
'PenetmtionPmcess
guarantees to the buyer, in writing,
a full one-half inch uniform pene-
tration of the preservative through-
out the ground line area. The Butt-
Treating price is refunded on any
pole that does not show this defin-
ite specified result.
Don't be satisfied with guesswork — in-
sist on the genuine "P & H" if you
want the low^est maintenance costs, the
most reliable pole service, the longest
pole life.
We can fill any pole needs — for Butt-
Treated and untreated Northern White
and Western Red Cedar Poles — or for
any form of Butt-Treatment.
Prompt shipment assured by the con-
venient location of our yards in the
North Central and Western States.
Get the facts about Butt-Treatment
write for folder.
1 Copyright 1922, by P. & H. Co.
••P & H"
Guaranteed Penetration
Process Poles in lines of Dallas
Power & Light Co., Dallas, Texas
I>A.GBa>^J^ HII^Iv CO.
iviijsrjsr:^A.F>OL/iB 9 Jviijsrjsr.
New York, N. Y. 50 Church St.
Chicgo. III., 19So.LiiSalleSt.
Grand Rapids, Mich., Powers Bldg.
Kansas City, Mo. 7 1 7 Bryant Bldg. Houston, Texas, 11 1 1 Carter BIdg.
Omaha, Neb.. 513 Electric Bldg. Dallas, Texas. 3 11 Sumpter Bldg.
Buffalo, N. Y. 950 EllicottSq. Bldg
Louisville, Ky. 1416 Starks Bldg.
R^?^s<s^^>>^g<g-^^^s^^>g^^<s3^^^^5^^^g^^^S'^^
18 ElectricRailwayJournal December 23, 1922
tX 0 00 '^^ OaoM (^^rJ^ioJ^'^M)
"loo^W Vy/lSt>6M TOOTH jwUrv^.
Here's the story: A large city railway line with heavy
motors and severe service had tremendous tooth breakage
on every type of pinion. Pinion expense and disturbance
to running schedules had become so great that they had
decided to completely change over from standard tooth
shape to long and short addendum gearing. This would
eventually have meant the scrapping of gears of all of their
3,000 motors.
In place of this, they tried "Tool Steel" Wisdom tooth
pinions and after about 18 months' successful tests, standard-
ized on them, getting all the benefits of the long and short
addendum shape without any expense other than the normal
renewing of pinions as their old ones wore out or broke.
Wisdom tooth pinions do not cure everything but it will
pay you to know their story as they may some day be much
needed on your property.
The Tool Steel Gear & Pinion Co.
Cincinnati, Ohio
J^^\\\m\mmm\\mm\mmm^^^
OF A SERIES OF ARTICLES PICTURING THE INFLUENCE OF THE ENGINEER IN THE AFFAIRS
OF THE WORLD. PRESENTED BY THE McGRAW-HILL COMPANY, INC., WHOSE PUBLICATIONS
HAVE SERVED THE ENGINEER THROUGH HALF A CENTURY Of INDUSTRIAL PROGRESS
"W^g^^l^-^l^ij^
Jiiiiiiniiiiini,ii,ii,iiiiiiiiii,iiii,i,n,iii,iii:ii/iiil7m
Coal Age
Electrical
World
Electrical
Merchandising
American
Machinist
Industrial
Engineer
( Puhlithtd in Chicago)
Engineering
ami Mining
Journal-Press
American
Machinist
Ruropean Edition
(London)
THE BREADTH OF
ECONOMICS
/^ N old word with a new meaning has been introduced
/ — ^ into the affairs of men. The power of words is very
^ ^ great and an understanding of them is one of the
essentials to progress.
dL The advancement of humanity hinges, to an almost men-
acing extent, upon a complete conception of the word econom-
ics. Once popularly confined to finance, it has grown to involve
the whole realm of human activity.
dL Now man is the economic factor in the work of the world.
Whatever he does, the result — time, effort, ability and re-
sources engaged — must prove up under the standards of eco-
nomics, or be judged unworthy.
(H. But who has brought about this change, this revision in
the conception of man's advancement, of man's inevitable re-
sponsibility? And who has given this word so vast a power
over human destinies and has caused so gigantic a revolution
for the benefit of all humanity?
dL The engineer. His is the responsibility. He it is who has
introduced economics into all the affairs of men. He it is who
has provided the world with a new basis for judgment and
appreciation.
(H. The engineer, who has made life assume a scientific instead
of a chaotic aspect; who has developed an exactness of proce-
dure; who has worked out cause and effect on a calculable
basis; who is even now reducing the fever of misapplication
of life's priceless energies and putting them to the service of
constructive happiness.
(H. It will be many generations before the mass of humanity
knows and acknowledges its debt to the engineer, who so
quietly brings about such stupendous revolutions and revela-
tions, and who takes the past and links it to the present for
the benefit of the future.
d. Yet while the acknowledgment may be long in coming,
the engineer has his reward in the knowledge of work well
done, in the joy of accomplishment, in the feeling of power
which gives him the opportunity to direct the courses of men
even before they are aware of the source of authority.
P&wer
Engineering
News-Record
But
Transportation
Electric
Railway
Journal
Ingemeria
Internacional
(Printed in Sfaniti)
Chemical and
Metallurgical
Engineering
Journal of
Electricity and
IVeitern Industry
(San FranciKo)
McGRAW-HILL COMPANY • INC
NEW YORK
\\\\\\\^K\\\KKK\\\\K\Ky\\\\W^^^^^^
FROM
G J L B £ A T S
V E M ji G N- E T E
((
ti
Word Mongers'^
'Chattering Barbers"
"Word mongers" and "chattering barbers," Gilbert called
those of his predecessors who asserted that a wound made
by a magnetized needle was painless, that a magnet will
attract silver, that the diamond will draw iron, that the
magnet thirsts and dies in the absence of iron, that a magnet,
pulverized and taken with sweetened water, will curie
headaches and prevent fat.
Before Gilbert died in 1603, he had done much to explain
magnetism and electricity through experiment. He found
that by hammering iron held in a magnetic meridian it can
be magnetized. He discovered that the compass needle is
controlled by the earth's magnetism and that one magnet
can remagnetize another that has lost its power. He noted
the common electrical attraction of rubbed bodies, among
them diamonds, as well as glass, crystals, and stones,, and
was the first to study electricity as a distinct force.
**Not in books, but in things themselves, look for knowl-
edge," he shouted. This man helped to revolutionize methods
of thinking — helped to make electricity what it has become.
His fellow men were little concerned with him and his experi-
ments. "Will Queen Elizabeth marry — and whom?" they
were asking.
Elizabeth's flirtations mean little td us. Gilbert's method
means much. It is the method that has made modern
electricity what it has become, the methodvwhich enabled
the Research Laboratories of the General Electric Com-
pany to discover new electrical principles now applied in
transmitting power for hundreds of miles, in lighting homes
electrically, in aiding physicians with the X-rays, in freeing
civilization from drudgery.
General ^Elecflric
general Office COIXlpdnV Schenect»dy,N.Y.
Ofit^H. D.
«-
December 23, 1922
Electric Railway Journal
21
^»TOf!iVV- ', •
Analyze Your Lubrication Costs
WERE "cost of oils" the only item
involved, it would be a simple
matter to figure the exact cost of lubrica-
tion.
But it stands to reason that expenses
arising from causes plainly traceable to
deficient lubrication are as much a part
of lubrication cost as the oil itself. .
Practical executives are awakening to
the fact that cheap oil means anything
but cheap lubrication; that the losses in
mileage, repairs and replacements of
bearing parts, depreciation and labor —
always evident with their use— make the
purchase of cheap lubricants a most ex-
pensive proposition.
Every street railway has, in its own
records, the means of checking up and
ascertaining the correct cost of lubrica-
tion as accurately as it can determine net
income.
The ultimate economy of Galena
Lubrication is plainly apparent when
SERVICE, the true determining factor
of values, is recorded.
'Galena Service is an insurance
of efficiency and economy!"
Galena-Signal Oil Company/
New York Franklin, Pa., Chicago
^ and offices in principal cities ^
22
Electric Railway Journal
December 23, 1921
Third-rail Road Adds More Equipment
-X3
riv/o
flja^j
Standardized on "G'E"
One of the great third-rail systems of America, the Chicago,
Aurora 8b Elgin Railroad, has just completed 20 years of
service. Reorganized now as a purely heavy-traction system,
this road is on its way to still greater usefulness as shown by its
recent order for 20 steel passenger cars, including a diner.
For years, G-E motors have been standard on the Chicago,
Aurora fis Elgin, first used in fours on the motor cars and then
in pairs on motorized trailers. For its new rolling stock, G-E
motive equipment was selected because of the reliable per-
formance that has been given by the older G-E equipment in
this severe service.
So that, equipment for the 20 new cars includes GE-254
motors and type M control, duplicating that now in operation.
CE-254
Gc
General Office (^
Schenectady. NY W^
IC
«n|^^ Sales Offices in
J. A y all large cities
23-164
HAROLD V. BOZELL
Consulting Editor
HENRY H. NORRIS
Engineering Editor
C. W. SQl'IER
Asociate Editor
CABLW. STOCKS
Associate Editor
DONALD F. HINS
Associate Western Editor
B. E. PLIMPTON
Editorial Representative
i^mci^nK
Consolidation of Street Railway Journal and Electric Railway Review
HENRY W. BLAKE, Editor
HARBY L. BROWN
ManaginK Editor
N. A. BOWKBS
i'aciflo Coatt Editor
H. S. KNOWLTON
New England Editor
G. J. MaoMUBKAY
News Editor
PAIL WOOTON
Washington Representative
AX,EXlANDER McCALMIM
Bri-tlsb News Representative
Volume 60 Ncw Yofk, Saturdav, December 23, 1922 Number 26
How Siiall Stranded Wire
or Cable Be Specified?
ONE of the knottiest little problems now confront-
ing power distribution engineers is to settle upon
some standard way of specifying the sizes and types of
stranded wires and cables. The American wire gage
provides for solid wires through practically the entire
range of commercial requirements. Unfortunately,
when expressed in circular mils, the areas all come out
in odd numbers, but there are fairly good reasons for
the use of the present gage sizes in the "A.W.G." The
most important of these is the difficulty that would be
occasioned by any attempt to change them.
The situation is quite different once the "A.W.G."
boundary is passed. For convenience in handling, con-
ductors larger than No. 0000 must be stranded. There
is as yet no general agreement as to how the sizes of
these conductors should be specified, that is whether
their sizes should be stated in terms of total circular
mils of cross-section or in number of strands of wires
of the standard gage. Obviously the same total area
can be secured with the use of a variety of strand
sizes; the greater the number of strands the more
flexible being the cable. If a given total area is speci-
fied, there must be a certain latitude or tolerance per-
mitted the manufacturer, because otherwise he would
be obliged to draw special sizes of strand.
The purchaser of a stranded wire or cable has essen-
tially to specify the number of strands, as well as the
area, to secure the current-carrying capacity which he
desires combined with the required flexibility. It would
therefore seem desirable to make up the standard speci-
fications on the basis of the number of strands and
sizes of strands. For each approximate total area there
could be a sufficient variety of stranding to meet com-
mercial needs in regard to flexibility. For the con-
venience of purchasers, the approximate size of each
stranded conductor could be given in the tables.
The Inductive Interference Problem
Can Be Solved Only Through Co-operation
ONE of the subjects assigned to the Engineering
Association committee on power distribution this
year is that of "inductive co-ordination." This relates
to the harmonizing of differences in regard to the
phenomena long and unfortunately grouped under the
term "inductive interference." This committee ought
to be able to foster the spirit of co-operation suggested
by the comparatively new but generally acceptable term
"inductive co-ordination," a spirit which is in every
way preferable to the conflict suggested by the older
term.
The accepted use of the term "inductive co-ordina-
tion" in itself indicates that a marked change in
attitude on the part of leading engineers is taking
place. This more constructive approach to the problem
should be disseminated to the men all through the
utility fields, by means of such works as the report
of this committee. All public utilities must co-operate
along engineering lines if they are to furnish their
maximum of public service. Of course, where electrical
transmission forms an important part of a public utility
service, there is always a likelihood of what has been
known as "inductive interference." This must be con-
trolled, and as no one utility can monopolize the ether,
each must be willing to go to a reasonable expense to
insure the safeguarding of its own service as well as
the protection of its neighbors.
Beyond the direct advantage to the utilities in getting
together, there is the further advantage that all public
utilities will receive greater consideration at the hands
of public utility commissions if it is understood that
efforts are being made to settle differences along sound
technical and economic lines. Among themselves utilities
may have differences of opinion as to details and even
as to principles. As a whole, however, they should
present a united front, for it is enough that a commis-
sion should have to adjudicate the relations or differ-
ences between public and utility. It should not have
to be called upon to settle differences of one utility
with another.
Discontinuance of Tax-Exempt Issues
a Benefit to All
MANY of those strongly in favor of the proposed
constitutional amendment to stop the issue of tax-
exempt bonds doubt whether it will ever pass, because
they think the smaller and less populous states will
be unwilling to give up the present privilege enjoyed by
themselves and their subdivisions in issuing these secu-
rities. They point out that in the decision on a constitu-
tional amendment of this kind, Idaho or Florida, for
example, has as much voice as New York or Pennsyl-
vania, although in these latter states the corporations
which would indirectly benefit from such an amendment
and the individuals who are now escaping a great deal
of state taxation because of the exempt securities are
much more numerous. As the less populous states are
now selling their securities to citizens of the more
populous states at far lower interest rates than would
be possible if the amendment was in force, it is believed
that it will be very difficult to get enough of them in
line to pass the amendment.
It is to be hoped, however, that further discussion of
the subject will indicate to the representatives of these
states that their gain from such an amendment will be
in equal if not greater ratio than that of the more
populous and industrial states.
In the first place, it is not difficult to point out, as was
done in the debate in the House this week, that the prac-
tical effect of the present amendment is gradually to
exempt from taxation the very wealthy and to increase
the taxation on those of moderate income. This is a
matter which is a serious one to all states alike, but as
the people of great wealth are most likely to reside near
966
Electric Railway Journal
Vol. 60, No. 20
the large industrial and economic centers of the country,
the exemptions to the federal income taxes would be
much more numerous in the Eastern and Central states
than in the states farther west or south. This should
mean that the practical effect of the opposition of an
agricultural or mining state to the amendment is to
assess oh its inhabitants a greater portion of federal
taxes to the extent that the very wealthy who are largely
residents of other states escape taxation.
So much for the individual side of the question.
Another point is the corporation side, and the effect on
the country at large of a lessening of corporation activ-
ity as a result of the present policy. While the large
industrial corporations usually have their financial
offices in the older states, their fields of activity must
be largely among the states requiring greatest develop-
ment, whether their purpose is direct development like
railroading, mining and power, or indirectly as in manu-
facturing equipment for these purposes. Here again
is a place where the interests of the less populous states
seem at least proportionately to be as great in the
proposed amendment as the more populous states.
the loss of a few nickels a day, would that not be insig-
nificant if the practice was found to help in winning
friends, or in keeping from making enemies?
Iiower Turnover of Trainmen
Favors Better Merchandising
IT USED to be said that one big reason why it was
hard to train platform men to be courteous was that
they did not look upon their railway job as a lifework;
that niost of them were on the cars only until such time
as they could get back to their trades. Therefore, they
did not have the necessary incentive to take pride in
their work.
Today matters are much better as regards turnover
in the platform ranks. The motorman and conductor
are paid a wage which relatively is so much higher than
before the World War that there is no longer the old
desire to quit at the first opportunity. One may say
that such attractive outside opportunities are much
fewer. The union itself also finds its interest served
by making the men feel that they have permanent and
not temporary occupations. One may say then that
the casual character of platform work has largely
disappeared.
At the same time, none of us should be satisfied that
the platform man has improved as fully as is possible
in those requisites that should go with an employee
who so nearly is the personal representative of the
company to the patron as he is. The principal task
is to secure a greater degree of courtesy. On the aver-
age property, there is still a great field for improvement
in developing the attitude of mind of both motorman
and conductor that the passenger is their personal
customer. Some railways have really accomplished
something along this line, but the observations of the
Journal editors are that the customer still gets pretty
shabby treatment on many systems.
The problem is largely one of "selling" the trainmen
the merchandising principles, and this task must start
with the management. It can be followed up by the
superintendents, but the spirit of the thing must ema-
nate from the big boss.
Another point in this development of the merchandis-
ing atmosphere is that the conductor might be author-
ized under certain conditions to refund the fare, making
report of each such transaction. Perhaps this would
appease the ruflled customer in some circumstances and
turn his antipathy. Suppose such a policy did cause
Our Heads Are Coming
Out of the Sand
EVIDENCE is plain and plenty that a change of
heart and mind is rapidly taking place with respect
to the attitude of railway men toward the bus. Several
of those who so vigorously opposed admitting bus
companies to the transportation counsels of the Amer-
ican Electric Railway Association have already come to
question the wisdom of their stand. There was a great
tendency on the part of many of the important exec-
utives of the railway field to fight the bus, to have
nothing to do with it themselves as a transportation
tool. But several of these same men have since taken
up operation of buses as adjuncts to their rail lines.
It has taken less than a year for them to grasp the
fact that they must take hold of the bus. They must,
because the public demands buses. They must because
it is good transportation business to take care of the
demand for a kind of service beyond that supplied by
the rail lines. They must do it because there are places
where the bus is economically the right form of vehicle.
They must, anyway, whether altogether profitable or not,
as a means of protecting present rail investment and
maintaining their monopoly (which is sound principle
from the public viewpoint) so that the bus service may
be co-ordinated and helpful, not competitive and destruc-
tive. Let no one get the idea that the bus will replace
the railway. The point is that the railway man must
use the bus as well as the rail car in his business.
These comments are made not because of the oppor-
tunity to say "we told you so," but rather to bring out
the fact that it now seems clear that those who took the
position that buses should be used, and bus companies
should be in the association, were right. The important
thing now is not the error made (and it is being con-
sidered such, more and more), but to recognize the
mistake and to revise the kind of thinking that has been
going on while there is still time for constructive think-
ing to make the most of the bus — to avoid its potential
destructiveness if its coming is unguided.
Why not give consideration again to an amendment
of the American Association constitution to permit
membership of the stable, legally recognized bus com-
panies, as an early step toward harmonizing interests
and avoid cut-throat fighting? Certainly, from the
standpoint of helpful value to the bus transportation
company, the American Electric Railway Association
has much more to offer than any strictly bus associa-
tion has now or will have for several years to come,
provided the railway members really take a helpful and '
not antagonistic attitude. It would be to the best inter-
ests of the railways selfishly to do this.
The Journal, as one of the earliest advocates that
railway men should make use of the bus and that bus
companies should be taken into the association, feels
that its position has been justified. And also, inas-
much as so many railway men were at first antagonistic
toward the bus and objected to discussions of it in
the Electric Railway Journal, the wisdom of satisfying
that feeling but at the same time carrying on the educa-
tional work with both railway men and independent bus
men by publishing a separate bus paper (Bus Trans-
portation) may now be better appreciated.
December 23, 1922
Electric Railway Journal
967
raising lower market street tracks after the fire
Thiee tracks raised and in service at new grade. The grade prior to raising
is indicated by slot in old cable traclc not yet replaced by new construction.
Maintaining Continually Sinking Track
Nine Miles of Track in San Francisco Settles at the Rate of 0.1 Ft. per Year — Permanent
Types of Construction Are Held Inadvisable — Methods Used for
Restoring Grade Are Described
YEARS ago the shore line of San Francisco Bay
extended a mile or more inland from its present
location along parts of the San Francisco water-
front, but as the city developed the tide flats and shal-
lows have been filled in so that much of the waterfront
is now on filled land. The material used in making the
fills has been of good quality, but the filled area has
nevertheless continued to settle year by year because
of the great depth of underlying soft mud. In the
construction of the Southern Pacific Building on lower
Market Street piles 125 ft. long were used and for
this depth only soft material was encountered. All
large structures in the filled area are built on piles,
which support them at an established grade, while the
streets continue to settle, thus making the situation
worse than if structures and streets settled alike. Some
of the problems brought upon the street railway by this
condition and the methods of meeting them are de-
scribed in this article.
The Market Street Railway operates some 9 miles of
track in the areas subject to settling and has found that
the rate of subsidence is fairly uniform, being about
0.1 ft. per year. This has necessitated entire recon-
struction of the tracks at intervals. Fortunately, in
practically all of the areas affected the electric lines
operate on double tracks, thus making it possible to
avoid interruption to service by operating short por-
tions as single-track lines during reconstruction.
All of the tracks east of the old shore line, as shown
on the accompanying map, have been rebuilt since the
fire of 1906; some of them have been raised twice in
that time. Frequently a subsidence of 3 ft. and some-
times as much as 5 ft. occurs before the grade is re-
stored. In 1911 the track on Third Street was brought
TVPICAL, TRACK RAISING OPERATION ON
DOUBLE-TRACK LI."<E
•I"iacl< in background has been re-established at official grade.
In. line beyond crossover connects sunken track with level on
wliich it was originally built.
RAISING TRACK WITH CONCRETE -V.N'D
PAVEMENT INTACT
Th's method, not recommended, was followed in order to save
trackwork and pavement which was in good shape when the raise
to official gr-ade became necessary.
968
Electric Railway Journal
^ol. 60, No. 26
up to srade, the lift being as much as 5.35 ft. at the
lowest point. The fill was made of good material and
compacted in the usual way. This track has now sunk
14 ft. below official grade. In sinking a pit which the
company recently put down on lower Market Street, no
less than five sunken pavements were cut through in
excavating to a depth of 10 ft.
For this continually settling foundation the only
method believed to be generally satisfactory is the en-
tire reconstruction of the track at appropriate inter-
vals. The practice is to allow the track to settle without
any endeavor to maintain or otherwise improve its con-
dition until the time comes for entire reconstruction.
In reconstruction the pavement is removed, rails and
ties are taken up, and the material used for making
the fill is dumped on top of the old ballast. New ballast
is provided and old or new rails and ties, if required,
are then laid. A finished height of about 2 in. above
the official grade is usually made to allow for the im-
mediate settlement.
In one notable case the track and paving were raised
intact. This was done to save the paving as recon-
struction became necessary at a time when track and
paving were in good condition. This method is not
recommended. The process is slow and comparatively
costly, but a still more serious objection is the im-
possibility of tamping the fill thoroughly from the sides
of the raised track.
Track with paving intact jacked to the new grade
is shown in one of the accompanying illustrations. In
this case a "permanent" form of track construction had
been used — basalt blocks on top of concrete extending
down to the bottom of the ties. In raising this track,
trenches were first dug along either side of the track
and 20-ton jacks were placed against the under side
of the rail flanges at intervals of about 20 ft. As new
material was shoveled under the raised track it was
tamped horizontally from both sides, using 4-in. x 4-in.
timbers fitted with handles.
Because the subsidence is at a slow and uniform
rate, fairly accurate prediction can be made of the time
when a maximum permissible separation of street and
building grade will be reached. Endeavor is made to
program track and paving work in such a way that
as this time approaches no work will be necessary and
when the street is regraded new paving and perhaps
also new rails can be put down without economic loss.
Under these conditions it is considered economical not
;,FORT MASON
'^.MiJliary Reservafion
1500 3000
to use a permanent
and expensive type
of rail foundation
such as concrete,
steel ties, etc. A
short length of track
built on trestle has
been found most
unsatisfactory. The
trestle keeps the
track at grade satis-
factorily, but the
paving (basalt blocks
are used in that dis-
trict) is continually
sinking away from
the track and re-
quires to be removed
and replaced on new
ballast about once a
year. The use of
planks over the
stringers to support
the paving has been
considered inadvis-
able because of the
renewal costs on the
planking and because
there would still be
the subsidence of the
remainder of the
street to make a con-
tinually increasing
abrupt change of
grade on either side
of the t r a c k . The
trestle itself is a ne-
cessity to maintain
exact grade for the
approach to a lift bridge. Some of the typical grade sub-
sidences are shown in the accompanying profile. Lower
Market Street, which was restored to grade in 1907 by
raises of as much as 2.86 ft. in some places, is now 1 to
2 ft. below grade again. Lower Clay Street was brought
up to grade in 1908 by raises of 2 to 3 ft. and was again
required to be raised a foot or more in 1920.
In these soft-bottom areas where the tracks cross
sewers or culverts supported rigidly on piles conditions
MAP SHOWING area TH.VT
IS SUBSIDING
AU that area between the bay and
the old shore line is sinking at the rate
of 0.1 ft. per year. Most of this has a
soft mud bottom of great depth.
RECONSTRUCTION OF CABLE TRACK i.\ SERVICE
This tracl{ has been raised and back-filled. The difference in
level between track and rentainder of the street, which has yet to
be filled, shows amount of raise, which has been necessary to com-
pensate for the subsidence.
Rl-:i-(i-\S'II;
■n;ii lAUl.lO TR.\CK READY I'l ■
i;rE
Note the yokes spaced 3 ft. 6 in., which take the place of ties.
Wooden forms are built around these yokes for the concrete
placed In final construction stage. This track indicates the re-
stored street grade to which remainder of the street will be raised.
December 23, 1922
Electric Railway Journal
969
Profile inmi\ 'N*'
brfbre resfomiibn I'^^lm'
Market
St
■V,
i|i
1
1
— 2l
c
L.
■
Ei.ai
W
Base
ll
>-j
i — -^5
Traak
U^
\ c
% # ^
> c
1 ^
5
before
>--
resfora
fioninigoi-
^'
SUBSIDENCES ON THIRD STREET AND ON LOWER
MARKET STREET
These are typical profiles. In the case of lower Market Street
the tracks are now well below the official grade again.
are introduced that cannot be easily remedied. In one
case where the tracks cross a box culvert the sub-
siding ground on one side of the culvert allowed the
track to go down until a difference of 1 ft. in elevation
developed within a distance of 20 ft., the rails bending
to allow the track to conform to this change. Operation
over the track in this condition has continued for about
five years.
In another case where a concrete sewer 10 ft. wide
underlies the tracks lengthwise, so that part of the
tracks are rigidly supported and other parts are on
settling ground, uneven settlement has caused the inner
ends of the ties on both tracks to rise 2 to 3 in., while
the outer ends have sunk an equal amount, thus tilting
the tracks away from each other.
Cable Line Settlement Corrected by
Raising Structure
Re-establishment of grades on the cable lines is
quite a different process from that used for the electric
lines. The cable railway tratk is supported on steel
yokes embedded in concrete; a construction which could
be rebuilt only at prohibitive costs. It has been found
possible to raise this structure bod-
ily, however, and as the cars are light
the raising is done without inter-
rupting operations. The narrow gage
(3 ft. 6 in.) and the fact that heavy
equipment is not used make it pos-
sible satisfactorily to tamp the back-
fill from the sides. Sand is used
largely for the back-fill and is kept
wet during the tamping. When the
side trenches are refilled they are
also thoroughly tamped.
In order to avoid danger of crack-
ing the concrete, the cable tracks are
raised in sections of not less than
200 ft. After excavating side
trenches 10-ton screw jacks are
placed at 8-ft. to 10-ft. intervals under shoulders of
the yoke or under the concrete bottom, as may be more
convenient. The jacks are rested on pieces of old ties
sewed up for this purpose. The first lift is made at
least 100 ft. from one end of the section to be regraded,
and the maximum lift is kept at this point until jacks
are placed for 100 ft. or more in either direction and
the desired grade at this central point has been reached
with an easy slope in either direction. Work is then
advanced in one direction only, always keeping an easy
grade ahead of track that has been restored to grade.
The gangs raising cable track consist of about fifteen
men and will ordinarily raise about four blocks of
single track per month. A track raise of 3 to 4 in. per
day has not been found to be detrimental to the concrete
of the cable duct. The cable tracks are usually finished
2 in. above the official grade.
B. P. Legare, from whom material for the foregoing
was obtained, is engineer of maintenance of way and
construction of the Mai-ket Street Railway and has been
in charge of all track work done since 1907.
A Light- Weight, High-Speed Motor
Compressor
THE department of studies of the unified transpor-
tation system in Paris (la Societe des Transports en
Commun de la Region Parisienne) is attacking several
fundamental problems of urban transportation. This
was illustrated in the article on an experimental light-
weight car appearing in the issue of this paper for Dec.
2. Another result of the researches of this department
is a light, high-speed, direct-connected motor-com-
pressor, weighing complete about 420 lb. The accom-
panying illustrations show the general construction.
The compressor is driven by a 2i-hp., four-pole series
motor, operating at full load at 1,100 r.p.m. Its arma-
ture runs in ball bearings. The ends of the motor
casing are of aluminum.
A flexible coupling connects the motor with the com-
pressor, which has two cylinders, one 2i in., the other
34 in. in diameter. These are arranged in "V" at right
angles to each other. The inlet valves are controlled by
a cam carried on the main shaft. Like the motor shaft,
the crankshaft of the compressor is carried in ball
bearings. It is claimed that the new compressor is 20
per cent more efficient than a compressor of the low-
speed type and 30 per cent lighter. An extended illus-
trated description of the motor-compressor will be found
in a recent issue of U Industrie des Tramways, Chemins
de Fer et Transports Publics Automobiles.
Longitudinal Section and Cross-Section of Experimental Motor-Compressor
FOR Use on Tramway Cars in Paris
970
Electric Railway Journal
Vol. 60, No. 26
Budget Control in Boston
All Expenditures Are Controlled by a Budget Prepared
Every Six Months and Semi-Annual and Monthly
"Controlling Sheets" Are Used in Order
to Check Expenditures
ALL expenditures on the Boston Elevated Railway
t both for capital and operating accounts are con-
trolled by a budget which has proved very satisfactory
to the company, one reason being that it enables all
operating departments to plan and conduct their work
systematically and consequently with the greatest real
economy.
For the operating budget the year is considered as
a whole and no false feeling of prosperity or of dis-
appointment is caused when the monthly earnings go
up or down from perfectly natural causes. This means
that the work can be planned more carefully and when
once undertaken does not have to be stopped suddenly
at considerable loss.
BOSTON EI.EVATKI> RAII^WAV
ControllInK 5l)c«t Foi
««1LWAY OrmiTIHft ■■VKWDM
Ml <.— O.IM. »!
TOT*1. BMLWAV orm»*TiNO
mt-WAV 0>»l*TtllO ■XFBWWI
lUf^itia ^ISSJmee p/z^Mi
en^ik^M^S^
^^^RI^^Kf/^^^^i^^^??
_i^M.WZ.J^iMil6Q.
nir^am'rnmvkfrifrrr.mTnrmmm/jFim
An article on the
forms and classifica-
tion used in the prep-
aration of the Boston
Elevated Railway
budget, written by
E. M. Flint, assistant
to general manager,
was published in the
issue of this paper
for Dec. 25, 1920.
The present article
will describe methods
followed in the prep-
aration of the budget
and how the expen-
ditures are checked
and controlled. A
tentative operating
budget is prepared in June and December containing an
approximate estimate of the receipts and expenditures
for the six months of the following half-year period. In
the preparation of this tentative six-month budget the
estimated gross earnings are based on the figures for the
corresponding period of the previous year with allow-
ances for expected increases or decreases in traffic,
changes in fares, etc., and the estimated expenses are
based on information secured from the operating depart-
ments as to their requirements, taking into consideration
wages paid, prices of material, etc.
For this purpose the departments considered are
four in number, namely, maintenance, equipment, power
and transportation. These estimates are gone over by
the general manager in conference with the department
heads before the various amounts are allowed. When
this has been done, each department head is furnished
with a copy of this tentative six-month budget showing
the amounts which he is authorized to spend during
that period under the various accounts, divided in
accordance with the Interstate Commerce Commission
method of accounting, with the understanding that he
,C^t^^.^,a^itL- '^'Aff^t^:^d.Ju^£>^ may schedule his work with the view of spending these
J amounts provided the gross earnings do not fall mate-
^^«^ .^^<«>6 (^t5i<«. >^!(^->4 1 rially below the estimates. This is given the title of
' I I' tH H hi "controlling sheet" and the one for the six months
July to December, 1922, is shown in one of the
illustrations.
This six-month controlling sheet is followed by in-
dividual monthly controlling sheets issued during the
last week of the preceding month. Practically the same
system is followed in the preparation of this individual
monthly controlling sheet except that the estimated ex-
penditures are not the subject of conference between
the general manager and department heads,, and after
this individual controlling sheet has been issued depart-
ment heads are not required to restrict their expendi-
tures to amounts less than those al-
lowed even though it may be apparent
some time during the month that the
ear'iings will fall below the estimate.
This arrangement is for the purpose
of giving the department heads as free
a hand as possible to carry out their
work as scheduled and in the most
economical manner.
As each month passes, figures are
filled in a column provided on this con-
trolling'sheet showing the actual ex-
penditures so that when the accounts
are closed for the month the sheet
shows in four columns the estimated
figures for the month, the allowed
figures, the actual figures and the
actual figures for the same month of
the previous year.
In the monthly controlling sheet for
July, 1922, the estimated and allowed
figures happened to be the same, but
this is not always the case.
There is also furnished to each de-
partment head before the fifteenth of
each month a statement prepared by
the general auditor giving the operat-
ing expenses by sources showing the
amounts spent by each department
Typical Semi-Annuai, and Monthly Controlling Sheets , ■' I i_- i.
I'SEi) IX Boston Elkvated Railway Bl-dget Practice chargeable to each account, WhlCh
^
U»4mit»)ly— ■
>L RAILWAY oramATiwo Ktn
^rrn*riWTrT^.Trxt^*i-i-rv7-iw7t^mw'i..
i-»M>twr O^wUm
tkXM» AMMMAIU TO »»ltW*» OF«»*nOW
HominRATiMO ntcom
010UCtrow» 9%QU 0«0M IWCOM»
gi». »■■■ ■fiCg:=J!ywB Wn»—
>■ PB*i*i o*M. ti! I
i«tMOt»»4««o»mii
MOM CMM IWCOMK
i>oa oiviOBNM)
U U%9f^
M
BZ
■lii'is-
-SJH
m^am
soa
/JT/n
B
TuSi
^^Tfff
TIE.
2Zj
^
msri.
/3473',
•JILU
iz
a
3252
/M'"*
Sfgl
7^m
z^sa
Sior/ui
/Jif.lJ2i ^fU^'S.
/IJlc-f^t
isza:
f^fff;
??»»
JiJUtii.
n^nf.
m
'I'icti
3?S
M££2.
^
tffg^a-
-3SIf
i^M
SfiOU
M^i
-^s^.rrs
4^49ii
^
t^fi-iJ-
JA^J^,
2ifVf-l^
'JiT
ZE
:k:
se:
zs:
December 23, 1922
Electric Railway Journal
971
affords the depa,rtments an opportunity intelligently to
analyze their expenditures.
The budget for capital expenditures is made out on
a yearly basis with respect to the larger projects and
is added to from month to month as the smaller mat-
ters come up. The practices of budgeting and con-
trolling the capital expenditures are very similar to
those of budgeting and controlling the operating
expenditures except that the capital expenditures are
not, of course, based on estimated earnings and are
therefore followed only to the extent of insuring that
the expenditures are kept within the appropriations.
The budget system in practically its present form
has been in use since Jan. 1, 1919.
How Money Is Handled by Seattle
Street Railway
By Allen B. Hiatt
Auditor Department of Public Utilities, City of Seattle, Wash.
THE Municipal Street Railway of Seattle, shortly
after its purchase of the Puget Sound Traction,
Light & Company system, adopted the use of the auto
truck for the collection of money from the carhouses
and the distribution of transfers and station-
ery to them.
The company had followed the slower and
more inconvenient method of using an old
single-truck street car.
After three years' experience we recently
purchased a new chassis (having worn out the
old), placed upon it the old body, which we
had slightly remodeled, and will continue to
use the truck, well satisfied with the results.
Two men, armed, drive the truck to the various car-
houses, picking up the money, "lost articles," and inter-
department mail to be brought to the office, and leaving
stationery and one day's supply of transfers. When
the receipts have been checked, balanced and prepared
for deposit they are taken to the bank by these two
men and the office cashiers.
We find the truck much faster, more convenient and
its routing more flexible, while at the bank we can pull
up to the curb or to the alley entrance, thus eliminating
the blockade of traffic on a heavily traveled street which
is caused by the street car method of handling.
Wisconsin Utilities Advertise
A CHECK on the advertising carried in newspapers
by the public utilities of Wisconsin during the
month of January showed that 9,776 column inches
were used in twenty-eight of the forty-two daily papers
of the state. The four Milwaukee daily papers carried
5,505 column inches of such advertising and the weekly
papers carried 1,237 column inches in addition. This
aggregated about ninety-four pages of paid advertising
for the month.
.Steki, Money Compartment and I.nterior Arrangk.nik.\t,
.Seattle Money Car
The accompanying cuts illustrate how the body is built
to fit our needs. A heavy steel tank, opening at the side
of the car and placed just behind the driver's seat, extend.s
across the body with a drop-door at each end.
In the tank, which is well secured and locked at all times,
is carried all moneys. "Lost articles," stationery, transfers,
etc., are carried in the body proper, a shelf being arranged
on top of the tank to care for the transfer cases. Seats are
placed along each side for the convenience of the cashier ■.
on their daily trips to the banks and are arranged to fold
up against the side of the body when not in use. Under-
neath, at the rear, is a box for spare tires, so placed as to
serve for a step. The sides of the body are of sheet metal
and the top of agasote. It was designed and built in our shops.
972
Electric Railway Journal
Vol. 60, No. 26
Safety Measures Cut Accidents
They Also Reduce Costs on the Chattanooga Street Railway
Lines to 3i per Cent of Gross Instead of More than
Five Times that Amount — A Representative of
the Company Gives Particulars
A REVIEW of the safety work of the Chattanooga
Street Railway lines though which the percentage
of accident costs to gross were reduced from 17.8 per
cent to 3.5 per cent in five years is given by J. C.
Costello, editor of "Electro Topics" of the Chattanooga
system in National Safety News for December. An
abstract follows:
For several years prior to 1919 the number of
accidents occurring on the street railway lines in
Chattanooga, and the consequent resulting expendi-
tures, has been constantly increasing, the expense par-
ticularly being materially augmented in 1917 and 1918
as a result of a number of serious accidents. The total
amount expended on account of accidents reached a
maximum in 1918, when as a result of 2,793 accidents
in that year and held-over claims from the previous
year we expended 17.7 per cent of our passenger
revenue. In one instance, the records show an expendi-
ture for a single month equivalent to 30 per cent of
the passenger revenue.
Late in 1918 the conclusion was reached that the
only salvation lay in a very thorough organization of
all employees for the purpose of bringing home to them
the need and benefits of intensive accident prevention
work. After casting about for several months for some
effective method of procedure the "Chattanooga plan"
of safety contests was finally evolved from suggestions
received from our own employees. The contests have
been the very heart of the company's safety work since
their inception. Contest No. 8 is now in progress and
our employees seem even more enthusiastic in the
present contest that they were in the first one.
The Plan Outlined
The plan, with its many novel features, may be
summarized as follows:
Members of the various operating departments, ex-
cluding superintendents and foremen, are eligible to
participate. The contestants are divided into six
teams, each with a captain and two lieutenants. Con-
tests are of four months' duration; to be entitled to
a prize award each member must be engaged in active
company work for at least 720 hours during the four
months period. The rules require that all accidents,
no matter how slight, must be reported. In the cases
of cars operating on the road, motormen and conductors
are required to make out separate reports. Every un-
toward incident, such as a controller flash, disturbance
or ejectment of a passenger, the frightening of an
animal resulting in an accident, a trolley break, broken
glass, etc., is classed as an accident. Severe penalties
are meted out for failure to make out reports or for
willful concealment or misrepresentation of facts in
connection with an accident. The winning team divides
a cash prize of approximately $600 equally among its
members, and badges of merit are awarded men of
other teams who have earned perfect records. Appro-
priate recognition is also given those who establish
exceptional records in more than one contest.
The total number of accidents in 1917 and 1918 was
2,291 and 2,793 respectively, but the actual number
was no doubt considerably higher, since the rules cover-
ing the classification and reporting of accidents at that
time were not as strictly defined or enforced as at
present. As compared with a monthly average of 233
for 1918, all classes of accidents were reduced to a
monthly figure of 182 in 1919, 201 in 1920, 151 in 1921,
and 123 for the first half of this year — in other words,
an average of 4.1 per day now as compared with 7.8
per day in 1918.
Naturally a big improvement was noted in 1919, the
first year of intensive safety work. As compared with
1918, the number of employees' accidents was decreased
44 per cent, and the number requiring medical attention
64 per cent. The total cost of employees' accidents,
including lost time, payment for injuries and medical
attention, decrease 84 per cent, this saving alone being
twice the entire expense of carrying on all safety work,
including the cost of contests.
For the same period the total number of all accidents
was decreased 22 per cent. The number of claims filed
decreased 56 per cent. The number of suits filed was
reduced 59 per cent, and a reduction of 56 per cent
was effected in the total costs on account of injuries
and damages. The total accidents for 1920 was greater
than in 1919. This does not mean that the results
were not as good as for the previous year, but is really
due to the fact that the safety plan had been better
established by 1920 and more complete accident reports
were being received from the men. The cost of accidents
increased approximately $11,000 in 1920 over 1919 also,
but this was caused by one single serious accident in
January of that year which cost the company over
$21,000.
The continued decrease in the number of accidents
meant, of course, that more perfect records were made
by employees in successive contests. This fact is
readily shown from a summary of the various charges
assessed against all six teams in each contest, together
with the records of the winning teams. These figures
are as follows:
Total Charges
Total Charges
CoQteBt
All Teams
Winning Team
1
1,364
206
2
742
114
886
133
817
113
596
82
587
84
472
65
Just what the reduction in accidents has meant in
the amount of money required to be paid out for in-
juries and damages is readily apparent from a glance
at the following figures:
Year Aceidcnts Cost
1917 2,291 $120,010
1918 2,793 152,604
1919 2.182 66.356
1920 2,521 77,205
1921 1,817 42,050
1922— 8i% months 741 16,152
Per Cent
Accident
Passenger Costs
Kevenue to Rev,
$672,646 17 8
860,275 17 7
857,372 7 7
1,084,653 7.1
978, 2r2 4 3
456.272 3 5
This picture would not be complete without some
mention of the cost of actually carrying on the safety
work itself. Data on this subject will be found to
be equally as surprising, as may be noted in the follow-
ing summary which gives the total annual expenditures
since 1919: 1919, $4,432; 1920, $4,757; 1921, $5,018;
1922— six months— $1,725.
These figures include the cost of preparing and print-
ing car cards, safety bulletins, booklets, etc., the ex-
December 23, 1922
Electric Railway journal
973
pense of publishing a monthly employees' magazine,
membership dues in the National Safety Council and
the expense of two delegates to the Annual Safety Con-
gress, the costs of two entertainments and banquets
staged each year at the conclusion of the safety contests
and the cash prize awards to the winning teams. The
$5,018 expended in 1921 was distributed as follows:
$1,200 for cash prizes, $600 for entertainments, $1,100
for house organ and a like amount for safety cards,
bulletins, etc., $450 to cover National Safety Council
expense, $350 for payroll account, covering time of
men attending safety meetings, and the balance for
miscellaneous expenditures.
Safety Measures Found Effective
In the early stages of our campaign to eliminate
accident hazards, we soon realized that success could
only be attained by the co-operation of the public as
well as of employees. The first appeal was made
through car cards in the form of a series of "Don'ts."
These cards embodied cartoons depicting various haz-
ardous practices of the pedestrian, motorist, careless
child, and others, with advice on how to avoid accidents.
The cards were changed at intervals and were subse-
quently superseded by a set carrying simple safety
messages, unillustrated, which are still in use.
The latest innovation along this line and one that
has produced much favorable comment is the carrying
of a safety slogan on the dashboard of the car. About
twelve trolleys are so equipped, no two carrying the
same message, and it is the intention to increase the
number to twenty. Various color schemes have been
employed in working up the different signs and they
have attracted the prompt attention of both motorist and
pedestrian. One, containing the admonition to motorists
not to cut-in in front of street cars, has already brought
about a noticeable improvement in this practice. Other
methods of impressing the public mind with the need
for safety have been attempted through talks to the
school teachers and the disseminating of literature
among the school children.
To maintain the interest of employees, general safety
meetings are held once each month and a safety com-
mittee, comprising about forty members, meets twice
each month, at which time suggestions are received
for improving track, overhead lines, condition of equip-
ment, etc., and the elimination of any unsafe practices.
It is interesting to note that over 900 suggestions have
been favorably acted upon since the inauguration of
these meetings. Bulletin boards featuring the liter-
ature of the National Safety Council are also main-
tained at various locations on the property to keep up
interest in the movement.
Like the safety contest idea, which, after first start-
ing among the platform men, subsequently spread to
the other operating departments, every effort has been
made to insure safe working conditions in every depart-
ment of the company. Numerous safeguards have been
provided for the various high-speed machines in the
wood-working department to prevent operators from
losing a linger or hand; rubber gloves and safety belts
are insisted upon in the line department; every track
gang carries a first aid kit in its tool box. The auto-
mobiles operated by the company are inspected at reg-
ularly scheduled times in order that any defects may
be corrected; the same applies to street cars, which are
inspected on a mileage basis. A monthly fire inspection
is made of the entire property. Cleanliness in the
various offices, shops and yards is required at all times.
Every week is "Clean-Up Week" in the Chattanooga
organization.
During the fall of last year, an added safety feature
was the employment of a man to conduct among the
workers practical demonstrations of the prone pressure
method of resuscitation from electrical shock. Lessons
were also given the members of the city police and fire
departments and to the Boy Scouts. At least once
during the past year this practice was directly respon-
sible for saving the life of a lineman who came in
contact with a 2,300-volt current.
This single instance of having saved one man's life
has amply repaid the company for all the time, money
and energy devoted to the teaching of safety principles
and practices.
Accidents never happen, they are always caused.
Carelessness on the part of some one is always respon-
sible for the untold misery and life-long suffering that
we see about us every day. Safety, on the other hand,
is something which, in the abstract, co.sts nothing, its
art is easily acquired, and it pays for itself over and
over again.
Saskatoon Snow Problems
THE accompanying illustrations give an idea of some
of the snow difficulties encountered along the elec-
tric lines of the Saskatoon Municipal Railway, Sas-
katchewan, Canada. A portion of the road serving the
Canadian Pacific Railway shops at Sutherland, 5 miles
from Saskatoon, is shown as it appeared last winter.
The lines run across the level prairie, but owing to the
continued drifting which occurs, a wall of snow was
created on both sides of the track for a distance of
more than a mile. The snow plow and sweeper shown
at work was built in the railway company's shops. The
longest period that this line was tied up last winter
was a dav and a half.
At Left, Bucking the Snow with a Snow Plow. At Right. High Snow Walls on Either Side of the Track
974
Electric Railway Journal
Vol. 6U, i\u. 26
BRE'^^^'T —-Zander*
MAGNET VALVE.
TO SPECIAL CONTACT
FINGER IN CONTROLLER
THE BfeAKE
CYLINDER PIPE
SPECIAL .^*i
OPERATING J^Ii
HANDLE/ ■■
Safety Device with Dead-Man Air-Brake
Valve Handle
By F. L. Hinman
Assistant Superintendent of RolUng-Stoek and Buildings
Philadelphia Rapid Transit Company
FOR three months past we have been operating- in
Philadelphia several cars equipped with simple ap-
paratus designed primarily to improve the safety of
operation, a feature being a "deadman" brake-valve
handle. The
apparatus is as
shown in one
of the accom-
panying illus-
trations, c o n -
sisting 0 f s ix
pieces of equip-
ment which,
functioning to-
gether, give
automatically a
brake applica-
tion, a release
of the circuit
breaker and an
application of
sand to the
rails if the
motorman re-
leases his hold
on the air-
brake handle or
moves it to a
brake applica-
tion position.
The central
feature of this
apparatus is the special air-brake valve handle. This fits
over the stem of the regular air-brake valve. It auto-
matically goes to emergency position when released, thus
providing the "deadman" feature. It is rotated to this
position by a coiled spring, after being unlatched by
another coiled spring in the top of the bonnet which tilts
the handle upward for this purpose. In the latched posi-
tion the handle operates like one of the ordinary type.
After being unlatched, and thus taking the emergency
position, the device may be relatched by moving the grip
to the emergency position and depressing it.
Besides the special brake-valve handle, the equipment
comprises a circuit closer, a circuit-breaker trip and a
Sander magnet valve. The circuit closer is a small air
cylinder connected to the bi-ake-cylinder air line and
Bonnet
Unlatching Spring- f^
Cap of Sleeve-.
Main Operating Spring .
Grip
EMERGENCY
BRAKING
POSITION .
esskntial eql'irment uskd in the
"Simplex Safety System"
Stop-lugArm
Latching Lug--
Stop Lug --^
Cross-Section of the Special Brake-Valve Handij:
carrying on its piston push rod a quick-break head
which makes connection between two phosphor-bronze
springs at each brake application. The circuit-breaker
trip is a cylinder containing a plunger which is normally
latched against the pressure of a spiral spring. This
latching lever is tripped by the pull of a magnet on the
rear end of the cylinder. The sander magnet valve is
simply an electrically operated valve supplying air to.
the sand traps.
The above aggregation we have entitled "The Simplex
Safety System." Patents on the new features have
been applied for and in due course provision will be
made for manufacturing the essential pieces.
Rapid Checking of Headway
Recorder Records
THROUGH the use of a sheet of celluloid as a tem-
plate, J. R. Ong, transportation engineer of the
Georgia Railway & Power Company, saves appreciable
time in securing a check of actual schedule against
headways on the railway lines in Atlanta.
The company carefully checks its schedule times and
running times, as described in the issue of this paper
for May 6, 1922, and in this work uses a Nachod head-
way recorder, which is moved from route to route as
I
-CT
O
n
f
o
•>
?
1
1
1
f
"?
V
1
1
1
o
1_ ,
1
1
-L.
19 - .
9 10 11 E 1 Z 3 4 5 6 7 8 9 10 II 12 I Z 3 4 5 6 7 8 9 10 HIE I 2
Portion of Headway Record Showing Actual Time of Cars,
Checked Against Scheditle Time
necessity indicates. The report sheet taken out of the
recorder is placed under a piece of celluloid on which
the schedule headways are indicated by holes which have
been slightly countersunk and then the countersunk
portions blackened by ink so that the holes will .show
more clearly. After the master sheet or template has
been laid over ihe actual record, a pencil point is pushed
through each hole in the celluloid. Next the dots rep-
resenting the planned and actual arrival of the car
are joined up by a blue line, if the car was ahead of
time, and by a red line, if the car was behind time.
In the reproduced section the blue line is represented
by a broken line, and the red by a solid line. The com-
plete record can be checked up within half an hour.
The company has also made a change in the arrange-
ment of hours on the sheet, beginning at 5 a.m. instead
of 9 a.m. and resetting the clock movement accordingly.
These hours are put on the sheet with a rubber stamp.
December 23, 1922
Electric Railway Journal
97.^
I
Electric Locomotives for Japanese
Government
They Are Equipped with Motors Specially Designed for Nar-
row Gage, and Have High-Speed Circuit Breakers and
a New Form of Electro-Pneumatic Control — They
Are for 1,500-Volt, D.C. Operation
ON THEIR way to Japan are two locomotives or-
dered some time ago for the Imperial Government
Railways of Japan from the General Electric Company
and built at the G. E. Erie Works. These will be tried
out on the Tokyo-Yokohama line, which was electrified
in 1915 at 1,200 volts direct current. The government
plans in future installations, however, to use 1,500 volts.
The locomotive is of the box-cab type, equipped with
four GE-274 750/1, 500-volt motors, geared for a maxi-
mum speed of 40 m.p.h. Its total weight is 132,000 lb.,
all on driving axles, and it is capable of exerting a
tractive effort of 17,700 lb. on the one-hour rating. The
ating cab, energize the magnet valves of the pneu-
matically operated contactors, which open and close the
main motor circuits. These contactors are closed by
air pressure and opened by a heavy spring acting
against the pistons. Ten control steps are provided
with four motors in series and eight steps with the
motors in series-parallel.
Another important feature of this equipment is the
high-speed circuit breaker, which is connected between
the trolley and the main part of the locomotive equip-
ment. Under normal operating conditions this circuit
breaker is closed automatically on the first point of
the master controller; it then remains closed unless
tripped by an overload or short circuit or by momentary
loss of the control circuit voltage. After being tripped
for any reason, the breaker is again reset upon the first
point of the master controller. Under normal operation,
however, the high-speed circuit breaker does not open
with the return of the controller to the off position.
At Left, 1.500-Volt, 1.040-Hp. Locomotive for Trial Use of Japanese Government Railways.
.\T Right, Interior of Operating Cab, Showing Left-Hand Drive
continuous rating gives a tractive effort of 17,400 lb.
at 22 m.p.h., with 1,500 volts on the trolley. In addi-
tion to the 1, 500-volt rating the locomotive can be oper-
ated at 1,200 volts at a somewhat reduced capacity, and
provision is made for operation at 600 volts direct cur-
rent by the throwing of a commutating switch which
connects all four motors in parallel. They are per-
manently in series for 1, 500-volt operation. Protective
devices are supplied to prevent damage due to accidental
contact with the 1, 500-volt trolley when the commutat-
ing switch is thrown to the 600-volt connection. The
leading dimensions of the locomotive are as follows:
r^ength ovc-r all 37 ft. 2 in.
I .i>ng1.h of wheelbase 26 ft. 0 in.
liiK'd wheelbase 8 ft. 6 in.
Iliifflit over pantograph (looked down) 12 ft. 10 in.
Diameter of wheels 42 in.
Gage of track 42 in.
The GE-274 motors were designed especially for this
locomotive and are the largest so far constructed for
a 42-in. gage track. Each motor rates 260 hp. on 750
volts, and is insulated for operating two in series on
1,500 volts. The motors are arranged for ventilation
by means of external blowers.
One of the most Interesting features of the equipment
is the new electro-pneumatic type of control known as
Type PCL. Two master controllers, one in each oper-
This circuit breaker has no mechanical latches or trig-
gers, but is tripped electro-magnetically. This con-
struction makes for durability and permanence of
calibration.
To protect the locomotive motors against damage
due to overload, an overload relay is provided, which is
so connected that in case the motor current exceeds, a
certain predetermined value the relay contacts open the
holding circuit of the high-speed circuit breaker, which
then opens and thus relieves the overload.
For collecting the 1, 500-volt current, two slider
pantograph trolleys (one a spare) are provided having
a range of 7 ft. from minimum to maximum height.
These pantographs are raised by admitting air to a set
of cylinders and are held against the wire by springs,
which are in turn held under tension by the compressed
air in the cylinders. The contact elements consist of
easily renewable copper wearing strips. A hand pump
supplies compressed air for raising the trolleys for ini-
tial operation when there is no air pressure on the
locomotive.
The control current is provided by a dynamotor
arranged to supply 750 volts for the low-voltage control
circuits and lights. In conjunction with this dynamotor
there are two air compressors designed for 750-volt
operation, but doubly insulated. The middle point of
the air compressor circuit is connected to the mid-
976
Electric Railway Journal
Vol. 60, No. 26
voltage point of the dynamotor to insure equal division
of the load between the two compressors. The two
blower motors for ventilating the traction motors are
also designed for 750 volts each and are doubly
insulated.
In the engineer's cab the master controller is located
on the left side of the cab to conform to the practice
in Japan of running to the left instead of the right.
Elevated Track for Underbody Maintenance
IN MOST cases the amount of rolling stock used by
electric railways has increased in a greater propor-
tion than shop facilities. Many roads are doing in-
specting in yards adjacent to the shop. Where work
has to be done underneath the car body a pit is almost
Elevated Yard Track for Underbody Car Repairs
a necessity. A suggestion as to how tracks can be ele-
vated to provide for outdoor work which would other-
wise require a pit is shown in the accompanying illus-
tration. This elevated track is in the yards of the
Indiana, Columbus & Eastern Traction Company at
Springfield, Ohio, and good use is made of it in taking
care of interurban car repairs.
New Cars of San Francisco
Municipal Railway
THE San Francisco Municipal Railway has placed in
service twenty small center-entrance cars built by
the American Car Company. A sample car of this type
was placed in service in the early part of 1921 and was
described in the Electric Ratilway Journal for Jan. 29.
1921. The cars now placed in service are of the same
type. A single-truck car with center entrance is some-
what of a novelty when compared with the general type
of cars now being built. The San Francisco cars are
but 29 ft. 10 in. over bumpers and have a seating capac-
ity of thirty-two. Brill Radiax trucks are used. The
PRINCIPAL DIMENSIONS AND DATA OF SAN FRANCISCO
MUNICIPAL CARS
Length over bumpers 29 ft. 10 in.
Maximum width over window sills 8 tt. 8i in.
Height from rail over trolley board 10 ft. 2 i, in!
Truck wheelbase 12 ft.
Seating capacity 32"
Weight, complete 26,200 lb
Type of truck Brill "Radiax"
underframe is constructed of steel commercial shapes
and plates, and the upper framing, corner and side posts
are of oak. The outside sheathing is No. 14 gage steel
and the letterboard No. 10 gage steel. 0. M. Edwards
Company's trapdoors and steps are used. The accom-
panying table gives some of the principal dimensions
and data.
Other parts of the equipment include Hunter illumi-
nated destination signs, Garland B2 exhaust ventilators,
Farraday push button signals, and Rico hand straps.
The car has both air and hand brakes. The air brakes
are furnished by the Westinghouse Traction Brake Com-
pany and the hand brakes are the National Brake Com-
pany's Peacock standard type. Type C Eclipse life-
guards are provided. The trolley catchers are Ohio
Brass Company's, and Golden Glow headlights are used
on these cars.
Simple Brakeshoe Hanger
THE accompanying illustra-
tion shows a new type of
brakeshoe hanger which is
being marketed by the
National Safety Devices Com-
pany, Waterloo, Iowa. It
consists of a flat spring which
connects the upper casting of
the brake head with the truck
frame. It can be used either
for inside or outside hung
brakes and consists of but five
parts, the upper casting, brake
head, flat spring steel hanger
and two short bolts. This is
about one-third the number of
parts required for other hang-
ers. In addition to the fewer
parts which are necessary,
the manufacturers claim that
a greatly reduced maintenance
cost and even wear on brake-
shoes will result from the use
of this simplified hanger.
San Francisco Municipal Railway's Center-Entrance Car
Small Size Insulator Brought Out
ANEW and small
sized insulator
has been brought
out by the Ohio
Brass Company,
Mansfield, Ohio. It
is 3i in. long, 3i in.
in diameter, and has
a half-inch hole for
stranded wire. It is
made of high-tension
wet-ware porcelain,
and due to the X
shape has a very long leakage path. This insulator is
designated by the manufacturer as type XH.
Small Size Insulator
December 23, 1922
Electric Railway Journal
977
4^l0M^ f©!^ ^cijfevi
Railway Publicity in Australia
New South Wales Government Railways & Tramways
Sydney, Sept. 19, 1922.
To the Editors:
The article in the July 1 issue of the Electric Railway
Journal, describing the operations of the advertising
section of the American Electric Railway Association,
has been read with considerable intei'est here in the
mother state of the Australian Commonwealth. Perhaps
a little information of the growth of the publicity idea
in Australian railway management will be of similar
interest to readers of the Electric Railway Journal.
It will need to be emphasized first of all that the
Australian railway systems are all government-owned
and state-controlled. In New South Wales both the
railway and tramway (street car) services are state-
owned. They are administered by a board of commis-
sioners who are vested with arbitrary powers by a
special act of parliament, thus removing the control of
what has grown into a huge industry from anything in
the nature of political patronage. Some idea of the
size of the New South Wales railway and tramway sys-
tems will be gleaned from the fact that in the financial
period ended June 30. 1922, the total earnings amounted
to £18,823,154 sterling (about $94,000,000). The total
working expenses were £14,691,918 (nearly $71,000,-
000), the difference between these two amounts,
£4,691,236 (nearly $23,000,000), being paid into the
consolidated revenue of the state to assist in carrying
the national debt.
Being state-owned, the point is continually em-
phasized that the railways and tramways "belong to the
people." This, in its turn, has meant the creation of
a large body of keen critics of railway administration.
There are so many people really, especially people
entirely untrained in railroad work, who think they
could do the job very much better if they only had
the chance. There, in a word, is the reason for the
establishment of a publicity office; and there is, at the
same time, a permanent and ever-varying field of oper-
ations for the publicity officer.
It may be that some time in the future the commer-
cial side of the publicity department — the advertising
section — will become associated with the new scheme.
Up to date, however, the publicity office has been
entirely concerned with the work of disseminating
reliable and up-to-date information about the operations
and administration of the services. In addition to
replies to criticism and complaints which find expres-
sion in the public press of the country, the office is
1 continually engaged in the preparation of up-to-date
statistics and the compilation of valuable information
with regard to every aspect of railway work and admin-
istration.
The article in the Electric Railway Journal declares
that the "most constructive work done by the adver-
tising section of the American Association has been
that of giving electric railway news a real standing
in the papers and periodicals of the country." It can
be confidently asserted that the same desirable result
has been achieved by the publicity office of the New
South Wales Railways & Tramways Department. Prac-
tically the entire press of the country now receives with
avidity the information which is sent out in a stream
of daily communications from the publicity office.
When this work started it was face to face with a
blank wall of popular ignorance of railway affairs, and
particularly of railway finance. Evidences of serious
misconceptions of these things are now comparatively
rare.
The importance of educating the public mind on these
matters may be gaged from the fact that the chief
commissioner of thp New South Wales railway and
tramway services controls more than 50,000 employees,
which means that the railways and tramways constitute
an industry embracing one-tenth of the entire wage-
earning population of the state.
Attached to the publicity office of the New South
Wales railways and tramways is an information bureau.
The business of the staff of this bureau is to have in
readiness, available for use at a moment's notice, up-
to-date and reliable information and statistics in regard
to railway and tramway operations,, not only of our
own systems, but also of the systems of other states
of the commonwealth and of other countries of the
world.
A similar experience to that indicated in your July
issue in regard to the reliability of the articles, the
statistics and general information supplied to the press,
has been realized here in New South Wales. A plain
intimation has been made to the entire newspaper-
reading population of the state, and continually em-
phasized, that the state-owned railway and tramway
administration has nothing to hide from the people,
and is prepared at all times to supply the fullest in-
formation to those who are seriously concerned in the
administration of the commissioners. This has had a
most signal and beneficent effect. We invite criticism,
but we say to all our critics: "Get the facts first;
we will supply you with the facts if you will ask for
them." The effect of this policy might be easily
imagined. Without pursuing the subject further, it
might be confidently asserted that the idea of a pub-
licity office, attached to the various Australian com-
monwealth railway and tramway systems, will shortly
become an integral part of the administration of these
huge public concerns. Thomas Crouch,
Publicity Officer.
Appreciates Assistance of Electrical Press
The Society for Electrical Development, Inc.
New York, Dec. 19, 1922.
To the Editors:
At the meeting of the directors of the society, held
at headquarters on Nov. 25 last, the assistant to the
president, in his semi-annual report, called attention to
the very excellent co-operation that the society is re-
ceiving from the electrical trade papers.
On motion, duly seconded and carried, the directors
instructed me to convey to you their appreciation for
the effective way in which you are bringing to the
notice of the industi-y the work the society is doing.
They further instructed me to express the hope that
we may be favored with a continuance of your whole-
hearted co-operation and to assure you of their desire
that the society work always for the best interests of
the industry. J. Smieton, Jr., Secretary.
Electric Railway Publicity
Devoted to How to Tell the Story
Selling Rides by Advertising
By Clifford A. Elliott
Cost Engineer Pacific Electric Railway,
Los Angeles, Calif.
THE Pacific Electric Railway's interurban lines,
of more than 1,100 miles of track radiating out
of Los Angeles as far as 70 miles and serving some
fifty-seven cities in four counties in southern Cali-
fornia, have innumerable points of interest for the
large number of tourists who yearly visit this section
of the state. It is not only the policy of the company's
passenger traffic depai-tment actively to interest these
tourists in the many attractive points of interest on
the company's lines, but it is also the aim to attract
the permanent residents of the various communities to
visit such attractions. These attractions consist of re-
sorts operated by the company or those operated by
others conveniently reached by the company's lines.
In the summer season the large volume of travel tends
to move to the many beach resorts located on the com-
pany's lines, while during the fall, winter and spring
season the travel tends to move to the foothills, from
which points of vantage travelers in large numbers
move in numerous hiking parties to and from the won-
derful mountains available for such purposes. In the
large ranges of mountains located inland from the
Pacific coast are operated many mountain resorts,
which are a large attraction for vacationers during the
summer season. Some of these i-esorts are open the
year round, particularly the company owned and oper-
ated resort located 1 mile above sea level on Mount
Lowe. This trip by trolley is nationally known.
In interest of attracting travel to the many advan-
tageous points for hiking among the mountains, the
passenger traffic department circulates a twelve-page
attractive folder on hiking. The interior section of the
folder — 17 in. x 24 in. — carries a very comprehensive
detail map, showing the location of all the government
trails. Pacific Electric lines, resort and mountain camp
sites, various canyons, mountain ranges and other valu-
able information for the use of hikers.
Attractive lithograph cards are placed in wooden
frames inclosed in glass, which feature the most im-
portant points of interest on the company's lines. Two
sizes of cards are used. One 10 in. x 26 in. for small
How RiDK-l.NDUCI.NG .ADVERTISEMENTS ARE MOU.NTED
i.v THE Cars
types of cars; the other size being 12 in. x 28 in. for
large types of interurban cars. The cards are printed
ovei-size with margin in order that they may be cut
down to fit the particular frame in the cars in which
they are displayed. In displaying these cards eight
frames are available in the majority of the cars.
One of the illustrations shows the position of the dis-
play frames in the cars. Four of the frames are in the
smoker section and four in the other section of the car.
This allows two frames to each end of each section so
that a prominent view of the cards is always had,
whichever way seats may be revei'sed for the car move-
ment. The Pacific Railway Advertising Company rents
the upper or roof section of all the company's cars for
interior car advertising, displaying standard 10-in. x
20-in. cards held in place by standard metal containers.
However, the company reserves for its own use the
car end sections, which are fitted with a special type of
frame located at the right and left sides of the car
dooi"s, and easily observed by the traveling public
due to their convenient location. These cards are
changed every three to six months, whenever they be-
come dirty; also the type of the card is changed from
time to time with a view of getting the subject fresh in
the public's mind from another angle. In previous
I^^HM9Dk.i'^^lHC!f.«lfl>v«:-: OUUMI
■■^■^
,*
A
M
TLOWE
RESORT
1
kLPINE TAVERN
USEKECPINC COTTAGES
'■■C AMUSEMENTS
CIPIC ILCCriHC HY
fi
WftAfiTscENlc TROLLEY TRIP
MAGNIFICENT PANORAMA
"f L^ ayi \i«: mi i>
MOI NTAIN8. VAI.I.KVS. ISU.VDS
AND TIIK .-ilCA
^41„ ;:
h-IK^
^j|li
Vista ot Southern Caliiornia
VMiM nitlH r«HOI> vol XrtlX SI tIMIT
&
^Jif
mmsm
(fV0. -^tlllMi «» «r*H S1.IM IM t«t**»
Samples of Car Cards Used by the Pacific Electric Railway
December 23, 1922
Electric Railway Journal
979
years some of these display cards indicated the rate of
fare for reaching the various points of interest, but
of late these fares have been omitted due to occasional
changes in passenger rates, elimination of war tax, etc.
The frames are made of 3-in. molding fixed in place
by two wood screws in each of the four sections that go
to make up the frame. This type of frame permits its
easy removal for renewing the display cards.
"The Street Car's Carpet"
THE material that goes into a street railway roadbed
from earth to surface paving was illustrated as a
feature of an exhibit used by the Los Angeles (Calif.)
Railway in the Pageant of Progress and Industrial Ex-
position held in that city recently.
The roadbed construction was set in a box 8 ft. long
and 6 ft. wide with a heavy
glass at one end to show a
cross-section. A top view
showed the roadbed gradu-
ated down from surface pav-
ing to concrete sub-paving,
the rail, ties, ballast, tile
drain and earth. A large
poster at the back of the box
headed, "The Street Car's
Carpet," was marked in
squares, and each square
was devoted to one of the
articles in the track exhibit,
such as rail, ties and ballast.
Ribbon streamers connected
the articles with the data on the poster, showing the
amount of the various articles used in laying 1 mile
of track. All figures were for double-track con-
struction.
A cloth strip 20 ft. long occupied the full length of the
booth with a "historical parade" of street cars used in
Los Angeles from two-mule cars to two-car trains. The
poster showed the years the various types served the
city and the cost.
A poster that attracted considerable interest was
headed "Why Your Car Was Late." This poster was
made up of photographs of traffic blockades caused by
broken-down trucks, street repair work and other causes
beyond the control of the company. These pictures
were procured by having a photographer ride on an
emergency auto for a day.
Other posters advertised the safety records of the
company, the number of
cars in service at various
times, right and wrong way
to board a car, and urged
passengers to avoid delay by
having correct change. A
trolley wheel and piece of
trolley wire attached to a
poster showed the size of
these articles and the num-
ber of miles of wire used,
and its cost.
Two men were at the
booth at all times to explain
details of the exhibit and
to di.stribute literature.
^'o. 1 — Front View of Los Angeles Railway Exhibit in Pageant of Progress. No. 2 — Detail of Track Construction Exhibit
No. 3 — Cross-.Sectio.n of Track Co.nstruction Exhibit. Nos. 4 and 5 — Corners of Los AngelesRailway Exhibit
980
Electric Railway Journal
Vol. 60, No. 26
Kentucky Men Discuss Public Relations
A Meeting of the Kentucky Association of Public Utilities at Lexington on,
Dec. 12 Was Well Attended— All Classes of Utilities Were Represented
APPROXIMATELY 180 delegates
■ registered at the meeting in Lex-
ington on Dec. 12 of the Kentucky
Association of Public Utilities. This
is the seventh annual meeting held by
the body, which represents all classes
of utilities, and most of the addresses
and papers related to the need of estab-
lishing ^■ood public relations. The
principal paper relating to traction
matters was presented by James P.
Barnes, president of the Louisville Rail-
way, whose topic was "Internal Public
Relations," and was based on the idea
that the inside working of an orp-^niza-
tion must be right before it can develop
its outside relations correctly. An ab-
stract of this paper appears elsewhere
in this issue.
Sessions were held both in the Phoenix
Hotel and at the University of Ken-
tucky. In addition, there was a ban-
quet on Monday evening at the Lafay-
ette Hotel for those delegates who
arrived on that day. The hosts were
the officers of the various utility com-
panies in Lexington.
The session on Tuesday morning
opened by an address by the president,
L. B. Herrington, vice-president and
general manager Kentucky Utilities
Company, Louisville. An abstract fol-
lows:
President's Address
In his address Mr. Herrington pointed
out that a year ago the utilities of the
state were still suffering from the con-
sequences of the war, but confidence in
an early and complete recovery per-
meated last year's meeting. Scarcely
was the meeting over, however, before
the coal strike and the rail strike came,
retarding recovery, but the way in
which the utilities gave service during
those trying days will be borne in mind
by the public.
In spite of all that has been said
and done, a considerable portion of the
public has an opinion of utility com-
panies which is not flattering. They
will never be able to get all of the
people on their side, but if they con-
tinue to take all of the people into
their confidence, give good service,
charge reasonable rates and give cus-
tomers an opportunity to become part-
ners in the enterprise, the utilities will
gain the respect, confidence and good
will of the large majority of people.
Without this good will, capital for
necessary utility extensions cannot be
secured, and a community cannot grow
unless its utilities are healthy and
growing.
A utility gives more than it takes
out of a community, and if a part of
its capital is furnished locally, even
the return on that part of the capital
remains to build up that community.
During the past year some of the util-
ity companies in the state have con-
ducted successful customer ownership
campaigns, and this plan is recom-
mended to those member companies
which have not tried it. Further sup-
port of the work of the publicity bureau
was also urged.
For the first time in the history of
the association, women have a place
on the program. They can contribute
much toward a better understanding
between the utility companies and the
public. They have shown an aptitude for
handling successfully several branches
of the electrical business. They invest
in the utility securities and are among
the largest users of their service and
are the molders of sentiment in their
homes and in their communities. The
women can be reached better through
the women in the industry than in
any other way.
Secretary's Report
E. F. Kelley, secretary of the asso-
ciation, reported that forty-seven cor-
poration and associate members were
represented among the 178 delegates
registered. A news service bulletin is
issued twice a month and has a cir-
culation of nearly a thousand copies,
of which 350 go to Kentucky news-
papers. The remainder go to the util-
ity companies, public officials and others.
Testimony to the interesting character
of the material in this bulletin has been
received. Cordial relations have been
established with the press by letting it
be known that the Bureau of Informa-
tion is always ready to give out the
facts about any utility event, whether
they are favorable to the company or
not. Arrangements have been made for
speeches before civic organizations on
utility topics on request, and many mem-
bers of the association had spoken. The
bureau operated last year on a budget
of but $3,600, of which $2,400 had to
be spent for the bulletin.
"The Public Servant"
Donald McDonald, vice-president and
general manager Louisville Gas & Elec-
tric Company, in the paper on "The
Public Servant," said that the lawyer
or judge who coined this expression
to describe utility companies performed
a real service, both to the companies
and to the public. The relation of
master and servant is older than writ-
ten history, and it is interesting to note
that the oldest codes of Babylon and
Leviticus enjoin on the servant dili-
gence, honesty and efficiency, but on the
master justice, kindness and intelli-
gence. Men often boast of how cheaply
they bought their goods, but never of
the fact that their servants are under-
paid or underfed. Nevertheless men
do sometimes boast that in their city
the street carfare is 5 cents, although
they know that the actual cost is more
than that. The speaker thought that
a better understanding is coming about.
The role of public servant is an honor-
able one. It is desirable that the util-
ity should take care to be a good serv-
ant, and the municipality should take
care that it should be a good master.
News in Its Relation to
Public Utilities
In a talk on this subject Brainard
Piatt of the Courier-Journal and Louis-
ville Times referred first to the greater
willingness at present of utilities to
give the newspapers information, even
if not always favorable. He described
news as: "That characteristic of any
happening which gives to it an appeal
beyond the circle of those immediately
concerned," and pointed out that an
item which might be news for a weekly
in a town of a few thousand population
would not be a news item to a daily
paper in a city of the first, second or
third class. The former might like to
know when a new motorman was put
on the interurban that passes through
the town. The paper in a big town is
interested only when the motorman
serves for a long time without an acci-
dent and perhaps receives a medal for
such service. The big activities of the
utilities are also news, such as exten-
sion of facilities, development of old
policies or change to new ones, floating
a large loan or canceling one, defying
a strike or settling a strike, organizing
the employees in the union or out, in-
creasing a wage scale or reducing one,
etc. He commended the way in which
the Louisville Railway gave news about
its negotiations for a readjustment of
fare, and how an electric road entering
Louisville talked frankly of a severe
accident some years ago.
He also declared that newspapers
should know news confidentially only
when a release date was coming. Their
hands should not be tied perpetually
on news given in confidence. Utilities
should also be able to know the differ-
ence between news and propaganda.
The former is welcomed by the papers
through their reading columns. The
latter should go into the advertising
columns properly labeled.
Charles N. Manning, president Lex-
ington Security Trust Company, gave
an address in which he dwelt upon the
importance of the utility as a commu-
nity builder.
Meeting at the University
At 11 o'clock at the conclusion of
these addresses the convention dele-
gates boarded special cars for the Uni-
versity of Kentucky, and after their
arrival there held a meeting in the
chapel, jointly with the students of the
university. Dr. Frank L. McVey, pres-
ident of the university, presided, and
the principal speaker was Samuel
Insull, president of the Commonwealth
Edison Company, who told of the early
efforts of Edison and technical develop-
ments down to the present day. He
declared that opportunities in the elec-
trical business for the young man of
the present time are greater than fifty
years ago, provided the man is willing
to make the necessary sacrifices to
succeed.
After an inspection of various depart-
ments of the university and a luncheon
December 23, 1922
Electric Railway Journal
981
at the university cafeteria, the meeting
reconvened in the afternoon in Mechan-
ical Hall, where the first address was
by F. Anderson, dean of engineering.
Dean Anderson gave an interesting
talk on training men for utilities, argu-
ing that the men should be trained for
executives rather than merely receiving
a technical training, and A. S. Nichols,
general manager Paducah Electric Com-
pany, spoke on "Looking Forward."
There were other addresses, including
one from Mrs. Florence A. Tate, chair-
man Women's Public Information Com-
mittee, East Central Division, N.E.L.A.,
who spoke about "Women's Interest in
Public Utitilies." Mrs. Tate referred
to the numerous opportunities for posi-
tions for women* in the commercial de-
partment, accounting department, pur-
chasing department, stock and bond
department, information department,
and public relations department of util-
ity companies. She also pointed out
how the utilities are partners in every
home and have brought to the home
devices to conserve women's time and
strength and for the rich and poor alike.
Miss R. E. McKee, who occupies the
same position with the Great Lakes
Division, N.E.L.A., also spoke, as did
W. S. Cramer, president American
Water Works Association, Lexington.
The subject of his address was "The
Foundation of Public Service."
New Officers
Officers elected at the meeting, just
before the close, were as follows:
President, W. H. Harton, Covington,
general manager Cincinnati, Newport
& Covington Railroad.
First vice-president, J. P. Pope, gen-
eral manager Kentucky Traction &
Terminal Company, Lexington.
Second vice - president, James P.
Barnes, president Louisville Railway.
Treasurer, P. S. Pogue, president
and general manager Louisville Home
Telephone Company.
Secretary, E. F. Kelley, secretary to
James P. Barnes, president Louisville
Railway.
Executive committee: John G. Stoll,
Lexington; Donald McDonald, Louis-
ville; A. S. Nichols, Paducah; L. B.
Herrington, Louisville, and H. J. Coch-
ran, Maysville.
Internal Public Relations*
The Public Relations of a Company Can Be Measured, Just as a
Fever Chart of a Patient Illustrates His Condition
By James P. Barnes
President Louisville Railway
THE state of a public utility com-
pany's relations with the public it
serves is an accurate thermometer of
its health as a public service. Fever
charts of the condition of a utility com-
pany could be charted therefrom as
surely as the bedside fever chart of a
hospital patient. Moreover, the public
relations fever chart of the utility
company bears much the same relation
to its corporate health as would the
bedside chart to that of a patient. When
all is well, temperatures are normal
and the fever chart becomes a relatively
meaningless record, but let the pneu-
monia of broken promises (chill
breaths that blow good to no one), or
the blood poisoning of distrust (bred
from that foul germ double dealing),
affect the patient, and the fever chart
becomes a mountain peak of threaten-
ing terror to nurses and physicians.
Now the parallel between individual
and corporation can be developed to
any desired extent and the similarity
of the two is. impressive. What we wish
to consider especially now, however, is
the very remarkable parallelism of the
corporation and the individual in these
important particulars:
1. The fever chart records symptoms,
i.e. results, not causes.
2. The temperature goes up more
rapidly and dangerously than it goes
down.
3. The fever chart reflects an inter-
i-nal condition.
The clinical thermometer of medicine
•Abstract of address presented at a meet-
ing of tiie Kentucliy Association of Public
'"' lities. Lexington, Ky., Dec. 12, 1922.
is a simple instrument readily applied
and easily understood. Its indications
are positive and strictly relative; are
in terms, of but one dimension, viz.,
degrees Fahrenheit. True, pulse and
respiration are also of importance, but
they are strictly relative and in the
case of the individual, we deal pri-
marily with not more than three major
indications, all easy of observation and
comparison.
Compare this situation with the diffi-
culty of any honest attempt, even super-
ficially, to gage the temperature, pulse
and respiration, representing, say, the
cordiality, prompt response and out-
spoken comment critical or commenda-
tory of the public in respect to a public
utility corporation in its service.
Observation must be made from
widely varying angles. The cordiality
of the banker will not be the same in
kind or degree as that of the laborer,
and only a fine discriminating intelli-
gence can gage the relative importance
of these two and all the other classes
at any particular time. Here the ele-
ment of the observer's judgment enters
and becomes of prime importance and
the value of his observations and de-
terminations is all too apt to be, or
become, tinged with self-interest or
personal prejudice.
So the first of the symptoms — tem-
perature, is neither easy nor certain of
ascertainment.
Prompt response — the pulse of the
public good-will is almost as uncertain.
Mankind, generally, responds more
quickly and more sharply to unpleasant
than to pleasant disturbances. Com-
plaints, therefore, are more numerous
and more emphatic than commenda-
tions, and the just proportion between
the two is again a matter for judg-
ment to determine. A condition may
exist in which complaints are not made
because of a sense of their futility.
This condition is more common than is
generally or frequently supposed, and
under this condition the absence or
rarity of complaint certainly does not
denote a healthy condition of the public
pulse. Other criteria suggest them-
selves by whose application it is easy
to demonstrate that in this respect, as
in others, the public's attitude must be
widely olsserved and carefully studied
by the operator who would not commit
the fatal blunder of fooling himself.
Let it be never forgotten that com-
ment regarding the conduct of a utility
is more outspoken in some places and
under some conditions than at others.
Seldom is it true that any one man,
whatever his position in the corpora-
tion or in the community, can take the
lull measure of what is being said in
all circles, and for this reason, if for
no other, it is essential that the suc-
cessful utility manager shall not only
be a good listener, but that he shall
also cultivate and encourage the peo-
ple who tell him what they hear for and
against, and particularly against, his
methods of management and their re-
sults in service to the public.
Every one knows that unfavorable
symptoms multiply and intensify more
rapidly than favorable ones. History
records many cases of individuals great
in their achievements, strong in their
personalities, slowly building reputa-
tion and place in the public esteem,
then suddenly and completely ruined
in that esteem almost in the twinkling
of an eye. Public relations resemble
an intricate and delicate edifice, to be
reared only in painstaking care and
devotion over long periods of time, but
subject to sudden collapse if weakness
develops in foundation or structure at
any one of many important points.
The time has long passed when any
public utility operator will deny or
belittle the importance of correct rela-
tions with the public, and the time is
fast approaching when no public utility
operator will dare attempt to establish
public relations on any but the basis
of complete and open frankness of
dealing.
Chart Indicates Internal Conditions
This brings me to the third, and by
far the most important consideration
heretofore set out, viz., that the fever
chart of public relations reflects in-
ternal conditions.
Men's relations in the day to day
contacts of business are on a basis
which presupposes a condition of nor-
mal healthy functioning on the part of
each. Seldom does the unbalanced
physical or mental individual continue
for long to discharge the duties of nor-
mal relationship in business matters.
True, there are cases, and very note-
worthy cases too, of men who rise su-
perior to physical limitations and men-
982
Electric Railway Journal
Vol. 60,- No. 26
tal or educational handicaps, and who
command thereby and therefore the
warmest admiration and devotion from
their associates. These cases are the
rare exceptions, however, and are in
themselves abnormal.
The corporation must follow the lines
of normal functioning, for with normal
public reactions it must deal. Reactions
may be widely different as between com-
munities, but always remember that
the reaction of a given community is
its normal reaction, for normality is
based on the average, or the majority,
and as thinks the average or majority
of citizens, so will the community be
governed.
Grant that a community can be but
normal and grant that the internal con-
dition of the corporation serving it may
be measured in terms of the normality
of its particular community.
Judge the health of the public serv-
ice corporation by the esteem in which
it is held by its community.
Then, lest the health — that is the
public relations — fail, guard first
against internal cause of failure. Look
to the virtue of patience, courtesy,
frankness and honesty to maintain an
internal understanding and sympathy
so firm that neither the agitator nor
the fault-finder can shake the ideals of
the organization.
Reputation Is Founded on Character
Men who work together in sympa-
thetic understanding learn to weigh
one another's problems and to respect
one another's accomplishments. The
mutual respect had by such understand-
ing forms sterile soil for the seed of
the agitator and trouble maker. When
men know of their own knowledge that
their associates are straight, hard-
working folk, each in his own sphere,
there's little tinder left for the flame
of soap-box oratory to kindle. Defense
of those we know an^ trust springs
readily to the lips of all of us, and no
finer or more lasting monument can or
need be raised to an organization than
that the men of which it is composed
think well of it. And as they will
think, they will speak, well or ill. No
man and no organization can avoid the
making of a record; sins of omission
are recorded along with sins of com-
mission. Sometimes one, sometimes the
other is more serious, but always the
record is made, and always the record
is interpreted, discussed and spread
abroad. Reputation cannot be avoided.
It is our business to see to it that
reputation is fair and clean.
Reputation is founded on character
and will in the long run conform to
character. So it is our primary busi-
ness to see that character is kept fair
and clean. Truth is, after all, the
mightiest force in the world, and so far
as its making lies in our hands it is
our moral, civil and corporate duty to
see that the truth of our relations to
associates and customers alike bears a
fair and not an ugly face.
Build then internally the health of
these public service corporations on a
relationship of truth, of understanding.
and of sympathy. Maintain the confi-
dence of mankind within and without
by deserving it. Place service before
reward — place obligation before privi-
lege— place honesty ahead of all — hon-
esty of purpose — honesty of method —
honesty of thought and deed — and then
sleep well o' nights secure in the knowl-
edge that summer's sun, winter's frost,
nor equinoctial storm shall destroy your
house — strong from within and founded
on a rock.
Union Internationale de Tramways Meets
This Was the First Convention Since the War of This Association, Whose
Permanent Headquarters Are in Brussels — Four Days Were
Given to Technical Sessions
DURING the same week that the
American Electric Railway Asso-
ciation was holding its convention in
Chicago last October, the Union Inter-
nationale de Tramways, de Chemins de
fer d'Interet local et de Transports
Publics Automobiles held its eighteenth
convention in Brussels, Belgium. This
association, before the war, held meet-
ings every two years and included in its
membership electric railway companies
and manufacturers from all the prin-
cipal countries in Europe. The seven-
teenth meeting was held in Christiania,
Norway, in 1912, and what was to have
been the eighteenth meeting was sched-
uled to occur in Budapest, Hungary, in
August, 1914. All of the preliminary
arrangements for that meeting had been
made and a number of advance papers
had been issued to members when war
was declared and the German forces
entered Belgium. The headquarters of
the association have always been in
Belgium, so that all the activities of the
association had to stop. Since the war,
the association has been reorganized to
include member companies from the
allied and neutral countries only, and
headquarters have been reopened in
Brussels.
The first function of the eighteenth
convention occurred on the evening of
Sunday, Oct. 2, 1922, when the members
of the association who had already
reached Brussels met at an informal re-
ception tendered at the Taverne Royale
by the local committee of arrange-
ments. About 300 delegates and many
ladies were present. In many respects
the meeting was one long to be remem-
bered, especially by those who had at-
tended earlier conventions of the asso-
ciation. Acquaintances who had not
been seen for ten years were greeted
and old friendships were revived. A
number of delegates who had regularly
attended other meetings were missing,
but their absence, so far as numbers are
concerned, was more than made up by
new members who utilized this oppor-
tunity to become acquainted with each
other and with the older delegates.
Among those in attendance were a num-
ber of official representatives to the
convention from foreign governments.
Meeting on Oct. 3
The first official session of the asso-
ciation was held on Monday, Oct. 3, at
the Palace of the Academies on the Rue
Dueale. The chairman of the meeting
was the Belgian Minister of Railways,
Mr. Neujean. In his opening address
he referred to the important place which
the tramways occupied in the social
and business life of large cities, which
could not long survive an interruption
of their services. Their suburban and
interurban extensions supply a neces-
sary connection between the city and
cc-untry communities. In looking
toward the future of city and suburban
transportation the minister said that he
believed the auto bus would be used for
this service more extensively than at
present. He then referred to the ex-
tent to which Belgian capital was in-
vested in tramway enterprises abroad,
as in Egypt, South America, Canada,
etc. He extended the welcome of the
government to the association and said
he would follow its deliberations with
great interest.
Constantin de Burlet, the honorary
director general of the Societe Na-
tionale des Chemins de fer Vicinaux of
Belgium and president of the associa-
tion, then gave an address, the keynote
of which was the need for courage in
the circumstances.
Mr. de Burlet first referred to the
various distinguished government offi-
cials commissioned to attend the con-
vention, including M. Max, Burgomaster
of Brussels, whose name became known
throughout the world during the war.
He then referred to the conditions which
had interrupted the work of the asso-
ciation from 1914 to 1918, to the pres-
ent peace which, while here, left many
wounds unhealed, and to the services
rendered to Europe during the war by
Mr. Hoover. But progress, he said, must
be forward in spite of the many diffi-
culties which seem to block the road.
Reviewing the history of the asso-
ciation, he pointed out that it had been
organized in Brussels in 1885, largely
through the initiative of Gustave
Michelet, general manager of the Brus-
sels Tramways, who was elected the
first president and continued in that
office until his death in 1897. He was
succeeded by Baron Janssen, president
of the Brussels Tramways, who occupied
the office for fourteen years, when he
was elected honorary president. It was
at the earnest wish of Baron Janssen
that the present president accepted the
office.
After referring to the dependence of
the industry on engineering inventions,
Mr. de Burlet then spoke of the essen-
tial difference between improvements
in the electric railway industry and in
manufacturing, because of the lack of
rivalry between different electric rail-
way systems. An improvement which
means a reduction in cost of the article
December 23, 1922
Electric Railway Journal
983
produced in an industrial enterprise is
hidden jealously because of the advan-
tage which it gives a company over its
competitors. With local transportation
companies, however, there is no feeling
of this kind. Nothing is concealed, be-
cause there is no sales rivalry. Every
improvement, every step toward prog-
ress, every new invention is made pub-
lic, and no better place could be found,
Mr. de Burlet said, for doing this than
at meetings of the International Tram-
way Association. The advantages of
this condition are great, though not
always realized. Mr. de Burlet also
spoke about the expansion of the asso-
ciation since the last meeting by the
inclusion of the bus industry.
The speaker then sketched the history
of motive power tried on street rail-
ways from the time of the presentation
of a paper on electric traction at the
1886 meeting, pointing out that the
present trolley system was largely the
invention of a Belgian, then living in
the United States, Mr. Van Depoele.
Mr. de Burlet then referred briefly to
the damage suffered by the tramway
systems in Belgium during the war, due
to track being torn up and cars and
other equipment destroyed or removed.
The total was estimated at pre-war ex-
change for the Societe Nationale des
Chemins de fer Vicinaux at Fr. 300,-
000,000 ($60,000,000) and for the prin-
cipal tramway companies in Belgium
Fr. 25,000,000 ($5,000,000). While this
material loss was great, a greater loss
was suffered through the death of offi-
cials and employees in engagements
against the invader. It was a satisfac-
tion, however, to see so many old faces
back and to realize that in the present
membership twenty-seven nations are
represented.
After referring to several of the
topics before the association, President
de Burlet announced as the first paper
on the program that by Mr. Mariage,
general manager Paris Tramway Sys-
tem, on the "European Electric Rail-
way Financial Conditions." An ab-
stract of the paper appears on page
754 of the issue of this paper for Nov.
4. Owing to the absence of Mr.
Mariage, his paper was read by Mr.
Bacqueyrisse, one of his associates.
This was followed by a paper by Mr.
d'Hoop on "Welding in Tracks and
Shops," which was abstracted in the
issue of Nov. 4, page 753. The discus-
sion was brief.
In the afternoon an excursion was
made to the Colonial Museum at
Tervueren, and this was followed by an
evening theater party.
Meeting on Oct. 4
The session on Tuesday, Oct. 4, was
presided over by Mr. Norregaard, man-
ager of the Copenhagen Tramways.
The first paper of the session was on
"Motor Service Organization in Great
Cities," by H. E. Blain, managing direc-
tor London Underground Railways and
London General Omnibus Company
group. In the absence of Mr. Blain the
paper was read by James Dalrymple,
general manager Glasgow Corporation
Tramway. It appears in abstract in
the issue of Nov. 4, page 750. At the
conclusion of the paper, Mr. de Burlet
extended thanks to Mr. Dalrymple for
the clearness of the presentation of the
paper and to Mr. Blain for the contri-
bution.
Mr. Castaing, delegate from the city
of Paris, added some interesting infor-
mation in regard to the operation of the
Parisian bus system. He said that at
present there are 1,050 buses in Paris,
but next year it is expected that there
will be 1,400 buses, serving a total of
sixty lines. These buses cover about
120 km. (75 miles) per day and use
benzol as a fuel. Tests are being made
vdth a new fuel consisting of 50 per
cent benzol and 50 per cent alcohol. It
is hoped before long that' all the cars
will be operated with this mixture.
Mr. Dalrymple said that in Glasgow
with 1,250,000 population there was not
a single omnibus.
The next paper on the program was
by C. J. Spencer, general manager Lon-
don group of tramway companies, on
"Modern Improvements in Tramway
Rolling Stock." An abstract was pub-
lished on page 641 of the issue of Oct.
14» In Mr. Spencer's absence the paper
was read by Mr. Beckett, chairman of
the Municipal Tramways Association of
London, who explained that Mr. Spen-
cer and Mr. Blain had been detained
from attending the meeting because of
labor troubles.
In the following discussion Mr.
Bacqueyrisse spoke about some work
done by the Paris Tramways in build-
ing some new cars with center en-
trance. If progress in Europe in car
design is not so rapid as in America,
he said, it may be attributed to the fact
that the European engineer is more
conservative than the American engi-
neer and has less money to spend on
experiments. He indorsed the sugges-
tion in Mr. Spencer's paper that roll-
ing stock waste could be reduced to ad-
vantage and referred to some work
along these lines in which his company
was engaged. (See issue of Electric
Railway Journal for Dec. 2, page 878.)
He hoped to secure with this car an
economy of energy of 9,375,000 kw.-hr.
annually,equiv(alentital5,000metrictons
of coal at a cost of about Fr. 2,800,000.
Mr. Bacqueyrisse said that the weight
of the motors on this car would not be
more than 15 kg. per horsepower in
place of 32 kg. formerly. He also re-
ferred to the novel method of braking,
in which the brakes are applied to the
shaft of the motor and are quick act-
ing. The distance required to make a
stop from full speed is reduced from
45 m. to 20 m. Mr. Peridier, technical
expert of the same company, gave
further particulars.
This concluded the morning session.
The afternoon was spent in a trip to
Charleroi to inspect the new shops of
the A.C.E.C, large parts of which are
new because the Germans removed the
former equipment during their occupa-
tion. The wire works attracted special
attention. In the evening the manage-
ment of the Brussels Tramways ten-
dered the delegates a reception at the
Hotel Astoria.
Meeting on Oct. 5
The chairman at this session was Mr.
Pavie, of the Compagnie Generals
Frangaise de Tramways of Paris, and
the first paper read was that by Mr.
Sekutowicz of the Omnium Lyonnais
on "Automatic Substations." An ab-
stract appears in the issue of Nov. 4,
page 753. This was followed by an
address by Mr. Rochat, manager of the
Geneva Tramways, who gave statistics
on the increase in wages and cost of
materials used in railway operation in
Switzerland in 1913 as compared with
1920. Then followed a paper by Mr.
Nieuwenhuis, manager Arnhem Tram-
ways, on "One-Man Cars" (see issue of
Dec. 2, page 881). It developed follow-
ing this report that one-man cars had
been tried by member companies only
in London, Amsterdam and Arnhem.
Mr. Thonet mentioned some experi-
ments made with one-man buses in the
small town of Huy, which had given
complete satisfaction.
The chairman of the afternoon ses-
sion was Mr. Rochat of Geneva, and ths
first paper read was that on "Mercury
Arc Rectifiers" (see issue of Nov. 4,
page 752). The chairman complimented
Mr. Odermatt on this paper and the
Brown-Boveri Company on their con-
struction.
Mr. Peridier, Paris, said he had tested
some of these rectifiers and the results
had been satisfactory. The apparatus
possessed one peculiar quality. This Is
its faculty of withstanding extreme
overloads. While a rotary had to be
figured for an overload of a maximum
200 per cent, the rectifiers could stand
momentary overloads of 300 per cent
without difficulty. This is a great ad-
vantage for small systems.
The next paper on the program was
that by Mr. DeCroes, Societe Nationale
des Chemins de fer Vicinaux, Belgium,
on "Gas Motor Cars for Interurban
Railways." This is abstracted in the
issue of Nov. 4, page 751.
Mr. Level pointed out that some com-
panies wanted a light and others a
heavy car. Either could be built. Cars
could be produced as light as 2 to 2i
tons, but there was more danger of
their derailment. Mr. Varcollier ex-
plained that his system used the gas car
as an auxiliary during times of very
heavy traffic. Mr. Castaing spoke of
the advantages of the car for routes of
very light traffic, but declared that it
ought to be double ended to avoid the
expense of turntables, loops or wyes.
His system uses cars weighing 8 tons,
seating forty people, and with a maxi-
mum speed of 40 km. (25 miles) per
hour.
The final report of the day was by
Mr. Pirard on "Different Systems of
Electric Traction for Interurban Serv-
ice." It is also published in abstract in
the issue of Nov. 4, page 750.
In the discussion Mr. Latigue advo-
cated 600 volts for city tramways and
1,000 volts in the open country. Motors
wound for the latter voltage could then
984
Electric Railway Journal
Vol. 60, No. 26
easily be speeded up on interurban cars
. when the distances between stops were
longer, while the tramway cars could
use the cheaper motors wound for the
lower potential. Mr. Peridier was of
the same opinion. After further dis-
cussion the convention adjourned the
last of its technical sessions.
The Banquet and Business Session
Oct. 5 closed with an official banquet
at the City Hall, attended by prominent
municipal and national officials. The
twenty-seven delegates from foreign
countries occupied the place of honor,
and more than 400 delegates and guests
were present.
The business session of the associa-
tion was held on Friday, Oct. 6. The
most important subject considered was
the place of the next meeting, to be held
in 1924. Invitations were received from
Glasgow, Barcelona and Warsaw, but
no definite decision was made. A list
of the officers elected was published on
page 883 of the issue of Dec. 2. In the
afternoon the delegates visited the
shops of the Societe d'Electricite et de
Mechanique, builders in Belgium of
G. E. motors, and the following day
took a trip to Ypres and visited many of
the famous battlegrounds.
Southwestern Electrical & Gas
Association
THE Southwestern Electrical &
Gas Association will hold its 1923
convention in Fort Worth, Tex., May
15, 16 and 17.
The convention committee consists of
G. H. Clifford, chairman; C. E. Calder,
C. P. Dodson, A. J. Duncan, H. C. Mor-
ris, R. J. Irvine, J. H. Gill, Alves
Dixon, P. E. Nicholls and E. N.
Willis, secretary.
Plans to federate the Southwestern
Association with the South Central
Association were reported and given
indorsement.
A National Standard of Con-
ductivity for Aluminum
CHARLES R. HARTE, construc-
tion engineer the Connecticut Com-
pany, New Haven, Conn., has been
appointed chairman of a sectional com-
mittee of the American Engineering
Standards Committee in the matter of
standardizing aluminum for electrical
conducting purposes. The American
Institute of Electrical Engineers has
been designated as sponsor for this
work. Mr. Harte represents the Amer-
ican Electric Railway Association on
the committee. Interests other than
those mentioned which are represented
are the American Railway Engineer-
ing Association, the American Society
for Testing Materials, the' United
States Bureau of Standards, the Elec-
trical Power Club and the National
Electric Light Association. The organ-
ization of this committee was completed
at a meeting held on Dec. 20.
The organization meeting was held
in New York City, with the following
in attendance: Chairman Harte, J. D.
Edwards, chief physical chemist Alumi-
num Company of America; F. D. Hall,
electrical engineer Boston & Maine
Railroad; William Nesbit, representing
Dean Harvey, Westinghouse Electric
& Manufacturing Company; Prof. F. A.
Laws, Massachusetts Institute of Tech-
nology; Dr. Frank Wenner, United
States Bureau of Standards; Dr. P. G.
Agnew, American Engineering Stand-
ards Committee.
Two sub-committees were appointed
as follows: On research. Dr. Wenner,
chairman; J. M. Darke, General Electric
Company, and Messrs. Edwards, Harvey
and Laws. On policy, Mr. Harvey,
chairman; William Hoopes, Aluminum
Company, and Mr. Harte. The research
committee will collect data on the prop-
erties of aluminum, and make original
investigations. The policy committee
will lay out a program and prepare
arguments regarding the different pos-
sible bases of standardization.
tion. There will also be joint sessions
with the Social and Economic Sciences
Section, Friday morning and evening.
Among the speakers at these sessions
will be President Ira N. Hollis, Worces-
ter Polytechnic Institute; Prof. C. F.
Scott, Yale University; W. S. Murray,
consulting engineer. New York City;
Harrington Emerson, New York City;
Calvin W. Rice, and others represent-
ing national societies and other organ-
izations.
Engineering Section of A.A.A.S.
IN CONNECTION with the annual
meeting of the American Association
for the Advancement of Science, to be
held at the Massachusetts Institute of
Technology, Boston, Dec. 26-30, the En-
gineering Section will hold a session on
Friday afternoon, Dec. 29. F. M.
Feiker, vice-president McGraw-Hill
Company, Inc., is chairman of this sec-
Association Establishes Account-
ing Service Bureau
THE Wisconsin Utilities Association,
through its executive secretary, John
N. Cady, Madison, Wis., announces the
establishment of an accounting bureau
in connection with the secretary's office.
This has been done especially to give the
smaller member companies the benefit
of expert accounting service. The di-
rector of the bureau is Prof. Karl F.
McMurry, who is a certified public ac-
countant and has had extensive experi-
ence in various lines of accounting
work. As far as possible, the associa-
tion plans to give service to member
companies without extra charge, when
the work can be done at the Madison
office. In cases where extensive services
are required, especially work involving
trips to the utility's office, this unusual
service will be charged for at cost.
American Association News
mill jiiTniiiiiii I iiiiririiimiMiiF uifiifimid mmiiFiiTiiimiiniiii|i|i||||||||inilllllllllllllllliriMnirilllllll|iiii^i"iii"t ' ' fmi fiiii^
Special Committee on Wood
Preservation
A MEETING of the special committee
of the Engineering Association ap-
pointed to carry on the work formerly
done along wood preservation lines
under the auspices of the committee on
way matters met in New York City on
Dec. 19. A. P. Way, American Rail-
ways, Philadelphia, was appointed vice-
chairman. The following sub-commit-
tee appointments were announced:
1. Specificatioms for open-tank treat-
ment of poles. — E. F. Hartmann, chair-
man; A. P. Way, E. L. Morier.
2. Specifications for brush treatment
of poles. — A. P. Way, chairman; E. F.
Hartmann, C. A. Smith.
3. Specifications for pressure treat-
ment of poles. — C. A. Smith, chairman;
M. J. Curtin, W. H. Fulweiler.
i. Specifications for treatment of
erossarms. — M. J. Curtin, chairman;
W. H. Fulweiler, E. L. Morier.
5. Perfo^ration process for timber
treatment. — E. L. Morier, chairman;
M. J. Curtin, C. A. Smith.
6. Review of existing specifications
of the association. — W. H. Fulweiler,
chairman; A. P. Way, E. F. Hartmann.
The meeting was occupied with gen-
eral discussion of the principles in-
volved in the year's work, and sugges-
tions were made to the sub-committees
as to the lines of work which each
might profitably take up. Full advan-
tage was taken of the fact that the
membership of the committees com-
prises experts in each of the subjects
covered by the committee's assignments.
The upshot of the discussion was that
the specifications which are prepared
shall be drawn with full consideration
of the practical conditions which per-
tain in the preservative manufacturing
field and on the commercial side of the
pole business. The importance of se-
curing co-operation with other pole-
using industries was also emphasized,
in view of the fact that practice in
preservation and pole production is
affected, in fact controlled, by the de-
mands of the large purchasers of poles
and cross-arms. The work of the
American Engineering Standards Com-
mittee in this connection was seen to
be promising.
Among the practical questions dis-
cussed by the committee, that of pole
rehabilitation was given careful atten-
tion. The practicability of brush-
treating partly rotted poles will be
especially considered by sub-committee
No. 2.
In closing the meeting Chairman
H. H. George read a letter from the
A.E.S.C., stating that a creosote-oil
specification had been submitted to it
by the Federal Specifications Board,
S. W. Stratton, chairman, and that a
committee is now considering the prep-
December 23, 1922
Electric Railway Journal
985
aration of a specification which will
bring the federal government's speci-
fication into line with the best practice.
The American Electric Railway Engi-
neering Association is asked to co-
operate in this work.
The committee agreed, tentatively, to
meet next in Washington, on Feb. 15.
Publication of Series of Accident
Prevention Signs Begun
THE committee on co-operation of
manufacturers, through the Adver-
tising Section, American Electric Rail-
way Association, has just prepared the
first two of a series of accident pre-
vention signs as illustrated. Similar
signs, dealing for the present chiefly
with collisions between automobiles and
electric cars, will be sent out from time
to time. These will be supplied in rea-
sonable quantities to member compa-
Revision of Safety Code
AT THE recent meeting of the En-
. gineering Association committee
on power distribution. Sponsor C. R.
Harte reported regarding the activi-
ties of the American Engineering
Standards Committee in the revision
of Part II of the National Electrical
Safety Code and the preparation of
standard specifications for wire cross-
ings. He stated that, following out
the suggestions of the Engineering
Association on this subject, Dr. M. G.
Lloyd, of the United States Bureau of
Standards, in due course, named a
committee which determined the repre-
sentation of each of nine interests in-
volved, to secure a balanced general
committee. On Nov. 2, as reported in
the issue of this paper for Dec. 2,
page 883, this committee met at Wash-
ington, and elected Dr. Lloyd chair-
man, C. B. Hayden vice-chairman, and
(ilhai^ COrotiff here
: — fi
Auto is bein^ Drivm into Alidhtind Car Riders
(ilhat^ii COtxmg he
re
?
Auto Driver Trailing Car too Closely
These Posters Are the First in a Series Designed to Further the Cause op
Accident Mitigation, Particularly the Reduction in Numbers and
Severity of Collisions Between Automobiles and Trolley Cars
nies without charge, and it is hoped
that they will be displayed where auto-
mobile drivers will be most likely to
see them. It is suggested that manu-
facturing and operating member com-
panies co-operate in the placing of the
signs in automobile clubs, public
garages, etc.
J. W. Welsh, executive secretary of
the association, is requesting that he
be informed immediately by telegraph
or letter how many copies of these signs
will be needed.
One-Man Car Operation
A MEETING of the committee on one-
man car operation of the Trans-
portation & Traffic Association was
held at the New York headquarters on
Dec. 18. Those in attendance were J. P.
Pope, Lexington, Ky., chairman; J. E.
Duffy, Syracuse, N. Y. ; A. L. Reynolds,
Youngstown, Ohio, and Karl A. Sim-
mon, East Pittsburgh. The subject
especially assigned to the committee
this year is one-man operation in sub-
urban and interurban service. A
questionnaire was considered, and it
was decided to send out a short one
asking for information which would be
supplementary to a recent question-
naire on one-man cars which was sent
out by the Information Bureau.
The committee will probably make a
study of the safety features of this type
of car and list the advantages and dis-
advantages.
Roy M. Dwyer secretary. An execu-
tive committee was also appointed.
Following the adjournment of the
general committee the executive com-
mittee met but took no definite action
and adjourned to Nov. 27.
At that date, it was decided that the
fundamental question at any crossing
was the degree of hazard; that with
this determined the rest of the prob-
lem was comparatively simple; but
that until such determination was
made little else could be done except
to collect data as to permissible con-
struction details. Accordingly there
were appointed four committees, each
interest being given appropriate rep-
resentation.
The four committees are as follows:
(1) Grades of Hazards — Thomas
Sproule, R. A. Bloomsburg, C. R.
Harte, A. E. Knowlton, M. G. Lloyd,
S. M. Viele, K. L. Wilkinson. (2)
Allowable Clearances — M. C. Wagner,
M. G. Lloyd, J. H. Mathews, R. A.
Smith. (3) Allowable Ultimate
Strength — R. D. Coombs, J. A. Capps,
R. C. Dwyer, W. L. Morse, W- C.
Wagner. (4) Underground Constr-uc-
fiOTi— M. B. Rosevear, Arthur Hal-
stead, W. H. Homer, A. L. Pierce,
G. C. Post, F. K. Shinnen, W. G.
Whiston. Others are to be added by
the interests desiring representation.
The executive committee constituted
itself a committee on correlation.
At the time Dr. Lloyd was forming
the sectional committee, the Engineer-
ing Association appointed representa-
tives to serve on each of the three com-
mittees which it was expected would
be organized to deal respectively with
power lines over railroads, power lines
over signal lines, and signal lines over
railroads.
The procedure now being followed in
no way affects this plan; the present
work is necessarily preliminary to the
preparations of any working specifica-
tions and the latter will not be touched
until the foundation is well established.
Educational Program
Inaugurated
A LARGE attendance of the new
-ti. American Association committee on
education, at a meeting held in New
York City on Dec. 8, attested the inter-
est of electric railway managers in the
training of their employees. No spe-
cific assignments had been made to the
committee by the executive committee,
so that the first task was to review the
whole field of possible activity and
select for this year's work the most
promising part.
It was concluded that the first task
is to secure co-operation of electric
railway managers in putting educa-
tional plans actually to work on the
several properties. The report of last
year's committee outlined the possible .
educational activities clearly, so thai'
the first thing now is to urge the pu;^
ting into practice the suggestions of
that committee.
Each company will be asked to ap-
point a responsible person to "head up"
the local educational activities. Through
these men the committee hopes to be of
assistance to the companies in furnish-
ing suggestions for actual procedure.
It is expected also that the attention
of managers will be drawn to the im-
portance of this work through conven-
tions of the sectional electric railway
associations.
Efforts will also be made this year to
utilize the experience of educational
committees of other organizations.
The committee's plans assumed tan-
gible form during the meeting, but will
not be announced in detail until the
local educational men are appointed,
which should be soon.
The New York meeting was attended
by Edward Dana, general manager
Boston Elevated Railway, chairman;
Dr. Thomas Conway, Jr., Aurora, 111.;
C. B. Fairchild, Philadelphia, Pa.;
M. B. Lambert, East Pittsburgh, Pa.;
C. E. Morgan, Brooklyn, N. Y.; H. H.
Norris, New York, N. Y.; William von
Phul, New York, N. Y., and Thomas
S. Wheelwright, Richmond, Va., mem-
bers of the committee, as well as the
following guests: C. S. Coler, manager
educational department Westinghouse
Electric & Manufacturing Company,
East Pittsburgh, Pa.; Dr. H. E.
Bricker, medical department Philadel-
phia Rapid Transit Company; W. A.
O'Leary, director of vocational educa-
tion State of New Jersey, Trenton,
N. J., and Prof. W. H. Timbie, Massa-
chusetts Institute of Technology.
News of the EJedric Railways
FINANCIAL AND CORPORATE :: TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
Franchise Valid
Higher Court Rules in Favor of Des
Moines Railway — Extensions and
Improvements Expected
The Des Moines City Railway and the
city of Des Moines won a sweeping
victory on Dec. 15 when the Iowa Su-
preme Court held the Des Moines
franchise valid.
The case went to the Supreme Court
upon appeal by the city of Des Moines
and the Des Moines City Railway from
the decision of Judge James C. Hume
of the Polk County District Court, who
held that the franchise election held in
November, 1921, which granted the city
railway a sliding scale service-at-cost-
f ranchise, was illegal. Suit against the
franchise was brought by the North
Des Moines Improvement League with
Grant Van Horn as the principaL
Overwhelming Railway Victory
Not only was the high court's ruling
an overwhelming victory but it has the
further strength of having been con-
curred in by all six justices of the
Supreme Court. The decision was writ-
ten by Truman S. Stevens, chief justice.
The Supreme Court held that the
franchise was not a perpetual nor ex-
clusive grant but that the publication
clause, which was one of the points par-
ticularly aimed at by Van Horn, was
entirely adequate. Justice Stevens
held that the title was not defective on
account of carrying more than one sub-
ject.
According to the ruling Van Horn
held no vested rights in the former
franchise which was abrogated by the
one accepted by the voters in November,
1921. Justice Stevens held that a
vested interest is not a mere privilege
but an actual property right.
PuBuc Approves of Franchise
Validity
The decision has been received with
much approval on the part of citizens
of Des Moines generally, for ever since
the Des Moines City Railway was
granted the higher fare by the new
franchise the city has enjoyed a con-
stantly improving service and there has
been a great deal of improvement on
the physical property. H. W. Byers,
former corporation counsel for the city,
who fought the city railway at every
point during his ten years in office, and
who was the principal attorney for Van
Horn and the North Des Moines Im-
provement League, when interviewed,
said the "opinion seemed to be a sweep-
ing victory for the company."
Daily newspapers have accepted the
decision as a further sign for improve-
ment in conditions here, and even the
daily which has taken an unfavorable
stand all through the franchise proceed-
ings commented editorially in a favor-
able vein.
F. C. Chambers, general manager of
the Des Moines City Railway, is quoted
in the daily papers as seeing decided
improvement in service and plant with
possible new extensions as a result of
the high court's decision. Mr. Cham-
bers calls attention to the fact that the
company will now be able to market its
securities more successfully in order to
permit of the expenditures for im-
provements and extensions.
Mayor Garver has stated that with
the legality of the franchise settled the
city will now be in a position to ask
the company to make the extensions
which are necessary to catch up with
the growth of the city.
The franchise moves have been noted
previously in the Electric Railway
Journal.
Plans for Rehabilitation Fail
The interurban line which until last
March was operated between Cincinnati
and New Richmond, Ohio, under the
name of the Interurban Railway & Ter-
minal Company, will not be rehabili-
tated and restored to service. This an-
nouncement was made by William E.
Harton, president of the Cincinnati &
New Richmond Railway, originally or-
ganized to take over this operation.
Mr. Harton is general manager of the
Cincinnati, Newport & Covington Trac-
tion Company.
Failure of shippers along the route
to support the project is given as the
chief reason for the collapse of the
plan. Persons living along this line
also will be deprived of electricity, as
the new company expected to supply the
vicinity bordering its line with power.
The work of dismantling the old Inter-
urban Railway & Terminal Company
line already has been started. The
tracks will be torn up and all equip-
ment and stock sold or junked. This
work is under the direction of Charles
Leslie, receiver for the company, with
offices in the Second National Bank
Building.
Those interested in the proposed suc-
cessor company said that residents of
New Richmond had enlisted in the proj-
ect. Arrangements had already been
completed whereby the new company
was to take over the municipal electri-
cal generating plant of that village.
The shippers who refused to promise
their business to the new line believed
they could ship by trucks and river at
a lower cost than offered by the trac-
tion company. An arrangement whereby
the New Richmond line would use
the Cincinnati, Georgetowm & Ports-
mouth Traction Company's tracks be-
tween Coney Island and Cincinnati had
been worked out by officials of the new
company.
$95,000 Christmas Bonus
A Christmas bonus of approximately
$95,000 was paid to trainmen by the
Los Angeles (Calif.) Railway Dec. 15.
This is the third annual bonus paid by
the company under the merit system.
Bonus checks were given to 1,976 men.
The bonus is $60 a year at the rate
of $5 per month. When a man's effi-
ciency rating is 100 per cent or better
for a month he is credited with $5,
unless he has been absent on leave
more than the prescribed number of
days.
A new ti'ainman entering the serv-
ice is entitled to participate in the
bonus plan after he has been in the
ser\nce six months. He starts with an
efficiency record card of 100 per cent
and receives merits or demerits, accord-
ing to the type of service he renders.
A clear courtesy record for a month
gives a trainman ten credits or 2 per
cent increase in his efficiency rating;
the same applies to a clear safety
record. Other credits are given for
special acts of efficiency reported by
passengers or supervisors, and a man
may claim credit for acts above the
ordinary line of duty which he reports
himself.
Demerits are recorded for acts of
discourtesy and careless operation,
careless reports, and other miscellane-
ous offenses. Demerits may be offset
by credits, enabling a man to maintain
his record above 100 per cent.
When a trainman's efficiency record
goes below 75 per cent, he automat-
ically dismisses himself. Only three
such cases have been reported in 1922,
and all but thirty of the men participat-
ing in the bonus had records of 100 per
cent or better each month.
Report on Bill in Prospect
Enactment of a public utilities bill,
providing for the regulation of all pub-
lic utilities to be vested in a commis-
sion of the state government, will be
urged by the League of Texas Munic-
ipalities. Action looking to the draft-
ing of such a bill and its enactment
into law were taken last summer at
the annual meeting of the league. At
that time a committee was appointed
to prepare a draft of a bill.
After several meetings this com-
mittee secured the services of Dr. G. C.
Butte of the University of Texas. Dr.
Butte was on leave from the university
to pursue special studies in utility
legislation, and has been busy for three
months preparing the Texas bill.
At a recent meeting of the committee
in Fort Worth, Dr Butte submitted a
report as to what had been done. The
bill, it is said, will be ready for intro-
duction when the Texas Legislature
convenes in January.
December 23, 1922
Electric Railway Journal
987
$8,513,000 Spent in St. Louis in Three Years
Impressive Talk by Manager for United Railways' Receiver — 17,782 Items of
Supplies Bought, 720 from Local St. Louis Firms or Firms with Local
Offices — EUectrical Board of Trade Surprised by Figures
COL. A. T. PERKINS, manager for
receiver United Railways, St. Louis,
Mo., appeared before the Electrical
Board of Trade in St. Louis a few days
ago and gave a succinct account of the
last three and a half years' stewardship
of the property under the receiver. He
told his hearers what the city must
have or should do in connection with a
reorganization, which is expected to
take place early in 1923.
As a manufacturer of street car rides,
said the Colonel, he desired to outline a
few things of interest from a little dif-
ferent point of view — items that form
the background for next year, and in
which the men present were interested
as citizens and manufacturers, and also
as occasional users of street railway
transportation.
After several years of handling the
property, the speaker stated, the man-
agement found to its own great satis-
faction that a majority of the traveling
public is behind it. There is still some
criticism due to misunderstanding, but
the active opposition comes from a few
persons with the mistaken idea that as
in the past it is still popular to attack
a thing because it is big. He deplored
apathy on the part of business men,
who as a whole are not making much
use of trolley facilities, but use other
vehicles except when the weather gets
bad. Then they come to the trolley.
Surprise Expressed at Figures
Expressions of amazement were
heard at some of the tables when
Colonel Perkins launched into the man-
ufacturing feature of his talk by stat-
ing the extent of supplies purchased
by the receiver. He is using 17,782
different items of supplies, according to
a catalog recently completed. Last
year these items were purchased from
720 different firms either manufactur-
ing or having offices in St. Louis and of
these 720 there are 413 enrolled as
members of the Electrical Board of
Trade, 243, or about 60 per cent, rep-
resent firms from which the manage-
ment has been buying electrical sup-
plies in amount more than $600,000.
In touching further upon electrical
matters, the Colonel stated that the
amount of electricity for power and
lighting purchased in the city of St.
Louis this year was 390,000,000 kw.-hr.,
from the main producers, of which
215,000,000 are for lighting purposes.
Of the remaining 175,000,000 the United
Railways uses 47,^ per cent, or almost
half of the entire output for power pur-
poses. The system uses about 30 per
cent of all produced.
Colonel Perkins told what had been
accomplished by the receiver and his
staff in the last three and a half years
by quoting some of the compliments
which were paid to the management
recently by Mayor Kiel at the North
Broadway new station celebration.
While certain persons continue attacks
from political motives, the Colonel com-
mented, they do not represent the pub-
lic. Contrasting conditions in St. Louis
with those in Kansas City, he quoted a
statement from the City Counselor of
Kansas City before the Missouri Public
Sei-vice Commission. The attitude of
the Kansas City official was that an in-
justice would be done the people of that
municipality who use the street cars if
his office insisted upon a reduction of
fares that would seriously impair street
car service. In St. Louis the City Coun-
selor is demanding a reduction from 7
to 5 cents. A lower fare would hurt
service in St. Louis.
Personnel Developed
The Colonel told how the personnel
has been developed under the receiver
along lines somewhat different from
any other he knows of. This personnel
of between 6,000 and 7,000 men is for
the most part trying to give the public
the best service possible with the facili-
ties at hand. During the last three
and a half years about 1,500 motormen
and conductors have been replaced;
about 500 have been discharged, be-
cause they were not doing their work
well. The manager has arranged to
meet the new men every week, talks to
them, soon calls them by name, and es-
tablishes relations that quickly lead to
efficient and courteous service. About
95 per cent of the men are doing good
work. A small percentage of the men
who lose their temper must go. And
those who go cannot come back, Col.
Perkins stated. He then said:
In the last three years, we have re-
constructed 100 miles of track at a cost of
$4,000,000. We have rebuilt 100 old cars
at a cost of $1,000,000. We have built
150 new cars at a cost of about $1,500,000.
Another fifty new cars under way will cost
$513,000. To handle the new equipment It
has been necessary to build other things —
a new station and shops, seven new power
substations, besides spendintr $1,500,000 for
street paving- for the use of the public.
Moreover, United Railways is the largest
taxpayer in Missouri, nearly 1 cent of
every cash fare being paid out foi- taxes.
We really do not get 7 cents for a car
ride, the average being 6.89. Leaving out
firemen and policemen and figuring in the
transfers the average is 4.48 cents per ride.
-Although there was no inorea^e in travel,
records show that in October, 1922, on week
day mornings we operated 1,153 cars as
compared with 1.099 in October of last year,
while in the evenings this year the average
was 1,337 cars as against 1,163 in 1921.
What can be done with the traffic has
become a grave problem. Rerouting has
become imperative. At Eighteenth and
Washington automobile traffic has be-
come so congested it is now impossible
to get all of our cars through and there-
fore Park and Compton cars westbound
are now sent over Fourteenth Street
to Pine and Eighteenth Street. Last
year the receiver put in half a dozen
new curves at a cost of about $4,000
each, and more are needed.
Step by step and year by year the
management is working on the scheme
laid down by the City Plan Commission,
toward rapid transit.
The needs of thg United Railways
will be more serious next year, Colonel
Perkins stated. In this connection he
said:
We are reaching a crisis in the valuation
case before the Missouri Public Service
Commission. Our brief has been filed and
the city's brief probably will be filed in
January. It is a big case and the com-
mission is expected to be fair in deter-
mining the value of a great property em-
bracing 460 miles of lines, 525 miles of
track, 1,530 cars and holdings scattered all
over St. Louis, St. Louis County and St
Charles County. An early decision is hope.l
for. A total of $11,000,000 of securities fall
due in 1923, and at least $4,000,000 i.s
needed for improvements. What are we go-
ing to do to get it?
In answer to his own question.
Colonel Perkins said that in order to
reorganize the property new franchises
are essential. The old grants present a
fearful mixture of different conditions,
rates of taxation, etc. 'And speaking of
taxes, the Colonel remarked that the
management has paid the mill tax faith-
fully. In future franchises the city
should be protected and so should the
people who refinance the property for
public service.
In referring to the 100th birthday
anniversary of the late Erastus Wells,
father of the receiver and St. Louis
pioneer street transportation leader,
and in sketching the history of trans-
portation with which the Colonel has
been connected since 1887, a year before
the first electric line was operated.
Manager Perkins drew the lesson that
the public and its representatives must
look far ahead in developing the street
car service of St. Louis. Besides mak-
ing the 1923 model the best possible, it
behooves the people as a whole to pre-
pare for the future by getting behind
the transportation interests and there-
by bring about a service of quality and
quantity that is essential to the prosper-
ity of the city.
Legislation on Cities' Contribution
to Railway Operation
Among the recommendations which
the Massachusetts Department of Pub-
lic Utilities will make to the Massachu-
setts Legislature next January is one
to the effect that cities and towns shall
be authorized to contribute toward the
cost of street railway operation. It is
provided that the Public Utilities Com-
missioners shall investigate the situa-
tion where one city or town petitions
for authority to make such contribution,
and the commission shall make such
recommendations as it deems shall best
further the interests of the communi-
ties affected. It is proposed that the
cities and towns shall be authorized to
make contributions for the purpose of
securing lower fares and for avoiding
a reduction or discontinuance of service.
The main recommendations to the
1923 Legislature will come later when
the commission reports on a number
of measures that were submitted to it
by the 1922 Legislature relative to
transportation service in Greater Bos-
ton. In connection with its study of
that problem the commission visited
New York and Philadelphia to inquire
into the operation of the street railway
systems in those cities.
988
Electric Railway Journal
Vol. 60, No. 26
New Ordinances Adopted
Regulations EJfective in January One Provide for Identification Card System
Elimination of Bus Competition and Track Abandonments — Result,
Means More Municipal Control
TRACTION line operation in Daven-
port, la., was put back on a per-
manent basis and the legal tangle be-
tween the public utilities and the city
of Davenport unsnarled recently when
the City Council adopted a new set of
ordinances which provides for the adop-
tion of the identification card system of
street railway fares, elimination of jit-
ney bus competition and authorization
for the company to shorten its down-
town loop by abandoning trackage.
The new ordinance will also result in
wiping out numevous court injunctions
under which the street cars operate at
the present time. The general effect of
the Council action is to give the com-
pany considerable relief and provide
for municipal instead of court control.
Eight-Cent Fare with Card Plan
The present 8-cent fare is adopted
by the city. It was fixed by court order
over a year ago following a protracted
legal battle with the former socialist
city administration. The original tem-
porary injunction of May, 1920, put a
7-cent fare into effect and this was
later modified by a court order to pro-
vide for an 8-cent fare.
Entry of the identification card plan
of fare is provided for in a clause which
gives the city authority to put this into
effect at any time following a thirty-
day written notice. Under this plan
the passenger pays 50 cents per month
for a card and 5 cents every time he
rides. It is expected that this plan will
be put in operation after the holidays.
The company is required to submit
a monthly report of the number of pas-
sengers carried and a detailed state-
ment of receipts and expenditures so
that in the event of the revenues show-
ing a material increase the city will
feel justified in lowering the rate.
At present, according to City Attor-
ney Thuenen, the company is earning
less than 1 per cent on its investment,
a figure which he states he has secured
through months of investigation.
Loss OP $1,000,000 Since War
Joe R. Lane, attorney for the com-
pany, stated that the Tri-City Railway
Company of Iowa had lost approxi-
mately $1,000,000 since the beginning
of the war, for he declared that a sur-
plus of $500,000 had been used up and
that at the present time the company
was the same amount on the wrong
side of the ledger.
The identification card system was
submitted to the socialist administra-
tion but was turned down by the so-
cialist majority. As a number of the
present Aldermen have privately de-
clared themselves in favor of the card
plan, it is expected that the plan will
go into effect shortly. The ordinance
also allows the sale of four tokens, each
good for one car ride, for 35 cents.
Licenses for jitney buses are made
from $15 to $35 a year, depending on
the seating capacity of the bus. Jitney
competition was also practically wiped
out by a provision which declares there
shall be no bus lines on streets where
there is a traction line, providing, how-
ever, that where a terminus in the busi-
ness district is established and must
be reached by prohibited streets, buses
may operate on these prohibited streets
for such distances as are necessary to
connect the terminals. Bus routes will
be established later by the Council.
No bus may stop, take on or dis-
charge passengers within any street
intersections on streets on which street
car lines are located except at the op-
posite corner from the one at which
street cars regularly stop.
Both the city attorney and the mem-
bers of the street car committee of the
Council held that direct competition of
the bus lines with the company was un-
fair, although they said that the buses
had a certain value. The ordinance
adopted by the Socialist City Council
in August of 1920 by which jitneys were
allowed to operate has been repealed.
The ordinance also provides that the
buses must operate on a permanent
schedule and outlines the service which
they must give to the public. Inasmuch
as the buses now running parallel to
the Third Street and Rockingham car
lines do not maintain a continuous
service throughout the day, operating
only during the rush periods, it is be-
lieved that the new ordinance will wipe
them out of business.
Jan. 1 is the date of effect of all of
the utility regulation provisions.
Loop Will Be SnoRTENEa)
Another bone of contention betw,een
the old Council and the utilities was
removed when the Council adopted an-
other ordinance which allowed the
shortening of the downtown loop by
eight city blocks. The company is
ordered to remove its track and ties
on Second between Scott and Warren
Streets and on Warren between Second
and Third Streets. It is stated that the
elimination of this waste is essential
to reducing the cost of operating cars.
The company is to lay a new base for
resurfacing of the street in the area
where its tracks are removed.
The ordinances also provide that the
company shall assume the cost of
"devilstrip" paving that portion of the
paving between the tracks where there
is a double track. This agreement will
assess a considerable charge against
the company which the utilities sought
to be freed from.
The present City Council went into
office in last April, following one of the
hottest battles in Davenport municipal
history. The defeated party charged
the successful mayoralty candidate and
his aldermanic colleagues with the ac-
tive support of the car company and
other utilities.
This is the first move toward utility
rate readjustment made since the new
administration came into office, but the
settlement arrived at is the result of
negotiations between city officials and
company representatives extending over
several months.
Albany Car Jumps Track,
Injures Fourteen
Fourteen persons were injured when
a crowded one-man car of the United
Traction Company, Albany, N. Y., split
a switch and jumped the tracks on the
Second Avenue line on Dec. 16 and
coasted down the hill on the sidewalk,
carrying away the stoops of four
houses, knocking down two electric
light poles and traveling an entire
block before its mad career was checked.
This accident is the third of its kind
that has occurred at the same point.
In the summer of 1912 a car going
down Second Avenue left the track in
attempting to make the switch and
crashed into the house at the north-
east corner of Broad Street and Second
Avenue, injuring several persons. As
a result of this accident the switch was
changed to South Pearl Street and
Second Avenue, a block below. About
two years after this a car left the
track at South Pearl Street and Second
Avenue and nosed its way into the
undertaking establishment of J. M.
Foil, where the trolley car finally was
halted in this recent accident.
A. E. Reynolds, general manager of
the United Traction Company, said
that it would be possible for both air
and hand brakes to function and yet
have the car slide backward down the
rails, if they were slippery. He added
that he did not know of any safety
device that could prevent such acci-
dents, provided brakes functioned and
locked the wheels.
In addition to the air brakes, Mr.
Reynolds said all the cars have the hand
brakes in case of emergency.
Company Opens Bank Accounts
for Babies
Announcement has been made at the
offices of the Monongahela Power &
Railway Company, Clarksburg, W. Va.,
that babies born into families of the
employees in the year 1923 would be
presented with a $5 deposit in a handy
bank. The bank book will be mailed to
the happy mother as soon as it is re-
ceived from the bank.
The baby fund is one of the many
features that have been introduced by
the company since Capt. George M.
Alexander of Fairmont has been its
president.
The Employees' Beneficial Associa-
tion, which provides benefits for sick
and injured employees at a very small
cost to the men, and- the annual outings
of the employees held at Parkersburg
and at Clarksburg are other activities
that are proving popular with the
employees of the company.
I
December 23, 1922
Electric Railway Journal
989
Tentative Regulatory Program
Announced
The tentative public service legisla-
tive program of the newly elected
Democratic administration in Newr York
State calls for the creation in the city
of New York, under provisions of its
city charter, of a transit department
to supersede the present state appointed
transit commission and a public utilities
department to take the place of the
jurisdiction of the Public Service Com-
mission over other utilities not regu-
lated by the transit department,
excepting telegraph lines.
To these newly created city depart-
ments will undoubtedly be transferred
the employees now in the Transit Com-
mission and the New York office of the
Public Service Commission. Appointive
power of the heads of the newly created
departments and their compensation will
be vested in the city of New York.
For other cities and municipalities,
it will be made optional whether they
regulate their own public service cor-
porations or accept the regulation im-
posed by the State Public Service Com-
mission, which is to be continued.
The public service commissions law
itself, of course, will be amended,
stripping the commission of certain
powers and duties in relation to the
city of New York and other municipal-
ities where such powers and duties are
exercised by local commissions or de-
partments of municipal government and
that part of the public service com-
missions law relating to the Transit
Commission will be repealed, as its pro-
visions will, for the most part, be
written into New York City's charter.
Order Prevents City Interference
A temporary restraining order pre-
venting the city of Milwaukee from
interfering in any way with one-man
car service on three of the city lines
of the Milwaukee Electric Railway &
Light Company, Milwaukee, Wis., was
recently issued by Judge Schinz of the
Circuit Court. The city claimed that
one-man car operation was in violation
of a 1914 ordinance requiring that
every street car must be operated by
a crew of at least two men. A warrant
was recently sworn out charging a vio-
lation of this ordinance by the company.
On the other hand the company claimed
that it has been operating one-man car
service with the permission of the
Wisconsin Railroad Commission and
that the city has no power to legislate
over the matter. It therefore asked
for a temporary restraining order and
later to have the order made pennanent.
City Responds to Railway Offer
The city of Kitchener, Ont., will offer
the Waterloo-Wellington Railway,
which operates between Kitchener and
Bridgeport, $25,000 for its track, rolling
stock and carhouse. The franchise ex-
pires in February and the company has
asked the city either to grant a thirty-
five-year franchise or to purchase the
road.
The City Council will submit a by-
law to ratepayers to provide $70,000,
of which $25,000 will be for the pur-
chase of the assets of the road and
the balance for equipment and opera-
tion in conjunction with the Kitchener
& Waterloo Street Railway. W. H.
Breithaupt, president of the road, wants
$40,000 for the railway, but the city
will only offer $25,000.
Buses to Be Tried in Toledo
The City Council of Toledo, Ohio, on
recommendation of Street Railway
Commissioner Wilfred E. Cann has
authorized the Community Traction
Company, to increase its capital by
issuing $30,000 of preferred stock to
provide funds to purchase four motor
buses and provide housing facilities for
them, the buses to be used in a service
to be added to the Oak Street Railway
line. The commissioner plans to pur-
chase Garford equipment, each bus to
have a seating capacity of twenty-five
passengers.
Alleged Discrimination Stopped
The New York Central Railroad has
decided to place the Northwestern
Ohio Railway & Power Company on a
parity with steam roads at Toledo,
Ohio.
The railroad in the past has main-
tained a reciprocal switching tariff
applicable between its tracks in Toledo,
Ohio, and those of other steam rail-
roads within the Toledo switching lim-
its. The New York Central absolutely
refused to consider switching between
electric lines and its tracks on any
other basis excepting as from an indus-
try, the rate in which case was several
times higher than that shown in its
reciprocal switching tariff.
Immediately after the close of the
Federal Railroad Administration the
Northwestern Ohio Railway & Power
Company filed an informal complaint
covering this alleged discrimination
with the Interstate Commerce Commis-
sion.
The conclusion to place the roads on
a parity was based on the amount of
business offered for interchange at that
point and the equipment owned and
operated was such as to make it im-
pos.sible to classify same as an industry.
Mitten — A Hotel Promotor
Thomas E. Mitten, Philadelphia,
chairman of the board of directors of
the International Railway, Buffalo,
N. Y., has subscribed to $10,000 of
stock in the new $1,000,000 hotel which
will be erected in Niagara Falls. The
subscription was made on behalf of the
International Railway because of the
fair treatment accorded the company
by the city during the recent railway
strike, Mr. Mitten explained. The
United Hotels Company will manage
the structure. The fund for the erec-
tion of the building is being raised by
the sale of stock. The Chamber of
Commerce and the Niagara County
Merchants' Association are co-operating.
Investigation On in Buffalo
Two secret indictments have been re-
turned by the Federal Grand Jury in
Buffalo in connection with the govern-
ment investigation into the dynamiting
of a high-speed train on the Buffalo-
Niagara Falls interurban division of
the International Railway last August.
Colonel William J. Donovan, United
States attorney for the western dis-
trict of New York, who is in charge of
the investigation being made by the
United States department of justice,
says the investigation has not yet been
completed. Clarence F. Conroy, busi-
ness agent of the Amalgamated in
charge of the strike, was a witness
before the Federal Grand Jury for
forty minutes.
Whether or not the government in-
vestigation involves striking street car
men and officers of the union has not
been revealed by those in charge of the
inquiry. Four men already are under
arrest charged with the illegal posses-
sion of dynamite. One is Robert C.
Lacey, former president of the Central
Labor Council and state senator-elect
from an East Side district. Lacey now
is out under $5,000 bail. The Inter-
national Railway Company has offered
a cash reward of $100,000 for informa-
tion leading to the arrest and convic-
tion of those responsible for the dy-
namite outrages since the outset of the
strike.
$195,000 for Power Betterments
A definite statement as to the pur-
poses of the Minneapolis (Minn.) Street
Railway has been made to the commit-
tee on street railways of the local Coun-
cil by Vice President T. Julian McGill
as to 1923 work. The program outlined
will include $195,000 to be put into bet-
terments of the power house, improve-
ments of substations, reconstruction of
rolling stock and cable work above and
below ground. This leaves out of the
renewal fund $500,000 for track exten-
sions and paving between tracks. Of
these extensions have been ordered
as follows: Connection between the
Twenty-fifth Street line and the Thirty-
sixth Avenue line, five blocks, and exten-
sion of the latter line, to cost $170,000;
extension of Monroe Street line, $17,-
000; Grand Avenue line, $43,900; Bloom-
ington Avenue line, $54,500.
The proposed construction of several
hundred light-weight cars, already an-
nounced, and the completion of other
work will mean an expenditure of about
$4,000,000, to cover which the company
expects a market for its bonds after
the rate decision is made by the State
Railroad & Warehouse Commission.
The addition of these cars depends,
however, on the company getting ad-
ditional funds.
An attempt of some of the Aldermen
in attendance at the meeting to inter-
rupt Mr. McGill was squelched when,
in response to a statement by one of
these Aldermen, Mr. McGill said that
since April 1 no one had been dis-
charged who had worked for the com-
pany two years or more.
990
Electric Railway Journal
Vol. 60, No. 26
Salary Expenditures Explained
James Couzens of Detroit recently
addressed the annual dinner meeting
of the Citizens' league at Grand Rapids.
In the course of his remarks he called
attention to a number of expense items
that indicated an inflated overhead
which he claimed bore the greater part
of the responsibility for the high rates
of fare in the operation of the Detroit
street railway system. According to
one of the Grand Rapids papers, Sen-
ator Couzens, then Mayor of Detroit,
aroused the resentment of local city and
street railway officials by suggesting
that the city might find a remedy for
the higher fare by investigating similar
items.
In view of this circumstance City
Manager Fred H. Locke, in co-operation
with Louis J. DeLamarter, general
manager of the Grand Rapids Railway,
has made a study of many of these
items as they apply to the Grand Rapids
Railway Company and will publish a
continuing report covering these factors
as they apply to local charges.
The first of the series, signed by
Mr. Locke, follows:
There appears to be some misunderstand-
ing or suspicion in the minds of some citi-
zens relative to the financial affairs of the
railway, and Inasmuch as the operation of
this company has to a considerable extent
been placed under the control of the city
manager, I will from time to time endeavor
to give an account of the conditions as they
3.Ct.UQ.llv 6XiSt
It has been related that the officials of
certain street railway companies through
high salaried officers have been milking the
companies — that is. that they have taken
in this manner from the stockholders and
car riders the benefit of the earnings of said
companies.
It is reported and it is well known that
in some cities large salaries have been and
are being paid to the officials of public
utilities including street railways.
It has been hinted from certain quarters
and by a few local citizens that such may
be the condition existing here ; in other
words, that some of the officials and direo-
tot-s are drawing large salaries at the ex-
pense of the car riders.
Under the terms of the franchise all
operating and other expenses are subject
to the approval of the city commission.
As the city has full access to the books
of the street railway company, the facts
can be and have been ascertained and veri-
fied by an expert accountant for the city.
The total of salaries paid by the local
railway to Its officials is as follows: Presi-
dent (in New York), vice-president and
general manager, secretary and treasurer,
assistant secretary and treasurer (in New
York), comptroller. $18,200.
The members of the board of directors
receive $10 each for each meeting attended.
It can be easily seen that the oflficials of
the local street railway are not being over-
paid, nor is Wall Street getting a rake-off
through the payment of exorbitant salaries.
Action Delayed in Holly-
wood Case
It is estimated that it will be at least
eighty days before the citizens of Holly-
wood, Calif., may expect any action of
the California State Supreme Court on
the matter of appeal made by the
citizens to the courts for a decision of
whether or not the city of Los Angeles
or the State Railroad Commission has
the power to order the Los Angeles
Railway Corporation to extend its lines
into Hollywood. It has been proposed
that the West Sixth Street, the Ver-
mont Avenue, the Heliotrope and the
Temple Street lines be extended.
The Hollywood Chamber of Commerce
recently petitioned the State Railroad
Commission to order the Los Angeles
Railway Corporation to extend its lines
to Hollywood, as now served exclusively
by the Pacific Electric local lines, but the
state body stated that it was not cer-
tain of its authority to issue such order
on the railway company, and the city
of Los Angeles takes the same attitude
under the terms of the existing city
charter. Therefore, the matter was
appealed to the Supreme Court for
decision. Upon receiving the petition
the court has requested the Hollywood
Chamber of Commerce within thirty
days from Dec. 6 to file briefs, the com-
mission being given thirty days to
answer and the Hollywood Chamber of
Commerce twenty days to file another
answer. The Supreme Court will then
consider the case.
Pamphlet Tells Four Years Story. —
The Boston (Mass.) Elevated Railway
has issued in pamphlet form the statis-
tics on the four years' results under
public operation. These figures were
published in the Electric Railway Jour-
nal, issue of Aug. 5.
Trolley Service Started. — Railway
service was recently established be-
tween Groton and New London by the
Groton & Stonington Street Railway,
Norwich, Conn. The line extends over
the new Thames River bridge and opens
up a service long desired.
Good Slogan Wins Prize. — ^"Any acci-
dent may be fatal" is the new slogan
of the Boston (Mass.) Elevated Rail-
way. The author of the phrase, now
officially adopted, was awarded a $10
prize in a contest for employees, re-
cently held by the company and in
which a large number of men submiitted
suggestions.
Power Contract Approved. — The New
Brunswick Government has approved a
contract between the Provincial Elec-
trical Power Commission and the city
of St. John for the delivery of hydro
power to the city from the Musquash
plant. The signature of Lieutenant-
Governor P^igsley has not yet been af-
fixed to the contract.
Safety Week Saves Forty-seven. —
The Safety Institute of America has
issued its safety week bulletin, which
gives the result of that important week
in New York City, namely Oct. 8-14.
There were only twenty-three deaths
due to accidents compared with seventy
for the same week in 1921. In other
words, forty-seven lives were spared.
Arbitration Will Decide. — Arbitrators
will be chosen to settle the differences
existing between the Charleston (S.
C.) Consolidated Railway & Lighting
Company, and its employees. The con-
tracting parties have been unable to
reach an agreement with respect to
working conditions and wages for 1923.
New Slogan in Fort Wayne* — The
Indiana Service Corporation, Fort
Wayne, Ind., has adopted an interesting
slogan which is being used in all the
company's advertising, in all of its
literature and on all of its letterheads,
billheads, envelopes, etc. This slogan
is, "Service Is Our Middle Name."
Will Consider Wage Cut Appeal. —
Trustees of the Boston (Mass.) Ele-
vated Railway are expected to con-
sider the appeal of the carmen's union
for a postponement of the wage reduc-
tion scheduled for Jan. 1. The present
arrangement was the result of a joint
conference held last May, but accord-
ing to the union's petition, costs of liv-
ing have advanced to such an extent
that the 2 cents an hour cut would work
a hardship on the men. Operators of
one-man cars now receive 73 cents an
hour and the blue uniformed men 63
cents an hour.
Ordinance Demands "Stop" Lights. —
An ordinance requiring the Cincinnati
(Ohio) Traction Company to equip its
cars with automatic rear stop lights
has been introduced in the City Council
by Councilman Otto K. Francis. The
measure has been referred to the com-
mittee on street railways, which has
scheduled it for a public hearing. By
the terms of the proposed law the trac-
tion company is forced to equip half of
its cars with rear lights within six
months and all its cars with lights
within a year. A provision of the
ordinance demands that traction cars
be operated with automatic stop lights.
Statistics on the First Pasenger Rail-
road.—An account of the bulletin for
posting in cars and in other places,
issued by the Georgia Railway & Power
Company, Atlanta, Ga., called "The
Empire State," has been published in
previous issues of Uhis paper. The
issue of "The Empire State" for Dec.
11 brings out an interesting fact in
regard to the first passenger railroad.
The bulletin reads: "The first passenger
railroad in the world ran from Augusta,
Ga., to Charleston, S. C. The first trip
was made in Januai-y, 1831. Now
Georgia has 7,318 miles of railroad
track, affording a network intercom-
munication and abundant outlets to the
markets of the world. It is great to be
a Georgian."
Speaks on Mitten Plan. — Dr. A. A.
Mitten supervisor of industrial rela-
tions of the Philadelphia (Pa.) Rapid
Transit Company was the speaker at
the December meeting of the Industrial
Relations Association of Buffalo. His
address confined itself largely to the
Mitten plan of collective bargaining,
but he did touch upon the traction situa-
tion in Buffalo. He declared that the
International Railway is now employing
more men in the operation of cars than
before the strike. Dr. Mitten was de-
tailed to special service in Buffalo dur-
ing the early months of the strike on
the local and interurban lines of the
International Railway. He was in
charge of the health of the men held
in carhouse camps and also in the sani-
tation of the camps.
December 23, 1922
Electric Railway Journal
991
I.C.C. Act Interpretation
Electric Railways Oppose Steam Rail-
road Purchase Proposal from Cali-
fornia at Washington Hearing
The Interstate Commerce Commission
is expected soon to render its decision
regarding the application of the West
em Pacific Railroad for authority t»
acquire control of the Sacramento
Northern Railroad, an electric system.
In the determination of this case is in-
volved a question of vsridespread inter-
est to electric railroads in having de-
cided the authority of the Interstate
Commerce Commission over issuance of
securities by interpretation of Para-
graph I of Section 20a of the interstate
commerce act.
The act, in this section, excepts from
the authority of the Interstate Com-
merce Commission "a street, suburban,
interurban electric railway which is not
operated as a part of a general steam
railroad of transportation." It is in
the interpretation of these words that
the greatest interest in the pending
case rests.
Division Four of the Interstate Com-
merce Commission some time ago heard
some of the questions bearing on this
case and rendered a majority decision
declaring, in effect, that the Sacra-
mento Northern Railroad is not an in-
terurban electric railroad, but probably
an ordinary railroad operated by elec-
tricity, and therefore not excepted
from the provisions of the law requir-
ing an application to the Interstate
Commerce Commission for permission
to issue securities. Even if this were
not so at present. Division Pour held,
acquisition of the Sacramento road by
the Western Pacific would make it part
of a steam railroad system. From this
decision, an appeal was taken to the
full commission.
At the hearing before the full com-
mission, held on Dec. 6, four arguments
were advanced in onposition to the de-
cision of Division Four in interpreting
the interstate commerce act, while one
attorney appeared with notice that he
desired to file a brief against the pro-
posed merger on the basis of public in-
terest if the division's decision were to
be reversed. In opposition to the idea
of including interurbans of the charac-
ter of the Sacramento Northern within
the securities-supervision jurisdiction
of the Interstate Commerce Commis-
sion there appeared Carl Taylor of
New York, representing the Western
Pacific Railroad ; Ben B. Cain, Washing-
ton, representing the American Short
Line Railroad Association; Charles L.
Henry. Washington, chairman of the
committee on national relations of the
American Electric Railway Associa-
tion, and Frank Karr of Los Angeles,
representing the California Electric
Railway Association. Charles Warren,
'"''"Rhington, appeared as representative
of Miles Standish, a minority stock-
holder of the Sacramento Northern
Railroad, who opposes the transfer to
the Western Pacific. Mr. Warren filed
a brief, but made no argument on the
point at immediate issue, although ex-
pressing approval of the finding of
Division Four.
Arguments in favor of overturning
the division's decision and against in-
cluding electric lines within the com-
mission's jurisdiction to supervise se-
curity issues were that Congress
worded the act because parts of gen-
eral steam railroad systems were elec-
trified and that it was clearly intended
to except interurbans, regardless of
whether they handle freight or only
passengers. It was shown that there is
a difference between "control" and
"operate" and that while, if the trans-
fer takes place, the Sacramento North-
ern will be "controlled" by the Western
Pacific, it will not be "operated" by
that steam road. The Sacramento
Northern does handle freight, but in its
other activities is distinctly unlike a
steam road.
This case arises because of an offer
by the Western Pacific to acquire con-
trol of the Sacramento Northern. It
was proposed that the Western Pacific
issue $4,180,000 of bonds so that its
holding company, the Western Pacific
Railroad Corporation, might consum-
mate the deal. Permission for this is-
sue was granted by the Interstate Com-
merce Commisison in May, 1921, but
without passing on the question of the
right to acquire the Sacramento North-
ern and with the proviso that further
application for such use of the pro-
ceeds must be made. It is proposed
also that a holding corporation be cre-
ated for the Sacramento Northern, be-
cause not all of its stocks and bonds
can be purchased, all the stock in the
holding company to be acquired by the
Western Pacific Railroad Company as
security for issues of securities. The
California Railroad Commission has
approved the application.
Part of North Shore Property Sold
The property of the New York &
North Shore Traction Company, Roslyn,
N. Y., outside of the limits of the city of
New York, comprising tracks, power
plant, cars and other appurtenances, has
been sold to David Ziskind & Company,
Lowell, Mass., for $125,000, subject to
claims against the company for taxes.
The purchaser has started dismantle-
ment. On the part of the property
within the city there remains a question
to be settled — whether the claims of
the city against the company come
ahead of those of the bondholders. The
receivers, Messrs. Allen and Moran, will
remain in charge until the last of the
matters in connection -with the dissolu-
tion has been settled.
Reorganization Effected
West Virginia Property, in Receivership
Since 1916, Has New OflScers
and Directors
New officers and new directors were
named for the Morgantown & Wheeling
Railway, Morgantown, W. Va., and the
control of the road passed out of the
hands of those who have held it since
1916 to a new faction which gained
control of the majority of the stock at
recent meetings of the stockholders,
new directors and officers.
A resolution was passed by the stock-
holders to have the property and assets
of the company returned to the stock-
holders. R. Hugh Jarvis was named
vice-president of the company and stat-
utory attorney.
Former Gov. W. E. Glasscock was
named chairman of the meeting, with
R. H. Jarvis secretary. A committee
was named to examine the proxies and
the number of shares represented and
when those formalities had been dis-
posed of the regular business was
taken up.
The directors chosen were J. V.
Thompson, Andrew A. Thompson, John
R. Thompson, Uniontown; John F. Phil-
lips, W. H. Conaway, Rolfe M. Hite of
Fairmont and R. H. Jarvis, Frank P.
Weaver and G. P. Russell of Morgan-
town.
The board of directors at a sub-
sequent meeting named Josiah V.
Thompson president, R. H. Jarvis vice-
president and W. H. Conaway secretary
and treasurer.
The railroad went into the hands of
the receiver in 1916 following the in-
stitution of a suit by David E. Lemley
and others. William E. Glasscock was
the first receiver appointed by the
court, followed by Raymond E. Kerr,
a;id recently by Samuel Pursglove, the
present incumbent.
The last record of a stockholders'
meeting is that of Jan. 8, 1916, accord-
ing to the vice-president.
The affairs of the railroad have been
in confusion the past six years and suit
after suit has been entered which has
kept the case prominent in the court
since that time. Large sums have been
expended in court costs and attorneys'
fees in that time and little if anything
has been done to reduce the indebted-
ness of the road.
Early in the present year Samuel
Pursglove, the present receiver, pur-
chased for $162,500 bonds of the rail-
road of a par value of $325,000, with all
the interest coupons attached that were
held by the County Court. He is also
said to have bought up practically all
the other outstanding bonds at approxi-
mately the same rate and then asked
the court, as the biggest creditor of the
road, to be appointed receiver in place
of Raymond E. Kerr, the incumbent at
that time.
This marked the renewed activity in
the affairs of the Morgantown & Wheel-
ing which culminated in the reorganiza-
tion meeting. The matter has been in
progress since last Anril.
992
Electric Railway Journal
Vol. 60, No. 26
Details of Michigan United Reorganization
Outstanding Security Issues to Be Scaled Down Within Limits of Company's
Earning Power — Earnings for First Ten Months This Year Suffi-
cient to Pay New Bond Interest 1.55 Times
urban lines connecting the cities men-
tioned, and also the interurbans from
Lansing to St. Johns and Pine Lake
and from Lansing to Owosso and Cor-
runna; a total of 258 miles measured
as single track. Passenger terminal sta-
tions are located in the main business
sections of each city served. Through
passenger service between these cities
and Detroit is maintained over the lines
of the Detroit United Railway from the
city of Jackson, and direct connection
with Grand Rapids is made through
arrangements with the Michigan Rail-
road. Two hundred and seventy-eight
cars are in operation.
The cities served by the company
have shown steady and substantial
growth, but the general depression
which followed the period of war infla-
tion was reflected in a marked degree in
this industrial district. During the war
years and for some time thereafter, all
operating costs rose rapidly and to
extreme levels. Further, with the de-
velopment of good roads through cen-
tral Michigan, the company has felt
increasingly the competition of the un-
regulated jitney, the motor bus and the
motor truck, as well as the diversion of
a portion of its passenger business to
the privately operated motor car.
A table of the earnings of the entire
property and the bond interest charges
against the same for the years 1912 to
1921, inclusive, and for ten months of
1922, follows:
G. R. Cottrelle, chairman of the
bondholders' protective committee, on
Dec. 15 announced details of the reor-
ganization plan of the Michigan United
Railways, of which John F. Collins, the
general manager, has just been made
receiver. The statement outlining the
plan was addressed to the depositors of
the first and refunding mortgage bonds
of the company under the bondholders'
protective agreement, dated Nov. 8,
1921.
The plan provides for the formation
of a new company, which will take
over the property and assets of the old
corporation. It will have an issue of
first and refunding mortgage bonds to
be known as Series A, of which $5,190,-
500 will be issued in exchange to de-
positors of the first and refunding
mortgage 5s of the present company,
and $1,800,000 will be given in ex-
change for the bonds of the Jackson &
Battle Creek Traction Company.
The new concern will also have an
issue of preferred stock, of which
$6,000,000 will be given to depositors
of the first and refunding 5s of the
present company, while 100,000 shares
of no par common will be issued in ex-
change for securities of the old com-
pany and for other purposes of reor-
ganization.
Holders of the $10,381,000 old first
and refunding 5s of the Michigan
United Railways will receive 50 per
cent of their face value in new twenty-
five-year first refunding 5s and 50 per
cent in new preferred stock. Holders
of Jackson & Battle Creek first 5s and
Jackson Consolidated Traction first 5s
are to get 100 per cent face value 'of
their holdings in the new bonds. Hold-
ers of the $703,800 debentures will re-
ceive one share of new common stock
for each $100 face value of their hold-
ings and the right to subscribe to the
new bonds at 85. Those availing them-
selves of this privilege will receive one
share of common stock in respect of
each $50 subscribed and the further
privilege of subscribing to additional
common stock at $4 a share.
Present preferred shareholders are
to get one-half share of common for
each share of old preferred and the
privilege of subscribing for bonds at 85
on the same basis as debenture holders
with the additional privilege of a second
subscription to common at $4 a share.
Common stockholders are to be given
one-fifteenth of one share of new com-
mon for each share of old with subscrip-
tion privileges similar to those of the
preferred shareholders.
Subscription privileges under the
plan expire on March 1, 1923, and time
for deposit of stocks and bonds expires
on Feb. 1, 1923.
The Michigan United Railways owns
and operates the city street railway
system in Kalamazoo, Battle Creek,
Jackson and Lansing, Mich., the inter-
Mortgage
Bond
Gross
Operating
Operating
\ear
Earnines
Expenses*
Income
Interest
1912
$1,649,570
$1,025,027
$624,542
$519,900
1913
1,826,355
1,095.861
730,493
519,900
1914
1,801,696
1,069,263
732,433
527,095
1913
1.777,514
1,080,887
696,627
602,852
1916
2,067,591
1,269,550
798,041
621,969
1917
2,274,757
1,479,921
794,835
620,015
1918
2.320,737
1,751,416
569,321
622,399
1919
2,841.336
2,000,460
840.875
618,630
1920
3,160,152
2,576,600
583,652
620,595
1921
1 0 nios
1922
2,846,230
2,392,576
453,653
622,419
2,268,102
1,804,049
464,052
516,113
* Includes taxes,
rentals, current maintenance and
repairs
but not depreeiation.
These figures show that the net earn-
ings of the company, without provision
being made for depreciation, are not
sufficient to carry interest charges. As
the reorganization committee points
out, this fact, standing alone, shows the
necessity of a reorganization of the
property and a readjustment of its
fixed charges. In addition to this,
however, $1,200,000 face amount of 5
per cent bonds secured by a prior lien
mortgage on the interurban division
between Battle Creek and Jackson will
become due on Jan. 1, 1923. The com-
pany is without funds to pay these
bonds, and no securities are available
with which the bonds can be refunded
or which can be sold in the market for
a price to produce the necessary
amount. Furthermore, all bonds which
may be issued for major extensions,
betterments and improvements have
been so issued. The company, there-
fore, is without means to finance ex-
tensions and improvements necessary
to maintain its present business and
develop the property in the future.
The company is also in need of a sub-
stantial amount of additional cash with
which to purchase the equipment pres-
ently operated under lease with option
to purchase, and to carry on its busi-
ness.
For these reasons the committee was
forced to the conclusion that a reorgani-
zation is absolutely necessary and that
a plan of reorganization must be de-
vised and executed which in addition to
yielding to bondholders the maximum
advantage and protection possible,
should also place the reorganized com-
pany in a position to meet the require-
ments to which reference has been
made. The committee believes that the
plan now presented does meet these
conditions. Under this plan the interest
charges against the property will be
reduced to an amount which the earn-
ings of the company should be sufficient
Xo pay when due. For the twelve
months periods ended Oct. 31, 1921
and 1922, the earnings of the property
applicable to the reduced bond interest
charges were as follows:
1921 1922
Gross earnings $2,905,777 $2,736,520
Operating expenses* 2.439,658 2,152,312
Operating income applicable
tointerest $466,119 $584,208
Annual interest charges on
$7,780,500 of mortgage
bonded debt of the new
company at 5 per cent.... 389,025
Balance $195,183
* Including taxes, current maintenance'and repairs,
but not depreciation, or rentals un equipment now
eased but proposed to be acquired in reorganization.
During the first ten months of the
current calendar year the net earnings
applicable to interest amounted to
$500,733, as against the proposed mort-
gage bond interest charges for like
period of $324,187, or 1.65 times mort-
gage bond interest requirements.
Under the terms of the new mort-
gage additional bonds are made avail-
able to the new company for financing
necessary betterments, extensions and
improvements. New money presently
required by the new company will be
supplied principally through the sale
of $600,000 new bonds at 85 and accrued
interest.
In a statement which he issued at
Jackson Mr. Collins, the receiver, said
in part:
It is my intention to give service, same as
heretofore, in the territory that I am act-
ing as receiver for, providing the earnings
will warrant the expenditure of operation
in the future.
When the Saginaw-Bay City Railway
Went into receivership, and later Into bank-
ruptcy, the receiver appointed ceased serv-
ice, owing to the fact that the earnings did
not warrant its continued operation.
It is to be hoped that the lines of the
Michigan United Railway will be patron-
ized by the traveling public to provide suf-
ficient funds to warrant operation, and that
service can be continued.
A great many street railroads throughout
the United States are now in the hands of
a receiver, this being brought about by the
high cost of labor and material, as well as
the development of automobiles, which have
deprived the railways of a large amount of
their previous earnings. Truclcs and motor
December 23, 1922
Electric Railway Journal
993
buses being furnished free use of the high-
ways by the taxpayer, handle a certain
proportion of the freight and pass,nger
business which heretofore went to tlie elec-
tric lines, as well as to the steam lines.
The receivership does not include
the Michigan Railroad, which operates
three interurban divisions between the
following points: From Battle Creek
to Allegan, Kalamazoo to Grand Rap-
ids, Grand Rapids to Holland and
Saugatuck, and from Bay City to Flint,
which latter interurban division oper-
ates through cars to Detroit. J. F. Col-
lins is vice-president and general man-
ager of these three interurban divisions
of the Michigan Railroad.
»
Second Year Under Service-
at-Cost More Successful
The New York State Railways in its
second year of operation under service-
at-cost in Rochester, fell short of reach-
ing a full 6 per cent return by $94,000.
This is the amount of return guaran-
teed to the company by the contract on
the valuation of its property fixed at
$19,298,602. The second annual report
of Charles R. Barnes, city commissioner
of railways, for the year ended July 31,
1922, submitted recently to the City
Council, shows that the deficit for the
second year is $38,999 less than it was
a year ago. The total deficit is now
$227,000. The report states that the
lower deficit for the second year is en-
couraging in view of the promise it
gives for a reduction in fare.
Total revenues amounted to $5,105,-
650, according to the report, while costs
are shown to total $5,199,651.
The company received $1,156,098 as
its return on its investment in Roches-
ter. Under terms of the service-at-cost
contract, the company gets a sliding
scale of return each month on its total
investment based upon the rate of fare.
At a 7-cent fare rate, the company gets
a return of 6 per cent. The base valu-
ation as of July 31 was $19,298,602.
Operating expenses of the company
totaled $3,725,000; taxes, $306,000.
Total passengers carried numbered
98,976,000 and transfer passengers
23,731,000.
During the year $240,267 was put
aside in the renewal and depreciation
fund. Under the contract 2 per cent of
the base value is charged off to this
item. Last year $145,833 was so put
aside. Of this total, $386,100, there
remains $182,532 still on hand. Under
the fund account, also, there is $135,144
on hand, the total cash on hand in
various funds exceeding the present
total deficit for the two years of opera-
tion under the service-at-cost plan. It
is this fact which proves most satisfac-
tory to city authorities, and gives rise
to the hope that a reduction in fare
soon may be realized.
Mr. Barnes tells about the studies of
car service and the improvements made
resulting in regularity of car move-
ment.
According to the report accidents
were greatly reduced. The number for
the first year under the service-at-cost
plan was 5,733 against 5,355 for the
second year.
Operation Under Reorganization
in Prospect
A final step in the negotiations look-
ing toward a reorganization of the
Atlantic Shore Railway, Sanford, Me.,
will be the decree in the United States
District Court foreclosing several
mortgages on the property.
Agreements have been made between
all parties holding mortgages and the
bondholders as well, to accept, after
surrendering their securities, a propor-
tional part of a new issue and to start
a new operation of this railroad system
with some prospect of success. Almost
nine months ago efforts were started
to accomplish this result and many con-
ferences and short hearings have been
held.
In order to salvage all that was pos-
sible for these investors, to give assur-
ance of continuing the road as a going
concern, it was essential that a single
agreement be reached. That was done
recently and decrees were drafted and
submitted to Judge Peters, now busily
occupied in the civil case on trial in
the District Court.
Railway January Maturities
Total $7,997,000
In the public utility field corporate
maturities for January total $34,259,-
600, according to the Wall Street Jour-
nal. Many small amounts are included
in this figure. The bonds of the elec-
tric railway companies which will be
realized in January, 1923, amount to
$7,997,000 and are listed herewith:
Jan. 1 Ohio Traction notes. 7 $1,878,000
Jan. 1 JLal<e Shore Electric
Hallway cons 5 1,630,000
Jan. 1 Jackson & Battle
Creek Traction 1st.. 5 1,200,000
Jan. 1 West End Street
Railway 1st 4i 700,000
Jan. 1 Charleston City Rail-
way 1st 5 680,000
Jan. 1 Miliord & Uxbridge
Street Railway 1st.. 5 335,000
Jan. 1 Eastern Mass. Street
Railway ref 6 300,000
Jan. 1 Jamestown Street
Railway 1st 6 300,000
Jan. 1 Jersey City & Ber-
gen Railroad 1st. .. . 41 258,000
Jan. 1 Interurban Railway
deb 6 250,000
Jan. 1 Webster, Monessen,
Belle Vernon & Fay-
ette City Street Rail-
way 6 250,000
Jan. 1 Oskaloosa Traction &
Light 1st 5 216,000
January total $7,997,000
Securities Sold at Auction
Electric railway securities sold by
Adrian H. Muller & Company on Dec. 6
at the Public Auction Room, 14 Vesey
Street, New York, were as follows:
$25,000 Oakland Railways Co. collateral
trust 6% bonds, 1913, certiftcate of de-
posit ; per cent 451
$2,000 Milford & Uxbridge Street Ry. first
mortgage 5s extended to 7% bonds, 1923 ;
per cent 58
$6,000 Columbus & Ninth Avenue R.R. first
mortgage 5% bonds. 1933, certificates of
deposit ; per cent 14
$7,000 Columbus & Ninth Avenue R.R. first
mortgage 5% bonds, 1933, certificates of
deposit ; per cent 15
$30,000 28th and 29th Street Railroad Com-
pany first mortgage 5% stamped bonds
certificates of deposit ; lot $20
$28,000 Chicago Elevated Ry. Co. 6 per cent
deb. bonds, 1924, with coupon attached ;
per cent 14
1.000 shares Chicago City and Connecting
Ry. Co. collateral trust participating pre-
ferred certificates ; per share $3.50
Northern Ohio Bonds Offered. — The
National City Company, New York,
N. Y., is offering an issue of $1,000,000
general and refunding mortgage 6 per
cent bonds. Series A, of the Northern
Ohio Traction & Light Company, Akron,
Ohio, due in 1947, at a price of 94 and
accrued interest, to yield 61 per cent.
Authorized Issue of Preferred In-
creased.— The directors of the Stand-
ard Gas & Electric Company, Chicago,
111., have authorized the issue of
$2,460,000 new 8 per cent cumulative
preferred stock of $50 par value to take
care of various conversion privileges of
the company's funded debt and to pro-
vide capital for increased business.
Stockholders rights to subscribe will
expire Jan. 31, 1923.
Holding Company Preferred Offered.
— Bonbright & Company, New York,
N. Y., head a syndicate which is offer-
ing an additional $5,000,000 of 6 per
cent cumulative preferred stock of the
Electric Bond & Share Company. The
offering price is 97 and accrued divi-
dends, from Nov. 1, 1922, to yield about
6.20 per cent. The proceeds will be
used to expand the business of the com-
pany and for general corporate pur-
poses. Upon completion of the sale
the company will have outstanding
$16,200,000 preferred stock of an au-
thorized issue of $20,000,000.
Venner Verdict Affirmed. — The Ap-
pellate Division of the Supreme Court
in the matter of Clarence H. Venner
against the Interborough Rapid Transit
Company, New York, N. Y., has affirmed
the judgment of Justice Davis of the
special term of Supreme Court in sub-
stance granting to Mr. Venner a judg-
ment against the defendant for $25,000
with interest at 7 per cent, from Sept.
1, 1921. The plaintiff was owner of
twenty-five promissory notes of $1,000
each carrying 7 per cent interest, issued
by the defendant as part of $33,400,000
of notes, dated Sept. 1, 1918, due Sept.
1, 1921.
Change in Stock Provisions Approved.
— The stockholders of the Public Service
Corporation of New Jersey, Newark,
N. J., have approved the change in the
charter dividing the authorized $50,000,-
000 preferred stock into two classes —
one of 250,000 shares, 8 per cent cumu-
lative preferred, and the other of
250,000 shares, 7 per cent cumulative
preferred. This change is in accordance
with the recommendation of the di-
rectors. They felt that there would be
times hereafter when it would be prac-
ticable for the corporation to sell 7 per
cent preferred stock. Reference to the
intended change was made in the issue
of the Electric Railway Journal for
Nov. 25, page 862.
994
Electric Railway Journal
Vol. 60, No. 26
Railway Offers Five-Cent Fare
as Experiment
The city of Bellingham has been
granted a 5-cent fare on its car lines,
according to a voluntary offer of the
Puget Sound Power & Light Company.
Under the provisions of the company's
offer, the fare will be tried out as an
experiment for ninety days, and the
company will sell tokens at the rate of
twenty for $1, valid until used by the
buyer. It was planned to put the new
arrangement into effect on Dec. 17.
The company's action came as a com-
plete surprise to city officials, who four
months ago had conferred with com-
pany officials in an effort to reduce the
fare, and had finally agreed to let the
matter rest for a time. Under the new
plan, the passes now in use will be dis-
continued and every one will be re-
quested to use tickets. The traction
company will undertake an extensive
advertising campaign to popularize the
new system, with the hope of making
the idea a permanent one. In a letter
addressed to the City Council, notify-
ing that body of the new carfare, the
company, through Manager Harry B.
Sewall of the Bellingham division, calls
attention to the fact that with the ex-
ception of the commutation tickets pro-
vided for no other changes in fare will
be undertaken, the cash fare remain-
ing at 7 cents for adults and 2i cents
for school children.
Attention was also called to the fact
that when the city and company offi-
cials conferred on fare problems in Sep-
tember the Council was "not unwilling
to approve of such tickets being lim-
ited to certain hours in the morning;
that is, from 6 to 9 o'clock, and cer-
tain hours in the evening, from 4 to
7," but that the company had decided
that no limitation of hours in which
the reduced fare might be used would
be set.
It is pointed out that the ninety day^
embracing the holiday season and the
period of inclement weather would nat-
urally be the most favorable period in
which to determine whether such a rate
will, as the City Councilmen believe,
justify the substantial carfare reduc-
tion. . Company officials express doubt
that the expected increase in travel will
offset the reduction in rates, but state
that if such increase develops the 3-
cent tickets will be continued.
Fare Increase Refused
Expressing the view that with serv-
ice changes and economy a reasonable
return can be earned, the Railroad
Commission of California has dismissed
the application of the Bakersfield &
Kern Electric Railway for an increase
in fares in Bakersfield. In the event
that conditions should make impossible
the expected savings, the company will
be permitted to renew its application.
The commission found a rate base of
$568,314 upon which it was calculated
the company is earning at the present
time the rate of return of 3.52 per cent.
With suggested savings in operation
this return, it was computed, could be
increased to 5.82 per cent. The com-
mission was urged by the Boosters Club
to order an extension of the system to
serve East Bakersfield, but no order
was made on this matter pending a sep-
arate consideration of grade crossing
problems involved.
In commenting on this matter the
commission said:
This commission has, we believe, the
power to order an extension, but such an
order cannot be made where the evidence
indicates the extension would be operated
at a loss, and as to an increase In fare de-
sigTied to take care of such a loss, it must
be obvious that this cannot be determined
until the cost of the facilities necessary is
found, and since the cro.ssing of the South-
ern Pacific may add to the costs above
stated, it is impossible at this time even to
estimate the added operating; costs which
will undoubtedly result from rail service
mto East Baker.sfleld.
Tags for the Purpose of Accident
Prevention
The tag reproduced herewith is part
of the Accident Prevention work car-
ried on by the Elmira Water, Light &
Railroad Company, Elmira, N. Y. The
^ POLICE DEPARTMENT
—^^—^-^— SA YS: •
LOOK BEHIND YOU
(^^\\ Another Auto U Coming.
\VJy A Sln«t Ct U Cominf .
CARE AVOIDS ACCIDENTS
You may h«v« th« righl of way bul that won't
Mv« your c«r or your him. if the othoj-
follow i» corolou.
company had the tags printed and is
having them tied on the steering wheels
of all automobiles in the downtown
section.
Hearing Held on Freight Traffic
Discontinuance
Public Service Commissioner William
R. Pooley has reserved decision on the
application of the International Rail-
way, Buffalo, N. Y., to abandon its
freight traffic in western New York.
The company asks to discontinue this
arm of its service altogether. C. P.
Franchot, counsel for the International,
explained that the purpose of the move
was to cease making a gift to shippers
of service at less than cost and to cease
to lay the burden incurred by this busi-
ness on the passenger business.
Several representatives of Chambers
of Commerce in western New York at-
tended the hearing and there was some
objection to the railway's plan. The
International maintains a freight and
express station at Main and Virginia
Streets and operates a number of inter-
urban freight and express cars between
Buffalo, Niagara Falls, Lockport and
Olcott and intermediate points.
Passenger and Freight Inter-
change Arranged
Arrangements have just been com-
pleted between the Nickel Plate (steam
road) and the Northern Ohio Traction
& Light Company (electric system)
whereby freight and passengers will
be handled from points on the North-
ern Ohio Traction & Light Company's
lines to Chicago and intermediate
points on the Nickel Plate and to points
west and south of Chicago over con-
necting steam lines. This is one of the
few arrangements of its kind to be
perfected in this country between an
electric line and a steam road. The
tariffs were filed with the Interstate
Commerce Commission on Dec. 15 to
become effective on Jan. 15, 1923. This
action on the part of the Northern
Ohio Traction & Light Company opens
the way for freight shipments from
points on its lines to all points west
via the Nickel Plate.
Commission Reports Further
on Traffic Congestion
In connection with the activities and
surveys of the Los Angeles Traffic Com-
mission to determine practical methods
and schemes to be adopted for relieving
the traffic congestion in the business dis-
trict of the city of Los Angeles a recent
survey just concluded by the commis-
sion reveals some very interesting data
in connection with these conditions.
Following are some of the contributory
causes of congestion, which include the
growth of the city and the increase in
number of automobiles.
In 1919 there were 62,000 automo-
biles registered in the city of Los An-
geles. On Dec. 1, 1922, the city's auto-
mobile registration was in excess of
165,000. In the 1900 government cen-
sus Los Angeles ranked as thirty-fifth
in population among the cities of the
United States. The government census
of 1920 ranked Los Angeles the eleventh
largest city in population.
During October, 1922, a total of
4,079 traffic accidents were recorded in
Los Angeles by the police department,
as against 2,047 in October, 1921.
In 1921 the death rate from automo-
bile accidents in Los Angeles per
100,000 population was 27.9, as against:
For the whole United States 11.5
Average of all large cities 15.0
Manhattan 18.8
Chicago 20.3
Based on recent checks, the follow-
ing volumes of traffic are handled daily
between the hours of 5 to 6 p.m. at
Seventh and Broadway:
Pede-'trians 1 S,000 to 20,000
Automobiles 1,200 to 1,400
Street cars 320 to 350
The intersection of Seventh and
Broadway handles the largest volume
of automobile traffic in the downtown
district. From 7 a.m. to 6 p.m. shows
a total of 13,468 passing automobiles.
Fifth and Broadway is the busiest
intersection in point of pedestrian traf-
fic, checks showing a maximum of
approximately 25,000 pedestrians per
hour, as against a maximum of 23,000
at Seventh and Broadway.
December 23, 1922
Electric Railway Journal
995
Company Will File Supplemen-
tary Brief
A delay of sixty days or longer is
likely before a decision is made in the
litigation arising out of the fare fight
in Fort Worth, Tex. This is indicated
in the announcement by counsel for
the Northern Texas Traction Company
that the company would file a supple-
mentary brief. The case was recently
heard before N. A. Dodge, special
master, who gave attorneys for both
sides thirty days in which to file briefs
in the case.
In the litigation, the city of Fort
Worth seeks to compel the Northern
Texas Traction Company to reduce
fares from 7 cents to 5 cents claiming
that increased patronage arising out
of a 5-cent fare would more than offset
the reduction in revenue brought about
by a reduction from 7 cents to 5 cents.
Under its franchise provisions, the
Northern Texas Traction Company can
charge any fare deemed adequate to
produce a fair return on the invested
capital, and during the period of high
prices and low revenues the company
announced a 7-cent fare. The city at
once began a fight to compel a reduc-
tion, whereupon the company went into
Federal Court to seek relief, setting
forth that a 5-cent fare is confiscatory
and that a 7-cent fare is necessary to
produce a fair return on the invested
capital.
N. A. Dodge was appointed as special
master and after extensive hearings, in
the course of which all phases of the
operation of street car lines in Fort
Worth were investigated, announced
that he would give counsel for both
sides thirty days in which to file briefs,
after which he would render his deci-
sion. These briefs were filed nearly a
month ago, and now before the referee
has rendered his decision comes the
announcement from the traction com-
pany that it will file a supplementary
brief.
I Recommends Consolidation
With Uniform Fare
The question of uniform street car
rates in the Twin Cities (Minn.) has
come to a head in St. Paul in the report
of the subdivision on public utilities of
the St. Paul Association of Public and
Business Affairs, as approved by the
board of directors. This report reads:
1. The subdivision on public utilities Is
agreed that it is important that the rates
of fare for street railway transportation
shall be uniform in the cities of St. Paul
anil Minneapolis.
2. The subdivision recommends a con-
'solidatlon into one operating company of
jthe St. Paul City Railway Company, the
I Minneapolis Street Railway Company and
subsidiary companies operating street rail-
way lines within, between and out of the
s of St. Paul and Minneapolis and that
otropolitan transit district be estab-
'1 which shall consist of all territory
I ' ' being served for one fare by the
.Minneapolis Street Railway Company com-
bimd with all territory now being served
for one fare by the St. Paul City Railway
Company, in which said metropolitan tian.sit
^trict only a single fare shall be collected
trom any point to any other point therein,
together with transit privileges to all con-
necting lines.
It is apparent a proper solution of this
Utuatlon cannot be accomplished without
nnlflcatlon or consolidation of these lines.
Tlieir unification or consolidation is an ab-
solutely necessary essential to accomplish
any of the objects above specified. With-
out such action the Railroad & Warehouse
Commission Is without power to fix such
uniform rates and, even it it were by legis-
lation given the power, the grant in our
opinion would be Invalid.
The fare in either city is now 6 cents,
to the city limits separating St. Paul
and Minneapolis, but the fare in either
city has been determined in the past
by City Council action. Under the
new law of the state the Railroad &
Warehouse Commission has the power
of establishing a fair fare rate return
on the valuation of the property of the
railway, so that the 6-cent fare rate in
the Twin Cities is now an emergency
or temporary rate until hearings shall
be set and accomplished on the property
valuations to be presented to the com-
mission for action.
Transportation
News Notes
lllllilinriilliTiiiii Film mm
Speed Limits Fixed — Limited
Service Continued
A speed limit has been fixed by the
Massachusetts Department of Public
Utilities for the cars of the Springfield
Street Railway and the Holyoke Street
Railway, over a section where the serv-
ice and the speed became a matter of
investigation.
The residents of a section of West
Springfield and the residents of a sec-
tion of Holyoke, Mass., asked for
the discontinuance of the limited stop
service between the two cities, and
a speed limit of not more than 20 m.p.h.
In its investigation the department
found that the cars operating on the
limited stop basis had the tracks on
the side of the road, where there are
not many buildings and not many grade
crossings, and it decided that 25 m.p.h.
would be reasonably safe. It issued an
order to this effect, and that the cars
should reduce to 10 miles at certain
crossings, to 5 miles when approaching
school children and come to a stop be-
fore passing a car loading or unloading.
The petition that the limited service be
discontinued was dismissed.
An investigation of accidents cover-
ing 1,495 days before the limited stops
arrangement went into effect in West
Springfield showed seventy-seven acci-
dents,; during the 1,495 days after the
limited stops were adopted there were
eighty-three accidents, but forty-two of
them were due to local cars. There
were 6.29 accidents per 100,000 car-
miles with limited stops and 8.82 acci-
dents per 100,000 car-miles with
local cars.
Buses Replace Cars
A new era in city transportation
began in Everett, Wash., on Dec. 1,
when the first gasoline-power buses re-
placed some of the electric street cars
of the Puget Sound International Rail-
way & Power Company with a 5-cent
fare on the buses and on all electric
lines, and the weekly $1 pass on all
street car lines. The motor buses
started on the Colby Avenue line first,
the new service extending considerably
beyond the outward terminal of the
electric line, giving service to new ter-
ritory.
Seeks to Operate Buses. — The South
Carolina Gas & Electric Company,
Spartanburg, S. C, has petitioned the
City Council to operate buses in con-
nection with its local railway system.
Reduced Transfer Charge Allowed. —
The Alabama Public Service Commis-
sion has granted permission to the
Mobile Light & Railroad Company,
Mobile, Ala., to reduce its transfer
charge from 2 cents to 1 cent. The
company applied for this privilege on
Oct. 18.
"Stop" Signs on Cars.— The Nash-
ville Railway & Light Company, Nash-
ville, Tenn., is equipping its cars with
semaphore signs reading "stop." This
act is the latest move on the part of
the railway company to lower the num-
ber of street or traffic accidents. The
"stop" signs will serve as signals to
automobile drivers not to pass a stand-
ing car.
Rule of Road Changed. — On Dec. 1
the rule of the road was changed from
left to right in New Brunswick. The
car lines in Moncton and in St. John
and suburbs were changed to the right
drive and the cars were operated vice
versa from the way they have always
been operated in New Brunswick. It
is believed that accidents can be re-
duced to a minimum by the advertising
campaign that is being conducted by
the New Brunswack Department of
Public Works.
5,965 Passes per Week. — The sale of
weekly tickets by the Indiana Service
Corporation in Fort Wayne, Ind., has
reached a maximum of 5,965 per week,
according to Robert M. Feustel, presi-
dent of the corporation. This figure
was reached in the forty-first week of
the system. Officials of the company
expect the sale will reach the 7,500
mark in a few weeks. A campaign is
now on to increase the sales to 10,000
per week. The first week in which the
pass was in use the sale totaled 2,800.
Proposes Seven-Cent Fare. — A new
proposition has been placed before the
City Council of Danville, Va., by the
Danville Traction & Power Company.
Instead of urging the one-man car
issue, which has been before the Council
and the public for the past three
months, the company through its presi-
dent, C. G. Holland, proposed that if
the Council were unwilling to sanction
use of one-man cars the company would
be satisfied with a 7-cent cash fare and
with the present ticket rate of five for
30 cents. The Council, therefore, voted
to adopt a resolution providing for the
publication of a change in the ordinance
raising the cash fare from 6 cents to
7 cents. The Council at the same time
charged the finance committee vkith
making a definite recommendation as to
the one-man ear or the 7-eent fare.
996
Electric Railway Journal
Vol. 60, No. 26
Personal Mention
icmnrrr rnnro cir:
Mr. Harton Heads Kentucky
Operators
William H. Harton, Newport, was
elected president of the Kentucky Asso-
ciation of Public Utilities, at Lexing-
ton, Ky., Dec. 12. Mr. Harton is gen-
eral manager of the South Covington
& Cincinnati Street Railway with offices
in Covington. He was promoted to this
office after having served for several
years as superintendent of transporta-
tion. He has been with the Green Line
company for many years, and has
reached his present position through a
series of promotions resulting from effi-
cient service. He is one of the active
members of the Covington Rotary Club.
He was one of the organizers of the
Covington Penny Clinic, and acted as
treasurer of that organization during
the campaign to raise funds to estab-
lish the clinic. Mr. Harton is widely
known in transportation circles.
Hugh Wilson for Canton and Massillon
city lines.
The plan calls for committees from
various departments of the system to
work in conjunction with the super-
intendent and supervisors. There is
also an executive committee, consisting
of the head of the railway, light and
power and commercial departments in
conjunction with the general manager.
Glenn H. Shaw with Northern
Ohio Company
The Northern Ohio Traction & Light
Company established an accident pre-
vention department with Glenn H.
Shaw, iformerly of the Cleveland Rail-
way, in charge. Associated with Mr.
Shaw as accident prevention super-
visors are Charles Speigle for the
northern division; C. J. France for the
Akron city lines; H. L. Farmer for
the southern interurban division, and
Valley line are controlled by the Dela-
ware & Hudson Company. Upon the
resignation of Mr. Hewitt, Mr. Reynolds,
in fact, received the title of acting gen-
eral manager at Albany, but in Feb-
ruary, 1918, was formally made man-
ager. Thereafter he continued in
charge of both the Hudson Valley Rail-
way and the United Traction Company
with offices in Albany.
Mr. Reynolds Resigns
Manager of United Traction and Hudson
Valley Railways, at Albany, Re-
tired on Dec. 16
Albert E. Reynolds, general manager
of the United Traction Company,
Albany, N. Y., resigned on Dec. 16 to
Change in Pacific Electric
Personnel
C. Mort Stuart, manager of the Pa-
cific Electric Railway Company Club,
Los Angeles, Calif., has resigned to
enter other fields. N. B. Vickery has
been appointed to the position vacated
by Mr. Stuart. H. D. Priest has been
appointed manager of Alpine Tavern
Resort as operated by the company at
the terminus of its Mount Lowe line,
vice Mr. Vickery. N. B. Vickery com-
menced service with the Pacific Electric
lines in 1905, serving in various capac-
ities until his appointment as manager
of Alpine Tavern in February, 1916.
Mr. Vickery was one of the original
organizers of the Pacific Electric Club,
which places him in a familiar position
with his new duties.
H. D. Priest, who succeeds Mr.
Vickery as manager of Alpine Tavern,
entered the services of the company in
the passenger department in the year
1916. Previous to his present appoint-
ment he was employed as traveling
passenger agent. In his new position
he will return to a field of endeavor
in which he has had much experience,
having followed hostelry work for
many years previous to his connection
with the Pacific Electric Railway.
A. B. Reynolds
enter other business. The successor to
Mr. Reynolds is Ernest G. Murphy, who
has been assistant general manager.
Mr. Reynolds began his street rail-
way career in Plattsburgh, N. Y., and
was for several years manager for the
Plattsburgh Traction Company, a sub-
sidiary of the Delaware & Hudson Com-
pany, his management of that system
being such as to attract the attention of
the officers of the holding company, and
in recognition of his valuable services
they promoted him to the management
of the Hudson Valley line, with head-
quarters at Glens Falls. At the time
that he assumed the management of the
affairs of this company conditions
along the line were anything but pleas-
ant and encouraging. The company
had in some manner secured the enmity
of many of the people along the line,
and the system was not in the best of
shape. He set about at once to correct
these things and quickly succeeded in
doing so.
With the reputation thus established
it was quite logical that Mr. Resmolds
should be appointed in 1917 to succeed
Charles F. Hewitt as general manager
of the United Traction Company, for
both that company and the Hudson
Cited for Bravery
Willard Cope, secretary of the com-
mittee on public utilities information
of Atlanta, and former newspaper man
in Atlanta, was paid a glowing tribute
by the Georgia Industrial Commission
in a report awarding Mr. Cope compen-
sation under the recent workmen's com-
pensation act for injuries suffered in a
railroad wreck some months ago. At
the time of the accident Mr. Cope was
on duty as a reporter for an Atlanta
newspaper. He was pinned beneath the
wreckage in such a way that his entire
body except his head was submerged
beneath the water. At the same time
he was badly crushed and bruised, his
left leg was broken and his shoulder
fractured. When rescuers arrived he
told them to get the women and chil-
dren out first. It was several hours
before Mr. Cope was finally extricated.
As a result of the injiiries he received
in the accident Mr. Cope was confined
to his bed in the hospital four months.
The report of the commissioner, Hal M.
Stanley, said:
"We have here one of the most con-
spicuous examples of bravery that has
been brought to the attention of the In-
dustrial Commission since the (Jeorgia
workmen's compensation act was en-
acted into law."
Detroit Work Divided Among
Commissioners
William B. Mayo, chief engineer for
Henry Ford, will not assume the man-
agement of the Detroit Municipal Rail-
way, as was stated in newspaper arti-
cles, but will take over only part of
the duties in the same manner as the
other two commissioners.
Mr. Mayo has been a member of the
commission for some years and the
work of the street railway department
has been divided so that he, G. 0. Ellis
and H. H. Esselstyn, the other com-
missioners, will participate in the
management.
The three commissioners have ar-
arranged to divide the work as a tem-
porary plan to be worked out for thirty
days. "The city will construct fifty new
trailers in the Highland Park shops and
it is understood that Mr. Mayo will
assume supervision of this work. A. C.
Colby, superintendent of equipment,
will be actively in charge of this work.
Ross Schram, assistant general man-
ager of the Municipal Railway, also
announced that the city was consider-
ing the advisability of constructing its
own motor cars.
The commission also will institute a
plan whereby motormen will receive a
bonus for the safe operation of their
December 23, 1922
Electric Railway Journal
997
cars. This plan is being instituted by
the commission as a means of prevent-
ing accidents.
Mr. Brooks Goes Into Automobile
Business
Charles A. Brooks, local manager of
the Poughkeepsie City & Wappingers
Falls Electric Railway, Poughkeepsie,
N. Y., has resigned from that company
to go into the automobile business for
himself in that city. He will act as
local agent for a well-known make of
car and in addition conduct a general
supply and repair business. This is a
logical move by Mr. Brooks. He has
long been an auto enthusiast, and this
with his long experience in mechanical
work make a rare combination of
talent. It is nearly ten years since
Mr. Brooks entered the employ of the
local railway at Poughkeepsie. In
fact, it was in April, 1913, to be exact,
that he entered the service of the com-
pany there. Before that he had been
engaged in similar work, mostly on the
mechanical side, with the Third Avenue
Railway, New York, the South Shore
Traction Company, New York, and on
properties in the Central West.
Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
James P. Barnes, president of the
Louisville (Ky.) Railway, has been
nominated for re-election as a director
of the Louisville Industrial Foundation,
the so-called $1,000,000 factory-getting
enterprise of Louisville. It was founded
a few years ago to aid in bringing
industries to the city.
W. B. Everest, general traffic man-
ager of the Westinghouse Electric &
Manufacturing Company, died on Dec.
5. He had been holding the position of
general traffic manager since 1914.
William C. Smith, for many years
claim agent for the International Rail-
way, Buffalo, N. Y., is dead. Mr. Smith
resigned from the International Railway
some years ago and at the time of his
death he was associated with the Mer-
chants' Mutual Casualty & Liability
Company of New York City. He was
fifty-two years old. Mr. Smith was a
graduate of the Buffalo Law School and
played an active part in Masonic affairs
in Buffalo.
Gen. Luke Wright of Memphis, Tenn.,
eminent lawyer, is dead following an
illness of several weeks from paralysis.
General Wright had served as Secre-
tary of War, Ambassador to Japan and
Governor-General of the Philippine Is-
lands in his relation to the federal gov-
ernment. Before that he had served
as attorney general of Shelby County
and practiced law with great success at
the Memphis bar for a decade. General
Wright served as counsel for the Mem-
phis Street Railway and was a director
of the Memphis Corrvmercial Appeal.
ROLLING STOCK PURCHASES
Production Advancing
Continued advances in production,
transportation and distribution in No-
vember are noted in figures compiled
by the Department of Commerce in its
"Survey of Current Business." The
largest consumption of cotton since
1917, and further high records since
1920 in the output of pig iron, steel
ingots, zinc, coke, locomotives, and
upper leather, emphasize the sustained
and basic character of industrial pro-
duction in November. The usual sea-
sonal decline in building contracts in
November failed to materialize.
The car shortage on the railroads
was slightly relieved, but coal cars
were still in great demand and coal
loadings have been kept up to the maxi-
mum; total loadings of all classes were
very high for November. Increased
orders were made for locomotives and
freight cars to overcome congestion.
Price levels continued to increase in
November, with both the total whole-
sale and the retail food indices the
highest since the end of 1921.
The final crop reports for the year
1922 indicate a large production of the
principal crops, especially wheat, pota-
toes, corn and rye, and should make for
increased prosperity in the farming
sections.
Seek Authority to Purchase Sixty
More Cars
The Pittsburgh (Pa.) Railways,
through Receivers Fagan, George and
Tove, has petitioned the court for
authority to purchase sixty more cars,
making a total of 125 new cars costing
$1,450,000 within two years.
The sixty new cars are expected to
cost $660,000. They will be delivered as
completed during the next six months.
As the seating capacity of each car
is fifty-nine passengers, the 125 new
cars, those already purchased and put
into service, with the sixty to be ordered
now, provide 7,375 additional seats.
The new cars, like the previous pur-
chases, will be the standardized double-
truck, low-floor, low-step cars, with
automatic doors and other approved
equipment.
"Al" Green Returns to Galena
Company
Galena Signal Oil Company, Frank-
lin, Pa., has announced the return of
A. A. Green to the position of sales
and engineering representative. Mr.
Green has long been connected with
the industry, first on the operating
and then for a number of years on
the supply side. After passing thir-
teen years with the Galena organiza-
tion, in 1917 he went over to the
BUSINESS ANNOUNCEMENTS
Columbia Machine Works, Brooklyn, as
general sales manager, from which posi-
tion he returns to the Galena company.
He has been associated with the Brush
Electric Company, the Memphis Elec-
tric & Power Company and the Roches-
ter Railways, now known as the New
York State Railways. Mr. Green has
made a special study of the subject of
lubrication and has contributed articles
on that topic to this paper.
New Freight Equipment for
Pacific Electric Railway
Rapid growth of its freight business
necessitates the Pacific Electric Rail-
way, Los Angeles, Calif., placing orders
for new freight equipment, represent-
ing an approximate expenditure of
$1,500,000.
The present freight equipment will
be augmented through the purchase of
400 new dump cars, 150 flats and 200
box cars. A new freight switching
electric locomotive is being constructed
in the company's shops at Torrance,
which will be a duplicate of the present
1,600 class type of freight locomotive
used on the company's lines. A steam
switching locomotive has just been pur-
chased and placed in service at Los
Angeles harbor to assist the present
gas-electric locomotives now used by
the company at that point in switch-
ing at the municipal docks and on the
municipal tracks of Los Angeles, all
of which switching is performed by the
Pacific Electric Railway for the city of
Los Angeles and the steam road lines
serving the harbor.
United Electric Railways Installs
Automatic Block Signaling
The United Electric Railways, Provi-
dence, R. I. is installing automatic block
signaling on its line between Providence
and Woonsocket. The complete instal-
lation involves a total of thirty-two
protected blocks using sigrnals of the
Union color light type. Style "N" with
all units provided for three color indi-
cations. Ten "DW" Automatic Flag-
men (3 aspect) with Crossing Bells, all
operating on alternating current, are
being installed at various highway
crossings in this territory and are in-
corporated as a part of the signal
system.
The entire installation is supplied
with energy by means of 2,300-volt 25-
cycle, single-phase transmission which
will be served from a transmission lo-
cated approximately in the center of
the signaled territory. The Union
Switch & Signal Company has the con-
tract for the complete erection of this
signal system.
998
Electeic Railway Journal
Vol. 60, No. 26
Westinghouse to Decide on
Huge California Plant
Whether a $1,000,000 assembling
plant for the Westinghouse Electric &
Manufacturing Company shall be built
in Los Angeles or at a point on the San
Francisco Bay will be decided, says
information from the East, by officers
of the company at New York. H. D.
Shute and H. P. Davis, vice-presidents
of the electric manufacturing company,
are just returning to the East after a
visit to the Pacific Coast, where they
have been investigating their interests,
having visited Los Angeles and San
Francisco, where were presented to
them the claims of both cities as to
advantages as the Western distributing
point for the company. The Westing-
house company has already established
in Los Angeles its general Western
offices and headquarters and has just
completed the erection of large build-
ings in San Pedro Street to serve those
purposes.
Large Track Projects Completed
The New York State Railways, Roch-
ester, N. Y., during its second year of
operation under the service-at-cost plan
completed the following track projects:
1. Construction of track In Clinton Avenue
north, Norton Street to Ridge Road ; 4,800
ft. of track.
2. Reconstruction of track in Clinton
Avenue soutii. Court Street to Monroe
Avenue ; 62.') ft. of track.
3. Reconstruction of track in Central
Avenue ; 1,050 ft. of track.
4. Reconstruction of track in Main
Street east, Winton Road to Culver Road ;
9,940 ft. of track.
5. Replacement of light tee rail on Char-
lotte line with heavy tee rail ; 4,500 ft.
6. Replacement of wood-block paving
along rails in Genesee Street ; 10,200 ft. of
track.
7. Installing cross-over in Central Park,
near North Goodman Street.
.iiiHmiiiiiiiiiiiiiiiiiiiiriiii I ' 'mjniiiMniiiiiimiiimiMiriiimiiii]
Rolling Stock
Increase in Power Resources
An increase of 30 per cent in the
total power resources of the Indiana
Service Corporation, Fort Wayne, Ind.,
is reported with the placing in full com-
mission at the power house in Fort
Wayne of the new 6,000-kw. steam tur-
bine, which has been under construction
for several months. The addition of
this equipment gives the plant a total
of 20,000 kw. capacity. Installation of
a 12,500-kw. turbine, at a cost of
$500,000, during the coming year is
also being considered by the traction
company officials.
Metal, Coal and Material Prices
Metals — New York Dec. 19, 1922
Copper, electrolytic, cents per lb 1 46 25
Copper wire base, cents per lb 16 50
l.ead, cents per lb 7 25
Zinc, cents per lb 7 30
Tin, .Straits, cents per lb .'. 38. 125
Bituminous Coal, f.o.b. Mines
Smokeless mine run, f.o.b. vessel, Hamp-
ton Roads, gross tons $7,875
Somerset mine run, Boston, net tons 4 125
Pittsburgh mine run. Pittsburgh, net tons 2 625
Fninklin. Ill, screenings, Chicago, net tons 2. 70
Central, 111., screcninss, Chicago, net tons 2. 00
Kansas screenings, Kansas City, net tons 2.50
Materials
Rubber-covered wire, N. Y., No 14, per
I,0n0ft .. 6.50
Weatherproof wire base,N.Y.,cents per lb. 1 6 ! 50
Cement, Chicago net prices, without bags. t2 20
Linseed oil (5-bbl.Iot«),N.Y.,cenU per gal. 93 00
White Ieart,(100-lb.keg1,N.Y.,cent« per lb. 12. 125
Turpentine, (bbl. lots), N.Y., per gal $1 38
Maumee Valley Railway, Toledo,
Ohio, has ordered seven one-man cars
from the Cincinnati Car Company.
Interborough Rapid Transit Com-
pany, New York, N. Y., plans to con-
vert 465 cars with new conveniences
and comforts. The new cars will have
vestibules and sliding doors with glass
panels.
West Penn Railways, I'ittsburgh, Pa.,
has placed an order for 161 Economy
watt-hour meters with car inspection
dials for use on its coke region and
other divisions. This order follows
earlier purchases totaling seventy-four
Economy meters.
Boston (Mass.) Elevated Railway
has placed an order for thirty motor
equipments and control with the Gen-
eral Electric Company. These equip-
ments will be General Electric 264A
motors and K-71 control. They are
intended for use on some of the cars
the railway is now having built at the
plant of the Laconia Car Works.
Los Angeles (Calif.) Railway has
ordered twenty-five more cars of the
two-car train type. The bodies and
trucks are being purchased from the
St. Louis Car Company and the elec-
trical and air brake equipment will be
installed at the South Park shops. The
cars cost in excess of $15,000 each.
Delivery of the cars is scheduled to
start next May. This order will give
the Los Angeles Railway 100 cars
which will be suitable for two-car train
operation.
Illlimillimilllllllllllll' III! ]j I iiiimiF iiiiiLiiiir rjriiiiiiiHM
Track and Roadway
Salt Lake, Garfield & Western Rail-
way, Salt Lake City, Utah, has extended
its lines to GarfieW, Utah.
Hydro-EIectrie Commission, Windsor,
Ont., has been authorized by the City
Coimcil to proceed with the construc-
tion of a single track on Sandwich
Street east. Work is already under
way.
Little Rock Railway & Electric Com-
pany, Little Rock, Ark., is spending
$70,000 on new rails and construction
work on Main Street. Standard rail is
being used. The city is repaving from
Markham to Ninth Streets and the com-
pany will later pave between its tracks.
Savannah Electric & Power Com-
pany, Savannah, Ga., during the first
nine months of this year completed
23,131 yards of paving between its
tracks and 2 ft. outside on West Broad,
Bay, Habersham, Abercom and Gum-
nett Streets on account of the paving
or repaving of those thoroughfares.
New York, N. Y.— Wprk has started
on the contracts to alter the Bridge
Plaza rapid transit station. Long Island
City, to permit dual operation of the
Astoria and Corona extensions in
Queens Borough by the Brooklyn
(N. Y.) Rapid Transit trains as well
as the Interborough trains. The Board
of Estimate approved the necessary
appropriation of $107,000 at its meet-
ing on Nov. 10. The contracts have
been executed by the Transit Commis-
sion—one with the New York Munic-
ipal Railway Corporation for the lay-
ing of extra tracks to permit the oper-
ation of shuttle trains, and the other
with the Jobson-Gifford Corporation
for the construction of the steel work
to support the new tracks.
I ' TiiriiiFiiF mi iiiriiiiiiiiMiiiimiimiiiimHiiiiiiiiLiiiiinTTinnm
Trade Notes
Standard Crane & Hoist Company,
Philadelphia, Pa., has been taken over
by the American Engineering Company.
The Texas Company, New York,
N. Y., has been awarded a renewal of
its contract for all rolling stock lubri-
cants with the Brooklyn Rapid Transit
Company and the New York Consol-
idated Railroad for the year 1923.
The National Railway Car Cleaning
Company, Jersey City, N. J., has been
incorporated at Trenton with $25,000
capital to engage in car cleaning. The
papers of incorporation were filed by
Butler & Butler.
Westinghouse Electric & Manufac-
turing Company, East Pittsburgh, Pa.,
has leased a six-story building to be
erected on a lot 100 ft. x 150 ft. at
Jones Avenue and Marietta Street, At-
lanta, Ga., at a cost of $360,000. The
building, which is to be known as the
Westinghouse Electric Building, will be
constructed according to the company's
specifications and will be used as an
office, warehouse and service station.
Construction work was started Dec. 1
and will probably be completed by next
May.
New Advertising Literature
Irving Iron Works Company, Long
Island City, N. Y., has issued Catalog
3A82 which describes the generous
lighting afforded in dark places where
Irving Subway is used overhead.
The Linde Air Products Company,
New York, N. Y., started in August of
this year the publication of a monthly
entitled Oxy- Acetylene Tips. It was
announced that the purpose of the
booklet was to convey to members of
the organization "information which
may be used to promote a larger ap-
plication of the process by existing
users, and encourage its employment by
present non-users."
Ingersoll-Rand Company, New York,
N. Y., and A. S. Cameron Steam Pump
Works announce the opening of a
branch office at 718 Ellicott Square
Building, Buffalo, N. Y. This new office
is equipped to render full service to
those interested in air, gas and am-
monia compressors, vacuum pumps,
turbo blowers and compressors, conden-
sers, oil and gas engines, pneumatic
tools, rock drills, centrifugal and direct-
acting pumps and other of the numer-
ous products manufactured by these
companies.
December 23, 1922
Electric Railway Journal
About Roman Chariots
Some one remarked
that Roman chariots
carried hand brakes.
Perhaps they did! We
don't know because we
weren't making hand
brakes in those days,
but—
We are proud to say that
PEACOCK BRAKES
are now used on many of the finest, fastest and
most modernly equipped electric railway cars
in this country and abroad. Such, for instance,
as the great subway cars of the New York
Municipal Railways.
Although we hadn't started manufacturing
hand brakes when chariot-racing was the sport
of the Caesars, still we have been making them
for about twenty years, with a constantly
growing reputation for success and popularity
in this particular field.
When you need information on hand brakes,
don't spend your time reading the history of
ancient Rome — write us instead.
National Brake Co., Inc.
890 EUicott Square, Buffalo, N. Y.
An Offer
to share the responsibiUties
of 491 busy men
THERE are 491 electric
railway companies within
easy reach of our branch
offices. (See list at bottom
of opposite page.)
Each one of these com-
panies puts a great deal of
necessary responsibility upon
its Equipment Superintend-
ent.
He is the man whose busi-
ness it is to —
1. Keep the cars in service.
2. Lower the maintenance cost
of the cars.
The Vacuum Oil Com-
pany, through its Engineer-
ing Service, gladly offers to
share the Equipment Super-
intendent's responsibility for
keeping "Out of Service"
signs off his company's cars
and for lowering mainte-
nance costs per thousand car
miles.
This offer is based on the
economies effected by the
Vacuum Oil Company for
street railways not only in
VACUUM OIL COMPANY
December 23, 1922
4«Si ,
ElecteicRailwayJouenal 2b
vt' ^m
fi' . ^.M^iifl%.,
«««»w««i^^3-3jr^-'*
this country but throughout
the world.
In dealing with the Vac-
uum Oil Company, you deal
with a world-wide authority
in the field of lubrication.
This authority is the result of
56 years' specialized expe-
rience in the manufacture
and application of high-
grade lubricating oils.
Any Equipment Super-
intendent who would like to
lower his maintenance costs
per thousand car miles is
cordially invited to get in
touch with our nearest
branch office.
A preliminary getting to-
gether of this sort involves
no obligation on your part.
^
Lubricating Oils
y^ grade for each type of service
Domestic Branches:
New Tork (Main Office)
Rochester
Boston
Indianapolis
Chicago
Minneapolis
Philadelphia
Buffalo
Pittsburg-h
Des Moines
Detroit
Kansas City, Kan.
Albany
Dallas
VACUUM OIL COMPANY
26
Electric Railway Journal
December 16, 1922
W W^&^^^^^^^
iforl), 3Sacon & Pavie
Incorporated
Business Established 1894
lis BROADWAY, New York
PHILADELPHIA CHICAGO SAN FRANCISCO
Stone & Webster
Incorporated
EXAMINATIONS REPORTS APPRAISALS
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
Xhe Arnold company
ENGINEERS— CONSTRUCTORS
ELECTRICAL— CIVIL— MECHANICAL
105 South La Salle Street
CHICAGO
ALBERT S. RICHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER. MASSACHUSETTS
RKPORTS — APPRAISALS — RATES — OPERATION — SERVICE
C. E. SMITH & CO.
Conatdting Engineers
2065-75 Railway Exchange Bldg., St. Louis, Mo.
Chicago Kansas City
Investigations, Appraisals, Expert Testimony, Bridge
and Structural Works, 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 Construction
43 Cedar Street, New York City
WALTER JACKSON
Consultant on Fares, Buses, Motor Trucks
Originator of unlimited ride, transferable weekly
pass. Campaigns handled to make it a success.
143 Crary Ave., Mt. Vernon, N. Y.
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
OPERATION— MANAGEMENT
52 VANDERBILT AVE., NEW YORK
ENGELHARDT W. HOLST
Consulting 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
PETER WITT
UTILITY CONSULTANT
456 Leader-News Bldg., Cleveland, O.
Parsons, Klapp, Brinckerhoff & Douglas
\VM. BARCLAY PARSONS
EIGENE KLAPP
H. M. BRINKERHdFF
W. i. DOUGLAS
Engineers — Constructors — Managers
Hydro-electric Railway Li^ht and Industrial Plants
^vppratsals and Reports
CLEVELAND NEW YORK
1570 Hanns Bide. 84 Pine St.
DAY&ZIMMERMANN.Inc
SHGINBER^
Design, Construction
7{epoHj; 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 23, 1922
Electric Railway Journal
27
jiiiiiiiiiiiiiiiiiimiimniiiiiiiiiiiiniiiiimiriiiiiiiiiiiiiiiiiiiiiiiiininiiiiiii
Are They as Good as NuttalFs?
Any manufactured product is only good, bad, better or best when definitely
compared to some accepted standard. In buying gears or trolleys have you
certain standards of material, workmanship, mileage, service, life, etc., that they
must meet?
You wouldn't dream of buying an unguaranteed tire even for a flivver, so why
would you buy any gears or trolleys not guaranteed and proven as Nuttall's are?
Nuttall products are manufactured to standards — engineering, chemical,
physical, production, and service.
The next time a Nuttall representative visits you let him tell you how many
standards of excellence Nuttall products must meet before We are satisfied.
Every Gear Registered
RDNUmLL COMPANY
PinSBURGH 01 PENNSYLVANIA
All Westinghouse Electric & Mfg Co.
District Offices are Sales Representatives
in the United States for the Nuttall
Electric Railway and Mine Haulage
Products. In Canada: Lyman Tube &
Supply Co., Ltd., Montreal and Toronto.
'd Number 1
7 k years' service
45,423 Miles
auriiMMiuiiHiiiiiiiiiiiuiniiniiniiniininiimiinmiiitiiiiiiiiiiMiiMiinMitMiiiiiiiiitiiiiiiiiiiiitiiuiiiHiiiiiiiiiiiriiiniiiiiimiiiiiiiiiiniiiiiiniiniiniiiiiiiniiiifiiitMiiiiimiiiiiiniiuiiiuiiiniiiiiiiiiiiii^
The Corporation Service Bureau
D. H. Boyle, President L. A. Christiansen, Vice President
A. R. McLean, General Manager
LABOR ADJUSTERS
Investigations — Inspections — Confessions
GENERAL OFFICES:
Suite 1215, Ulmer Building, Cleveland, Ohio
Peirce Forged Steel Pins
with Drawn Separable Thimbles
Your best insurance against insulator breakage
Hubbard & Company
PITTSBURGH, PA.
Dwight P. Robinson & Company
Incorporated
Design and Construction of
Electric Railways, Shops, Power Stations
12S East 46th Street, New York
Chicago
Los Angeles
YoungsTown
Montreal
Dallas
Rio de Janeiro
Raniipo Iron Works
Established 1881
Ajax Forge Conipany
Establish ISST
ramapo Ajax Corporation
Successor
HILLBURN, NEW YORK
Chicago New York Superior, Wis. Niagara Falls, N. Y.
Automatic Return Switch Stands for Passing: Sidings
Automatic Safety Switch Stands
Manganese Construction — Tee Kail Special Work
SERVICE EFFrCIENCY ECONOMY
TIME-TABLE SERVICE
TRAFFIC EXPERTS
CITY AND INTERURBAN RAILWAYS
The Jas. H. Crosett Co.
ENGINEERS
348 Carl St.
San Francisco, Calif.
Transmission Line and Special Crossing
Structures, Catenary Bridges
WRITE FOR OUR NEW DESCRIPTIVE CATALOG
ARCHBOLD-BRADY CO.
Engineers and Contractors
SYRACUSE, N. Y.
Joe R. Ong
Consulting Transportation Engineer
Specializing in Traffic Problems and in Methods to
Improve Service and Increase
Efficiency of Operation
PIQUA, OHIO
THE P. EDWARD WISH SERVICE
50 Church St. Street Railway Inspection 131 State St.
NEW YORK DETECTIVES BOSTON
When writing- the advertiser for information or
prices, a mention of the Electrical Railway
Journal would be appreciated.
28
Electric Railway Journal
December 23, 1922
AI BRAKE HANDLES; Bronze
AIR BRAKE HANDLES: Malleable Iron
CAR TRIMMINGS:
CoDiuctor SIcnal Bella
Door Sliea\e3 and Track
Motorn an'a Seats
Patent Door Locks
Platfo;m Foot Gonns
Restste Rod Fittings
Statlo lary 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. type
Malleable Iron, reversing, with bronze or steel
bushings
CONTROLLER PARTS:
Contact Fingers, operating
Contact Fingers, reversing
Contact Segment Tips '. . . .
Contact Segments
Contact Washers
Controller Finger Tips
Controller Cylinder Shafts
W. H. type HL Controller Parts
G. E. type M. M K and PC Controller Parts
DESTINATION SIGNS, STEEL.
DROP FORCINGS: Light. Medium, Heavy
DUST-PROOF AND OIL LUBRICATED CENTER
PLATES.
GRID RESISTANCE: Complete for two or four motor
equipment
Grid Resistance Repair Parts tor All Types
LINE MATERIAL:
Feeder Ears
Splicing Ears
Trolley Ears
MACHINERY:
Armature Hearing. Babbitting and Broaching
Armature Machine. Columbia Pat'd
Armature Buggle.-^ , .
Armature Lea<l Flattening Rolls
Armature Shad .stralghtener
Armature \\ Indlng Stands
Axle Stralghtener
Babbitting Moulds
Banding and Heading Machines
Bearing Boring Machines
Car Hoists
Car Replacers
Coil Taping Machines '.".
Coil W indlng Machines
Pinion Pullers, any type
Pinion Pullers: Repair Parts
Pit Jack. Pneuniatic ,' "
Signal or Target Switches
Tension Stands !!!!!'.!!!!!!!!
MOTOR SUSPENSION BARS.
MOTOK AND TRUCK SPRI.NG CAP CASTINGS.
PLOW ThRMINALS.
POWER STATION: Special attention given to the
Manufacture of Standard Boiler and Stoker
Grate Bars also Ash and Coal Down-take Pipes:
or other types ot Castings U8c<l In Power Stations.
RAILWAY MOTOR PARTS:
Armature Bearing Shells: Malleable Iron. .
Armature Bearing Shells: Semi-Steel
Armature Bearings: Bronze
Axle Bearing Shells: Malleable Iron. ..'...'..'.
Axle Bearing shells: Semi-Steel .
Axle Bearings: Bronze
Axle and Armature Bearings: With or Without Bab-
bui Lining: Base. Lead or Tin
Armature Coils
Arm.Tture Shafts
Bolts, Special for Motors and Trucks
Brushholder Parts
Bnishholders, Complete. . .
Commutators, All Types
Dowel Pins lor Armature andAxle Bearing^ " '.
Field Coll Terminals
Field Colls ; " :
Gear Cases: Malleable Iron
Gear Cases: Sheet rtteel. Welded or Riveted' '.'.'.
Motor Covers
Pinion Nuts
Thrust Collars '.'.'.'.'.'.WW'.'.'.'.'.'.'.'.'.
RATCHET BRAKE HANDLES : Bronze. .
Ratchet Brake Handles: Malleable Iron '.'..'.
THIRD RAIL SHOE BEAM: Repair Parts
third rail shoe beams,
t'roi.ley CONTACT.WASHERS.
TROLLEY HARPS.
TROLLEY POLES.
TROLLEY WHEELS. COLUMBIA.
Trolley W heels to Speclacatlons. . . .
TRUCK PARTS:
Brake Pins
Brake Rigging for All types of Bfakea.'.' '.'.'.".'.
Brakes, for Maximum Traction Trucks. Columbia
Patented
Coupling Plra '
Equalizers
Gusset Plates
Journal Box Covers
Journal Box Shims
Journal Boxes
Journal Brass Wedges '.'.".
Journal Brasses
Journal Check Platra. '..'.'.
Turnbuckles
^* Columbia Service^'
// means this list —
and more!
For your convenience we append this list of the
more common products of Columbia Shops, prod-
ucts for which repeat orders are constantly be-
ing received from scores of satisfied railway
customers.
As an actual fact "Columbia Service" embraces
a much wider scope. We are being called upon
constantly to produce special parts to our
customers' own drawings and specifications.
Many companies have learned the lesson that
such work can be done better and more econom-
ically in Columbia's shops. Why? Because we
have equipment suited to the work, and men
accustomed to developing new ideas.
Talk it over with our representative
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 BIdg., Atlanta, G«.
F. F. Bodler, 903 Monadnock Bldg., San Francisco, Cal.
December 23, 1922
Electric Kailway Journal
29
L
"TIGER"' BRONZE
AXLE AND ARMATURE BEARINGS
i
Tig'er Bronze Axle and
ATmatiri'e bearing's*
ai'e good bearings.---^
Theypxoveit every day
on the most pi'o^ressive
Am er i can railways. It will
pay you to investigate.
MORE-JONES BRASS & METAL CO.
St. Louis, Missouri
TROLLEY WHEELS:
V-K Oilless, M-J Lubricated
HARPS: V-K N on- Arcing
BEARINGS: "Tiger" Bronze
Axle and Armature
ARMATURE BABBITT
and Similar Products
MORE-JONES
QIMTTY PRODUCTS
30
Electric Railway Journal
December 23, 1922
Industry relies less on guesses
than it did in the days when it
was easy to roll up a surplus.
I
The electric railway industry
in particular has learned the
lesson of watching its step.
I
Electric railway men as a
whole will do their 1923 buy-
ing en the basis of the in-
dustry's fundamental statistics.
I
They will want to know just
where the industry is headed
before they plunge with their
newly developed net profits.
Their guide will be the annual
compilation of facts for which
they rely on the Statistical
issue of the Electric Railway
Journal.
Where Are We
Headed?
Its text pages are their well
known data book.
?
Its advertising pages are their
well used buying guide.
$
What have you to say to these
men at that time?
f
January 6, 1923
Added circulation,
tion. Added value.
Added atten-
Enter your space reservation early.
Help in writing a resultful piece of
copy is part of our service.
Forms close December 30.
Electric Railway Journal
(/4 McCraw-Hill Publicallon)
Tenth Avenue at 36th Street
New York, N. Y.
Memhtr A.B.P. Manbtr A.B.C. Membtr A.E.R.A.
December 23, 1922
Electric Railway Journal
31
HALE & KILBURN SEATS
are the BEST for
One Man Safety Cars
Our Patented Space-Saving Feature
gives XYi inches more space for each Passenger
Lightest
Strongest
Simplest
Neatest
Yet no higher in price than others
Specify H & K Seats for Your New Cars
Hale & Kilburn Corporation
American Motor Body Company, Successors
PHILADELPHIA
Washington
Lightest Weight
Stationary
Steel Seat
Lightest
hTeight
fFalkover
Steel Seat
New York
Chicago
Atlanta
San Francisco
Los Angeles
CARNEGIE
Wrought
Steel
Wheels
You demand high mileage at low cost
per mile. This demand is met in the
special process by which Carnegie
Wrought Steel Wheels are manufactured.
The wheel for Real Service.
Carnegie Steel Company
GENERAL OFFICES: CARNEGIE BUILDING, PITTSBURGH, PA.
1679
32
Electric Railway Journal
December 23, 1922
aiiMiiiiiiiiitiiiiriiniiiiiiriiiiiiiii iiiiiiiriiiii miiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiii i iii iiiniiiiiniiniiiii iiiii jiiiiiimci iiiiiiiuiiiiiiiiiii iiiiiiuiiiiiiiniiiniHtimiiiniiiiiiiHiiiiiniiiiiiraii niiiiiHiiimimiiiiiiiiiiHiiiiiiiiiiiiiiiiiiimr
When you want to
anchor one cable
and take a branch
wire off the
anchored cable
l^WOOJCylV 1 ANCHOR
Consists of an elbow and clevis for the strain
insulator — so arranged that pull is exerted
on oniiP'caBle only.
;■.-.; C--'^
There are several types of Dossert Cable
Anchors sliown io-the 15th Year Book, which
catalogs the whole line.
s i
/^
Bates Steel Poles
X
Used for a combination of street
railway and elevated overhead
This team track of the Northwestern
Elevated and the C. M. & St. P. in
Evanston, Illinois, is part of the recent
construction along the North Shore.
Bates Steel Poles mounted on top of
the retaining wall carry overhead for
both the street railways of Evanston
and the Northwestern Elevated.
Construction of a four track line into
Chicago's Loop will shortly be completed and
the entire overhead will be on Bates Poles.
Progressive properties everywhere use Bates
Poles because they give most service for least
money.
Bates Expanded Steel Truss Co.
208 So. La Salle St.,
Chicago.
FREE
Dossert & Go.
242 West 4Ist Street
New York, N. Y.
Qiiimiiiiliiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiimiliiliiiiiiiiiiiiiiuriiiiiu?
ainiiiiiiiiMiiiitiiiiiitiiiiiiir.iiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiMiiMiiiitiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiii^
ELRECO TUBULAR POLES f
riiiiiuiiiHM...i..Mh;.i...ntM.i.ii..iHiiMmMmiiinmiiimifiiiiitiiminiiiiiiiiiiimiinifiiiintMniinitiiMiitHitiiniun)iiimiiHiiunHi
3iriininiiiiiuiiniiiinMiiiiMininhMiHiiiiniiiiiiiiiiiHiiniiHiiniiiiiiHiiniiiiinnMininiiiiiniininiitiiiiiiiiiiiiiiiiiiiiiiiuiiiriiiiiiii>i
^^^K AMELECTRIC PRODUCTS I
nBARE COPPER WIRE AND CABLE I
THE "wine LOCK
:?-/
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
TMC-CHAnrCRCO JOINT
COMBINE I
Lowest Cost Lightest Weight |
I Least Maintenance Greatest Adaptability |
Catalog complete with engineering data sent on request i
Reg. n. S. Pat. Office
Galvanized Iron and Steel
Wire and Strand
PAPER INSULATED
UNDERGROUND CABLE
5 Incandescent Lamp Cord
MAGNETIC WIRE
ELECTRIC RAILWAY EQUIPMENT CO.
CINCINNATI, OHIO
New York City. 30 Church Street
AMERICAN ELECTRICAL WORKS
PHILLIPSDALE, R. I.
Boston. 176 Federal: Chicago. 112 W. Adamt;
Cincinnati. Traction Bldg. ; New York, 333 B'way
nHinilllinillMiniltllltlinilMilllliriilllliliniiiiiiMiiiiiiiilriiiliiiiiiiiiMniiitiniiiiinMiriiiilllliiliiimilllliMlMliiirinilTtiniiiiiiiiiiiiir 'illllllllllliiMiiMiiiiimiiiiiiiiiiiiiiiiiitilitiiiiiiiiniitiiniitiitllnlitiiniitllMilililMilllitiiniitiiliiniiiiiiiiiniHiiHllMimiiiiiliiiHtlliiiR
iflllllilllllimilllllllllllHIIIllltllllllllllllllllltlllllllllllllllllllliiilllllllllllllllllltllltlllllllllllllllliinillMltllMllllllllllllllltimiKllMi ^'■''''■'''■'''(■■■■■■■■■■■■"■■'""■■■■■■•■■■■■tiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiitiiiriiiiiiiiiriiiiiliiiiiiiiiiliiiiiiiiiiiiiniiiiiniiiiiiiitiiiiiiiiittiiiilt
U. S. Electric Contact Signals i
for I
Single-track block-signal protection |
Double-track spacing and clearance signals S
Protection at intersections with wyes =
Proceed signals in street reconstruction work =
United States Electric Signal Co. |
West Newton, Mass. s
^miimiiiiiuiniiriiiMinHiiitMniiiiininiiiiiitiniiiiiniiniiiiiiiiiiiiniitiiniiiiiiiiiuiHriiiiitiiiiiiiiiitiiiiMiiiitiiiuiiiiitiiiiiiiimiintiR
FLOOD CITY
Rail Bonds and Trolley Line Specialties
Flood City Mfg, Co., Johnstown^Pa.
iiiniimiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiuiiniiiiiiiiMiiiiiiniiiiiiiiiiiiiiiiiiiiNiiiiiniitiiiiiitiitiiiiiitiiiiMiiiHiiiiiiMiiimiiiiiiiiUB
ainintiiniiniiminiinimiiiiimiiiiiniiiiiuiinMiiiiniiiiiniiiiiiiiitiiitiiiiiiiiiiiiiiiiniiniiitiiriiiiiiiiiriiiiiniitiiiiiiiiiiiiiiiiiiMrtiniifi uiiitiiiiniiiiMiiMiMiiMiniiMniiiiiiiiiiMtiiiiMitiiiMiMuiiniiiiiniiiiiiiiiiriiiiiitiiititiiiiriniiiiMiiiiiiiiiiiiiiiuMiiiniiuinriiitiiiiiriinL-
ROEBLING
/
i INSULATED WIRES AND CABLES |
I JOHN A. ROEBLINC'S SONS CO., TRENTON, NEW JERSEY I
^iiiiiimiiiiiiiiiiiiiiiiiiiiiimiiiitmiiiiimiiiiiiiiiiiiiiiiitiiiiiiiiiiitiiuiiiiiiiiiiiiiiiiiiiiiiiiitimiiMiiiiiniiiiiiiiiiiiitiiiiiiMiiiiiiiimiiifi nui
AETNA INSULATION LINE MATERIAL |
Third Rail Insulators. Trolley Bases. Harps and Wheels. Bronze and S
Malleable Iron Fro^s, Crossings. Section Insulators, Section Switches |
Albert & J. M. Anderson Mfg. Co.
289-93 A Street Boston. Mass.
Established 1877
Branches — New York. 135 B'way
S Phlladelnhla, 429 Real Estate Trust Bid*. Chicago. 105 So. Dearborn St. S
i London, E. C. 4, 38-39 I'uper Thames St. i
-a-
uiimiiiiiiuiiiiiiiii
December 23, 1922 ElectricRailwayJournal 33
iiiiiiitiiuiiiniHMiitiiiiiiiiiiMiiniiMiMMitiiiniiiiiiriiiiiiiHimiiitiiiiiniiimimiiiiiiiiiiiiiiiiiiitiiiniiiiiiiiiiiMiitiiimiiniitiiiiiiiii^ uiMtiiHiiiiiimimiimimiuiiHiiiimiiiiiniiriiniiniinMiiiiiiiiiiiiiiimiiinimiiiiimiimiiitiiiiiMiiiiimnHmiimiiiiim^
SPECIAL TRACKWORK |
Of the well-known WHARTON Superior Designs |
and Constructions I
Steel Castings
Forcings
Gas Cylinders
CoDTerter and
Drop Hammer
Seamless
Electric
and Press
Steel
Wm. Wharton Jr. & Co. Inc., Easton, Pa. |
(Subsidiary of Taylor-Wharton Iron & Steel Co., I
High Bridge, N. J.) |
ORIGINATORS OF |
MANGANESE STEEL TRACKWORK I
tniMiniMiiiiiniinniniiiiiiniiniiiiiiiiMiiiHiiiiiiiiiMiMiniiiiMiiiniiiiiiiniiiiMirMiiMiiiHiiiuiiiiiiiiiiiiiiiiMiiiiiiiiiitiiiniiiiiiiiiiiHin
^iiiiiiiiiniiiiiiiMiiMniiitiiiiMiiiiiiMiiiiniiniMiiMiniiiiiiiuiiiiiiniMiiiniiiiiiMiiiiiiJiiMniiiihiiiitiiiiiiiiiiiiiitiniiiiiiniiiiiiiiiiiii -^
International Creoso ting |
& Construction Co.
I Galveston, Texas |
I Plant — Texarkana Beaumont Galveston i
I MONEY SAVERS TO RAILWAYS |
I Treated railway ties, poles, piling, |
I bridge timbers, etc. I
1 See our full page advertisement |
I in last week's issue. |
riiiHiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiii(iiiiiiiiiiiitiiHiiiiiiniiiiiiiiiMnimiiitiimiiiiimiimi)iiii(iiiiiiR
aiiiimiiiiiiiiniiiiiinMiiiiuiniiiniiiiinriiiiiiiiiiiiiiiiiiiiiiiiiiMiiritiiiiiiiiriiitiiiriiitiiniiiriiiiiiiiriiiiiiiriiniiiiiMiiiniiiiiiiiiiiiiiiinr:
I High-Grade Track !
I Work I
I SWITCHES— MATES— FROGS— CROSSINGS |
I COMPLETE LAYOUTS |
I IMPROVED ANTI-KICK BIG-HEEL SWITCHES |
I HARD CENTER AND MANGANESE I
I CONSTRUCTION |
I New York Switch & Grossing Go. |
I Hoboken, N. J. |
%illlllHlimiiilimiiiiiiMlliililtllNilliiiriiilliiliiilliii(iiiiiiiiiiiiiiiiiiiiiiiiiiiitllllllitllll)iniiiiiillilimitmiimiiiiiiHlltllilMliiiiiHiiR
■imiiiiiiiiiiiiiiiiitiiiiiiiniiiiiiiiiiiiiiniiHiiiiMiriiniiuMiiiiiiiiiiiiiiiiiiriiiriiiiiiiiiiiirMitiiniiiiiiiiiiiiriiHiiiiiiiiiiiiniiiiiiiitiiiiMi ^
I AUTOMATIC SIGNALS
I Highway Crossing Bells
I Headv«ray Recorders
I NACHOD SIGNAL COMPANY, INC.
I LOUISVILLE, KY.
s _
!riitiiiiiiiinirriiiMiiiiiiiiilllHllltllliillliliuiiitiiHiiniiniiHriiiil(iiiiiiiriiiiiiittiirtiitiiiiriiiiiiltMiiriiitiiiii)iriiiitliirriitriliiliiiiiiiiiir
^tiimiiitiiiiiiiiniiiiiiniittiiiiiiiiiiHimiiMltiiimiimilliliMiiniiiHliiliiiiiiliiimiiiiimiimiiiiiimiiiMiniiiiiiiiiiiniiiiiiiiiiiinmiiir
Chapman
I Automatic Signals
f Charles N. Wood Co., Boston
^iiiiiiiMiiiniiiiiiiMiiuiiiiiimiiiiiiiiiiiiiiiiiiHiimiiiiiimiiiiiitiiiiiiitiiiiiiimiiMiimimiiiiiiiniiiiiiitiiiiiiiiniiMiiiiiiiiiiiHiiiHiiii.^
American
Rail Bonds
CROWN
UNITED STATES
TWIN TERMINAL
SOLDER
TRIPLEX
Arc Weld and Flame Weld
Send for new
Rail Bond Book
American Steel &Wire
SJwYORK Company
iiitiiitiiiiiiiiiiiiMiiiiiiiiiiiiimiiiiiiMiiiiimiiiiiiiiiiiiiiMiiitnmiiiiimiiiiimiiitiiiiiiiiiiiiiiniiiiiiiiiiniiitiiHiiiiiiMiimiiiiiiiiiiniiin
aiimiiniiiiiiiiimiiiiiiiimiHiiiniiniimiiiiiimiiiiiimimiimmiiMimiiimniiininiiiiMiitiMnMiiiinrninniiiMnintiiniiiiinim^
= ^^^WSr^W^i^^''^'^''>f^'^^-
BARBOUR-STOCKWEIX CO.
20S Broadway, Cambridgeport, Mass.
EitaMished J«58
1 ;;; MatiufRcSurors of
I I Speciatl^'^orjfs: for Street Railways
I |- ' , - Pri>gs^':)C^j(0^i^p^ Switches and Mat<|
I I Balbw^sii Arliciilated feasiManganese Crossings
a
_ s
iiiiiiminmiimmiiiiiiniiimiiiiiiiiiiiiiiiiiiiiiiminiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiniiiiiiimiiiiiiiiniiriiniiiiiiiiiininiiiiiiiiiiiii
£.'iiiiiir)iiiriiiriiiiii iiuiiiriiiiiiniiitiiiiiiitiiiiMmiiitiiitiiitiiniintiiiriiiniiiiiitiiiHiiitiiitiiiMiiiiiiiiiiitiiitiiiiiiiHiiiiiiniiiiiiitu
Standard Underground Gable Go.
Manufacturers of
Electric Wires and Cables of all kinds;
also Cable Terminals, Junction Boxes, etc.
Boston Philadelphia Pittsburgh Detroit New York
San Francisrt> Chicago Washington St. Louis
viiuiiiiiiiiiiMiiiMiiiiiiiHtiiHiiinmiiiiiiHimiiiiMimmniiiiiiiiHiiiiHiiiiHKiiiiiiiMiiiHiiiiiiiiiimiiiuiHiiiiiiiimiiiiiiiiniiumiimR
atirniiiiiMiitiiii iiiiiiiiiiniiiiiiniiiiiiiuiiniiiiiiiiiiiiiiiiiiiniiniiiiiiiniiiiiiiiiiniiiHiiiiiiniiiriiiniHiiiiiiiiiiiifiitiiiinimtiiiiiini
I NASHVILLE TIE COMPANY
White Oak, Chestnut, and Treated Tie«.
Oak Switch Ties.
Cross Ties:
Prompt shipment from our o<um stocki.
I Headquarters — Nashville, Tenn.
I A. D. Andrews, Terre Haute, Ind., Representative.
^iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiitriiiiiiiiiiniiiiriiinimiiii ■ ■■■"-"iiiiiiiiiiiiiiinniiiiiiiiiiitiiiiiir.
34
Electric Railway Journal
December 23, 1922
jimiifiiimimiiHiiiiimmiiHHiiiinmimiiiiiiiiiiiiiiiiiiiininiiiuiiiiininiiiiiiiiiiiiHiiiiimiiiiiiiiMiiiiiiiiniiiiiiiiiiimiiiiiMiiiiiHiiiimiiiiiiiiiiiiiiiiiMniiniiiiiniiii
The Indianapolis Switch & Frog Co., Springfield, Ohio I
Indianapolis Economy Products That Make Dollars "Grow" |
Indianapolis Solid Manganese:
Troga, Crossings. Mates and Tonffue-switches. Sucer-auality
material. Par-excellent desiems. Gives many lives to one. of
ordinary oonstniction and when worn down, CAN BE RE-
STORED by INDIANAPOLIS WELDING.
Indianapolis Electric ff elder:
Efficient. Rapid, ECONOMICAL. Durable. Price, »2.00 (per
—•day lor three hundred days) thoroughly dependable every day
in the year, upkeep about 75 cents per month. LAST A LIFE
TIME.
Indianapolis Welding Steel:
Fluxated heat treated Metal Electrodes, insure Dnlform De-
pendable Welds that are from 75 per cent to 100 per cent more
efficient, than the "MELT," from the same High Grade basic
stock, untreated.
Indianapolis Welding Plates:
Eliminate "Joints" and "Bonds" in Street Track. Higher in
Strength and Conductivity than the unbroken Rail. Installed
according to instructions, have proven THOROUGHLY DE-
PENDABLE, during 10 YEARS of "Time and Usage" TEST.
Extensively used in 48 STATES and COUNTIES. Recognized
as paramount MAINTENANCE ELIMINATORS.
Indianapolis Welding Supplies:
CABLES. HELMETS. LENSES. CARBONS.
Turntables:
Ball-bearing, for ash-pits, storage yards, etc.
Indianapolis "Economy" Products:
are Pre-eminently "Money Savers." YES-
Eleclric Railways.
-"Money Makers" for
niiHiiiiiiiiiullniiMltiiiiMiiiiiiiiiMiHiiMiHiniiniiiiiHiniiiriiiiitliniiiMiiiiiiiiiiiniliMHitiiniiuiiiiiiiinHinMiuininiininiiiiiiiiiiliiriiiriirMiiiHiiiiiiMiiMHiHiiniiniiMiMiMiniiMiiii(iiriininriuiitii( iiiininiiiiiniiiiiniiiiiiiiitiiniKiiiiiii tiiiriiuiitiitiiiiiiHiir^
jMllMiiMiMiniiniiiiiniliniiiiniliiiiiiitiiiiMnliiliiniiiiirMiiiinliMUiitMniiMiiriiiiMiiniiiiitrininiiniiiiiiiiiiiiiiniiniHMiHniiiiluiluililiuiuiiliiiMllMniinilliiliininiiiiiniiiiuMiMiMirililluiiillliinHn
THE BABCOCK & WILCOX COMPANY
85 Liberty Street,
Builders since 1868 of
Water Tube Boilers
of continuing reliability
BRANCH OFFICES
Boston, 49 Federal Street
Philadelphia, North American Buildlner
Pittsburgh, Farmers Deposit Bank Building
Cleveland, Guardian Building
Chicago, Marquette Building
Cincinnati, Traction Building
Atlanta, Candler Building
Tucson, Ariz., 21 So. Stone Avenue
Dallas, Tex^ 2001 Magnolia Building
Honolulu, H. T., Castle & Cooke Building
WORKS
Bayonne, N. J.
Barberton. Ohio
New York
Makers of Steam Superheaters
since 1898 and of Chain Grate
Stokers since 1893
BRANCH OFFICES
Detroit, Ford Building
New Origans, 521-5 Baronne Street
Houston, Texas, Southern Pacific Building
Denver, 435 Seventeenth Street
Salt Lake City. 705-6 Kearns 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
iimiiiiiimiiiHiiiiiHinutiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiimiiiiiiiiiiiiHiiiiiiiiHiitiiiiiiiimiiiimifiiiHiiimiHiiiiiiiiiiiiumiiiiiiiiiiiiiiiiiimiiiimiiiimiiiiiiiiiiiiiiitu
llitiiirii)iiiiiiiiiiiiiiiiiiiiiiiiiiiininiiiiiiiiMtiiiiiiiiiiiiiiMiiMiiiiriiuiiiiiriiiriitiiiiiitiitiiniinitiiiiiiiiiiiiiiiitiiiiiiii)iiiiiiniiniiiiiitiiK 0Miiiiiiniiiiiitiittiiiiiiii(iiHiiiiiniiiiiiiiiiiniiiiiiMiiiiriiiiiniiiiiiiiniiiiiiiiiiiiiiiitiiiiiiiiiiiiiriiriiiiiiniiiiitiimiiiiiiiiitiiiiiiiiiiiiiiir
RAIEW^*^ MOTOR BRUSHES | |
812
Grade 812 has been proved by test the most economical and satisfocto.y
brush obtainable for standard flush or slotted commutator railway motors :
local or moderate speed Jnterurban service. One of a series of standz: .('
railway motor brushes.
COLUMBIA BRUSHES
.,. COST NO MORE — LAST LONGER
NATIONAL CARBON COMPANY, INC.
CLCVELAND, OHIO SAN FRANCISCO, CAu.
THE WORLD'S STANDARD
"IRVINGTON"
I Black and Yellow
i Vamithed Silk, VamUhed Cambric, Varnished Paper
I !rr-0-Slot Insulation Flexible Varnished Tubing
I Insulating Varnishes and Compounds
I Irvington Varnish & Insulator Co.
I Irvington, N. J.
I Sales Representatives in the Principal Cities
riiMMllliiniiiiiiiiiiiiiniiitiiiiliiiinilliilliiliinilllinilllllllinilllllllllllllllttllllluiitiiuiniltiiniiriilMUlllilliliriiiiiiiiiiMnniimiiiriR ?iininiiniiriiiriiiriflMiMiiiirMiriliMiiiiiiiiiitiiiiMiriii)iiriiiiiiiiiiiiiiiiiiilriiiiiiltiriiiiiiiMiriiiMiiii[riniiiiiirilltiiliiitiiniitiliiiil)ll<ir
HUiiiiiiitiiHiiiiiiniiiiiiiirniniiniininiiiiiiinniiuiiiiiniiiiiiiiniiniitiiiMiMiHiiuiiMiMiiiiniiiMniMMiMiMiMiiMiiiiiiiiMiiiiiiiiiiHHtiiiiiiniiiiiniininiuiiiiiMiiiiiinintinMiriitiiiiiiiiniininii^
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
I Eoaton Philadelphia Pittsbtirgh Kansas City Dallas Chicagro San Francisco London. Eng:.
tmiiiMmiiHiimmimilli.HllHiiiiiuiiniiniiMiiliiniliiituiiiuniiiiiuiniiMiiHiluiiMniniiniiiiiiiiniitiimiMitiininiiniiiilniitiiniiniitMitMiMHnnMriiniiiiiniiniiiiiMiiiiiiiininiitiiitiiiiiiiiiniitiiuinMtiiiiiiUH iiiiHifiiitiiiiiiiiiiiuiuniifc^
aJiiiiiijiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiuiiiiiiiiiiiiiuiiiiiiijiiiiiiiiiiiiiiiiuiiiMiiuiiiiiiiiiiiiiiriuiiiniii
i»o[k^/)9egKss, was. u. s. a.
I Electrical Machinery, Steam Turbines, Steam Engines,
i Condensers, Gas and Oil Engines, Air Compressors,
I Air Brakes
<jiiiiiilliiitiiiniitiiiiiiiiiiiiitiliililiiiiiuiiiiiiiiiiiiiriiiiiiiiitiiitiirHiriiiiiiiiiiHiiNiiiiiiiiiiiitiiiriiriiiMiiiiiiiiitiiiriiiMiiiiiiiiiriiMiriru
I RWB DYNAMOTORS I
= FOK i
I CARBON ARC RAIL JOINT WELDING I
= CARBON ARC RAIL BONDING I
I CARBON and METALLIC ARC GENERAL WELDING |
1 Rail Welding and Bonding Co., Cleveland, O. |
.TlllllHiniliiitiiiiliiiiiiilllllliiiiilililliiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiniiniiiiuiiiiiiinitiiiiiiiiiiitiiiiiliiiiiiiiiiiiiiiutiiiiitiiiiillillHtiiilin
December 23, 1922
Electric Railway Journal
35
jiiiiiiiiiiiiiiiniiiiiiiiHiiiiiiiriiiiiiiiiiiiiiiiiiimiiiiimiiiiiiiiiiiiiiiiiiiiiminiimiuiiiiiimiimiiiiiiiiiiiiimiuiiiiiiiiiiiiiiiiiiiimiiiiiii.: ^iiiii MiiiiiiiiiiiiuiinriiiiiiniiiiiiiiiiiniiHiiiiiiiiniiirinmiiiHiiiiiiiiiiiiiiiiiiiniiin iiiiiniimiiiiimiiiiimiiiiimiiiiiiiiiit:
Don't Advertise
Unless —
I you are absolutely on the level
I with your customers —
I Unless your goods are so excel-
I lent that everyone who buys them
I once will want them again —
I Unless there is real need for
I what you make —
I Unless you appreciate that it
I takes time and costs money to
I educate an industry to associate
I your trade mark with a definite
I standard of quality —
I Unless your business is built on
I the firm foundation of economical
I production and sound finance.
I Published by the Electric Railway Journal in co-operation
I with The American Association of Advertising Agencies
r s
FiiiiiiiitiiiiiiiiiiiniiiiiiniiniiiiiiriiiMiiiiiiiiiniiiriiiiMtriiiiiinMniiiiliniiniinillliiiriliiiiliiiiiiiiiriiiiiiiMiMiiiriiltliittiiiiiiiiiiiiiliiS
For Accurate Placing
THE Tribloc lowers its load gently and
accurately into place. To understand
why,one has only to examine theplanetary
gear system. Such a well balanced drive In-
sures absolute smoothness of operation.
A Tribloc will never jump, jam, or jerk
under its proper load.
IVrite for information on any
type or capacity to 40 Tons. 2217-D
FORD CHAIN BLOCK CO.
CND a DIAMOND STREETS PHIL^Dei.PIHIA. PA.
^^ OVCR-SeAS WWCSCWTWIVC ^
= J>Af«l« 3RUSSCUS TURIN BARCKI.ONA niO OE JANEIr.o =
niHiiiimimiiimmiiMiimuiiiiiiimiriiimiimiriiiiiiiiMiimMMimimimiriniMimiiiiiiiiiriiiinniiiiMiitinMmiiniium
::'iiiiiiiiiiiiuiniiiiiiiiiiiiiiiHiiiiiniiniiiiiHiiiiiiiiiiiiiiiuiiniiniiniiHiiniiniiHiiniiniiiMiMiiiMiniiiniiniiniiiniiniiiMiniiiiMiniiiiiiiiiiiMiiMiiiiiiiiiiMiiininiiiu iiruitii;
MAIL THAT ORDER TO NIC
nniiuiiiimraiiiiiiuiiiiiiiiiiuiniiinimiiiiiiiumiiMiiniiuiiniiiiiiiiiiiiiriimiimiiiiiiuiiniimimiiiiiiuiimiiniiuiiniiiuiiMiiiiiiiniiiiimiiniiniiiiniiiiiiiiiiiMiiiiiniimuiiimiiiiiu
tHY FimiEIL
P®W[S)[1[SI1®
EQUIPMENT and APPLIANCES
2e CORTLAHDT SHIEST NBVr YOKK. N.Y.
^iiiiiiiiiiiiiiiiiMiiiiiimiitiiiiitiiiiiiiiiiimiiiiimiittiiiiiiiiiiiiiitiiiiiiiitiiiiiiMiiiiiitiiiiiiiitiiiiiiiriiniiiiiiiiiiiiiiimitiiitiiiiiiimiiiiir: srtMiiiinitiiiittiiiiiiiriiniiiiiiiiinitriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiirniMiiriiitiiitiiiiiiiiiTiiiiiirtiiiriiiiiiiiiiiiiiiiiiiliiiiiitriiiniiiiiimiL:
We make a specialty of
ELECTRIC RAILWAY
LUBRICATION
We solicit a test of TULC
on your equipment.
The Universal Lubricating Co.
CleTaiand, Ohio
WILLIAMS' SUPERIOR
Drop-Forged Wrenches
Over 40 standard patterns
in 1,000 sizes
IVrenc/i Booltf
J. H. WILLIAMS & CO.
"The Wrench Ptopte"
BBOOKLYN BUFFALO CHICAGO
143 Richard! St. 143 Vulcin St. 1143 W. 131 St.
rimiimimiiiiiiiiiiiiiiimiiiiiiiiiiiiiHiiiMiiitiiiniiMiiiiiiiiiiitiiiiiimiiitiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiimiiiiiiiiMiitiiiiMiiiiimniiim ':)iiiii''>i<tiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiimiiiiiiiiiiijiiimiimiiiiiimimiimiiitiiiiiimimimiiiiiiiiiiiNiiiiiiiiiii
36
Electric Railway Journal December 2S, 1922
2 mil.. imuiuuiuiiui. niiiliimiumiiuii m iiiiiiiiiiim.imimniiiiiinii:uiiiiniliiniiiiuiuu>: M inii".i„„iiiiium..nMi,„M, , ,mm ir.nm, , h m.uu... u....^
UllU^
.^^"'^
CORRECT IT
i USE LE CARBONE CARBON BRUSHES
Type R-10
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.
:;^.'^f
tL»<^^^
COST MORE PER BRUSH
COST LESS PER CAR MILE
W. J. Jeandroi'i
345 Madison Avenue, New York
Pittsburgh Office: 634 Wabash Bld({.
San Francisco Office: 525 Market Street
Canadian Distributors: Lyman Tube Si Supply Co., Ui.,
Montreal and Toronto
diuiiiiiimiiiiiiiniiiiiiiiiiiiiiiiiniiitiitiiiiiiiiiiitiiniiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiininiiiiiiimiiiiiiiiriiiiiiiiiiiiiiiiiiiiinmiinniin
*lliililiniliiinlliiiiilllrilllillllllllllllirilllllllliMlliiniiiMniHllltlllllllllllllllllllllllillltllllilliniitMiiiltlilllllinillllllllllllllltllllllli^
The International Register Co.
15 South Throop Street, Chicago, Illinois
m<iiiiiniiiiiliiiiliiriniiiiiiriitiirriiriiiriiiiniiiMiriiiiilliiiiiilmimiiriiitiiiiiiHiii)tMiiiiiiiitiiiiimMNMaM
liiiiiiHiiiiiMiiHiiiiiiiiiiiitiiiiiiiiiiiitiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiniiiiniiuiiiiiiiiiiiiiiiiiiiitiitiiiiiiitiiitiMiiimiiiiiiiuiiiiiiiimiiiiu:
I BUCKEYE JACKS |
I high-grade R. R. Track and Car Jacks I
I The Buckeye Jack Mfg. Co. [
I Alliance, Ohio i
?tiiiiiiriiitiii(iHiiiiiiiiiitiiiiiiiimiiuiiiMtiiiiiMiiiiiiiniiiMiMiiiiiiiniitiinMiiirMiiiiMiiMHiiiiiniiHiiniiiiiiiiiiimiMiiiiiitMMiiHnii£
iiintniiiMiiiiiniiiiirnMnHiHiiiiiiiiNiMiiiiiiiiiiHiiiiinrnMiiiiiMiNiiMiMiiniiiiiMiiiiiiiiMiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiihiiiiiiMiiu
HACKSAW
)EEP
-ECONOMY
EFFICIENCY^
BLADES
CLADIUMOOInc34ClirfSLNewYork |
aiiiiiiiMiriuiiiiininiiinmiiiiitmiiiiiiuininiimimMiimiiiimiiniiiMiiMiMimtMimmiMiiNimuiiMiiMiMuiiiiMiiMiMiiiirMm
aiiiitiiiiMiiiitiiniiiiiiiiiiiiiiniiniiiiHMiiiiMiiiiuininiiHiiiiiMiniiiiiiiiiiiuiiuHiimiiiiHiiHiiiiiitiiniirimiiniiiiiiiiniiiiiitiiiiMiiK
I "Paint Sells Transportation" i
I Let us show you |
I BECKWITH-CHANDLER COMPANY I
I 203 EMMETT ST. NEWARK, N. J. |
jiiiiiiitiiiiiiiiiiritiiitiiiiiitiiiiiiiiiiiniiuininiiuiiiiiiiiniiiiiiiiniiniiiiiiiinMiiiiiMiliniiiliiiiiiiiiiiiiiiHfiHiniiiiiHiiiiiiiiiinnniiilit
>■"• • iliiniinii nil 1111111111 iiiiin i iiilii uiiiiiiiiiur^ lliliiiiiiiiiiiiiii iimiiiiiimii iriiiiiii iiiiiiuiiiiiiiliii iii iirainiiniuiiii iiiii miiuiiic;
Direct
Automatic |
Registration |
By the I
Passengers |
Rooke Automatic |
Register Co. |
Providence, R. I. =
i.iiiiiiiiiiiininiiiiilllillllllimnillHlliiliMiiiiiiMiiiiiiMiriiniiiiiHlililiiMliiMiHiiiiiitiiiiiniiniiiiiiiiiMniitiiniiiiitiiiiiiiiiitimiiiiir
Fare Boxes
COUNTERS
Change Carriers
COIN
SORTERS
WRAPPERS I
THE CLEVELAND FARE BOX CO.
CLEVELAND, OHIO |
Canadian Branch, Preston, Ontario. =
,illiriliiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiitiiiriiiii)iiiiiiiiiiiitiiitiiitiiriiiiiiiiiiriiiriiir)itiitiiiriiiiiiiiiiiiriiiriiiiniiiiittiiiriiiiitiiniinililii:
Car Seating, Broom and Snow Sweeper
Rattan, Mouldings, etc.
AMERICAN RATTAN & REED MFG. CO.
Broolilyn, N. Y.
AMERICAN mean* QUALITY
RATTAN SUPPLIES OF EVERY DESCRIPTION
^ttllllliiiltllmiiiiiiiiiiiiiiiiiiiiiHiliilliiiiilllliiliiiltiilliiiiitiiiiiHililMniniitiiniiliiniiiriiriitiiHiiiiiitiiniitiiiilllilllllHli'
iiiHiiiiiiuiiii»iiiiiiii»iiiiiniiitiiinitiiiitiiriii»iiiiiiiiuiniiniiiiiiiiiiMiitiuiiuiiniinimiiiiiiiiriiriimiiiiiiiiiiriiiiiiiniiinmiinrl^
'!= ^iiiitiiliiiiiniiiiiniitiitiiiiiiiiiiiiiiiiiiiiiiiiiiniininiiriiiiiiiiitMitiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiHiMiiimiiiiiiiiiiniiriiiiiiiiiriiiriMMHiiii
A Style for [
Every Service |
Send for Catalog |
bonney-vehslage i
TOOL CO. I
Newark, N. J. I
jnillitlliiiiiniitiiiiiiniiniiiiiiiiiiniiiiiiiiiiHliniitiiniiiiiiiiiiiiiniiiiiitiiiiiiiiiirntiMiiiuiiiiiniiiMniiriiniiiiiriiiiiMiiiriiiiiiriiiiir
Gets Every Fare I
PEREY TURNSTILES i
or PASSIMETERS f
Use them in your Prepayment Areas and i
Street Cars |
Perey Manufacturing Co., Inc. i
30 Chorch Street, New York City |
-•iiiitiHiimimiitiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiitiiitiiiiiiuiiiiiniiiiiiiiiiiMiiiiiitiiiiiiiiiiiiiiiiiiimiitiiininiiiiiiMiHHHiHniimKf
■""""" """" """"Ill iiiiiiiiim miiitiiiiiniiii iiimm tiriiiitiiiiim iiitiiii iiiiirmiiic uilllriiiiijiiiiiiiiiiliiiiiiir i iiiiiiiiiir i iiiMiiiiiiiiriiiiiiiiiiiiiii iiiimiiii iiiiiiiiiiii riiiiMilil c
N-L INDICATING SIGNALS 1
PROTECT I
Your CarSjYour Men and the Public |
N-L Products Manufactured and Sold in Canada by Railway A I
Power Engineerintr Corporation, Ltd., 133 Eastern Avenue, i
Toronto, Ontario. §
THE NICHOLS-LINTERN COMPANY, Cleveland. Ohio. I
*<">«i"i iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiniiiiiiiiiiiiiniiiiiiiiiiiiiii iiiiiiiiiniiiiiiiiimiiiiiiiiniiiiiiiiiiiimiiiumraiii
METER THE ENERGY
that's what you want to save
Then double th« saring by Inspecting can on t kilowstt-hour
baalf tnitead of mtlesKe or time-basii. Ask for data
ECONOMY ELECTRIC DEVICES COMPANY
L. E. Gould, 37 W. Van Buren St., Chicaco
0B7<fKBAI, AGENT: Llnd Aluminum Field Colli
= DISTRICT AQGNTS: Peter Smith Heateri, Woodi Lock TIU
= Fare Boiea, Bemla Truck SpeclalUei, Miller Trailed Shoes.
niiiiiMitiiiiiiHiiHiiiiiinitiiiiiiiiiiiiiiiiiiiiMiininiitimiiiiiiiiiiiitiiiniMiiiiiiiiiiiiiHimiiiiiniiiiiiiiiiiiiHiMiiiiiiiiimiiiiiiiiiiiiiHi
December 23, 1922
Electric Railway Journal
37
Searchlight Section
EMPLOYMENT- BUSINESS OPPORTUNITIES- EQUIPMENT
UNDISPLAYED — RATEPEBWOBD: INFORMATION: DISPLAYED — EATK FEB INCH :
;>5«i(ionj Wanted, 4 cents a word, m'nimum Box Mimberg In care if any of our oHces 1 to 3 Inches J4.50 an Inch
'5 cents an Insertion, payable tn advance. count lUwords additional in undisplayed ads. 4 to 7 inch.'s 4 30 an inch
l-otithn, Vaconl and all other classlflcations. DUcount ot 10C7„ if one payment Is made in ^ to M inches . 4.10 an Inch
8 cents a word, .nmimum charge J.i.00. advance for four consecutive insertions ot An adreTtiiina inr» Is measured ve-t'cally on
Pronoealt, 4C cents a line an insertion. undisplayed ads (not including proposals). one column, 3 columns — 30 inches — to a page.
POSITIONS VACANT
DRAFTSMAN wanted ; familiar with steam
and street railway special traclt worlc.
State salary, experience, etc. P-49ii, Elec.
Rv. Journal, Old Colony Bldg., Chicago,
HI. L
KAGINEER wanted , familiar with street
railway special track work, to work into
sales organization. Give full details in
first letter. P-494, Elec. Ry. Journal, Old
Colony Bldg., Chicago, 111.
ENGINEER with broad experience in elec-
tric railway field for important editorial
position on Electric Railway Journal ;
must be under thirty-five, energetic, good
personality and must have a constructive
view of the industry. If you are one who
enjoys lots of hard work as well as wid3
association in a fine way with electric
railway men and can write, address Man-
aging Editor. Elec. Ry. Journal, 10th Ave.
at 36th St., New York City.
ORal*UA iJi, eieciiical engineer wanted by
large street railway in eastern Pennsyl-
vania for manager's office ; should be
about thii^y years of age, experienced
thoroughly In street railway motors
feeder lines and substations ; preferably
a man with shop experience. P-490, Elec.
Ry. Journal, 10th Ave. at 36th St., New
York City.
SUPERINTENDENT of transportation
wanted for electric line operating inter-
urban, cit.v and suburban property in
Middle West. State age, experience,
qualification, references and salary tx-
pected. Replies treated strictly confi-
dential. P-487. Electric Railway Journal,
Iflth Ave, at 36th St., New York City.
YOUNG engineer, with a year or two ex-
perience in the electric railway field, for
an editorial position in New York on
Electric Railway Journal. Journal edi-
torial work offers a splendid opportunity
POSITIONS VACANT
for a man to grow rapidly. Must be
energetic and have initiative ; good op-
portunity for advancement. Address
Managing Editor, Elec, Ry. Journal, lOtn
Ave. at 36th St., New York City,
POSITIONS WANTED
AUDITOR, broad experience as chief ac
counting officer with representative util-
ity interests, now engaged on important
work for federal government, desires
connection with progressive utility as
auditor, secretary or treasurer. PW-488,
Electric Railway Journal, Real Estate
Trust Bldg., Philadelphia, Pa.
CIVIL engineer, technical ; married ; mem-
ber American Society Civil Engineers ; six
years' miscellaneous engineering experi-
ence, twelve with street and interurban
railways ; present, engineer maintenance
of way and structures, large property ;
engineer of recognized ability ; excellent
references; interview solicited. PW-489,
Elec. Ry. Journal, Old Colony Bldg., Chi-
cago. 111.
SUPERINTENDENT motive power and
equipment, with good record based on
broad experience, city and interurban,
A.C. and D.C., desires position, PW-491,
Elec. Ry. Journal, Old Colony Bldg., Chi-
cago, III.
:iiiiiiiiiiiiiiiMitiiiiiiiiiiiiiiti
FOR SALE
20— Peter Witt Cars
I Weight Complete, 33,000 lbs.
I Seat .53. 4 — G. E. No. 2.58-C Motor*.
i K-12-H Control, West. Air Taylor Trucks.
i R.H. Type. Complete.
I ELECTRIC EQUlrMENT CO.
= rf>mmonwealth Blrijr.. Vhiladelphia. Pa.
"Searchlight" |
IS I
s
Opportunity
Advertising j
— to help you get |
what you want. [
— to help you sell |
what you no |
longer need. i
i
Take Advantage Of It
For Every Buaineas Want \
"Think SEARCHLIGHT First" I
■ tlMIIIIIIMIIIHIIM'.
FOR SALE
10— New G.E. 203-P 50 hp.
MOTORS
TRANSIT KQUIPMENT COMPANY,
501 Fifth Avenue, New York
IIIIMIIHIIHtlllllMIIMIIHIII)imilllim>IHIIHimillllllllllHllilllHlllilllllll IIMIMIIIMttllllllli
lllltltlllllHIIIIIIIIttlllllllllllllflllilllMMMMIMMtlllltllHIIIIIIIIIIIIII
IIIIMMHflllllltlllllllltlllt IMI)llll*i
The ^^ Searchlight^ Advertising
in This Paper
is read by men whose success depends upon thorough knowledge of means to an end —
whether it be the securing of a good second-hand piece of apparatus at a moderate price,
or an expert employee.
THE BEST PROOF
of this is the variety of this journal's Searchlight ads. Without a constant and appre-
ciable demand for such machinery or services, by its readers, the market place which
these advertisements represent could not exist for any length of time.
Are you using the Searchlight Section?
0318
^'''ItllMllllUlllltiMI
IIIIMtltllftdltXItlllllMIMIill
■ lllllltlMIIMIItMlttllltlMIIMMDI
38
ELECTEic Railway Journal
December 23, 1922
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
Advertising, Street Car
Collier, Inc., Barron G.
Air Receivers, Aftercooleri
IngersoU-Rand Co.
Aucbon, Uuy
Electric Service Sup. Co.
Otiio Brass Co.
Standard Steel Works Co.
Westingrhouse E. & M. C».
Armature Shop Tools
Elec. Service Supplier Co.
Automatic Return Switch
Stands ^
Eamapo Ajax Corp.
Automatic Safety Swltoh
Stands
Kamapo Ajax Corp.
Bemis Car Tnicli Co.
Axles, Car Wheel
Bemis Car Trueli Co.
Brill Co.. The J. G.
Carnegie Steel Co.
Westinghouse E. & M. Oo.
Axle Straightenecs „ ^ ^
Columbia M. W. fc M. I. 0».
Babbitt Metal
Aiax Metal Co.
More-Jones Br. & Metal 0».
Babbitting Devices „ , -
Columbia M. W. & M'. I. 0».
Badges and Buttons
Electric Service Sup. C!o.
Intemafl Register Co., TIM
Batteries, Dry _
National Carbon Co.
Bearings and Bearing Hetals
Ajax Metal Co.
Bemis Car Truck Co.
Columbia M. W. & M. I.Oo.
General Electric Co.
Gilbert & Sons. B. P. A.
Le Grand, Ine.. Mia
More-Jones Bi . & Metal Co.
Westinghouse E. A M. C».
Bearings, Center and Roller
Side
Slucki Co., A.
Bearings, Roller
Stafford Roller Bearing Csr
Truck Corp'n
Bells and Gongs
Brill Co., The J. Q.
Columbia M. W. & M. I. 0«.
Consolidated Car-Heating Co.
Electric Service Sup. Co.
Benders, Rail . _
Railway Track-work Co,
Boilers „
Babcock & Wilcox Co. ^^
Bonding Apparatus
American Steel & Wire 0».
Electric Service Sup. Co.
Indianapolis Switch * Frof
Co.
Ohio Brass Co.
Rail Welding & Bonding Co.
Railway Track-work Co.
Bonds, Rail _
American Steel & Wire 0«.
Electric Service Sup. Co.
General Electric Co.
Indianapolis Switch & Frot
Co,
Ohio Brass Co.
Rail Welding & Bonding Co,
Westinghouse E. & M. Oo,
Book Publishers
McGraw-Hill Book Co.. IBo.
Brackets and Cross Arms
(See also Poles, Ties,
Posts, etc.)
Bates Exp. Steel & Tr. Co.
Electric Ry. Equip. Co,
Electric Service Sup. Co.
Hubbard & Co.
Ohio Brass Co.
Brake Adjusters
National Ry. Appliance Co.
Westinghouse Tr. Br. Co.
Brake Shoes
Araer. Br. Shoe k Pdry. Co.
Barbour-Stockwell Co.
Bemis Car Truck Co.
Brill Co.. The J. Q.
Columbia M. W. & M. I. Oo.
Brakes, Brake Systems aad
Brake Parts
Allis-Chalmers Mfg. Co.
Bemis Car Truck Co.
Brill Co.. The J. O.
Columbia M. W. & M. I. Co.
General Electric Co.
National Brake Co.
Safety Car Devices Co.
Westinghouse Tr. Br. Co.
Brooms, Track, Steel or Rat-
tan
Amer. Rattan tc Reed Mfg,
Co.
Brushes, Carbon
ijeiieral Klectrlc Co.
jeanUi-un. W. J.
i^e Carbune Co.
National Carbon Co.
Westinghouse E. & M. Co.
Brushes, Graphite
National Carbon Co.
Brushes, Wire Pneumatic
Ingersoll-Raud Co.
Brush Holders
Anderson Mfg. Co., A. &
J. M.
Columbia M, W. & M. I. Co.
Buses, Motor
Brill Co.. The J. G.
Btis Seats
Hale & Eilburn Corp.
Bustlings
Nat'l Fibre & Insulation Co.
Bushings. Case Hardened and
Manganese
Bemis Car Truck Co.
Brill Co.. The J. G.
Cables <See Wires and
Cables)
Cambric, Tapes, Yellow &
Black Varnished
Irvlngton Varnish & Ins. Co.
Carbon Brushes (See Brushes
Carbon)
Car Lighting iFixtares
Elec. Service Supplies
Car Panel Safety Switches
Consolidated Car-Heating Co.
Westinghouse E. & M. Co.
Cars, Dump
Differential Steel Car Co.
Cars, Passenger, Freight
Express, Etc,
Amer. Car Co.
Brill Co.. The J. G.
Kuhlman Car Co.. O. C.
National Ry. Appliance Co.
Wason Mfg. Co.
Cars, Second Hand
Electric Equipment Co.
Cars, Self -Propelled
General Electric Co.
Castings, Brass, Composition
or Copper
Aiax Metal Co.
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. & M. I. Co.
More-Jones Br. & Metal Co.
Castings, Gray Iron and
Steel
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Castings, Malleable and
Brass
Amer. Brake Shoe & Fdry
Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Le Grand. Inc., Nlc
Catchers and Retrievers,
Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Wood Co.. Chas. N.
Catenary Construction
Archbold-Brady Co.
Circuit Breakers
General Electric Co.
Westinghuse E. & M. Co.
Clamps and Connectors for
Wires and Cables
Anderson Mfg. Co.. A. &
J. M.
Uossert & Co.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
General Electric Co.
Hubbard & Co.
Ohio Brass Co.
Westinghouse E. & M. Co.
Cleaners and Scrapers —
Track (See also Snow-
Plows, Sweepers and
Brooms)
Brill Co.. The J. G.
Ohio Brass Co.
Clusters and Sockets
General Electric Co.
Coal and Ash Handling (See
ConveylnK and Hoisting
^farhlnery)
Coll Banding and Winding
Machines
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Coils. Armature and Field
Columbia M. W. & M. I. Co.
Economy Elec. Devices Co.
(Jeneral Electric Co.
Colls, Choke and Kicking
General Electric Co.
Westinghouse E. ft M. Co.
Coin-Counting Machines
Electric Service Sup. Co.
Internat'i Kegister Co.. The
Johnson Fare Box Co.
Commutator Siotters
Electric Service Sup. Co.
(ieneral ETlectric Co.
Westinghouse E & M. Co.
Commutator Truing Devices
General Electric Co.
Commutators or Parts
Cameron Eriec'i Mfg. Co.
Columbia M. W. ft M. 1. Co.
General Electric Co.
Westinghouse E. & M. Co.
Compressors, Air
Allis-Chalmers Mfg. Co.
G<?neral Electric Co.
Ingersoll-Rand Co.
Westinghouse Tr. Br. Co. '
Compressors, Air, Portable
Ingersoll-Rand Co.
Condensers
Allis-Chalmers Mfg. Co.
General Electric Co.
Ingersoll-Rand Co.
Westinghouse E. & M. Co.
Condensor, Papers
Irvington Varnish & Ins. Co.
Connectors, Soiderless
Dossert & Co.
Westinghouse E. ft M. Co.
Connectors, Trailer Car
Consolidated Car-Heat'g Co.
Electric Service Sup. Co.
Ohio Brass Co.
Controllers or Parts
Allis-Chalmers Mfg. Co.
Columbia M. W. ft M. I. Co.
General Electric Co.
Westinghouse E. ft M. Co.
Controller Regulators
Electric Service Sup. Co.
Controlling Systems
General Electric Co.
Westinghouse E. ft M. Co.
Converters, Rotary
Allis-Chalmers Mfg. Co.
General Electric C!o.
Westinghouse E. ft M. C!o.
Conveying and Hoisting Ma-
chinery
Columbia M. W. ft M. I. Co.
Copper Wire
Anaconda Copper Min. Co.
Cord Adjusters
Nat'l Fibre ft Insulation Co.
Cord, Bell, Trolley Register,
etc.
Brill Co.. The J. G.
Electric Service Sup. Co.
Intemafl Register Co.. The
RoebUng's Sons Co., J. A.
Samson Cordage Works
Cord Connectors St Couplers
Electric Service Sup. Co.
Samson Cordage Works
Wood Co.. Cbas. N.
Conplers, Car
Brill Co.. The J. G.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Allis-Chalmers Mfg. Co.
Cross Arms (See Brackets)
Crossings
Ramapo Aiax Corp.
Crossing Foundations
International Steel Tie Co.
Crossing Frog ft Switch
R.imapo Aiax Corp.
Wharton. Jr.. & Co., Wm.
Crossing Manganese
Indianapolis Switch & Prog
Co.
Ramapo Aiax Corp.
Crossing Signals (See Sig-
nals. Crossing)
Oosslngs Track (See Track)
Special Work)
Crossings, Trolley
Ohio Brass Co.
Crushers. Rock
Allis-Caialmers Mfg. Co.
CurtAlns and Curtain
Fixtures
Brill Co.. The J. Q.
Electric Service Sup. Co.
Morton Mfg. (M.
Dealers* Machinery
Electric Eiqulpment Co.
Derailing Devices (See Track
Work)
Derailing Switches
Ramapo A]ax Corp.
Destination Signs
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Detective Service
Wish Service. P. Edward
Dogs. Lathe
Williams ft Co., J. H.
Door Operating Devices
Con. Car-HeaLiiig Co.
Nat'l i^'ucumalic Co., Inc.
. ...■.> La. i^evic-s (^o.
Doors and Dour Fixtures
Brill Co.. The J. G.
General Electric Co
Hale and Kilburn Corp.
Doors. Folding Vestibule
Nat'l Pneumatic Co.. Inc.
Draft Kinging (See Couplers)
Drills, Rock ' "* ~
Injjersoll-Rand Co.
Drills, Track
American Steel ft Wire Co.
Electric Service Sup. Co.
Ingersoll-Rand Co.
Ohio Brass Co.
Dryers, Sand
Electric Service Sup. Co.
Ears
Ohio Brass Co.
Electrical Wires and Cabieit
Amer. Electrical Works
American Steel ft Wire Co
Roebliug's Sons Co.. J. A
Electric Grinders
Railway Track-Work Co.
Electrodes, Carbon
Indianapolis Switch ft Frog
Co.
Railway Track-Work Co.
Electrodes, Steel
Indianapolis Switch ft Frog
Co.
Railway Track-Work Co.
tracting and Operating
Allison ft Co.. J. R.
Arehbold-Brady Co.
Arnold Ck>., The
R''c!er John A.
Oosett Co.. Jas. H.
Day ft Zimmermann
Feustel. Robert M.
Ford. Bacon ft Davis
Hemphill ft Wells
Hoist. Englehardt W.
Jackson. Waiter
Ong, Joe R.
Parsons Klapp. Brinkerhoff
ft Douglas
Richey. Albert 9.
Robinson ft Co.. Inc..
Dwight P.
Sanderson ft Porter
Smith ft Co.. C. E.
Stone & Webster
White Engineering Corp..
The J. G.
Witt. Peter
Engineers, Consulting, Con-
Engines. Gas, Oil or Steam
Allis-Chalmers Mfg. (jo.
Ingersoll-Rand Co.
Westinghouse E. ft M. Co.
Fare Boxes
Cleveland Fare Box Co.
Economy Electric Devices
Co.
Johnson Pare Box Co.
National Ry. Appliance Co.
Fences, Woven Wire and
Fence Posts
American Steel ft Wire Co.
Fenders and Wheel Guards
Brill Co.. The J. G.
CHeveland Pare Box Co.
Consolidated Car Fender Co.
Electric Service Sup. Clo.
Le Grand. Inc.. NIe
Fibre and Fibre Tubing
Nat'l Fibre ft Insulation Co.
Westinghouse E. ft M. Co.
Field Coils (See Colls)
Flooring Composition
Amer. Mason Safely Tread
Co.
Forglngs
Carnegie Steel Co.
Columbia M. W. & M. I. Co.
Williams ft Co.. J. H.
Frogs A Crossings, Tee Rail
Ramapo AJax Corp.
Frogs. Track
(See Track Work)
Wharton. Jr., ft Co., Wm.
Frogs, Trolley
Ohio Brass Co.
Fii*>l Systems
Ouierle.v Fuel System. Inc.
Ftisps and Fose Boxes
Columbia M. W. ft M. I. Co.
Consolidated Car-Heating Co.
Oneral Electric Co.
Westinghouse E. & M. Co.
Williams ft Co.. J. H.
Fn«e«. Reflilahle
Columbia M. W. ft it. I. Co.
(rcnera! Electric (jo.
G«-e«, on and Water
Ohio Brass Co.
Onskets
Power Specialtv Co.
Westinghotise Tr. Br. Co.
G"«-FIectTle Cars
General Electric Co.
tiaa Producers
Westinghouse £. ft M. Oj
Gasoline Torches
Economy Electric Devioefc
Co.
Gates, Lar
BriU Co., The J. O.
Gear Cases
Columbia M. W. ft M. I. Co
Electric Service Sup. C3o.
Westinghouse E. & M. (^.
Gears and Pinions
Bemis Car Truck Oo.
Columbia M. W. ft M. I. Co.
Electric Service Sup, Co.
General Electric Ck>.
^al.u.lal Railway AppUance
Cn
Nuttall Co.. R. D.
Tool Steel Qear ft Pinion
Co.
Generating Sets, Oa»-Electrlc
(Senerai Electric Co. •
Generators
Allis-Chalmers Mfg, Co.
Westinghouse K. ft M. Co.
Goggles, Byes
Indianapolis Switcb ft Frog
Co.
Smith Heater (!o.. Peter
Gongs (See Bells and Gangs)
Greases (See Lnbrleaats)
Grinders and OrlnaBg Sup-
plies
Indianapolis Switch ft Frog
Co.
Railway Track-Work Oo.
Grinders. Portable
Railway Track-work Oo.
Grinders, Portable Eleetrie
Railway Track-work Ck).
Grinding Blocks and Wheels
Railway Track-work Oo.
Ground Wires
Page Steel ft Wire (x>.
Guard Rail (^amps
Ramapo Aiax Corp.
Guard Ralls, Tee Rail and
Manganese
Ramapo Aiax Corp.
Guards, Trolley
Electric Service Sup. Co.
Ohio Brass (^.
Hacksaws
Gladium Co.. Inc.
Rammers, Pnenmatlc
Ingersoll-Rand Co.
Harps, Trolley
Anderson Mfg Co..
J. M.
Electric Service Sup. --.
More-Jones Br. *-Metal Co
Nuttall Co.. R. D.
Star Brass Works
Headlights
Electric Servlpe Sup
General Electric Co.
Ohio Brass Co.
Heaters, Car (Eleetrie)
Consolidated Car Heating Co
Economy Electric Devices
GoUi Car Heating ft Ligh'
National Ry. Appliance Co
Smith Heater Co.. Peter
Hrnters, Car, Hot Air and
9mi"th Heater Co.. Peter
Heaters, Car (Store)
Electric Service Sup. Co.
Sterling Varnish Co.
Westinghouse B. ft «■ <-«
Helmets. Welding
Indianapoiis S-witeh ft Free
Co.
A.
Co.
(30.
«
*. 1. Co
ITn'sts and Lift"
■ ColumWa M. W. ft M.
Ford Cbai" B'ock Co.
Ingersoll-Rand Co.
Hn«e. Bridges
Ohio Br»9» Co.
Hv<»rnn"e Machinery
Alli8-C:5:almers Mfg. Co.
Intrfruments. Measuring and
E^^ml"Electrie Devices
WeMHc Service Sup. Co.
fjenernl Electric Co.
Westinghouse E. ft M. i"
I„,T,lBtlne Cloth. Paper and
Tane
Oeneral Electric Co.
Trvinrton Vnmlsh ft in»-
TIs'ri Fl^^re * ^'"''''"'l"?.Cre
<Jtnn''»r^ tTndpr-Tonnd C«b'e
Westinghouse E. ft M. co.
InanlnXnr S'lk
Trvingtnri Vsmlsh ft I"'-
On.
fnimlatlne Vnmlshes
TrHngton 'Vamlsh ft
Co.
Ins.
December 23, 1922.
Electric Railway Journal
39
r
iHniiiiiuinumiiuiniiiimmiiiiimiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiimiinimHiniimiiimmniuiHaiiniwiluiiiiuMiiiim^ ^iiiiimiiiiiiiiiiiiMiiiniiiiiiiiiiiiiiiiiiiiniiuiitiiiNiiitiiiiiimiiiiiiiiiiiHiiiiiiiiiiiiiiiiiimiiiiiimiiiimiiiiiimimimiiiiiMiimiimiiis
Brake Shoes I
A.E.R.A. Standards I
I Diamond "S" Steel Back is the Best Type
Standard I
Patterns I
B
for
SAFETY
CAR
D-67 for Narrow Treads
D-87 for Wide Treads
American Brake Shoe and Foundry Co.
30 Church Street, New York v
332 So. Michigan Ave., Chicago Chattanooga, Tenn.
I Compressor Efficiency at |
Full and Partial Loads
1 Type "XCB" Air Compressors are equipped with the |
I 5-Step Clearance Control, which automatically causes the |
I compressor to operate at full, three-quarter, one-half, one- 1
I quarter or no load, depending upon the demand for air. |
I This compressor can be big enough to deliver the large |
I volume needed during rush periods, without sacrificing |
I efficiency when the demand is lessened. |
I Bulletin 3042 |
I IngeissoIlRand I
I ^r 11 Broadway, New York 615 C |
I If; It's Compressed Air Consult Us |
^iiiiniMiriiiiriiiiiiiiiiiiTittMiiiiiiiiiiiiiiiriiitiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiitHiiiiiiiiitiiiriiiiiiiiiiiiiiiiiiniiiiriiiiintiiiiiiiiiiiiiiiiiF
;jiiiiiiiiiniiiiNniHnuiiMiuniMiitiiiNiiiiiMiiMiri<iiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiMiiiiiiiiiitiiniiiiiiitiiitiiiitiiiiiiiiiiuiiuiintiiiii': »iiiiiiiiiiiinMniMiiiiiiiiniiniiininiiiiiiiiiiniiriiiin>iiiiriiiiiiiiMiiiiiiiHiiiiriiiniiiiiiiiiiiiMiiiiiiiiiiiiiiiiiHiiiiiiiiimiit(iiiiiiiiiMii'^
The Kalamazoo Trolley Wheels
i b^^ve always been made of en-
1' tirely new metal, which accounts
I for their long life WITHOUT
I INJURY TO THE WIRE. Do
% not be mislead by statements of
I large mileage, because a wheel
I that will run too long will dam-
1 age the wire. If our catalogue
I does not show the style you
I need, write us — the LARGEST
I EXCLUSIVE TROLLEY
1 WHEEL MAKERS IN THE
I WORLD.
THE STAR BRASS WORKS
I KALAMAZOO, MICH., U. S. A.
nilliimiiiiiiimillllllllilliiiliiiiiiiniiiiiitiiinililliHlllilifiiiiiiliilllfliitllltllHilliilil
aiiiiiilliiiininniiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiNiilitiiiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiilllllllM
= B, A. Hegeman, Jr.. President
t Charles C. Castle, First Vice-President W. C. LinoOln, Mgr. Sales and
I Harold A. Heeeman. Vlce-Pres. and Engineering
= Treas, Fred C. J. Dell, Secretary
I National Railway Appliance Co.
I Grand Central Terminal
I 452 Lexington Ave., Cor. 45th St., N. Y.
I BRANCH OFFICES:
i Munsey Bldg., Waehington, D. C. 100 Boylston Street. Boston. Mass.
= 85 tTnioii Trust Bldg., Harnsburg, Pa.
= Hegeman-Castle Corporation. Railway Exchange Bldg., Chicago, 111.
I RAILWAY SUPPLIES
Tool Steel Gears and Pinions
Anderson Sluck Adju^^er^i
Genesco Paint Oils
Dunham Hopper Duor Device
Feasible Drop Broke Staffs
FlaxUnum Insalatlon
Angle-American Varnishes*
Paints, Ennmels. Sarfacers,
Shop Cleaner.
Johnson Fare Boxes
Peerless and Perry Side Bearings
Drew Line Material and Railway
Specialties
Hartman Centering Center Plates
Economy Power Saving Meters
H & W Electric Heaters
Garland Ventilators
Pitt Sander?
National Safety Car Equipment
Co. '8 One-Alan Safety Sars
Central Equipment Company's
Hand Holds
r>[ii"<iiiiiniirMiiriiniiiiriiiiMiiMiiiiiiriiriiiiiiiiMiitMitiiiitiiiiiiiiiiirMiiiiiiiriiit[iiii
iiiriiiiMiniiiitiiiiiinMiiiiiiiiiiiitiriitriitn
Tnemco Paint & Oil Company's Cement Paint i
viiniiniiinMniiiniiniiHmiMiirniHiiniiiiiiiiiiiiiiiiiriiitiiiiMifiinMitiiiiiiiiiiiiiiiiiiiiniiiiriiuiiiiiiiiiiitiiiiiiiitiiiiiiiiiiiMiiitiiiiiiiin
giHiiniiiHiiniiiiiiHniiiiiMiriiniiiiiiiiiiiiiiiiniiiiiiiiiiiiiriiitiiiiiiiiiiuiiiiiiiiiiiuiiiiiiiiiiiHiiiiiiiiiiiniiiiiiiiiiiiiiiiniiniiiiiiniiiiiiri
I "Reproduction
I of Ajax Car
I Brass that ran
I 336,000 miles
I before wearing
i too thin for
I further use."
I Thi9 Car Brass was
I sent to as by a large
I Electric Railway System
i We do not guarantee all our Car Brasses to wear as lonr — tmt
i this Time Record points to why, after tlUrty years' experience.
I AJax Metals maud at the top.
I AJax Car Brasses* Check Plates and Babbitt Metals help to
I increase your dividends by wearing- longer.
I THE AJAX METAL COMPANY
I Ettablithed 1880
I Main Office and Works: Philadelphia, Pa.
^itiiiniiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiimiitiiiiiiiiniitniitiiiitiiitiiiMiimiiniiiiiimiiiiiiiniitiiitHiiiiiMimtiiiiiiiiiiiiitiiiiiiii
40
Electbic Railway Joubnal
Insalation (See also Painta)
Anderson Mlg. Co., A. &
J. M.
Electric By. Equip. Co.
Electric Service Sup. Co.
General Electnc Co.
Irvlnston Varnish & Ins. Co.
Insulation, Slot
Irvinirton Varnish & Ins. Co.
Insulators
(See also Line Material)
Anderson Mfg. Co.. A. &
J. M.
Electric By. Equip. Co.
Electric Service Sup. Ck).
Flood City Mfg. Co.
General Electric Co.
Irvington Varnish & Ins. Co.
Ohio Brass Co.
Westinghouse E. & M. Co.
Insulator Pins
Electric Service Sup. Co.
Hubbard & Co.
Insurance, Fire
Marsh & McLennan
Jacks (See also Cranes,
Hoists and Lifts)
Buckeye Jack Mfg. Co.
Columbia M. W. & M. I. Co.
Electric" Service Sup. Co.
Joints, Rail
(See Kail Joints)
Journal Boxes
Bemis Car Truck Co.
Brill Co., The J. Q.
Junction Boxes
Standard Underground Cable
Labor Adjusters
Corp. Service Bureau, The
Lamp Guards and Fixtures
Anderson Mfg. Co., A. &
J. M.
Electric Service Sup. Co.
General Electric Co.
Westinghouse E, & M. Co.
Lamps, Arc and Incandescent
(See also Headliehts)
Anderson Mfg. Co., A. &
J. M.
General Electric Co.
Westinghouse E. & M. Co
Lamps, Signal and Marker
Nichols-Lintern Co.
Ohio Brass Co.
Lanterns, Classification
Nichols-Lintern 0>.
Lathe Attachments
Williams & Co.. J. H.
Lightning Protection
Anderson Mfg. Co.. A &
J. M.
Electric Service Sup. Co.
General Electric C!o.
Ohio Brass Co.
Westinghouse E. & M Co.
Line Material (.See also
Brackets, Insulators, Wires,
etc.
Anderson Mfg. Co., A. &
J. M.
Archbold-Brady Co
Columbia M. W. & M. I. Co
Dessert & Co.
Electric Service Sup Co.
Electric Ry. Equip. Co.
General Electric Co.
More-Jones Br. & Metal Co
Ohio Brass Co.
Westinghouse E. & M. (3o.
L(»cklnK Spring Boxes
Wharton. Jr.. & Co.. Wm.
Locomotives, Electric
(Jeneral Electric Co.
Westinghouse E. & M. Co.
Lnhricating i:nglneers
TTniversal Lubricating Co.
Vacuum Oil Co.
Lubricants, Oils and Greases
TTniversal Lubricating Co.
Vacuum Oil Co.
Machine Tools
Columbia M. W. & M. I. Co.
Machine Work
Columbia M. W. & M. 1 Co.
Manganese Steel Castings
Wharton, Jr.. & Co.. Wm.
Manganese Steel Guard Ralls
Bamapo Ajax Corp
Manganese Steel Special
Track Work
Indianapolis Switch & Frog
Co.
Ramapo Ajax Corp.
Wharton, Jr.. & Co.. Wm.
Meters (See Instruments)
Meters, Car, Watt-Honr
Economy Electric Devices
Ck).
Motor Buses
(See Buses, Motor)
Motor Leads
Dossert & Co.
Motormen's Seats
Brill Co.. The J. G.
Electric Service Sup. Co.
Wood Co . Chas. N.
Motors. Electric
Allis-C^halmers Mfg. Co.
Westinghouse E. & M. Co.
Motors and Generators, Sets
General Electric Co.
Nnts and uolts
Allis-Cbalmers Mfg. Co,
Barbour-Stockwell Co.
Bemis Car Truck 0>,
Columbia M. W. & M. I. Co,
Hubbard & Co.
Oils (See Lubricants)
Packing
Electric Service Sup. Co.
Power Specialty Co.
Westinghouse E. & M. Co.
Faints and Varnishes, Insu-
lating , -
Beikwith-Chandler Co,
Sterling Vanash Co.
Paints and Varnishes (Preser-
vttt i V £ )
Bee RwithChandler Co.
Paints and Varnishes for
Woodwork
National By. Appliance Co
Pavement Breakers
Ingersoll-Rand Co.
Paving Material _,
Amer. Br. Shoe Sc Fdry. Co.
Pickups, Trolley Wire
Electric Service Sup Oo.
Ohio Brass Co.
Pinion Pullers
Columbia M. W. & M 1. Co.
Electric Service Sup Co.
(Jeneral 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 Fittings
Power Specialty Co.
Westinghouse Tr. Br. Co.
Planers (See .Machine Tools)
Plates for Tee Rail Switches
Ramapo Ajax Corp.
pliers — Rubber Insulated
Electric Service Sup. Co.
Ingersoll-Rand Co
Pneumatic Tools
Pole Reinforcing
Hubbard & Co.
Pole Line Hardware
Ohio Brass Co.
Poles, Metal Street
Bates Exp. Steel Truss Co.
Electric Ry. Equip. Co.
Hubbard & Co.
Poles, Trolley
Anderson Mfg. Co., A. &
J M.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Nuttall Co., R. D.
Poles, Tubular Steel
Electric Ry. Equip. Co.
Electric Service Sup. Co.
Pules and Ties, Treated
International Creosoting and
Construction Co.
Paire & Hill Co.
Poles, Ties, Post, Piling and
Lumber
International Creosoting and
Construction Co.
Le Grand, Inc. Nlc
Nashville Tie Co.
Page Sl Hill Co.
Power Saving Devices
Economy Electric Devices
Co.
National Ry. Appliance Co.
Pressure Regulators
Oeneral Electric Co
Ohio Brass Co.
Westinghouse E. & M. Co.
Pumps
Allis-Chalmers Mfg. Co.
Ingersoll-Rand Co.
Pumps, Vacuum
IngersoU-Band Co.
Punches. Ticket
Bonney-Vehslage Tool Co.
International Reg. Co.. The
Wood Co.. Chas. N.
Rail Bonds
Pueo Steel & Wire Co.
Rail Braces * Fastenings
Ramapo Ajax Corp.
Rail Grinders (See Grinders)
Rail Joints
Carnegie Steel Co.
Rail Joints, Welded
Indianapolis Switch & Frog
Co.
Ralls. Steel
Carnegie Steel Co.
Railway Safety Switches
Consolidated (5ar Heating Co.
Westinghouse E. & M. Co.
Rail Welding
Ball Welding k Bonding Co.
Bailway Track-work Co.
Rattan
Amer. Bat. & Beed Mfg. Co.
Brill Co.. The J. G.
Electric Service Sup. Co.
Hale & Kilbum Corp.
St. Louis Car Co.
Registers and Fittings
Brill Co.. The J. G.
Electric Service Sup. Co.
International Reg. Co.. The
Booke Automatic Beg. Co.
Belnforcemeot, Concrete
American Steel & Wire Co.
Carnegie Steel Co,
Repair Shop Appliances (See
alB4» Coil Banding and
Winding Machines)
Columbia M. W. & M. I. Co.
Electnc Service Sup. Co.
Repair U'ork (See also Coils)
Columbia M. W. &. M I. Co.
Greneral El.'ictric Co
Westinghoust E. & M (3o.
Replacers, Car
Columbia M. W * M. 1. Co.
Electric Service Sup. Co
Resistance, Grid
Columbia M. W. & M. I. Co.
Resistance, Wire and Tube
General Electric Co.
Westinghouse E & M. Co.
Resistances
Consolidated Car-Heating Co.
Retrievers, Trolley (See
Catchers and Retrievers.
Trolley)
Rheostats
General Electric Co.
Westinghouse E. & M, Co.
Roller Bearings
Stafford Roller Bearing Car
Truck Corp.
Banders, Track
Brill Co.. The J. G.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Nichols-Lintern Co.
Ohio Brass Co.
Sash Fixtures, Car
Brill Co., The J. G.
Sash, Metal, Car Window
Hale & Kilburn Corp.
Scrapers, Track (See Clean-
ers and Scrapers, Track)
Screw Drivers, Rubber In-
sulated
Electric Service Sup. Co.
Seating Materials
Brill Co., The J. G.
Seats, Car (See also Rattan)
Amer. Rattan & Reed Mfg.
Co.
Brill Co.. The J. G.
Hale & Kilburn Corp.
Heywood-Wakcficid Co.
Second Hand Equipment
Electric Equipment Co.
Secret Service
Corp. Service Bureau. The
Shades. Vestibule
Brill Co.. The J. G.
Shovels
Allis-C^almers Mfg. Co.
Brill Co.. The J. O.
Hubbard & Co.
Side Bearings (See Bearings,
Ccnier and Side)
Signals. Car Starting
Con. Car Heating Co.
Electric Service Sup. Co.
Nat't Pneumatic Co., Inc.
Signals. Indicating
Nichols-Lintern Co.
Signal Systems, Block
electnc Service Sup. Co.
Nachod Signal Co.. Inc.
V. S. Electric Signal Co.
Wood Co.. (3haB. N.
Sig'*»l Systems, Highway
Crossing
Nachod Signal Co., Inc.
D. S. Electric Signal Co.
Slack .Adjosters
(See Brake Adjusters)
Slag
Carnegie Steel Co.
Sleet Wheels and Cutters
Anderson Mfg. Co.. A. A
J. M.
Columbia M. W. & M. I. Co.
Electric By. Equip. Co.
Electric Service Sup. Co.
More-Jones Br. & Metal Co.
Nuttall Co.. B. D.
Smokestacks. Car
Nichols-Lintern Co.
Snow-Plows, Sweepers and
Brooms
Amer. Bat. & Beed Mfg. Co.
Brill Co.. The J. G.
Columbia M. W. & M. I. Co.
Consolidated Car Pender Co.
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 & Wire Co.
Bemis Car Truck Co.
Brill Co.. The J. G.
Sprinklers. Track and Road
Brill Co., The J. G.
Steel Castings
Wharton, Jr., & Co., Wm.
Steels and Steel Prodoott
Morton Mfg. Co.
Steps, Car
Amer. Mason Safety Tread
Co.
Morton Mfg. Co.
Stokers, MechanlraP
Bnbcock & Wilcox Oi
Westmghuuse E. & M. Co.
Storage Batteries (8f« Bat-
teries, Storage)
Strain Insulators
Ohio Brass Co,
Strand
Roebling's Sons Co,, J. A.
Suiterheaters
Babcock & Wilcox Ck>.
Power Specialty Ck).
sweepers, Snow (See Snow
Plows, Sweepers and
Brooms)
Switch Stands
Indianapolis Switch & Frog
Co.
Switch Stands and Fixtures
Ramapo Aja-\ Corp
Switches, Selector
Nichols-Lintern Co.
Switchea, Track (See Track,
Special Work )
Switches and Switchboards
Allis-Chalmers Mfg. Co.
Anderson Mfg. Co.. A, &
J. M
Electric Service Sup. Co.
General Electric Co.
Westiighouse E. & M, Co.
Switches, Tee Rail
Ramapo Ajax Corp.
Tampers, Tie
Ingersoll-Rand Co.
Tapes and Cloths (See In-
sulating Cloth. Paper and
Tape)
Tee Rail Special Track Work
Ramapo Ajax Cor[>.
Telephones and Parts
Electric Service Sup. Co.
Terminals, Cable
Standard Underground Cable
Co.
Testing Instruments (See In-
struments. Electrical Meas-
uring. Testing, etc.)
Thermostats
Con. Car Heating Ck).
Gold Car Heating & Light-
ing Ck).
Bailway UtiUty Co.
Smith Heater Co.. Peter
Ticket Choppers and Destroy-
ers
Electric Service Sup. Co.
Ties and Tie Rods. Steel
Barbour-Slockwell Co.
Carnegie Steel Ck).
International Steel Tie 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 Miscellane-
ous
Amer. Steel & Wire Co.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Hubbard & Co.
Railway Track-work Ck).
Towers and Transmission
Structures
Bates Exp. Steel Truss Co.
Westinghouse E. & M. Co.
Track Expansion Joints
Wharton, Jr., & Co.. Wm.
Track Grinders
Railway Track-work Co.
Track, Special Work
Barbour-Stockwell Co.
Indianapolis Switch 8c Frog
Co.
New York Switch & Ooss-
ing Co.
St. Louis Frog & Switch Co.
Wharton, Jr., & Co., Wm.
Inc.
Transformers
AIHs-Chalmers Mfg. Co,
(Jeneral Electric Co.
Westinghouse E. & M. Co.
Treads, Safety, Stair Car Step
Amer. Mason Saf , Tread (3o,
Morton Mfg. Co.
TroIle.v Bases
Anderson Mfg. Co.. A. &.
J. M.
Electric Service Sup. Co.
General Electric Co.
Nuttall Co.. B. D.
Ohio Brass Co.
Trolley Bases. Retrieving
Anderson Mfg. Co., A. &
J. M.
Electric Service Sup. Co.
General Electric Co.
Ohio Brass Co.
Trolley Buses
Brill Co.. The J. G.
General Electric Co.
Westinghouse E. & M. Co.
Trolley Materials, Overhead
Flood City Mfg. Co.
More-Jones Brass 8c Metal
Co.
Ohio Brass Co.
Trolley Shoes
Economy Elec. Devices Co.
Trolley and Trolley Systems
Ford-Chain Block Co.
Trolley Wheels and Harp*
Flood City Mfg. (^.
More -Jones Brass & Metal
Co,
December 23, 1922-
Trolley Wheels, (See Wheels,
Trolley Wheel Bushings)
Flood City Mfg, Co.
More-Jones Brass & Metal
Co.
Trolley Wire
Amer. Electrical Works
Amer. Steel 8c Wire Co,
Anaconda Copper Min. CJo*
Bridgeport Brass Co.
Roebling's Soiic Co.. J A.
Trucks, Car
Bemis Car Truck Oo.
Brill Co., The J. O.
Tubing, Yellow and Black
Flexible Varnishes
Irvington Varmsh & Ins. Oo.
Turbines, Steam
Aliis Chalmers Mfg, Co.
(Jeneral Electric Co.
Westinghouse E. & M. Co.
Turbines, Water
Allis-Chalmers Mfg, Oo.
Turntables
Indianapolis Switch & Fror
Co.
Turnstiles
Uamon-Chapmaa C*.
Electric Service Sup. O),
Ohio Brass Co.
Percy Mfg. Co.
Upholstery .Material
Amer. Rattan & Beed Mfg.
Co.
Valves
Westinghoi'se Tr. Br. Oo.
Vacuum Imnregnatloii
Allis-Chalmers Mfg. Oo.
Varnished Papers
irvinston Varnish & Ins. Co..
Varnished Silks
Irvington V arnish 8c Ins. (^.
Ventilators. Car
Brill Co.. The J. G.
National Ry. Appliance 0»,
Nichols Lintem Co.
Bailway Utility Co.
Welders. Portable Blectrle
Indianapolis Switch & Proc-
Co.
Ohio Brass Co.
Bailway Track-work Co.
Bail Welding & Bonding C>».
Weldinl Processes and Ap-
paratus
Gen^ril Electric Co.
Indianapolis Switch & Proff-
Co.
Ohio Brass Co.
Railway Track-work Co.
Bail Welding & Bonding Oo.
Westinghouse E. & M. Co.
Welding Wire & Rods
Page Steel & Wire Co.
Welders. Rail Joint
IndiT.napolis Switch & Frog
Co.
Ohio Brass Co.
Bailway Track-work Co.
Rail Welding 8c Bonding Oo.
Welders, Steel
Indianapolis Switch * jToe
Co,
Wheel Guards (.See Fende(»
and Wheel Guards)
Wheel Presses (See Machlna
Tools)
Wheels, Car, Cast Iron
Bemis Car Truck O).
Wheels. Car, Steel and 8t««»
Tire
Bemis Car Truck Co.
CamefAe Steel Co.
Wheels. Trolley
Anderson Mfg. Co.. A. *
Columbia M. W. & M. I. (i).
Copper Products Forging Oo>
Electric Ry. Equip. Ck).
Electric Service Sup. Co.
General Electric Co.
Gilbert & Sons. B. F. A.
More-Jones B. * M. Oo.
Nuttall Co.. R. D.
Star Brass Works
Whistles. .*ir
(^oneral Electric Co.
Ohio Brass Co.
Westinghouse Tr. Br. (Jo.
Wire. Copper-Covered SteeJ
Page Steel & Wire Co.
Wire Rope
Amer. Steel 8c Wire Co.
Roebling's Sons Co.. 3. A..
W're. Trolley
Page Steel & Wire Co.
Wires and Cables
Amer. Elec'l Works
Amer. Steel & Wire C3o.
Anaconda Copper Min. Co.
Bridgeport Brass Co.
(leneral Electric Co
Indianapolis Switch * Frog
Co.
Page Steel & Wire Co.
Boebling's Sons Co.. J. A.
Standard Underground Cat>l«
Co.
Westinghouse E. A M. Oo.
Woodworking Machines
Allis-Chalmers Mfg. Co.
Wrench««
Williams & Co.. J. H.
December 23, 1922
Electric Railway Journal
41
,<iinriiiiiitiiiiiiiitiiiitiiniiiiiitiiiiiiiiiiiiiriniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinriiiriiiiiiiiiiiiiiiiiiiiiiitiiiitiiiiiiiiiiiiiiiiiiiiiiiiniiitiiiMiitiii'
STAFFORD I
ROLLER BEARINGS I
Cut Power Require- |
ments in Half |
Prevent hot boxes and |
I'esultin? journal troubles: |
check end thrust and do =
awav with all lubrication =
difficulties BECAUSE — i
They Eliminate =
Journal Friction. =
Guaranteed Two Years. |
Aik tor literature S
STArrORD ROLLCk BEAHI/iOs
CAH TOUCH COHPOHATIOH i
~ Pii A.B.H.A. and m v n ^t'ltii
E ord Jourtuitt; Hiadiljt ippli'd to
= Equipm^mt Sow in Vtit
F.iiriniitiiiniitiiiiiiiiiiifiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiitiiiMiiiiiniiiMiiiiiiiiiniiniiiiimiiiiiiriiiiiiitiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiifr,
JIIIIIUtiniMIINIIIHIIIIIinilllllMIIMIMIIIIIIIIIIItllhllllllltlllllllllllllirtllllllltllllllltllllllllltlllllllllllllMIIIIIIIIIIIIIIinillllltlllttllllllL
The Differential Car
An automatic dump car, an electric locomotive, a
snow plow, and a freight car — all in one. Big
■avings shown in track con-
struction and maintenance,
paving work, coal hauling,
ash disposal, snow removal,
and freight transportation.
The Differential
Steel Car Co.
Finillay, Ohio
13
atuiinniiMiiiMniMtHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii'iiiiiiiiitiiiiiiiiiriiiiiiiiiiiiiiiiMiiiiiiniiiiniiiiiiiiiiiiiiiniiiiiMiiiiiiiiiiiiiiiiiiiiiic
MiiMiiiiiiiiniliililliirilliliiiiiiMiiiiiiiiiiiiiriiiiiiiiiiii)iiMiiiiiiiiiiiiiiriiiiiiiiiiiitiiiii.riiiiiiiiiiiiiiiiiiiiiiiiitiliiiiiriiiii':iiiiiiiiiiiitiit.
I A Single Segment or a Complete Commutator
= is turned out with equal care in our shops. The ordere we fill
i differ only in magnitude: email orders command our utmost care
i and skill just as do large orders. CAMERON quality applies to
= every coil or segrment that we can make, as well as to every com- = E T^ f
i mutator we build. That's why so many electric railway men rely =
I absolutely on our name. S
I Cameron Electrical Mfg. Co.^ Ansonia, Connecticut |
nMiiiiiiMiriiiniiiMiiiMirNiiiiiiHiiriuiiiMiiMiniiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiMiiiiiriiitiiiiiiiiiiiiiiirMiiiinriiiriiiiiiiiiiiiMiiiMiiiiiiiiiiiii?
g'liiiiiiiuiiiuiinuiiiiiuiiniininriiiMiiiiiiMiiniiiiniMiiiiiiriiiiiiiiiiriiiiiiiiiiuiiiiiiiirMiiiiiiiiiiiiiiiiniiiniiiiiiirriiniiniiiiiiiiiiinit:
I'll ■ ^^ ■■!■ w 'I nrii
SnnmiitiiiMimMiMiiniiiitmmiMiiMiiiiiiNmitiirMriiniiiimiiiiiiMiiMiiMiiniiMiiMiiiniiiiiMiiMniiiiiinimniHiimmiimH^
I Car Seat and
I Snow Sweeper Rattan
I For 60 years we have been the largest im-
I porters of rattan from the Islands in the
I Indian Ocean. It is therefore to be e.x-
1 pected that when Rattan is thought of
I our name, "Heywood-Wakefield," instantly
I comes to mind.
I Follnw that impulse and write us when in
i the market for:
I High Grade close woven Rattan Car Seat
I Webbing, canvas lined and unlined, in
I widths from 12 in. to 48 in.
I High Grade Snow Sweeper Rattan in
I Natural and Cut Lengths.
I High Grade Car Seats, cross or longi-
I tudinal, covered with Rattan, Plush or
I Leather.
HEYWOOD-WAKEFIELD
COMPANY
I Factory: Wakefield^ Mass.
I SALES OFFICES :
i Heywood-Wakefield Co. Heywood-Wakefield Co.
i 516 West 34th St., New York 1415 Michigan Ave.. Chicago
I E. F. Boyle. Monadnock BIdff., San Francisco. Cal. E
I F. N. Gngg. 630 Louisiana Ave., Washington. D. C. 5
i Railway and Power Engineering Corp., Toronto and Montreal 1
= G. F. Cotter Supply Co.. Houston, Texas 1
E e
!iHiiiriiiiiiiiiiiiriiiiiniiiiiiiiunniiMiiriiiiiiniMniiniiiiiiniiniiitiMiiMuiinMiiiiiiMiiiiiiirniiiiiriiiiiiiiiiiriiitiniiiiiiiiiiiiiriiiiiiniiH
anrmiuiiuiiiniiMiiiiiMMiriiiiMnMiiwii[:nitt.jnMuiiiiriiiiMiiniiiiiiiMiiMiiiiiiMiiiiiiiiiiiiiiii)iiiiniutiiiiiiniiniiHtimiiiiiiiuiu
I "THEY'RE FORGED— NOT CAST
I THAT'S WHY THEY LAST"
(No Alloy)
Box 4S5, Wilmington, Delaware
•4iiii<iiiiiiiiiiiiiuiiiiiiiiiiitiliHiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiuiiiiiiiniitiiiiiiiiiiiiiiiiiiiiiiiiii[ri
'jriiiiiiiiiiiiiiriiiiiiniiniiirMtiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiMniiinMniiiiMitiiiiMiitiiiMiiriiiiiiiitiiiiiiiniiMiiiiiiiiiiiiiniiiriiiriiiroiiiiii
i RI.KOTRIC REATKB Kgl ll'MBNTH
TROLLEY WHEELS
Their salvage value is equal to the market price of
pure copper.
Send for Particulars
THE COPPER PRODUCTS FORGING CO.
1412 East 47th Street, CLEVELAND
,5 J5,
GOLD CAR HEATINGS
LIGHTING CO. ,
NEW YORK CITr
PATENTED
1 TMEKMOHTAT CUNTUUL K«l IfHKNTS
?iiiiiiiiiiiiiuiiiiiiiiiiiiiiiriiit iiiiiiiiiiiMiriiiitiitriiiMiiiiiiiiiiiiiiriiiiilliiiiiriinriiiiiiiiiiiiiiiitiiiiiiiiiiitiiiiiiiiiiiiriiiiMiiiiiixiiiir
Addresa All =
Communi- =
cations to |
BUSH I
TERMINAL =
(220 36th St.) I
Brooklyn, i
N. Y. I
Literature on |
RequeMt I
T(iiiiiiiiiliMllllllliiiiiiiiliiiiliriiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiniiiiiiiriiiiiiiiiiMiiM(iiiiiiiiiiiiiitiiti)iiMiiiiiitiiiiiiiitnitiii;!iiiiiiiiniiiiiiiin.
4$ii.iniiiiiiiimiuiiiiiiiiiiiiiuiiiiiiinnnuiiiiiiiiraiiiuiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiirraiiiii^
MumillW^ Car Heating and Ventilation i
i ts f
m
StiiiiiiiniimiiiiiiiitiiiniiniinMUiiiiMiiMiiiii.iiiiitiiiiiiiiiiiitiiitiitiiitiiiiiiiiriiiiiiiiiniiiiiiitiiiiiiiiiiiiiiiiriiiiiiiiiiHniiiiiiiiiiiiiiiM-
I pAIUWAl( I fTiUIfy f»OMPAN\( |
is one ot the winter problems that you must
settle without delay. We can show you how
to take care of both, with one equipment. 3
. Now is the time to get your cara ready lor H
next winter. Write for details. =
The Peter Smith Heater Company |
1725 Mt. Elliott Ave., Detroit, Mich. |
Aiiiiiiiinimimimniniimrmiiiniinnniiiniiiniiiiiiiiiiiiiiiiitiiii iimiiiir iriiiiiiiiimiiinuHiiiiiiiiiiiiii nniii^
£:iiiiiliiiiiiiiiiiiiiiri!'.iiiiitiiiiiiiiiiiiiiiiiiiiiitiiiMiiiiiiiliiitiiiiiiiiifiiiMitiiiiiitiiiiiiiiiiiiiii)iiiiiiiiiiiittiiiriiiiiiiiiiiiiHriiiiitiiriiilllim
ELECTRIC CAR HEATERS
THERMOSTATIC CONTROL"
giiniiniriE
Sole Manutacturert
i "HONEYCOMB" AND "ROUND JET" VENTILATORS
i for Monitor and Arch Roof Cars, and all classes of buildings:
i also ELECTRIC THERMOMETER CONTROL
I of Car Temperatures.
I 141-lBl WEST 22D ST. Write lor 1328 Broadway
i Chicaco. III. Catalogue New York. N. ¥.
fiiiiniiittiiMiiiiiiiiniiiiiiiiiiiiiiiitiiiiiiiniiiiiiiitiiiiiiiiiiiriiiiiiitiiiHiinmiiimiitiiiiiiiiiiiiiiimiiiiiiMiiimiiHiiiiiimiiiiim
ELECTRO-PNEUMATIC
DOOR OPERATING DEVICES
aMiniiimiiiiiiiiiiiuiMiiiiiiiiniiiiuiiitiiiniimiiM"<*MiniiiMiiitiiiNiiiuiiHiimiiitiiiiiiiinii)iimiimiiiiiiniimiiiiiiitiiiiiimiiiiiiii;
42
Electric Railway journal
Vol. 60, No. 26
ALPHABETICAL INDEX TO ADVERTISEMENTS
Page
Ajax Metal Co 39
Allis-Chalmers Mfg. Co 34
Allison & Co.. J. E ... 26
Amer. Brake Shoe & Pdry. Co. . 39
American Car Co 43
American Electrical Works. ... 32
Amer. Mason Safety Tread Co. . 43
American Rattan & Reed Mfgr.
Co 36
American Steel & Wire Co 33
Anaconda Copper Mining Co. . . . 42
Anderson Mfg. Co., A. & J. M . . 32
Archbold-Brady Co 27
Arnold Co., The 26
Babcock & Wilcox Co 34
BarboiirStockwell Co 33
Bates Expanded Steel Truss Co. 32
Beckwith-Chandler Co 36
Beeler, John A 28
Bemis Car Truck Co 42
Bonney-Vehslage Tool Co 36
Bridgeport Brass Co 10
Brill Co., J. G 43
Buckeye Jack Mfg. Co 36
Cameron Electric Mfg. Co 41
Carnegie Steel Co 31
36
16
28
42
41
41
Cleveland Fare Box Co.
Collier, Inc., Barron G
Columbia M. W. & M. I. C. .
Consolidated Car Fender Co.
Consolidated Car Healing Co.
Copper Products Forging Co.
Corp. Service Bureau', The 27
Crosett Co., Jas. H 27
D
Damon Chapman Co 42
Day & Zimmerman Co., Inc. ... 26
Differential Steel Car Co 41
Dossert & Co 32
Page
E
Economy Electric Devices Co. . . 36
Electric Equipment Co 37
Electric Railway Equipment Co, 32
Electric Service Supplies Co . , . . 11
Feustel. Robt. M 26
Flood City Mfg. Co 32
Ford, Bacon & Davis 26
Ford Chain Block Co 35
"For Sale" Ads 37
Galena-Signal Oil Co 21
General Electric Co 20, 22
Gilbert Sc Sons, B. F. Co 39
Gladium Co., Inc 38
Gold Car Heating & Ltg. Co ... . 41
Hale & Kilburn Corp 31
"Help Wanted" Ads 37
Hemphill & Wells 26
Heywood-Wakefleld Co 41
Hoist Englehardt, W 26
Hubbard & Co 27
Indianapolis Switch & Frof Co. 34
IngersoU-Rand Co 39
International Creosoting & Con-
struction Co 33
International Register Co., The. 36
International Steel Tie Co 9
Irvington Varnish & Insulator
Co 34
Jackson, Walter 26
Jeandron, W. J 36
Johnson Fare Box Co. . .Front Cover
Page
Kuhlman Car Co 43
Le Carbone Co
Le Grand, Inc., Nlc-
36
35
M
McGraw-Hill Book Co ... Back Cover
Marsh & McLennah 8
More-Jones Brass & Metal Co. . . 29
Morton Mfg. Co 42
N
Nachod Signal Co., Inc 33
Nashville Tie Co 33
National Brake Co 23
National Carbon Co 34
National Fibre & Ins. Co 41
National Pneumatic Co., Inc. . , , 13
National Railway Appliance Co. 39
New York Switch & Crossing Co. 33
Nichols-Lintem Co 36
Nuttall Co., R. D 27
Ohio Brass Co 7
Ong, Joe R 27
Page & Hill Co 17
Page, Steel & Wire Co 12
Parsons, Klapp, BrinckerhofI &
Douglas 26
Pcrey Mfg. Co.. Inc 36
Positions Wanted and Vacant ... 37
Power Specialty Co 34
Quigley Fuel Systems. Inc 35
Rail Welding & Bonding Co. . . . 34
Railwjiy Track -work Co 15
Page
Railway Utility Co 41
Ramapo Ajax Corp 27
Richey, Albert S 26
Robinson & Co., Dwight P 27
Roebling's Sons Co.. John A. . . . 32
Rooke Automatic Register Co. . . 36
Safety Car Devices Co 6
Samson Cordage Works 42
Sanderson &. Porter 26
Searchlight Section 37
Smith & Co . C. E 26
Smith Heater Co.. Peter 41
Stafford Roller Bearing Car
Truck Corp'n 41
Standard Underground Cable Co. 33
Star Brass Works 39
Stone & Webster 28
Stucki & Co., A 42
Tool Steel Gear & Pinion Co. . , . 18
Transit Equipment Co 37
U. S. Electric Signal Co 32
Universal Lubricating Co 35
Vacuum Oil Co 24. 25
W
"Want" Ads 37
Wason Mfg. Co 43
Westinghouse E'.ec. & Mfg. Co. . 2, 4
Weslinghouse Traction Brake Cu, 5
Wharton. Jr.. & Co., \Vm lio
White Engineeiinj; Cory.. . ■' "
J. G 2'?
Williams & Co.. J. H 35
Wish Service. The P. Edw 27
Witt, Peter 28
Wood Co.. Chas. N 33
.iiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiuiiiiii;
'i f
STUCKI i
SIDE I
BEARINGS I
A. STUCKI CO. I
Ollnr BIdg. i
Pittsburgh, Pa. |
riiiiiiiniiiiiiiiiiriiiiitiiiiiitiiitiiiriiirittiiiiiiiMiiiiiiiiiiiniiiiiiiiiMiiiiiniiiiitiiiiiiiiiuiiinf'liiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiR
SiiiiniiiiiniiniiiriniiiiiiiiininiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiMiiiiuiiiiiiiiHiiiniii'^
TWO.IFOUR AND FIVE ARM I
TURNSTILES I
Send for Circulars i
DAMON-CHAPMAN CO. !
Rochester, N. Y. |
.'iiiiiltiiii)itriiiiiillllliliiiiiiiiiilllillllllliiMiMliiiiiiirliiiiiiiiiiiinMiiiiiiiiiiniiiriiiiiiiiiiiniiitiiiri!)niiiiiiiiiiiiiiritiiiiiiiii)iMiiiiniiit;
ANACONDA TROLLEY WIRE
ANACONDA COPPER
MINING COMPANY
AoIliMd Milla Department
CHICAGO. I LU
THE AMERICAN
BRASS COMPANY
General Offices
WATERBURY, CONN.
niiiiit)iiiiiiiiiiiiiiiiiiiiiiiiiiiiinii)iiiiiiiiiittiiitiiiiitMiriiiMiiririiiiMiiiiiiiiiriiiiiiriiitiiiiiiiiiriiitiiiiiiiiiiii»iiiiiitiiriiiiiiiiiiiiii)niti=
HriiiiiiiiiiiuiiiiiiiMiiiiiniiiiiiiiiniiiiiiiiiJiiiJiiiiiimiiimiiiiiiiiriiiijiiriiiiiiriiiiiiiiiiiii jiiii miiiiiiiiiiiiiiimiiiiiiiiiiiiiii
I 55 New Users in the Last 4 Months
I KASS SAFETY TREADS
I present an Unusual Combination
I in that they give BETTER RESULTS AT LESS COST
S ; Manufactured and Sold by
I Morton Manufacturing Company, Chicago
-^>""i iiniiniiniiiiiniimiin niiiiiiiiiiiiiii miiiiiiii iiiiiiiiiiiiiiiiiri i iiiiiinitiiiiiiiiiiiiiiHir
(iiiliiiiininiitiinillMiliiMitlllMiiiiiriiMUiiliiiiiniuiiiiliiiiMiniiiiiiiiiriiihiiiiiiiiriiiiiiitiiiiiiHiiiniiiriniiiiiiiiiniitiiiiMuiiiiiiiiiiH-
I SAMSON SPOT WATERPROOFED TROLLEY CORD I
Trade Mark Reg. U. S. Pat. Off. =
I Made of extra quality stock firmly braided and smoothly finished. ~
i Carefully inspected and guaranteed free from flaws. =
= Samples and information gladly sent. =
I SAMSON CORDAGE WORKS. BOSTON, MASS. I
^Hiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiini)iiiiiiiiiitiiiiiiiiiriiiiiiiii<iii[iiiiiitiiiiiitiitiiiiMiiii)iitiiiiiiniiiiiiHiiiiiMiiiiiiiiii 'iiiniTr
HMniniiitiiiiiirtiiMniniiiMniiiMiiiiiiiiiiiiiniiiiiiiiiMiniiiiiiiiitiininiiniiniiiiiniiiiirMniuiiiiiifiiitiiiiiiiiiitiiiiiiiiiniiiiiiuiiniH''
I PROVIDENCE H-B
FENDERS
LIFE GUARDS
^iiimiMMUMnMuiiiMimimiiiiiMiMnMiimtriiMiiMiMniiiriiiMimiiiniiiiiiiMimnnmimiMiMiiMmimiiiiriiiiiiimiiiiinMiiiiiiiiMi'. =
The Consolidated Car Fender Co.^ Providence, R. \, I
Wendell Sl MacDuffie Co., 61 Broadway, New York I
General Sales Agents |
LiMiMiiMiiHinniniiiitihiiiiiiininiiiiinHiiMiMiiiiiMiMiiininiMiiiiiMiiiiiiiMiiiiiuiitririinriniiiiiiiiiiiiiirniiiiiiiirnitiniiiinriiiiiin
jiiiiiMiiiiiiinmiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiniiiiiiiiiiiiiiriiiuiiimiiiiiniiiiiiiiiiiiiiiiiiium^^^
IMASON.
Any width, with or without nosing
SAFETY TREAD
I for car and station steps
Sfamlard for 15 years
= American Mason Safety Tread Co., Lowell, ftlass.
= Stanwood Steps and KarboUtb Flooring
= Branch offlcei In N«w York and Philadelphia j
E Joseph T. Ryerson & Son. Cblcago. Western Distributers _
^nllllllllUINIIIIIIIIIIIItlllllllllllllUlllllllHtllltllltlltllllllllllllllllllllNltlllllilllllllillilllllllll^
uMiuuiiiiiiniiiuiiNiuiiMiMiiinriniihiiititiiiiiiiiiiriiiriiiiiiiiiiiiiiiiiiiuiiiiiniiiiiiiriiiitiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiHi'
I ''Boyerized'' Products Reduce Maintenance
Manganese Brake Hearts
Manganese Transom PlatM
Manganese Body Btishinss
Bronze Axle BearingB
Bemis Pins are absolutely smooth and true In diamet^". We
carry 40 different sizes of case hardener pins In stoc^. SamplM
furnished. Write for full data.
Bemis Trucks
Case Hardened Brake Pins
Case Hardened Buihinrs
Case Hardened Nuts and Bolts
I Bemis Car Truck Co., Springfield, Mass.
'jRiiMiimiiniiiimiHiiiiiniiiiiiiiiMiiiiiMniimiiiiiHiiiiiiiiiiiiiiiiiiiiHiiiniiiiiiimiuimiiiiniiiitnunuiuiiiiiiniii^
December 23, 1922
Electric Railway Journal
Have You Investigated the
Brill Automatic Slack Adjuster?
If your Safety Cars are yet to
be equipped with slack ad-
justers, which guarantee effi-
cient brake rigging adjustment
to compensate for wheel and
brake shoe wear, you should
investigate the BrilJ Auto-
matic Slack Adjuster. Already
quite a large number of street
railways operating safety cars
have tried this new device and
adopted it as standard equip-
ment. It operates on the truck
bottom brake rod, where ad-
justment would otherwise have
to be made by hand, and only
when adjustment is necessary.
Consequently, there is practi-
cally no maintenance, and as
it is entirely enclosed there is
no interference from dirt or
grit, snow or ice.
Write for a copy of our
Leaflet No. 256
The J. G. Brill Company
American Car Co.
ST l-OUIS MO.
Pi-iil-a.de: u-PMiA., Pa..
C.C. KuHLMAN Car Co. —
CCCVei-ArJO.OMIO
Wason Manf'g Co.
SPRirMCrid_0. MASS.
Electric Railway Jouenal
Sent on approval
No
advance
remittance
Small
monthly
payments
See this
Library Edition of STEINMETZ
for 10 Days FREE
The nine volumes which Dr. Steinmetz has contributed on the subject of electrical engineering are now available in a
handsome specially bound set. To those who know what the great books have meant in the development of electrical
engineering theory and practice — this announcement needs no elaboration. The Steinmetz books have been called the
foundation of electrical practice. Their recognition is world-wide. In Europe, Japan, South. America — in every corner
of the globe — they are accepted standards and guides.
Put STEINMETZ
in your librau-y —
Have this handsome set with its full treatment of the
theory and special problems of electrical engineering at
your command. The handbook and the practical treatise
may give you the simple fact you need — but Steinmetz
gives you the theory and its application — ^the real solution
of the problem.
Keep in touch
with STEINMETZ
Put Dr. Steinmetz's books in your library. They bring
you in convenient form the results of his study and ex-
perimentation as Chief Consulting Engineer of the Gen-
eral Electric Company. They form a complete presen-
tation of modern electrical engineering theory.
Get the STEINMETZ Set
and the STEINMETZ Habit—
No Money Down —
Only $4.00 in ten days and $4.00 per
month for eight months.
You can secure the STEINMETZ ELECTRICAL
ENGINEERING LIBRARY for ten days free
Simply fill in and mail the coupon below.
This will not obligate you to purchase. You
merely agree to return the books, post
paid, in ten days, or to remit S4.00 in
ten days and 54.00 per month for
eight months. Take this oppor
tunity to see for yourself what
these books are and how useful
they could be to you. Remem
ber that they are the latest
revisions of the Steinmetz
books in a handsome sp<
eially bound library edi-
tion at a price a little
less than the
ular editions of
the books.
McGraw-
Hill Book
Co.. Inc.
370 Seventh
Avenue, N. Y.
You may send me on
approval for 10 daya
free examination the
STKIXMETZ ELECTRICAL
ENGl.XEERING LIBRARY. I
agree to return the books, post-
paid, In 10 days or remit $4.00
10 days and $4.00 per mouth for
eight months
SuhgcTiler to Electrie Rv. JownaXt..
Mem. A. I. E. E.f
\a»i6
Address
Officiol Position
yame of Companj/ E. l*2-23-t
Sraw-Hill Co., Inc.
December 30, 1922
Twenty Cents Per Copy
^i^»M^iiir
Electric Railway Journal
December 30, 1922
A Happy New Year
"Joe," said the Vice-President, "without being
unmindful of conditions beyond our shores, this
great country of ours has many reasons to cele-
brate the advent of a Happy New Year. Business
generally is very good. There is practically no
unemployment. Our own Industry is convalescing;
much brighter and happier days are in store for
the Electric Railway Industry in this country.
The resolutions we drew up and adopted last
year have permeated throughout our organization.
All we need do is to follow through and do even a
better job this year."
"You are absolutely right. Boss," said Joe
smiling. "Our manufacturing friends and, in fact,
all wide-awake business men are helping to inform
the people regarding the necessity and value that
progressive and adequate street car service is
to them."
"That's true, Joe. The national advertising of
the Westinghouse Electric & Manufacturing
Company alone has been a big factor in this work.
All that this Industry of ours needs now is for
every management to get abreast of the times and
follow the lead and activity established by the
progressive men in the Industry. Transportation
service requirements have changed. The automo-
bile and good roads have changed peoples' habits
and expectations in transport service. None can
afford to still think about schedules and service
as they did ten years ago; if they do they are
asleep at the switch — harmful not only to their
own company but to the rest of the Industry."
"No argument on that question. Boss. The
manufacturers have done their part on equipment,
too. With the safety car and the light weight,
double truck cars equipped with Westinghouse
motors and cabinet control, the kind of service
people want can be provided. We know because
we have done it."
Westinghouse Electric & Manufacturing Company
East Pittsburgh, Pa.
Westinghouse
Vol. 60, No. 27
New York, December 30, 1922
Pages 999-1030
Henry W. Blake. Editor
CONTENTS
SEMI-ANNUAL INDEX
Editorials . . . . , 999
Fitting Service to Traffic in Brooklyn 1001
Bt a. Ij. Hodges.
How the data developed by the transportation department of the
iirooklyn surface hnes are used to follow the trend of service
requirements and adjust schedules accordingly so that losses may
hf ll'^lt^^J^y "J"""® Important, so that as much service as will
De purchased is always available.
Moving a 740-Foot Steel Bridge 1007
h^il?hf^'„'"f"°AH,'''7 weighing: 1,000 tons and reaching a maximum
KmI^^ S m^" '®*^V "^*?. moved 75 feet down stream by the Pitts-
vfrffn H^ll'l^^S '" "'■'!'"■ i?^* continuous service might be pro-
railway brfdle '^onstructiop of a new concrete highway and
New York Railways Tries Turnstile Car 1009
Sf3 ^r""","^" pay-as-you-leave turnstile car placed in service by
wTf„I?/c.^ Railways, designed to load and unload passengers at
time ""^^^"^"^^ provision for limiting number of passengers at one
Lubrication Requirements for Railway Gears and
Pinions jqjj
4,000-Hp. Electric Locomotives for N. & W 1012
Four double-unit locomotives are under construction for Norfolk
& Western Railways Elkhorn grade and electrified extension—
1915 ^ supplement twelve lighter machines commissioned in
Letters to the Editors 1015
News of the Associations 1016
American Association News 1018
News of the Electric Railways 1019
Financial and Corporate 1022
Traffic and Transportation 1025
Personal Mention , 1027
Manufactures and the Markets 1029
McGraw-Hill Co., Inc., Tenth Ave. at 36th St., New York
CibleAildrMt: •■M»«hlnl»l, N. Y."
Jiuu B. MoOBiW, PrMldant
iJlTHO* J. BtLowiN, Vlcs-Prnldent
Ualoolu MoiB, Vice-President
■dwaxd D. COMKLtlf, Tlo»-PrMtdeiit
Jiuaa H. MoOeaw.Ji., Sao. and Trail
Wasbinoton:
Celerado Building
Crioaoo;
Old Colon; Bulldlni
Pkilahblpbia:
Beal Bitita Trust Bulldlni
Olstbland:
Leader-News Building
8t. Locra:
Btsr Bulldlni
•a« FBAticiaco'
Bltlta Building
London;
Publishers of
EHaltumitii; Ntui-Rteort
American MacMMtt
Power
Chemical and
Uftallurgical Bni/inetrine
Coal Age
Eitaineerine atut MUiino JimtiM-Preu
Inoenierla InternaciotuU
But Tramportalicrt
Electric RailKau Jownai
Ml^-ctru-ut World
Blaetrical M erchawUeing
Jovrrtal of Electricity and
Wcatern Indugtry
(PuMlsked (n San Fnmcisce)
InduetritU Engineer
{Published in CMcaoo)
American Machinitt — Euravean
Edition
IPublUhed in London)
I Bourerlo Street. London E. C. 4
Meober Audit Bureau of Clrculatloni
Member Aasoclatod Business Papers, Inc. ,..».«,.«. ,« uonaoni
nie •nnual lubicrlDtloo rata Is 14 In the United States. Canada. Mexico Aliaki
£r',V "'?„P'>llll>I)lnes. Porto Blco. Canal Zone. Cuba. Hmdura' NlcaragS ^Vt-
m.„,h .""nl",- Salvador. Peru. Colombia. Bolivia, Ecuador. Argwulna, Spain a?d
SiH,'^"'; '^y".'-__ ^^" '»"'»" "«'»«" '" ""i" oountries J3 (total 17 ~ ^g
Kli "' i., Subsorlptloni ma, be sent to the New York offloe or to uio Lo'din^c.
llntlB copies, poauge prepaid, to anj part of the world, 20 cents. "•""»" °"«-
S",!!"'!. "',**'""*:"'""" "^ango of address Is ordered the new and the old address
What the Subscribers
Think of the Journal
WE HAVE been telling you a few things
in this column about ourselves. Perhaps
it would be just as pertinent and interesting to
know what others think about us. The following
are some comments taken from letters written
to us in response to an invitation to make any
suggestions which the subscriber thought would
improve the paper.
An Established Necessity
Have been reading the Journal for fifteen years or
more. Consider it the best magazine published. It
is an established necessity to most railway men.
L. W. H., General Manager.
All That a Publication Should Be
Nearly all articles are interesting and good. I
consider the Journal in its present form all that an
electric railroad publication should be.
H. N. L., Commissioner.
Highly Organized Publication
I read the Journal with a great deal of interest.
I consider it a very highly organized publication and
have nothing but commendation for it.
B. L. D., Engineer.
Keeps Him in Touch with All Phases
I cannot suggest any changes in your Journal that
would better its usefulness so far as I am concerned.
It ably keeps me in touch with all phases of electric
traction. W. H., General Foreman Shops.
Covers the Field Broadly and Thoroughly
I always read the Journal every week, skipping
over contents and carefully reading those articles from
which I wish to secure more information. It is a
regular part of my routine. You have always covered
the field broadly and thoroughly, and I have nothing
to suggest that would make it of more value to me.
E. D., General Manager.
^Circulation of this issue, 5,975
Advertising Index-Alphabetical. 40; Classified, 36, 38; Searchlight Section, 35
Electric Railway Journal
December 30, 1922
Westinghouse
Traction Brake Co.
Products
BRAKES FOR EVERY
CLASS OF SERVICE
Schedule SM-3 (Stralelit
Air) — For single ears in ligrht.
slow-speed city serTiee.
Schrdnle SMB (Seml-Anto-
niatic) — For single cars oi*
two car trains in city service.
Schedule AMM (Combined
Automatic and Straight Air) —
For single cars or short multi-
iile-unit trains in heavy city.
suburban or interurban ser-
vice.
Schedule AMU (Automatic)
— For long trains in high-speed
interurban elevated or subway
service.
Schedule AMUE (Electro-Pneu-
matic) — For trains of any
length in rapid transit, ele-
vated or subway lines.
Variable Load Brake — For
trains of any lenerth on ele-
vated or subway systems. Same
as AMUE. plus features for
varying brake cylinder pressure
so as to obtain uniform retar-
dation on empty, partially
loaded, or fully loaded trains.
AIR COMPRESSORS
For Traction Service — DH
"Butigalow" type, 10 to 25
cu. ft. displacement; DF type.
1.5 to 38 cu. ft. displacement:
other types to meet special re-
quirements.
Industrial Service — All types
and sizes from 11 to 560 eu.
ft. displacement; a.c. or d.c.
motor; recommended for power
stations. car bams, shops,
yards, etc.
"TIGHT-LOCK"
AUTOMATIC COUPLERS
Car and Air. or Car. Air and
Electric Couplers for all
classes ol traction service.
"WABCO" PACKING
CUPS
For air brake cylinders, door
control engine cylinders, etc.
.4ir Brake Hose, ConpHnm and
Fittings
Car Signal Equipment
Air Whistles
Air C^t-ont Cocks
Air Gages
Brake and Operating .Mr
Valves
Automatic Slack Adjusters
Air Strainers
AN AUTOMOTIVE
AIR BRAKE
A new development
providing better brak-
ing^ facilities for the
safe and efficient opera-
tion of Motor Buses,
Trucks, Touring Cars,
Trackless Trolley Cars
and Rail Motor Ve-
hicles.
equii^mente
PROMINENT among your requirements for 1923
will be the right kind of equipment to enable you
to take full advantage of the opportunities for profit-
able operation that the New Year offers.
Westinghouse Traction Brake products represent a line
of equipment that is essential to successful railway
operation — equipment of known quality which will
meet your highest requirements in every detail.
Consult the list on this page, check oflf the items which
will help you to realize your plans for better service
and increased earnings, then have us send one of our
representatives to talk the matter over.
Westinghouse Traction Brake Company
General Offices and Works: Wilmerding, Pa,
Boston, Ma«8,
Chicago, 111.
Columbus, O.
Denver. Colo.
Houston. Tex.
OFFICES:
l,os Angeles
Me.\ico City
St. Louis, Mo.
St. Paul, Minn.
New York
Pittsburgh
Washington
Seattle
San Francisco
WESriNGH(HI$ETRA€TIONBR\KES
December 30, 1922
Electric Railway Journal
O-B Type BC Trolley Frog (Patented)
Bottom view of pan at left
Made right — or left — hand (ten degrees only) for all sizes and styles of wire
O-B Type BC Trolley Frog
Saves wear on main line wire
One large railway found that O-B Type BC Trolley Frog could
be set more than six feet farther back — that is, closer to the switch
point — than the frog which it replaced. That feature is the big reason
for O-B BC Frog.
It means much less wear on the trolley wire because it means
a shorter distance for the wheel to drag before it picks up the turn-
out wire. Pan construction makes it possible. Trolley wheels ride
through on their grooves — at no time does the flange of the wheel
touch the pan.
O-B Type BC Trolley Frogs are made right — or left — hand in
ten degrees only. Service has demonstrated that this one angle takes
care of all conditions and does it well.
O-B Type BC Frogs are fitted with bronze
cam tips which clip minutes from installation
time and add weeks to
service life. The illustra-
tions below show how
easy it is to install O-B
C'am Tips.
Turn over uiul down on tlip wire-
The Ohio
Brass
Clinch the lips and the job is done.
Co.
Mansfield; _ Ohio.USA.
New York Philadelphia Pittsburgh Charleston. W.Va. Chicago Los Angeles San Francisco Paris, France
Product«;_JrolleyJjateriar^^ Railway Car Equipment. High Tension Porcelain Insulators. Third Rail Insulate*
Electric Railway Journal December 30, 1922
^ Jnsurance plus
OTHER THINGS BEING EQUAL— Marsh &
McLennan would not be carrying the insurance for a
great number of the largest public utilities in America.
The public is no more interested in where you buy
your insurance than they are interested in where you
buy your rails or cars or other equipment.
Marsh & McLennan solicit your insurance solely
because they can render you a service that will decrease
your insurance costs.
On one large Eastern Corporation, for example, we
were able to reduce the insurance rate from $17.50 per
thousand to $4.30 per thousand. Why not buy your
insurance where you can buy the most for you money?
We will be glad to outline this service to business
executives who are interested in reducing insurance
costs.
MARSH &MSLENNAN
\75 W.Jackson Blvd. Chicago. 111.
Minneapolis
Denver
San Francisco
Winnipeg
New York
Duluth
Seattle
Montreal
Detroit
Columbus
Cleveland
J/ondon
December 30, 1922
Electric Railway Journal
Trained Eyes and Steel Ties
m
N the course of experience an En-
gineer develops unconsciously a
faculty of measuring the strength
of material with his eye — of checking
without calculation by his visual precep-
tion the correctness of any construction —
always when faced with this test Steel
Twin Ties get the nod of approval.
OlHEY'RE big enough for the work
they have to do — 140 pounds of
' steel — -156 square inches of bear-
ing per track foot and this at no greater
cost than wood ties in ballast — in many
localities at a large first cost savings over
wood ties in concrete.
See them in your 1923 construction
THE INTERNATIONAL STEEL TIE CO.
Cleveland
Steel Twinlie Track
Electric Railway Journal
December 30, 1922
r
Bates Steel Poles
used in the
Windsor Trollibus Installation
Bates Steel Poles were selected as the most econ-
omical and satisfactory method of overhead con-
struction for trackless trolleys operated in Windsor,
Ontario under the control of the Hydro Electric
Power Commission.
Two separate routes are operated through residence
sections of the city and besides the economy and
permanence of Bates Poles their good appearance
was an important consideration. Notice the con-
venient and attractive mounting of street lighting
brackets.
Bates Steel Poles have many advantages to appeal
to engineers planning new or replacement construc-
tion. Our engineering staff is at your service with
a large fund of practical data.
^
V
p E Tp
|ggande^|teel Jllruss 0*
208_South La Salle Street, Chicago, U. S. A
B^
n nNEPIECET\
EXPANDED
Iky STEEL
inc/LljO
December 30, 1922
Electric Railway Journal
Keystone
Car Specialties
Air Sanders
Air Valves
Golden Glow Headlights
Illuminated Destination Signs
Steel Gear Cases
Safety Car Lighting Fixtures
Motormen's Seats
Faraday Car Signals
Trolley Catchers
Shelby Trolley Poles
Samson Cordage
International Fare Registers
Fare Register Fittings
Cord Connectors
Rotary Gongs
Standard Trolley Harps
Standard Trolley Wheels
Automatic Door Signals
Trailer Connectors
SERVICE is the middle name
of this time-established insti-
tution behind Keystone Car
Specialties — the Electric
SERVICE Supplies Company
of Philadelphia and Chicago.
This SERVICE is a complete
SERVICE, too. The name
means more than complete
car equipment; it means com-
plete transmission line spe-
cialties, lightning protective
apparatus, motor-repair ma-
chinery and tools, rail bonds
and track equipment, over-
head material and third rail
contact material.
Electric Service Suppi.ies Ca
Manufacturer of Railway Material
and Electrical Supplies
PHILADELPHIA. 17th and Cambria Sts.
NEW YORK, SO Church St.
CHICAGO, Monadnock Block
■Irani h Offices: Boston. Scr,anton. Pittsburgh
Canadian Distributors;
I.yman Tube & Supply Co.. Ltd.. Montreal, Toronto
10
Electric Railway journal
December 30, 1922
Trackless Trolleys
Mention trackless trolleys in any group of street railway men [and
immediately they divide into two camps.
/ I \
One camp holds that a trackless trol-
ley is only a temporary thing — it can't
last.
The other says it is here to stay and
that it will keep on growing.
This discussion means nothing to us because that's not our job. Time,
alone, will decide whether the trackless trolley will go or come.
The fact remains that there are some trackless
trolleys operating. And there may be more
coming. Those that are here must be operated
efficiently and lubricated correctly.
So we want to use this space to tell those who
are now running trackless trolleys, and those
who may later operate them, that TEXACO
understands the lubrication of the trackless
trolley in every detail.
Now, the trackless trolley presents some dif-
ferences from regular street railway lubrica-
tion. We have studied those differences and
can supply tested TEXACO Lubricants for
any and all parts of a trackless trolley system.
We have gone into the different types of
motors, transmissions and reduction gears,
axles, and the smaller parts on which the suc-
cessful operation and good service so often
depend.
To the trackless trolley operator we offer the
same high-class lubricants, which are now suc-
cessfully operating over hundreds of millions
of car miles on "regular service."
We offer to them, also, high-grade, carefully
selected lubricants which are keeping down
wear and tear and promoting efficiency in the
power plants and sub-stations of many of the
best properties in the country.
We offer to them too, the free and full use
of our Lubrication Engineering Advisory Serv-
ice and we place at their disposal our extensive
and well co-ordinated shipping facilities.
These are the things that have pushed
TEXACO to the forefront in the lubrication
of street railways.
When do you ivant us to give you an example of the Co-operation Service
and quality of lubricants that <will keep TEXACO Lubricants on your roadt
THE TEXAS COMPANY
DEPT- R'J' 17 BATTERY PLACE *NEWYORK CITY
HOUSTON - CHICAGO - NEW YORK
OFFICES IN PRINCIPAL CITIES
^j^LS^
II
December 30, 192f
Electric Railway journal
11
Inside or Out!
No Half -Way Business
About It
Accident reduction in recent years has been
chiefly among that class of cases known as the
"boarding and alighting" kind. And more
responsible for the improvement than any
other single thing, has been the enclosed plat-
form where doors and steps are interlocked
with starting signals or control. This means
that when the car is started there are no pas-
sengers left in dangerous positions, half way
on or of¥ the car.
National Pneumatic Devices have consistently
lead the way and filled the bill in this develop-
ment. They are widely used because on purely
economic ground alone they save their cost in
damage claims.
NATIONAL PNEUMATIC
Door and Step Control Door and Step Operating Mechanlstn
Motorman's Signal Lights Safety Interloclcing D)or 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 McCormick Bldg., Chicago
Works: Rahway, N. J.
12
Electric Railway Journal
December 30, 1922
Use Joint Boosters and Forget
Reclamation vs. Reconstruction
Are you worrying about the thousands
which must be spent for track reconstruc-
tion on your property next spring, because
the joints are bad?
The Dayton Joint Booster
will, in nine cases out of ten, provide the remedy
and postpone this large outlay of money for recon-
struction for several years.
The track pictured here was considered beyond
repair, but was reclaimed with Dayton Joint Boosters
\^ ^v^r less than one year's interest on the cost of new
^~^\^^wbr^ And there was no interruption to traffic.
Ctmjrbn^afford to pass by an opportunity of this
kind, ~^hei{;4hf Booster cost* only ^our dollars and
December 30, 1922
Electric Railway Journal
IS
About Low Joints For Years To
Come — Place Your Order Now
No Single Installation Has
Ever Required Replacement
The greatest wear of all — on ties, on
rails and on rolling stock — comes at
the rail joints.
Right here the principle of resiliency
obtains its greatest justification.
For in the Dayton Resilient Joint
Booster fallen joints may be perma-
nently built up, in old track, at an initial
expense, only slightly greater than the
expense of making temporary repairs,
with shims.
The Dayton Resilient Joint Booster is
simply a section of the Dayton Mechan-
ical Joint Tie, strengthened throughout
for the exceptional service to which it
is adapted.
It permits the use of concrete under the
Booster and provides for a shock ab-
sorber in the Booster itself, which saves
the concrete from breaking up under
the hammer blows of traffic; moreover,
it can be installed without any interrup-
tion to traffic. Send an order for a small
number and become a Booster.
Resilient
JOINT BOOSTER
THE DAYTON
MECHANICAL TIE CO.
707 Commercial Building, Dayton, Ohio
Canadian Representative
Lyman Tube and Supply Co., Ltd., Montreal, Quebec
14
Electric Railway Journal
December 30, 1922
AI BRAKE HANDLES ! Bronze
AIR BRAKE HANDLES : Malleable Iron
CAR TRIMMINGS :
Conductor Signal Bella
Door Sheaves and Track
Motonnan's Seats
Patent Door Locks
Platform Foot Gongs
Reglste Ho<l Fittings
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
r5NTROLrartTlXNDi,ESl~~ '
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 type '.".".'".'.'
Malleable Iron, reversing, with bronze or steel
bushings
CONTROLLER PARTS :
Contact Fingers, operating
Contact Fingers, reversing
Contact Segment Tips
Contact ScKments
Contact Washers
Controller FlngerTlps. .
Controller Cylinder Shafts.
W. H. type HL Controller Paru
G. E. type M. M K and PC Controller Parts
DESTINATION SIGNS, STEEL.
DROP FORCINGS : Light, Medium, Heavy
°^^\'SS^P°^ -^ND OIL LUBRICATED CENTER
GRIETReSISTANCE: Complete tor two or four motor
equipment
Grid Resistance Repair Parts lorAirTypra! '.'.'.'.'.'.'.'.
LINE MATERIAL:
Feeder Ears
Splicing Ears
Trolley Ears ,'.'.'.'.'.'.'.'.'.'.'.'. .'
MACHINERY:
Armature Bearing, Babbitting and Broacblng,
Armature Machine, Columbia Pat'd
Armature Buggies
Armature Lead Flattening Rolis
Armature Shalt Stralghtencr " -
Armature winding Stands
Axle Stralghtener
Babbitting Moulds . .
Banding and Heading Machlries
Bearing Boring Machines ; ;
Car Hoists
Car Replacers - " ■
Coll Taping Machines
Coll Wlndlnt- Machines. ..■.'.".
Pinion Pullers, any type
Pinion Pullers; Repair Parts' ".
Pit Jack, Pneumatic. .
_ Signal or Target Switches
^Tension Stands ....',' '..'.'.'.]
MOTOR SUSPENSIONiBARS.
MOTOR AND TRUCK SPRING CAP CASTINGS.
PLOW TERMINALS.
''*''^fn■?'''^'^'°'^• special attention given to the
rr.?i u.'ii''*, "'. Standard Boiler and Stoker
S^fL^™ also Ash and Coal Down-take Pipes;
or other types of Castings used In Power Stations.
RAILWAY MOTOR PARTS:
Armature Bearing Shells: Malleable Iron
Armature Bearing Shells: Semi-Steel
Armature Bearings: Bronze . .
Axle Bearing Shells: Malleable Iron ..".'.
AxleBearIng Shells: Semi-Steel
Axle Bearings: Bronze .. .
A^e and Armature Bearings: With or WlthbutBab^
bin Lining: Base, Lead or Tin
Armature Colls. .. .
Armature Shafts. ...
Bolts. Special for Motors and fnjclis.'. '.'.'.'.".".
Brushholder Parts. . .
Bnuhtaolders, Complete
Commutators, All Types
m2i^'^''n"i''"' Armature andAxIe BiartngV. '.'.'.'.'.'.'.'.
Field Coll Terminals
Field Colls
Gear Cases: Malleable'l'ron. ".'.
?/" <-ases: Sheet Steel. Welded or Riveted: '.'.'.'.'.'.'.'.
Motor Covers. ...
Pinion Nuts
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.
"^ T?„',f^y,,?'f ^^"-S- COLUMBIA.
Trolley Wheels to Speclflcatlons
TRUCK PARTS :
Brake Pins
nitl^ R'KBi°f 'orAji typeiotBfikes.'.'. '.:::;:::::;
PaSntSi'' '^*'''™"" Traction Trucks. Columbia
Coupling pins.' '.'.'.'.'.'.
Equalizers. ...
Gusset Plates '..'.
Journal Box Covers
Journal Box Shims
Journal Boxes
Journal Brass Wedges
Journal Brasses. . .
Journal Check Plates
Tu< nbuckles . .
"Columbia Service ''
It means this list-
and more!
For your convenience we append this list of the
more common products of Columbia Shops, prod-
ucts for which repeat orders are constantly be-
ing received from scores of satisfied railway
customers.
As an actual fact "Columbia Service" embraces
a much wider scope. We are being called upon
constantly to produce special parts to our
customers' own drawings and specifications.
Many companies have learned the lesson that
such work can be done better and more econom-
ically in Columbia's shops. Why? Because we
have equipment suited to the work, and men
accustomed to developing new ideas.
Talk, it over with our representative
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, Ga.
F. F. Bodler, 903 Monadnock Bldg., San Francisco, Cal.
December 30, 1922
Electric Railway Journal
IB
Universal Rotary Track Grinder
Spare the Grinder — Spoil the Rail
And it's like that other old proverb about sav-
ing at the spigot — the rail and special work
allowed to deteriorate at a constantly acceler-
ating pace, involving an earlier expenditure of
thousands of dollars per mile for renewal — all
ko spare a few dollars maintenance expense
Reciprocating Track Grinder
Atlas Rail Grinder
for track grinding when trouble first appears.
Begin now, a program of reasonable care of
your track. Weld and grind every defective
place and every sign of corrugation, and there-
by prolong the life of track for many years.
UNIVERSAL
Rotary Track Grinder
An improved equipment with every refine-
ment for fastest, most efficient and complete
track grinding work. Tilting grinding wheel
reaches every part of the rail head. Large
rubber-tired derail wheels permit easy removal
for passing cars.
RECIPROCATING
Track Grinder
For removing all trace of corrugations from
straight and curvedi track it has no equal.
Most economical because the grinding blocks
adapt themselves to the shape of the original
rail head, and avoid unnecessary grinding and
waste of metal.
ATLAS
Rail Grinder
An efficient rotary grinder, high-speed and
light-weight, suitable for removing surplus
metal after building up joints or special work.
Its low cost will prove attractive.
Write for descriptive catalogue
Railway Track-work Co.
3132-48 E. Thompson St.,
Philadelphia, Pa.
AGENTS:
Chas. N. Wood Co.. Boston
Electrical Engineering & Mf?. Co., Pittsburgh
Atlas Railway Supply Co.. Chicago
P. W. Wood. New Orleans
Equipment & Engineering Co., London, England
l(i
Electric Railway Journal
December 30, 1922
— on these big fast cars!
MILLER TROLLEY SHOES
Patented
Give Service Equivalent to Pantagraphs
So writes an official of the Pacific Northwest
Traction Company, who operates these Belling-
ham — Seattle electric fliers. "The service given
is very much the same as the ordinary pantagraph
of the slide type," he says. And below are some
other points mentioned in the same letter.
What They Say After Three Years Experience
1. Miller Trolley Shoes "gives much better and more
constant contact.
2. Are "much easier on motors."
3. "More satisfactory so far as the headlight is concerned."
4. Answering the question — are they more economical
than trolley wheels — "yes."
Try Them on Your Own Cars
MILLER TROLLEY SHOE CO.
Boston-21, Mass.
Western Representative:
Economy Electric Devices Co., 1590 Old Colony Bldg., Chicago, 111.
December 30, 1922
Electric Kailway Journal
17
Lubrication — a subject
worthy of discussion
Realization of the fact that lubri-
cation is a regulating factor in
operating expenses that may run
into many thousands of dollars,
makes the selection of proper
lubricants a much more important
matter than the mere purchase of
oils.
The opinions and judgment of
practical mechanical and operat-
ing heads are invaluable in arriv-
ing at a decision that will return
your road the best service value.
Galena Oils have been specified
on hundreds of electric properties
because they have given conclu-
sive proof of their ability to deliver
exceptional service, keep equip-
ment in perfect running order and
reduce to a minimum the expenses
of repairs and time losses, that,
with inferior lubrication, run into
high figures.
"JVhen Galena Service Goes In —
Lubrication Troubles Go Out!"
Galena-Signal Oil Company^
New York Franklin. Pa. ^ Chicago
^ and ofRces in principal cities »
18
Electric Railway Journal
December 30, 1922
What G'E Arc Suppressor Plates Do
Amperes
350
^ 300
">
^.
V.
\ A / ' L L
T Arc Suppressor Plates
t 250
"o
0 200
<
.£ 150
1 100
O 50
0
\\
Witt
\
\,
Without Arc Suppressor Plates
i
\
----^
-N^
\
'
\^
\
\
\
>,
\
.005 .010 .015 .020 .025 .030 .035 .040 .045 .050 .055
Length of" time arcing continues- Seconds
I^OTE the difference in time required to disrupt
•^^ the arc in a K-35 controller as shown by
actual test. This difference means there's con-
siderably less burning of controller fingers, seg-
ments, and arcing plates when the equipment
is protected with G-E Arc Suppressors.
Consider the value of these auxiliary plates in
reducing maintenance costs. They reduce car-
bonization and eliminate much of the trouble
from pitting of contacts. Modern controllers
are equipped with them to give better, longer
SGrVlCG
G-E Arc Suppressor Plates are installed opposite
the fingers where there is the most arcing. They
narrow the arc passages, which increases the resist-
once of the arc and the cooi.ng effect of the plates, ^rc Suppressor Plates can be used to advantage
in any G-E controller having individual finger
blowouts. Installation requires only a few min-
utes. They are inexpensive. Try them.
GeneralftElectric
General Office
Schenectady; N.Y
Company
Sales Offices in
all large cities'
HABOLD V. BOZELL
ConsultinK Edltui
HENRY H. NORRIS
Engineering Editor
C. W. SQUIER
Associate I'^Mor
CARL W. STOCKS
Associate Editor
DONALD F. HIN'E
Associate Western Editor
R. E. PLIMPTON
Edituriai Representative
Consolidation of Street Raihvay Journal and Electric Railway Review
HENRY W. BLAKE, Editor
HARRY I.. BROWN
Managins Kditor
N. A. BOWERS
Paclflo Coa&t Editor
H. S. KNOWLTON
New England Editor
O. J. M»cMURRAY
News Editor
PAIL WOOTON
Wasilinfftan Representative
ALE2Cl\NDEtt MCCAL1.UM
British News Roprescsitatlve
Volume 60
New York, Saturday, December 30, 1^22
Number 27
Good Merchandising as Important
as Economical Operation
A GOOD MERCHANT, when congestion of pur-
chasers at the counter becomes noticeable, puts on
another clerk, and another and another, as needed to
handle sales as rapidly as they come. That same mer-
chandising principle applies to the street railway busi-
ness. If the sale of transportation were properly handled,
more cars would be put on a line just as rapidly as the
space in them was bought. In other words, the best
merchandising would be always to have room for all
passengers who presented themselves.
To do this, without running into car miles operated
at a loss, requires comprehensive knowledge of the gen-
eral riding characteristics of a line, coupled with some
means of promptly sensing the detail fluctuations in the
passenger traffic that take place from day to day. These
two aspects of the scheduling of cars ara what have
been worked out with fine success (as measured by in-
creased net revenue) in Brooklyn, as related in the lead-
ing article this week. A traffic check now and then
gives the general characteristics of each Brooklyn sur-
face line. The daily graphs showing early this morning
the results of yesterday's operation give the information
from which to direct more or fewer seats per hour, in
order to have on hand when and where wanted all the
rides that will be bought, but not any wasteful surplus.
Many railway managements make quite a point of
avoiding any unnecessary car mileage, but overlook the
importance of the other aspect of always having enough
service. The latter is about equally important with the
former in making profits. These managements are
good at saving but poor at merchandising. They are
good economizers but poor spenders — poor "gamblers"
on expenditures to increase riding. The experience of
Brooklyn has furnished a striking example of how more
service will bring more patronage. A blanket increase
of 1 per cent or more in number of car miles called for
on a timetable for a line has promptly resulted in such
an improvement in riding that it was but a compara-
tively short time until another increase in service
seemed warranted from a loading standpoint and
desirable from a merchandising standpoint. For example,
on the Graham Avenue line, a 2.8 per cent increase
in car mileage in August, 1922, as compared to July,
1922, resulted in 1.7 per cent increase in revenue; 1.2
per cent additional increase in service in September
over August resulted in 1.6 per cent increase in rev-
enue; 2.1 per cent sei-vice increase in October over
September brought 2.1 per cent increase in revenue. In
another case a 9.2 per cent service increase brought 11
per cent revenue increase; and the following month
4.8 per cent additional increase produced 8 per cent
more revenue. Compared with the corresponding
month of the previous year this was a 13.7 per cent
increase in service and a 19 per cent increase in revenue.
These two examples are cited because the increased
revenue was traceable directly to the better service,
there being no other contributing causes.
This cycle has happened repeatedly in Brooklyn in the
last three years and has resulted in several cases in in-
creasing the earnings of a line in the three-year period
by 40 or 50 per cent, when it was thought that all the
business available was being handled before. Other
companies have experienced the same thing. The in-
stallation of safety cars on more frequent headway
than was operated with larger cars has furnished this
same experience in many cities all over the United
States. Up to certain limits, the patronage in the
street railway business does respond to more service.
And often these limits are much higher than was
thought before the service increases were made. Of
course, this is the way to improve the net earnings.
The more passengers at a small profit per passenger,
the better the net.
On the other hand, the value of putting the cars where
the traffic is, spacing them properly, and avoiding waste
mileage is demonstrated by the Brooklyn experience in
1921, when, as compared to the year 1920, the car mile-
age that was operated was 10 per cent less, but between
7 and 8 per cent more passengers were carried without
overcrowding.
What Is Arithmetic
Between Friends?
SHOULD estimates be made of the deficit which will
result from the establishment of a 5-cent fare on the
Seattle Municipal Railway, and if the loss appears to be
considerable, should this fact deter the City Council
from ordering such a fare? The Post-Intelligencer of
that city evidently thinks that in these matters mathe-
matics are a pretty poor substitute for politics. In an
editorial in its issue of Dec. 4 it says, in part:
Council proceedings in recent weeks do not give en-
couragement for the future regarding this 5-cent fare ques-
tion, which every one but the honorable legislators thought
settled at the last election. When it was finally agreed by
competent authority that all legal impediments to reducing
the rate had been cleared away there seemed no further bar
to progress.
Then up bobs one scheme and another, each based on
reams of solemn arithmetic concerning the probable finan-
cial return of a 5-cent fare plus ordinary transfers or a
nicke' fare plus transfers at 2 cents or a nickel straight
and tokens in quantity at a reduced rate plus the transfer
privilege. ...
The finance and public utilities committees of the Council
meet next Thursday morning at 10. It would be a fine move
if representatives of the people who wish Seattle to grow
and prosper, and its working people given relief from
extortion, should gather at the meeting and tell the law-
makers what they think of the Fitzgerald ordinance and
the obstructive tactics delaying its adoption.
It must be a satisfaction to the taxpayers of Seattle to
realize that some members at least of the Council are
1000
Electric Railway Journal
Vol. 60, No. 27
thinking of arithmetic. It is one thing for a City Council
to order a low fare on a privately owned property, whose
stockholders are few and possibly non-residents in con-
siderable part. It is another matter when the resulting
deficit has to be paid by the city as a whole. It is no
wonder that one Councilman demanded more time to
study his estimates of what would happen if the 5-cent
fare was adopted and for another to present figures
showing "the dire results of reduction in varying
amounts."
The recent incident at Seattle illustrates one of the
great dangers of municipal ownership and operation of
business enterprises. Whatever may be said by the
politicians before the undertaking is begun about the
profits which will result from municipal direction, it is
pretty safe to say that after the enterprise is under way
there will be continuous demands for unprofitable ex-
tensions and lower fares, and it will take a brave mayor
and council to resist these demands.
The newspaper whose opinion has just been quoted
follows the practice of printing at the head of its edi-
torial page each day a text suggested by a different local
clergyman. The text to guide the readers of the paper
on the day in which this editorial appeared will be con-
sidered by some to be very appropriate. It was: "Be
not deceived: evil communications corrupt good man-
ners." And if the famous apostle who wrote these words
were living in the present day the chances are that he
would have added that very often they corrupt politics
as well.
The Index Furnishes the Key
for Much Valuable Information
IN HIS presidential address at the convention of the
Union Internationale de Tramways at Brussels last
October, M. de Burlet pointed out that the electric
railway industry has no trade secrets like most of the
manufacturing industries. Each discoverer of a better
way of accomplishing a certain result is glad to give
the information which he has to all other companies
because there is no commercial rivalry for business be-
tween them.
This is as true in America as in Europe and it is
largely for this reason and for the conditions which
grow out of it that the Electric Railway Journal has
always naade a feature of its volume index. The editors
realize that many of the problems which come up as
new on some railway properties actually have been suc-
cessfully solved in the past by others and that the
method followed has been described in previous issues
of this paper. Hence they have made an effort to
make each volume index as complete as possible and to
include it with the last number of each half year, so
that every subscriber will be sure to have his copy of
the index as soon as the volume is completed. This
makes binding more easy, and a larger number of the
subscribers of this paper are finding it is worth while
to bind their copies each half year.
The index for this volume contains between 3,000 and
4,000 entries or cross references, and a continuous
policy of treatment is assured by the fact that the
same indexer has done the work for a number of years.
A feature is the list of key words by which the entries
to any topic sought can easily be found. The index as
printed represents to the publishers probably a higher
cost per page than any article which has appeared in
the paper, but if it accomplishes its purpose this
expense is considered well worth while.
New Norfolk & Western Locomotives
Add Notably to Road's Electric Equipment
IN JUSTICE to the Norfolk & Western Railway elec-
trification, as much publicity should be given to the
ways in which mechanical defects in the early locomo-
tives were overcome as was given to the existence of
those defects. The mechanical parts of the original
locomotives were built along steam locomotive lines,
utilizing the best information available at the time.
However, there was lacking previous experience with
electric locomotives in such extremely severe service.
The result was a straining of the underframes with
consequent bearing and other troubles, and in due course
the frames went to the scrap heap, where they have
served as a constantly unpleasant reminder of now hap-
pily bygone days. Stouter frames replaced the weaker
ones, with excellent mechanical results but with an un-
pleasant effect on maintenance figures while this was
taking place. A point that is sometimes overlooked,
however, is that the dozen machines kept an enormous
tonnage moving right through war time and were re-
built without detriment to the service. The troubles
which were encountered were not due to the electrical
system used, but to the unprecedented severity of the
traflSc.
Four new locomotives have recently been ordered and
will soon be under construction. They embody all of
the mechanical lessons taught by experience with the
first machines, and also the results of experience with
recent enormous steam locomotives used in similar
service. The side frames will be heavy vanadium
steel castings, with steel cross members of correspond-
ing strength. Each half unit will have a rigid wheel-
base as long as the curvature of the track will permit;
in other words, the articulated joint will be used only
between units. The twin-motor drive has also been
abandoned in favor of the single-motor drive, with two
jackshafts per unit.
A number of interesting electrical changes also have
been made in the new design, the most notable being
the use of a synchronous rather than an induction phase
converter. This puts into the system what was lacking
before, a piece of apparatus which permits correction
of the motor power factor. Oil-cooled transformers
form another improvement.
The new machines have a one-hour rating of 4,000 hp.,
an enormous concentration of motive power. This is, to
be sure, less than that of the experimental single-phase-
three-phase locomotive built for the Pennsylvania Rail-
road six years ago, shown at the Atlantic City convention
of the steam railroad associations in 1917 and heralded
as the most powerful locomotive ever built. The N. & W.
machines will, however, be the most powerful in regular
service. The two types of locomotives are comparable in
several particulars. The Pennsylvania machine, for ex-
ample, has a synchronous converter, like the N. & W. It
has twin-motor drive through a jackshaft to three driv-
ing axles, whereas the new N. & W. machines have single-
motor drive to two driving axles. The rigid wheelbase
includes these three axles as compared with four drivers
on the N. & W. machines. And there are two articulated
trucks to the Pennsylvania locomotive, a plan also
abandoned on the newer N. & W. locomotive as com-
pared with the earlier one. An illustrated account of
the Pennsylvania locomotive appeared in the issue of
this paper for June 9, 1917, page 1048. References to
articles on the earlier N. & W. locomotives will be found
in one on the new machines appearing in this issue.
December 30, 1922
Electric Railway Journal
1001
Fitting Service to Traffic in Brooklyn
How the Data Developed by the Transportation Department of the Brooklyn Surface Lines Are Used to
Follow the Trend of Service Requirements and Adjust Schedules Accordingly so That Losses May Be
Avoided, but, More Important, so That as Much Service as Will Be Purchased Is Always Available
By a. L. Hodges
Assistant Treasurer and Assistant Secretary Broolilyn (X. Y. ) City Railroad
THE successful building up of revenue and the con-
servation of its expenditure must be based on a
close study of service requirements and the cost of
producing them. This study must be a continuous
one, for in every cosmopolitan city there is an ever-
changing riding habit. This is particularly noticeable
in Brooklyn, where the population at the present time
is increasing at a very rapid rate as indicated by the
new building operations carried on during the calendar
year 1922, which, it is said, will considerably exceed
$200,000,000. This figure, it is claimed, far exceeds
that for any other community.
In order to keep pace with these ever-changing con-
ditions the transportation department must keep its
hand on the pulse of the car rider, so to speak. It must
gather, compile and analyze its own information as to
operating costs and service required. To do this effec-
tively the transportation officials must avail themselves
of "up-to-the-minute" information in advance of the
formal figures furnished by the accounting department.
They must not be forced to wait for figures furnished
by other departments, which, as a rule, are fifteen to
thirty days behind the actual operation.
One of the essential phases of electric railway oper-
ation is to furnish the proper transportation facilities
at the time and place required by the car rider; not
only fitting the schedules to the habits of these riders
but also providing sufficient service to attract addi-
tional business. No one ever tells the transportation
department how many people are going to ride on any
given line, or the time they intend to use the service.
So it is up to the railway to outguess the car riders
and always to have ample service to attract the busi-
ness, not drive it away with overcrowding.
This is not so different from any other industry or
business which sells direct to the consumer. The
merchant must display his merchandise in sufficient
quantities to meet the demand, and when his stock
runs low he must replenish it promptly or lose trade
and profit. With the railway companies, it is about
the same. They must plan not only the transportation
they expect to sell each day, but the service must be
such as to anticipate the growth of traffic so that new
riders may be provided for and new friends made.
Further than this, it must be borne in mind ,that
if the operating schedule is not fitted to the service
requirements it develops high operating cost with its
resultant waste.
I The operation of the Brooklyn surface lines during
' the past three years has demonstrated to us more than
ever what a tremendously important thing the keeping
of schedules adjusted to the ever-changing traffic re-
quirement is. To show what the application of these
principles will accomplish, one needs but glance at the
reports of the Brooklyn surface companies for the fiscal
year ended June 30, 1922. Here it is seen that a large
deficit for the previous year was turned into a substan-
tial surplus by June 30, this year. In fact, the direc-
tors of the Brooklyn City Railroad on Nov. 8, 1922,
declared a division of surplus earnings among its stock-
holders amounting to 20 cents per share, par value $10.
At the same time the directors suspended the collection
of a second fare on the Flatbush Avenue line, thus
sharing the company's prosperity with the car riders
by relieving them of this additional charge.
The ability to turn a deficit into a profit is
attributable in very large part directly to the close
3400
Monthly Graphic Index Chart Made for Bach Line and
Brought Up to Date Daily. Expenses and
Revenue Are in Dollars
attention given to the development of efficient service
on each line, thereby avoiding waste and attracting
business to the cars.
The platform cost, which is a fairly constant part of
the total operating cost, is used in determining the
proper ratio between operating costs and gross revenue
for the purposes of the transportation department.
, If this operating ratio drops below a predetermined
point it may mean that insufficient service is being
operated and in that case a revision of the schedule
is immediately effected, relieving any excessive loading
of cars. By a like token, if the operating ratio barom-
eter rises above a predetermined point the service is
promptly indicated to be more than the line requires,
due perhaps to changes in industrial conditions or sea-
sonal changes. A closer study of the line may reveal
that a complete readjustment of the schedule can be
made to advantage. Thus, the value of a scheme that
immediately calls attention to over or under service is
readily seen, the corresponding change in service re-
quirements being then promptly made before any loss
accumulates.
The method by which the management keeps its hand
on the operating costs of each of the sixty-eight routes
comprising the Brooklyn surface lines is predicated on
graphically analyzing the conductors' daily revenue
1002
Electric Railway Journal
Vol. 60, No. 27
turn-ins with respect to the expense of platfrom time
and making frequent cross-section checks of the traffic
actually handled over each route so as to know where
the maximum load point is on each line, as well as the
manner or degree in which the traffic builds up or tapers
off from this maximum loading point. A check of this
kind gives the riding characteristics of the line, by
direction, and this having been determined the next
step is to rebuild the schedules and fit the car service
so that the point on the line at which the maximum
number of seats are operated will correspond to the
maximum load point, and so that the service furnished
o o
PASSENGER RECORD
A 2H t-v-n tsrw
Tak^n at..
t.ii'i}a
h%Q "64^* -'
^4(f" y.o(
hUMBER
OPERATED
TOTAL
NUMeCR
P*JS
ENROUTE TO
NUMBER
CARS
SCHEDULdOPERATCD
INSPECTOR No.,
NOTE.
Supt. Surface Traniporiatio
Supt. of Schedule!
FIG.4
Figr. 1 — Form used at depots for record-
ing conductors' turn-in. Fig. 2 — -Form
used in transportation superintendent's
ofBce to record turn-in or receipts by lines.
Fig. 3 — Form used for recording passen-
gers on cars at each of various points
along route. Fig. 4 — Form on which data
from "passenger count" forms are tab-
ulated by flfteen-minute periods for use in
graphing cross-section checls.
will taper off from this point in the
same ratio as the passengers carried.
This idea of a graphical analysis of
schedules, riding, costs, etc., is not
entirely new, but the application to a
large city system had apparently not
been tried previous to its introduction
here by C. E. Morgan, vice-president
and general manager. Since 1920 Mr.
Morgan has been in direct charge of all
the surface lines in Brooklyn, now
being operated as a unified system
through arrangements between the
Brooklyn City management and Re-
ceiver Lindley M. Garrison of the
Brooklyn Rapid Transit Company. The
Brooklyn Rapid Transit surface lines
which Mr. Morgan opei'ates in connec-
tion with the Brooklyn City Railroad
are the Nassau Electric Railroad, the
Brooklyn, Queens County & Suburban
Railroad and the Coney Island and
Brooklyn Railroad, and these compa-
nies, together with the Brooklyn City
Railroad, comprise 525 miles of track.
During the fiscal year ended June 30,
1922, these companies operated 46,-
433,818 car-miles, 5,702,141 car-hours
and carried 431,700,214 revenue pas-
sengers.
With the primary purpose in mind
of producing adequate and satisfactory
December 30, 1922
Electric Railway Journal
1003
service on a basis that will make a profit, a complete sur-
vey of operation is continuously carried on. The object
of this undertaking is to ascertain where the patrons are
located, their riding habits and the distance they travel.
This learned, the next step is to adjust the service to
their needs. In doing this some novel methods have been
developed and are now being regularly used in addition
to those that are in more or less general application
throughout the country. Under the general scheme of
handling conductors' remittances at the carhouse, a rec-
ord is kept by lines (Fig. 1) , showing the amount of each
conductor's turn-in. Inasmuch as the ticket fares under
the scheme of fare collection used are counted as cash,
the cash turn-in takes into consideration all of the reve-
nue from passengers carried on the line. This record
sheet had been developed to give a summary of the day
cards for the convenience of the accounting department
in checking off the contents of the different bags when
taken out of the carhouse safes the following morning.
How Operating Data Are Recorded
The next step is to get the information not only to
the transportation department but to the management
by 9 o'clock in the morning of the following day. This
is being done by having each of the several depot mas-
ters telephone this information during the early morn-
ing hours to the office of the superintendent of trans-
portation, where the night clerk tabulates it on a special
form (Fig. 2.). The depot master, when reporting his
route receipts, also reports the corresponding timetable
or platform cost for each line, which takes into con-
sideration extra service, overtime on account of delays,
etc. It is but a simple matter then for this clerk to foot
up the columns, first by depots, then as a whole, add the
corresponding depot figures and totals from the dupli-
cate records of a year ago and deliver this tabulation
to the operating officials and the management. This
tabulation then gives the operating officials access to
the two most essential figures with which they are con-
cerned— receipts and platform costs. Actual checking
with the final figures for passenger revenue furnished
by the accounting department has indicated that these
preliminary figures are within 1 per cent of being
correct, which is sufficiently accurate for the purposes.
Upon receipt of these forms showing the individual
route receipts and platform costs for the previous day
in the general manager's office, they are transferred to
individual monthly graphic route charts, sample of
which is illustrated on page 1001. It takes but a few
minutes for a clerk to transfer the figures to these
route charts, so that shortly after the opening of the
office there is available an actual picture record of the
performance for the previous day, together with the
platform cost of producing it. At the end of each
fifteen-day period the percentage of timetable cost to
the passenger receipts is calculated for the period and
is likewise shown on the route charts.
As shown on the chart reproduced, this percentage
is 23, which indicates the ratio of platform cost to gross
receipts for the period and enables the management at
a glance to determine whether the line is going ahead
or falling back. If the latter is the case the manage-
ment can then focus its attention on lines needing an
adjustment of service. In this case it will be noticed the
ratio of 23 per cent obtained during the entire month.
Of course there are certain conditions which are re-
flected in the charts each day, such as interruptions to
headway, etc., which shows the necessity for closer ap-
RECAPITULATION
d.T. Scl>«lu]eNc. Ay ^3f
" Sup«rt«duig.Schedule No. fc/ aZ^ J"^
In elfett idj^ t-^jjjy' V 1» S^:!^
plication by the supervisory forces. Any irregularities
with respect to fare collection are also readily discern-
ible, indicating when a concentration of the special
service force on any route is desirable.
Coincident with the plotting of the platform expenst,
these costs are scrutinized in comparison with the
schedule allowances, to determine their correctness.
Thus a check can be made of the operation of any
unauthorized service or the failure of any division to
operate the schedule as provided.
A recapitulation of a schedule is shown in the form
reproduced as Fig. 5. This shows the number of cars,
number of trips, platform cost, number of runs, and
headway — all of these figures being compared with pre-
ceding schedule
showing increases or
decreases in service
proposed. The run-
ning time between
various time points
is also shown, as well
as changes in run-
ning time during the
different hours of
operation. The
graphic index charts
are then compared
with these recapit-
ulations as to
earnings and cost of
operation, and any
extraordinary events
or any circumstances
that could tend to
divert traffic are at
once noticeable and
the reasons therefor
can be noted on the
chart, which alto-
gether forms a very
complete daily log of
the operation of each
line. A study of
these daily index
graphs and a com-
parison with those of
the preceding day,
month or correspond-
ing month of a previ-
ous year will tell
whether the traffic
over any line is changing and the degree of such change.
With personal knowledge and observation of conditions
surrounding each line, it is then possible to prepare a
fairly accurate prospectus for future guidance.
Should the study of these graphic charts indicate that
the schedule does not fill the requirements of efficient
or economical operation, a study of traffic conditions
on that particular line is undertaken by making an
actual check out on the line. A squad of experienced
passenger traffic checkers is maintained for this pur-
pose. These men work under the supervision of the
timetable department. While they are available for
special checks, they ordinarily operate on a fixed sched-
ule so that an observation check of each line is fur-
nished the transportation department every eighth day.
This check will develop any sudden change in the riding
habits along a certain route and is also one of the
-Recapitulation of a
Schedule
1004
Electric Railway Journal
Vol. 60, No. 2U
factors in determining the necessity for a closer check
and a schedule revision.
When any one of these preliminary reports, graphic
charts or service checks develops a condition requiring
adjustment of schedule the next step is a cross-section
check, so to speak, of the line. The schedule running
time of the line under observation is divided into ap-
proximately five-minute periods from the initial point
to the destination, and a traffic checker, trained in this
work, is stationed on the street at each of these points
to note the actual number of passengers on the cars
passing in each direction. These data are entered on the
form shown in Fig. 3. For this purpose the regular
passenger traffic checkers are used. They work in
shifts covering the entire day's operation.
These checks serve as a basis for the determination
of whether or not the schedules fit the traffic over the
line. All the information collected by each checker is
first tabulated by fifteen-minute periods on a special
passenger record form shown in Fig. 4. This form in
addition to the total number of passengers on the car
indicates the number of seats furnished, the number of
cars called for by the schedule, the actual number of
cars operated on the line as well as calculated figures
showing the average number of passengers per car at
the checking point. The different items are then totaled
for the checking period to determine the maximum
loading point on the line as well as the falling off in
number of passengers to be handled at the various other
checking points. These figures are subsequently tabu-
lated by checking points to determine the relationship
that exists between each of these points and the maxi-
mum loading point. This relationship is plotted on a
curve to indicate how the traffic builds up to the 100
per cent load point. Corresponding to this traffic curve,
the number of trips furnished by the timetable in effect
when the check was made is shown on the same graphic
chart. This trip cuiwe shows the points between which
short-line sei'vice has been established, the number of
trips furnished between cut-back points in percentage
100
is>
■5 80
c
o
-I 70
t*-
V
o 50
a. 40
30
1 °e1c<««' "§ g«g Checking Points Indicated by -O
1 il -|l< < S Wi l^ t- ..^ f 1 Time Points -
3 s :5i li^ ^ 1 k ll 1 II 1 1
/
y\
\
GRAHAM AVE | 1
^
X'
\
Schee/ule B ZSS Dec. 12, I9ZI ~
C.5 Check made Nov. 1, I9ZZ
,^
^'
\
No oi
" cars S
' trips 8i
B
.77fi
'^ V
._
7S
?^
K<^^'
854
\
1
l&B
>4
^
' Y
B^
100°^-
1
X
^='
53%
>
^^
^
%^,
S^?
■664
1
1 1
Legend
.«<
^^
1
ti^%-n
"o-^-p.(^J,%i"'-n)
— /
J%
[
Line loadinq
1
Average No. of Seoitrpef
Passenger
.^ «-»«««. Seats fumiihec/ W.B.-
3 Passengers » _
Scheduled cars on
entire line
I Scheduled carspassina
100 % point
II 12 I Z
N P.M
I 12
Manner or Graphing Cross-Section Check op a Line Together with Other Data for Purposes of Studtino the
Fitting of Service to Traffic. The Check Pictured Here Showed Loading that Needed Correction
December 30, 1922
Electric Railway Journal
1005
of the maximum service on the line, and the amount of
service between such short line points. The next step
is graphically to survey and analyze the operation of
the schedule for each hour of the day, divided into
fifteen-minute periods, at the maximum point.
How THE Traffic Check Is Graphed
Thus the actual number of cars passing this point
in the direction of heaviest riding for the entire period
of the check is plotted as indicated by Curve 1 in the
large charts on this and the opposite page. This curve
shows whether or not the operating department is mov-
ing the cars as scheduled at this point.
Above this curve is plotted the actual number of cars
on the entire line at each hour of the day; that is, the
number called for by the schedule in effect at the time
the check is made. This is plotted in thirty-minute
periods and is showTi as Curve 2.
Following this the actual number of passengers car-
ried in each direction past the maximum point is shown
graphically by fifteen-minute periods, and this is com-
pared with the adequacy of the schedule in terms of
seats furnished. The results of these studies are shown
in Curves 3 and 4, respectively, for one direction, and
similar information is shown in Curves 5 and 6, respec-
tively, for the opposite direction.
There is also shown on these charts a graphic study
of the average number of seats per passenger furnished
past the various checking points during the period of
the check.
After the preparation of the chart, the data are then
ready for the attention of the management. Careful
consideration is given to how the service furnished fits
the particular needs of the line in question. Such a
study may show the need of an entirely new schedule
so as to place more service at this or that point to take
care of short riders, or it may indicate that closer
observation and application by the supervisory force are
necessary.
The two charts that are reproduced herewith are both
600
i480
S40O
£
a 320
>S240
g IM
80
.J-
CD
1
loo''
90
80
W
^ 70
o
°60
!50
Cross Section Check,
c;
i-Bco 2 •■B<«« Checking Points Inolicoited by-o
^§§11 ^>. "-o i < J > Time Points—- — -'-.
1 11 II 1 1 il P 1^1 t
^ 0 CO J^ 0 oco u- 5 X 5 ct.
^
^
\
Grahoim Avenue
Schedule B 538 Dec 4, 1922
C.S. Chuck waote Dae. It, 1922
No. of. cars 51
No of trips 95b
S&rvicR 24 hrs
LEGEND
,. //ne service)
Line .loao(mq
^^.
^
^'
\
Wtt;
pi-'
\
-<^
^e^
^
=^
<^
^
---
^
^
"*^
^ -*
-Sasf
>S40
1 h
'Bsi-
%f>
20
10
30-
d
lOO'i
(1
84
Jo
m
Averaoie No. Seats
per Passenger j;
I Jill 1
11%
1
-.5%
?
0
|480
*400
I32O
|240
« 160
5 80
0
t^
\i
\
5
H
vs
/
"k
n\i.3
/./ 1 1.4
6
■V
^
'^
/
\
r''*-
h
\'l
1
w
,stb
)un(
^/
i\
v.
\
-i
/
•J v
f
\
K
<■,
>'
f\
K
if"-
/\
r^
y.
'.J
l\
7
\
^
A
^^
i
V
v'i
1 •
'
•i
n
V
5-
ll\l2\il i/.2
4-'
4
1
V
,^
i*
1
El
istl
ound
V
\
\
s
"V
-*>^
Jh
'A
N
)
i f
^
\
64
^
3
V
K~
K'
\7.
\/
<3
^i \
J
\
^
'ys
N^;
LEGEND
b Seais
furnisheo( E.B.
5 Paisenqers
EB.
4 ****-Seats
furnished lYB.
3 Paissenqars
W.B.
2 Schad cars
entire line
1 Schect cars
passing 100^ point
\
<\\\
?.-
CO
A
->
s.
/
\
0
/
'\
/
'
\
I32
1
>
V
^
\
s.
/
V
/
i>
\
L
1
f
\
- 16
>
\
s
/
r\ .
'V
fy
A
r^
Srt
/
Q
^
v/*-
V
^\
~^
-V
v^
/
\
ts
^
-^
12 I 2 3 4 5
MN
7 8 9 10 11 II I 2 3 4 5
N P.M.
7 8 9 10 II 12
MN
Graph op Cross-Sectxon Check Made to Determine What Had Been Accompushed bt New Schedule Put in as
Resiti.t of Study of Graph on Opi'Osite Page
1006
Electric Railway Journal
Vol. 60, No. 27
for the same line, the one on page 1004 showing that
considerable alteration of schedules was necessary to fit
properly the service to the traffic requirements. The
second chart was drawn from data obtained by a check
made to show the results accomplished after intro-
duction of a new schedule. Analysis of this chart
(page 1005) shows considerable improvement in plac-
ing the service to meet more nearly the traffic demands.
The chart shows the results obtaining after a week's
operation of the new schedule and indicates that the
new schedule has not altogether met requirements and
that further adjustment of the service is necessary.
Our schedule department compiles on an average of
300 timetables a year and it usually requires about
fifteen days from the time the cross-section check is
made to place a new schedule in effect. In cases of
extreme emergency, however, a new schedule can be
arranged on a temporary basis in a few hours by
"patching" the existing timetable.
Graphic studies are always made of new schedules
before they are placed in operation. This really means
laying out the schedule in picture form for the entire
period of operation, in most cases twenty-four hours.
A sample of such a graphic timetable was reproduced in
Electric Railway Journal for Sept. 24, 1921, page 499,
in connection with an earlier article on some phases of
our traffic studies. This chart shows the movement of
each car from the time it pulls out of the depot until it
pulls in. Any non-productive time allowances are read-
ily noticeable as well as any errors in the scheduling
and one is enabled quickly to see whether or not the
proper headways or spacing of the cars has been pro-
vided.
In this connection it is well to state that in Brooklyn
these graphic analyses have developed the fact that
much short line service could be operated without in-
convenience to the through rider and the graphic prepa-
ration of the schedules has enabled the management to
fit in the short line service so as to space the cars
properly between all points. It has also insured the
schedule going to the operating force in the proper
form.
By means of the graphic timetable it is also possible
to lay out for even spacing the headways of two or more
routes that come together over a trunk line reaching
the center of the city and eliminate unnecessary bunch-
ing of cars in the congested districts as well as on the
individual lines. It has been said of the Borough of
Brooklyn that it is "the bedroom of Manhattan." A
glance at the rush-hour riding as pictured in the charts
— in the morning toward New York and in the evening
in the opposite direction — shows .the basis for this
statement.
Type of Equipment Must Be Considered
Of course in figuring these schedules the type of car
used must of necessity be given considerable attention.
Like many other cities, Brooklyn has its share of cars of
various types. Some are standard single-truck safety
cars, some are double-truck one-man, others are one-man,
tw-o-man, double-truck, some with cross seats and others
with longitudinal seats, and besides these classes there
is the center-entrance type of car, with center-entrance
trailers. For rush-hour scheduling, car capacity, ir-
respective of type, is figured on the basis of one standee
for each IJ sq.ft. of floor space in the aisles, except on
the longitudinal-seat cars, where 9 in. of knee room is
deducted for the seated passengers. A seat width of
17 in. per passenger is the basis used in calculating the
seating capacity of cars with longitudinal seats.
In addition to the daily graphic records of receipts
and platform cost, a monthly tabulation is maintained
showing by routes the total monthly receipts, platform
cost, passengers carried, mileage operated and receipts
per car-mile. Comparisons are also carried in separate
columns with the month of the previous year. These
figures are not those furnished by the accounting de-
partment, but are predicated on the monthly totals of
the figures worked up each day by the transportation
department. By this mean.? the transportation depart-
ment and the management can have available within a
very few days after the close of the month nearly ac-
curate statistics showing what the transportation de-
partment has actually accomplished in the way of
handling traffic, with the cost thereof. This gives a
monthly check on the conditions surrounding the opera-
tion of each line over a period of several years and any
fluctuation in earnings or the cost of securing such
earnings is readily discernible.
When the figures are received from the accounting
department, showing the actual receipts and total oper-
ating costs for each line, the cost figure is proportioned
among the various lines, on a mileage basis, taking into
consideration the various types of units run, whether
single-truck, one-man, two-man, double-truck cars or
double-truck, one-man cars, etc. This gives a revised
unit figure for use in estimating expenses in advance
of actual figures. Naturally the ratio of expenses be-
tween these types of cars varies on different properties
and each management must prepare its own ratios as
to the car-mile cost of each unit used.
This unit cost or yard stick having been determined
for each type of equipment in use on the individual line,
then the actual operating expenses for each line may be
ascertained by multiplying the mileage operated by each
type of equipment used on the line by this unit cost,
which gives a fairly accurate allocation of the operating
expense to the respective lines. This enables the man-
agement readily to ascertain which of the lines operated
are adding red or black to the balance sheet, and should
a line not meet its operating expenses, action can be
taken immediately to secure the desired results without
permitting any unnecessary accumulation of loss.
The complicated duties of the transportation depart-
ment of any railway, large or small, makes any effort
to simplify this labor quite worth while. The procedure
followed in JBrooklyn and the results obtained therefrom
have been pointed out for whatever help they may be
to other properties in getting more effective use of
the cars.
The management of the Brooklyn street car systems
is likewise guided by similar data and charts which are
used in checking other departments of the organization,
particularly the maintenance departments. These are
not only of great value in connection with formulating
the budget requirements, but also assist in securing
more efficient operation with reduction of costs.
According to a statement issued by the United States
Department of Commerce, the Midi Railroad ii France
is making rapid progress with its electrification work.
It was expected that the Pau-Tarbes line would be com-
pletely electrified by Jan. 1, 1923, that the system will
be extended to Montrejeau by March, and that during
the summer of 1923 the Dax-Toulouse line will be
electrified.
December 30, 1922
Electric Railway Journal
1007
Moving a 740-Foot Steel Bridge
This Structure, Weighing 1,000 Tons and Reaching a Maximum Height of 152 Feet, Was Moved 75 Feet
Down Stream by the Pittsburgh Railways in Order that Continuous Service Might Be Pro-
vided During the Construction of a New Concrete Highway and Railway Bridge
MANY people have gazed in wonder at the spectacle
of a building being moved around the block,
sometimes with the home life or business going
on as usual in transit. It is not an unusual occurrence
for a small bridge to be shifted in position, and occa-
sionally a story appears of the moving of large struc-
tures. The moving of the Jack's Run Bridge at Pitts-
burgh proved to be a matter of considerable public in-
terest locally as well as one of engineering importance.
This bridge is a steel viaduct 740 ft. long and has
a maximum height of 152 ft. above Jack's Run, a stream
at the bottom of a ravine which forms the line between
the city of Pittsburgh and Bellevue Borough. The steel
structure comprises fourteen spans, varying from 30
to 96 ft. in length, of Warren type trusses 8 ft. deep
with two lines of intermediate stringers and supported
on masonry pedestals and with masonry abutments at
each end. The deck carries a two-track roadway for
vehicular traffic with a double line of street car tracks
and two sidewalks.
The Jack's Run bridge was erected in 1893 by the
Schultz Bridge & Iron Company of Pittsburgh, for the
Jack's Run Bridge Company, a corporation whose stock
at that time was owned by the same interests that con-
trolled the Federal Street & Pleasant Valley Passenger
Railway. This road operated from Pittsburgh into the
boroughs of Bellevue and Avalon and later to Ben
Avon and Emsworth and furnished the original electric
car service to those communities.
The bridge connected California Avenue, Pittsburgh,
with Lincoln Avenue, Bellevue, over the ravine men-
tioned and at the time of its construction was con-
Lincoln Avve.
During the Moving Car Service Was Interrvpted. but
Passengers Walked Across to Transfer from
One Line to the Other
as the Lincoln Highway, leading west from Pittsburgh,
crosses this bridge. This, together with the largely
increased population of the suburban districts to the
west, had resulted in a volume of vehicular traffic
entirely too heavy for the capacity and strength of
the structure.
It was therefore considered necessary either to make
extensive repairs to the old bridge to strengthen it or
entirely to replace it by a new structure. As the bridge
is now owned by Allegheny County, the county commis-
sioners decided to replace the bridge by a reinforced
California Ave.
BELLEVUE
PITTSBURGH
-..5^™^:^-
1
i
15
7'
y
y
%
/N/^.]/M/>JX\lQipiXM^My-W
^?^
%j
v
""'^
/
Npv. l/v/.+ ino
^^
y
^
y °" ■ ~
Old and New Locations of Jack's Run Bridge
sidered the largest steel structure then in use for elec-
tric railway purposes. It was also used by all classes
of vehicular traffic and foot passengers. Tolls were
collected until it was taken over by the County of
Allegheny in 1917 and then made free to all traffic
except electric cars.
The principal through local highway route, as well
concrete arch viaduct having a width of 60 ft. To do
this required the immediate dismantling of the old
bridge, and the receivers of the Pittsburgh Railways
Company were requested to cease operation of cars
over the bridge on or before Dec. 1. They were also
informed that it would be at least a year before traffic
could be resumed using the new bridge.
1008
Electric Railway Journal
Vol. 60, No. 27
The commissioners proposed to erect over the ravine
a foot-bridge for temporary use by persons desiring
communication between the districts at each end of
the bridge. They also proposed that electric railway
passengers be carried to each end of this structure and
there transfer on foot across the ravine by the foot-
bridge and that through car service be provided by
use of an alternative car line passing West View Park
over a route several miles longer.
Investigation on the part of the receivers indicated
that more than 4,000,000 passengers annually were
carried on the cars passing over Jack's Run Bridge and
that it would be impossible to furnish at each end of
the bridge terminal facilities properly to accommodate
them. It would also be most unsatisfactory to ask al!
passengers to walk across a temporary foot-bridge for
at least twelve months extending over two winter
periods. The alternative West View route requires from
twenty to thirty minutes longer between Pittsburgh
and the Bellevue district and it was deemed to be
impracticable.
Consideration was then given to the possibility of
moving the bridge down stream a sufficient distance
to permit the construction of the new bridge without
interference. Estimates secured from contractors as
to the cost of certain reinforcements to the old bridge
and for moving it laterally to a temporary location
indicated the feasibility of this plan and at a not
unreasonable cost.
A contract was made by the receivers of the Pitts-
burgh Railways Company with the county commissioners
whereby the former undertook the work and assumed
the cost, toward which the commissioners paid an
This View Looking Toward the Pittsburgh Side Was Taken
ON Nov. 21 and Shows the Highest Tower, New
Timber Abutments. Pedestals. Runways, Etc.
This View Looking Toward the Bellevue .Side Was Taken at
Noon on Nov. 25 After the Bridge Had Bee.n Moved About
35 Ft. The Old Abutments and Certain Runways
AND Jack Setti.vgs .\re Clearly Seen
amount estimated to be about the cost of the temporary
foot-bridge originally proposed by them.
It was decided to move the bridge 75 ft. Aown stream
to a parallel location and then to dismantle it after
the completion of the new arched viaduct. The engi-
neers decided to construct concrete pier supports for
the temporary position and timber crib abutments at
each end with double timber bents as supports for
the ends of end trusses. The timber cribs were of
No. 2 crossties, laced together, well doweled and filled
with slag and stone.
The work of placing the runways and foundations
was commenced pn Oct. 25. During this work various
reinforcements were placed in the floor system, and
tower members and new tracks and overhead lines were
constructed from the original tracks on California
Avenue and on Lincoln Avenue at each end, over the
new approaches to the timber abutments.
Crossovers were placed on the main tracks on the
streets at each end of the bridge, whereby cars would
transfer passengers during the moving of the structure.
Platforms were erected in such position that foot pas-
sengers could continuously traverse the bridge side-
walks during the progress of the bridge to its new
location.
Steel beams were clamped to the capstones at the
base of each pair of columns and rested on 4-in. steel
rollers. Under these were steel runways in pairs —
one on each side of the column bases. It was decided
that the use of jacks would insure a more uniform
movement of each part of the bridge than could be
secured by the use of cables and hoisting engines, and
accordingly single screwjacks were placed at the back
of each pair of columns.
Street traffic was discontinued and actual moving
was begun at 7:30 a.m. on Nov. 25 and completed at
10 p.m. the same day. Special attention was given to
December 30, 1922
Electric Railway Journal
1009
moving all parts of the bridge laterally at a uniform
rate. The operators of the jacks each gave five turns
to their jacks on whistle signals from a hoisting engine.
The engineers had sights fixed on the floor over each
pair of towers and line stakes at the bases of the
columns by means of which constant observations were
taken and any variations were distinguishable and
corrected.
The runways proved so level and accurately set and
blocked that not all the jacks were necessary and at
times twelve men were moving the entire structure,
comprising a weight of more than 1,000 tons.
On completion of the movement at 10 p.m., the
column bases were locked up on the pedestals, and
electric car traffic was resumed on the morning of
Nov 26. Inspection of the trusses and their supports
on the columns showed that the movement had been so
uniform as not to crack the paint nor disturb the
dust on the steel work at truss ends at any points.
The Bell Telephone Company had several hundred
pair of wires in five cables carried in steel conduits
underneath the bridge floor and connecting at each end
to terra-cotta conduits. These cables were cut into at
each end and sufficient loop cable added to cover the dis-
tance the bridge was to be moved. As the movement of
the bridge progressed the extra loop cable straightened
out and uninterrupted service was maintained.
The new bridge will have a total length of 770 ft.
and a width of 60 ft., including a 38-ft. roadway.
There will be one 320-ft. two-ribbed arch span over
the ravine with six 20-ft. spans at each end, a 120-ft.
abutment at the Pittsburgh end and a 60-ft. abutment
at the railway end. The construction will be reinforced
concrete arches.
The work of moving the steel bridge was planned
and carried out under the direction of W. C. Boyd,
chief engineer for the receivers of the Pittsburgh Rail-
ways, and J. C. Godfrey, of R. W. Hunt & Com-
pany, and J. K. Martin of Bellevue as consulting
engineers and V. R. Covell, county engineer. The con-
tractors were F. Wilsman, Sr., on the masonry and
John Eichleay, Jr., Company of Pittsburgh on the
moving of the structure.
The County of Allegheny will contract for the new
bridge, proposals for which will be advertised within
a few weeks. The plans are being prepared and the
construction will be supervised by N. &. Sprague, con-
sulting engineer, Pittsburgh, Pa.
New York Railways Tries Turnstile Car
New One-Man Pay-as- You-Leave Turnstile Car Placed in Service by New York Railways Designed
to Load and Unload Passengers at Both Ends — Has Provision for
Limiting Number of Passengers at One Time
ANEW type of one-man pay-as-you-leave turnstile
car has been developed by the engineers of the
. New York Railways and was placed in service
on its Lexington Avenue line Dec. 18. The car used
is one of the company's standard closed cars, 42 ft. long,
7 ft. 4J in. wide and having a seating capacity of
thirty-eight inside the car body. The car, before its
last remodeling, was a converted pay-as-you-enter car.
The platforms are 6 ft. 64 in. long and originally had
double folding doors. In the remodeling the length of
the platform was not changed, but the door openings,
steps and method of operation were changed to meet the
new conditions.
The noteworthy feature of the equipment which is
now being tried is in the use of a turnstile at either
end of the car, so arranged that it can slide from one
opening to the other on the same platform to provide
for double-end operation. Through the use of the pay-
as-you-leave turnstile, similar in design to those used
in the New York subway, both ends of the car are used
for loading and unloading passengers and for collecting
fares. These turnstiles are of a double-acting type,
which permit entrance to the car without obstruction,
but which require the placing of a 5-cent piece in the
slot of the coin box in order to unlock the turnstile for
exit. The turnstiles have four arms, which are wooden
at the top with screened pipe barriers underneath.
Features of New Equipment Installed
An accompanying drawing shows the platform layout
and location of the equipment used. As originally de-
signed these cars had sliding doors at the bulkhead.
These consist of two doors .sliding into pockets on either
side, with the opening in the center. These doors have
been left as originally used, but only one-half is used
Sliding Doors and Folding Steps Provide fob
Entrance and Exit
1010
Electric Railway Journal
Vol. 60, No. 27
yHanot door opercrHng^
' gaar
Speakincf tube
for ■mar ano/ ■ ^
Door control
for front ano/
rtarenct-
.Automatic
'car fuirsigtn-'
Transfer ns/oy-Ar
High-spe^d chanoi
* makinof macht
^ Door reversing
safety shoe
at a time, tne other half closing up to a screened
railing, which directs the passengers through the turn-
stile as desired. The position of the turnstile at each
end is at the side of the door opening being used and
the passengers after passing through the turnstile enter
the car or leave, as the case may be, through the
bulkhead doors at the opposite side of the car. When
the direction of operation is changed and it is desired
to use the doors at the other side of the platform the
turnstile is unlocked from its position by the raising
of a lever and it can then be pushed to the other side,
its movement being guided by two depressed tracks.
It is locked in position as desired. The screen which
extends from the center of the bulkhead door opening
to the inside end of the turnstile arm rotates about
a stanchion on the center line of the car at the bulk-
head. This railing and screen are changed to the re-
quired position by lifting the stanchion at the end of
the turnstile and replacing it in another socket.
The folding doors which were originally, on the car
have been replaced by sliding doors and the openings
are closed off to give space for the entrance and exit
of but one passenger at a time. The opening door
slides on the inside toward the bulkhead. When oper-
ated by one man thb door and step at the operator's
right are hand operated, the rear door on the same
side being electro-pneumatically operated. The door
which has the door engine operation is provided with
a safety shoe for reversing the door in case it should
strike an obstruction. Its operation is controlled
through a push button at the right of the operator. The
door engines used are of a standard type made by the
National Pneumatic Company and are installed on the
platform floor next to the bulkhead. In order that
the operator can see conditions at the rear of the car,
a mirror is located on the right-hand front side, and
he views the steps of the rear door through this mirror.
Another mirror is located immediately in front of him
and just above his head so that he can watch conditions
inside the car without turning around.
The coin box, which releases the turnstile for exit
of passengers, is located on the center line of the car
just to the right of the motorman and railings extend
from the front edge of this fare box to the door open-
ings on either side of the platform. These serve to
guide the passengers and also to prevent interference
with the operator. In order to assist in making change
a high-speed change-making machine is used, which is
installed at the operator's left hand. The fare box is
locked, but the operator can gain access to the money
for change by unlocking the fare box and removing the
coins as desired.
The fare boxes are provided with coin detectors
which magnify the coins through a lens, after they
have been deposited, so that they can be viewed and
seen distinctly through half the length of the car. This
is a safety measure intended to prevent the use of
slugs to operate the turnstile.
When the Capacity of the Car Has Been Reached a "Car Full " Sign Is Illuminated on the Dash. The Picture
Shows How Patrons Were Advised of the New Payment System in an Inescapable Manner
December 30, 1922
Electric Railway Journal
1011
A Free Passage Is Assured for the Exit of Passenqbrs
Whenever a transfer is tendered for fare, the oper-
ator pushes either a hand button or foot button which
rings a gong and registers the transfer on a transfer
register installed inside the car body over the bulkhead
opening. The pushing of the transfer button also oper-
ates a transfer relay and this i-elay remains in its
raised position until the turnstile has been operated
to allow the passenger to leave the car. It then drops
and is in position so that the operator can record
another transfer if desired.
Another interesting feature of this equipment lies
in the provision made for limiting the total number of
passengers on the car at one time. This is accom-
plished through a totalizing mechanism which is oper-
ated through the two turnstiles. The arms of this
totalizing equipment move in one direction for each
entering passenger and in the opposite direction as pas-
sengers leave, so that the combined number of passen-
gers on the car at a given time is shown by the
totalizer. When the capacity of the car has been
reached a "Car Full" sign on each dasher is illuminated
and the turnstiles are locked so that no more passen-
gers can enter the car. Furthermore, the electro-
pneumatic door-operating equipment is so designed that
the motorman cannot open the door to receive additional
passengers and thus to overload the car. The deposit-
ing of a fare in the fare box or the ringing up of a
transfer, however, releases the turnstile and provides for
opening the door.
An emergency cord runs throughout the length of the
car and has drops on each platform to provide for
cutting off power and the emergency application of the
brakes by passengers in case this is necessary.. This
equipment is the same as has been used on the pay-
as-you-enter cars in New York for several years.
For the convenience of the operator in announcing
stops and so that Kis voice may readily reach the rear
platform, a speaking tube is provided so that he can
talk into this and the sound will be readily heard at
the rear.
Rather extended precautions have been taken to
advise the traveling public as to the operation of this
car and the method of entrance and exit. The exterior
of the car is decorated with several large signs to ex-
plain that both ends can be used for entrance and that
the fare is paid on leaving. Inside the car at the cen-
ter is a sign which reads : "Passengers Are Requested
to Deposit Fare in Slot When Leaving Car. Change
Can Be Obtained from Motorman. Present Transfers
to Motorman." At either end of the car, just inside
the bulkhead, is a sign which reads: "Exit and
Entrance at Both Ends of Car."
Officials of the railway have found that a consider-
able portion of the present car-operating schedule time
is consumed in the loading and unloading of passen-
gers, and it is expected that through the use of both
ends of the car for both entrance and exit the time
at stops can be materially reduced. The provision also
for limiting the maximum number of passengers on the
car at one time should provide for efficient and com-
fortable traveling.
Lubrication Requirements for Railway
Gears and Pinions
IN A RECENT summary of the lubrication require-
ments of electric railway gears and pinions the Texas
Company* gives the prime requisites of such a lubri-
cant as:
1. It should not harden nor contain any residual
matter that is of a non-lubricating character.
2. It should possess marked adhesive properties in
order not to drip or flow excessively under abnormal
temperature rise nor be thrown off by the action of
centrifugal force, or rubbed off under operation.
3. It should be of sufficient body to withstand the
excessively high pressure at the point of contact of the
teeth, and thereby prevent actual metal to metal fric-
tion occurring, whatever the season of the year.
4. It should be entirely free from acids or alkalis
which would have a tendency to cause a certain amount
of pitting on the highly polished metallic surfaces.
5. It should not be abnormally affected by heat or
reacted upon by water, acid or alkali.
6. It should not tend to hold in suspension dirt and
particles of worn metal, to produce an abrasive effect.
Other factors that should be considered in making
this selection of the lubricant are: Ease of applica-
tion; the amount required for the initial lubrication
and for subsequent applications and the length of time
it will efficiently lubricate without renewal.
A lubricant that will meet all of the foregoing re-
quirements will without a doubt increase the life of
gearing to a considerable extent and reduce the labor
charges and other costs incidental to the maintenance
of this type of equipment.
It is very important to have the viscosity of the lubri-
cant approximately the same throughout the year. To
meet this requirement with widely differing tempera-
tures it may be necessary to use special grades of
lubricants in accordance with the season and the tem-
perature of operation.
•An extended article on this subject Is published in the Novem-
ber issue of Lubrication,
1012
Electric Railway Journal
Vol. 60, No. 27
4,000-Hp. Electric Locomotives for N. & W.
Four Double-Unit Locomotives Are Under Construction for the Norfolk & Western Railway's
Elkhorn Grade and Electrified Extension — They Will Supplement
Twelve Lighter Machines Commissioned in 1915
A BRIEF note in the issue of this paper 'for Oct.
28, 1922, page 732, directed attention to an order
. placed by the Norfolk & Western Railway with
the Westinghouse Electric & Manufacturing Company
and the American Locomotive Company for four double-
unit electric locomotives to supplement the present
equipment of twelve placed in service in 1915. The
designs were prepared by the firm of Gibbs & Hill, con-
sulting engineers, in collaboration with the engineers of
the railway company. These machines will have a total
weight of approximately 400 tons, the weight on drivers
being about 71,000 lb. per axle. They will have about
30 per cent more capacity than the earlier locomotives;
that is, 3,300 hp. continuous rating, or 4,000 hp. for one
hour. They will be operable at 14 m.p.h. and 28 m.p.h.,
with a continuous tractive effort at the lower speed of
90,000 lb. With full line voltage and frequency, normal
transformer connections and eight-pole motor connec-
tions, the one-hour rating will be 108,000 lb., the starting
tractive effort for five minutes 168,000 lb. and the mo-
mentary starting tractive effort with the four-pole motor
connection with 85 to 95 per cent trolley voltage
110,000 lb.
Handle Freight Traffic Satisfactorily
The twelve present Norfolk & Western electrics, in
their nearly eight years of service, have shown their
ability to handle satisfactorily an enormous freight traf-
fic averaging 75,000 tons in twenty-four hours, which
would have required thirty or more Mallet steam loco-
motives. The earlier machines and the other details of
the electrification were covered at length in articles in
this paper for March 20, 1915, page 581 ; June 5, 1915,
-MS"!
page 1058; April 1, 1916, page 644; and Aug. 24, 1918,
page 322.*
The new locomotives are for supplementary service to
provide for the additional locomotive mileage which will
be operated when the extension of the electric zone to
Wilcoe and Farm and beyond to the westward are
opened up.
Each complete locomotive will contain four 1,000-hp.
motors of the three-phase induction type with wound
rotors placed directly above a jackshaft to which they
will be geared at a ratio of 21 to 100. The earlier ma-
chines, it will be remembered, had twin motors, geared
to the same jackshaft. The driving wheels, of which
there will be eight per half unit, will be 62 in. in diameter.
Each unit is of the Mikado 2-8-2 wheel arrangement,
with 16i-ft. rigid wheelbase. Sufficient side swing is
provided in the guiding trucks to permit operation
around 20-deg. curves.
Power will be taken from the line at 25 cycles and
11,000 volts, through a pantograph and oil circuit
breakers, to the main transformer, where it will be
stepped down to a voltage suitable for the main motors.
A phase converter of the synchronous type will be
used to transform the single-phase power from the line
to two-phase power. The synchronous type, which was
used on the large freight locomotive built for experi-
mental purposes for the Pennsylvania Railroad, is used
rather than the induction type, as on the pi'esent Nor-
folk & Western locomotives, in order to give better
control of power factor.
As in the present locomotives, the three-phase main
•See also the issues for June 5, 1915, page 1057: Feb. 12, 1916,
page 311 ; March 16, 1919, page 522 ; and June 12. 1920, page 1202.
^ 1 1 Back fo back
"'* ^8 aft drivers
Section at Pair of Front Drivers
Section between Fir^t
and Second Pair of Drivers
I # 1
— ->| 6j <■■— e'-9§" Side roc/ cenfers
|<— ■- — l'-IOg Main rodcenters —
Sections of the Locomotive Underfbame Taken at Typica:.
L^ccmher 30, 1322
Electric Railway Journal
1013
Q Q I Q D
k-
\^....JJ/».^4lg^^t^Si9''->T<-5-e'>*<5-6'^<S-&'>^, , , \ , j
1< /i?-V-- ■>I<- yg-'^^ -■•— •>l< /^-V-><<-#-'>k-
The New N. & W. Locomotives Will Comprise Four Motors, Each Driving Two Axles Through a Jackshaft
motors will be connected to the main transformer and
phase converter by the two-phase-three-phase system
of connection.
A liquid rheostat connected to the rotors of the
main motors will provide for accelerating the locomo-
tive to 14 and 28 m.p.h.
Each Side Frame a Massive Steel Casting
The mechanical parts are of considerable interest,
having been designed in detail by the engineers of the
railway to meet the exacting service conditions of the
celebrated Elkhorn grade, which are unsurpassed in this
country, if not in the world.
The construction of the new locomotives is fundamen-
tally the same as the present ones, the system of drive
being that of motors geared to jackshafts and connected
to driving wheels by side rods. In the new locomotives,
however, the four main driving axles form one rigid
wheelbase, with continuous side frames from end to end
of unit. The cab structure is carried on and rigidly con-
nected to the side frames and cross-tie castings. This
differs from the present locomotive, each unit of which
has a cab structure supported on a number of springs
and sliding bearings, carried on two main trucks, each
having two main driving axles and one guiding truck
axle, the two main trucks being connected by a Mallet
hinge.
The new arrangement follows closely that of the Mi-
kado type of steam locomotive, and also has a similar
type of spring equalization.
Side frames are to be vanadium steel castings con-
nected by cross-tie castings which also serve to support
the heavier parts of the electrical apparatus in the cab.
An interesting feature of the mechanical parts is the
method employed for supporting the jackshafts. For
ease in removal of jackshafts, which carry a gear at each
end, these are carried on heavy bronze bearings, which
are split vertically and rest in heavy steel castings
known as "jackshaft cellars." These cellars are set in
pedestal ways in the side frames and are inserted from
below, in similar fashion to a journal box in its pedestal
ways, except that the jackshaft cellar and the pedestals
are verj' accurately fitted and the cellar is built with
extensions at the bottom which act as a tie bar, being
bolted to the side frames. This makes the cellar practi-
cally an integral part of the side frame, and at the same
time provides a ready means of removal of the jackshaft.
It is the same arrangement that has proved very satis-
factory on the present locomotives.
The spring suspension system is the same as that in
successful use on steam Mikado steam locomotives, the
front guiding truck being side equalized with the two
adjacent drivers and the rear truck cross equalized with
the other two drivers, thus forming a three-point
suspension.
The 1,000-hp. motors will, as suggested above, be
arranged either for a four-pole connection, correspond-
ing to a speed of 14 m.p.h., or an eight-pole connection,
corresponding to a speed of 28 m.p.h. Each motor will
have forced ventilation supplied through air ducts from
individual motor-driven blower sets.
The motors are mounted on the locomotive framing in
an interesting manner. The stator frame is cast with
horizontal brackets running the full width of the motor.
■3 between frames
^ llf--^
\t...ii£L..^-^-., u^,„„„ „„„„,
U. - - 1-IQ^' main rod centers
Section at Jackshaft
Points. These Illustrate the Ruooedness of the Construction
1014
Electric Railway Journal
Vol. 60, No. 27
These rest on heavy steel cross-tie castings connected to
the main side frames. The weight of the stator is thus
carried on horizontal planed surfaces which can readily
be trued up in relation to the centers of jackshaft, rotor
shaft and driving axles. The rotor is carried independ-
ently of the stator on bearings which rest in separate
housings mounted on and secured to the main side
frames, the proper relation of the stator and the rotor
being maintained by accurate fitting of the bearing
surfaces.
The collectors of the rotor motor will be mounted on
the motor shaft outside the pinions, one three-ring
collector at each end of the shaft. The leads from the
collector to the rotor winding will be carried through
the hollow motor shaft, well insulated and protected
from abrasion. Means will be provided for removing
the collectors without disturbing the leads in the shaft.
This construction differs from the earlier machines,
but it was used in the Pennsylvania locomotive already
referred to.
The pinions will be made from individually forged
converter will be separately excited, the exciter being
the same machine which serves as a starting motor for
the converter.
This auxiliary machine will be a single-phase series-
type commutator motor, mounted on the phase-con-
verter shaft to bring the phase-converter rotor up to
synchronous speed, after which this commutator ma-
chine will be reconnected as a direct-current exciter,
separately excited from the motor-generator set to
excite the rotor windings of the phase converter. The
rotor, of course, will have two slip rings for supplying
a starting current to the rotor windings.
Oil-Cooled Transformers Adopted to Secure
Excellence of Insulation
The transformer for each half unit will be of the
shell type, oil insulated, forced cooled, built for mount-
ing in the cab of the locomotive. This differs from
the earlier machines, which had air-blast transformers.
The extra weight was considered offset in the new units
in view of the better insulation. An air-blast type
This "Jackbhapt-Bearinq Cellab" in No Wat Weakens the Side Frame
steel blanks with twenty-eight machine-cut spur teeth,
1| diametrical pitch, 20 in. total face per jackshaft.
The rims of the flexible gears will be made from indi-
vidually forged steel blanks with 100 machine-cut spur
teeth. These will be mounted on cast-steel centers with
flexible elements interposed between the rims and the
centers. The»center will carry a wristpin and the neces-
sary amount of counterbalance weight. The pinions
and gear rims will be heat-treated.
Converter Startjng Motor Will Also
Do Duty as Exciter
The phase converter will be a rotating machine with
a two-phase wound stator and a wound rotor. One
stator phase will be fed from the transformer and
a proportional voltage will be generated in the other
stator phase approximately 90 deg. electrically dis-
placed from the transformer voltage. One terminal of
this generating phase will be connected to a mid-point
of the transformer and the other end to the one phase
of the main rotor circuit. The other two motor leads
will be connected to loads at the two ends of the main
transformer secondary, resulting in a Scott connection
to give three-phase power to the main motors.
This phase converter will be of the synchronous type,
as already stated, which permits the transformation
of power at high power factor. This means that the
transformer preventive coil will be provided to com-
pensate for 15 per cent drop in voltage during
acceleration and to minimize voltage unbalance during
acceleration and regeneration. This will be of the same
general construction as the main transformer.
A centrifugal pump will be used to circulate the
transformer oil through an external radiator, and a
blower will force air through the radiator in sufficient
quantity to enable the transformer to perform its speci-
fied service. The pump and blower will be driven by
a common motor, which will be forced ventilated by air
taken from the blower.
A steel-plate electrode will be provided in the liquid
rheostat for each phase of each motor. The e'ectrodes
will be rigidly supported through porcelain insulators
and separated at the lower end by slate barriers. Steel
ground plates will be interposed between the electrodes
above the slate barriers, and in effect will form a sepa-
rate compartment for each electrode. The electrodes for
one motor will be removable as a unit. The electrolyte
will be circulated by a motor-driven centrifugal pump,
the motor being of the ball-bearing squirrel-cage induc-
tion type, arranged to start polyphase and run single-
phase. In the cab the pump will supply electrolyte from
a common storage tank, insuring that all electrodes of
that cab are immersed in electrolyte of the same tem-
perature and density.
December 30, 1922
Electric Railway Journal
1015
A cooling tower for the electrolyte will be provided,
consisting of a series of trays over which the electrolyte
will flow in a thin sheet, while cooling air is circulated
over the surface. The height of electrolyte around the
electrodes will be controlled by a motor-operated over-
flow valve.
"The control will involve the use of two types of
switches, one vvith its individual piston and cylinder
for each switch, the other in which several switches
are operated collectively through cams mounted on a
common shaft.
Each master controller will be provided with a speed
lever, an accelerating lever and a reverse lever, with
the usual mechanical interlocking to prevent false
opei'ation. The accelerating lever will be used to raise
and lower the overflow valves in the liquid rheostat and
thus control the speed and tractive effort.
Unit-type electrically controlled and pneumatically
operated switches will be used for transformer-sec-
ondary switches, phase-converter switches and motor-
overload and reversing switches, while the switch group
for pole changeovers and motor-secondary short-circuit-
ing switches will be of the cam type, electrically con-
trolled and pneumatically operated.
An auxiliary controller will be provided with levers
to control the phase converter and to set the transformer
switches for running or regenerating. It will also in-
clude means for raising and lowering the pantographs;
and for controlling the operation of the liquid rheostat.
How Operating Reliability Will Be Safeguarded
Protective features furnished will include a time-
element overload relay, arranged to trip the oil circuit
breaker in case of sustained shoi't circuit on the loco- .
motive. Overload relays connected in two of the phases
of each motor will be arranged to open the main motor
switches on overload. Maximum-level relays, operated
by electrolytic interlocks, to limit the height of liquid
in the rheostat tanks to the proper points will prevent
the motor secondary from short-circuiting switches
from closing except when the liquid is at the maximum
level. Contact on a drum mechanically connected to
the overflow valve will prevent the motor line switches
from closing on either the 14-m.p.h. or the 28-m.p.h.
connection unless the overflow valves are at the desired
height. A no-voltage line relay will be provided to open
up circuits necessary for protection of the apparatus
and interruption of power to the locomotive. The pole-
changeover cam-type switches will be interlocked with
the main motor switches so that the circuits will be
always made or broken by the main motor switches.
Swedish Electrification Deferred
In its "Trade and Economic Review" for 1921, just
published, the United States Department of Commerce
analyzes the condition of the Swedish railways, stating
that the financial depression was too serious to permit
the completing of the electrification of the main line
from Goteborg to Stockholm, the expense of which
would have meant a deficit. The electrification of the
Kiruna-Svarton line, however, is being carried on, its
completion being expected during the present year. As
a whole the State Railways were prosperous in 1921,
a profit of more than $6,000,000 having been made, as
compared with somewhat over |1, 620,000 the year be-
fore. The private railways ran at a loss.
Noiselessness in Special Trackwork
William Wharton Jr., & Co., Inc.
New York, N. Y., Dec. 26, 1922.
To the Editors :
In the issue of the Electric Railway Journal for Dec.
16, pages 944 and 945, appears an article describing two
Balkwill track crossings furnished by this company to
the Cleveland Railway. In the article the following
statement is made: "The Balkwill crossing, of which
noiselessness is but one feature . . ."
From the way in which this statement is worded it
might be inferred that the noiseless feature can be
secured only in the Balkwill crossing. The fact is, of
course, that the fiange-bearing throughout the crossing
which constitutes the noiseless feature can be incorpo-
rated in practically any type of crossing, whether solid
manganese steel or other steel, or T-rail built-up-type
with filler or girder-rail crossing. The noiseless feature
was incorporated in crossings and other special parts of
layouts made by this company for a number of years,
particularly in work made for the Kansas City Railways.
George R. Lyman.
[Note — The sentence quoted by Mr. Lyman was
inserted to point out that, while the Balkwill crossing,
with the flange-bearing feature, was selected for the
particular locations in Cleveland mentioned on account
of their noiselessness, after all the unique feature of
this type of crossing is its articulation. It was not
intended to imply that the flange-bearing feature was
unique, as flange-bearing special trackwork is well
established in general practice. — Editors.]
Thinks Fault Lies Rather with High Supertaxes
New York, Dec. 27, 1922.
To the Editors:
I note with interest the editorial in your issue of
Dec. 23 with the caption "Discontinuance of Tax-
Exempt Issues a Benefit to All." The views expressed
in your editorial support the recent resolution of the
American Electric Railway Association and coincide
with those reported as the views of the present Federal
administration, but there are always two sides to every
question, and with all respect to your own attitude and
to the prominence of those who hold the same views,
it seems to me such views are based on a superficial
consideration of the subject.
We have always had tax-exempt issues and until a
comparatively recent date they have never come in for
much adverse criticism. They have always commanded
a market at a materially lower rate of interest than
competing non-exempt securities, yet there has always
been a sufliicient demand for the latter to furnish indus-
try as much capital as it needed. There is no substan-
tial, if any, difference between the tax-exempt securities
of today which came in for so much criticism and those
of former days which were free from such criticism,
and therefore it seems to me to be jumping at a
conclusion to lay the blame for the existing condition
on the tax-exempt securities and to claim that they are
put out on basically wrong principles. Rather let us
inquire what has happened in other directions to give
rise to the difficulties which now exist and see if we
1016
Electric Railway Journal
Vol. 60, No. 27
are not shooting at the wrong target in condemning the
tax exempts.
To my mind the facts are fairly obvious, i.e., with
mistaken zeal to extract an unfair, unjust and a wholly
unreasonable income tax from men of large means, our
legislators have enacted into law a super-tax schedule
which puts such heavy taxes on this class of citizens
as to be nothing short of ridiculous. The fact that
this schedule is so manifestly unjust has had no effect
on Congress because the number of very wealthy men
is comparatively small. They cannot, therefore, de-
posit many votes, and owing to the fact that all of us
are more or less jealous of those who are better off
than we are these same wealthy citizens get very little
sympathy from any one else. If press reports are to
be credited, the income taxes received by the United
States from this very wealthy class are diminishing
from year to year, a condition doubtless brought about
because our wealthy men are rapidly learning how to
deal with the situation so as to comply with the law
and escape being robbed. Of course one means to do
this is to invest in tax-exempt securities, and the
American Electric Railway Association has pointed out
that this tendency has reached such proportions as to
withdraw large amounts of capital otherwise available
for industry and to bury it in comparatively dead
projects; that is to say, dead in so far as they con-
tribute to the progressive, constructive up-building of
our industries. It would seem to me clear that the
natural cure for this condition is not to do away with
tax-exempt securities, which serve a very useful pur-
pose, but to correct the obviously unwise and unjust
schedule of super taxes, which, as is reported, are yield-
ing the government a steadily decreasing revenue, and
by so doing remove the cause of the trouble instead
of trying to stop the effect.
It has been frequently claimed that the great mass
of the people are suffering by having to pay taxes to
take the place of those which ought to be collected
from the wealthy class were they not permitted to
invest their money in tax-exempt securities. But I
have never yet seen attention called to the fact that
if tax exempts were prohibited every bond hereafter
'issued by a mdnicipality or state or the nation would
have to pay a considerably higher rate of interest and
therefore that the so-called common people would like-
wise have to pay a correspondingly greater amount in
taxes to cover such greater interest, and to pay it not
only on the securities now bought by the wealthy people
but also on the very large volume of the same securities
which are bought by those who do not purchase them
for the sake of saving income tax payments but on
account of their safety as an investment.
I do not own one dollar's worth of tax-exempt secu-
rities and therefore am not personally interested in
saving myself taxes by having them retained, but I
would like for once to see the American people coura-
geous enough to face the facts and to apply a remedy
where a remedy belongs, and I would like to see a full
and free statement in the public prints, not a continued
harping on one side and ignoring of an obvious weight
of evidence on the other. Calvert Townley.
The Pass in Tacoma*
After Only Fifteen Weeks the Tacoma Railway & Power Company Is Selling
11,000 Passes Weekly in a City of 100,000 Population — Riding
Up 20 per Cent and Car-Hours 2.7 per Cent
By C. V. Allen
Publicity Manager Tacoma Railway & Power Company
STREET RAILWAYS all over the
United States have been in a serious
financial predicament in the last ten
years for well recognized reasons. The
Tacoma Railway & Power Company,
while more fortunate than some other
companies in that it had a 10-cent fare,
nevertheless was faced with serious
financial difficulties. Heavy pressure
was being brought to force our fares to
5 cents, jitneys were to be started in
competition with us, and the privately
owned automobile was cutting into our
earnings deeply. The street railway
pass seems to us to be a ray of light at
this time. While it has been in effect
here but fifteen weeks, and we are
really novices in the game, we think
that it has given us the first assurance
we have had in many years of financial
success.
A large part of the credit for
revising this pass from European
models and making it workable in the
•Abstract of paper read before Building
owners and Managers' Convention at Ta-
coma, November, 1922
United States is due to Walter Jack-
son, an independent traction engineer
of Mount Vernon, N. Y.
Tacoma is the sixth city in the
United States to install the pass and is
really the second large city to do so.
Tacoma's population today is about an
even 100,000. The form of pass used
on our lines here follows closely that
used in other cities where it is used.
The face of the pass carries the follow-
ing wording:
Pass bearer on cars of these companies
within the one-fare limits of the city of
Tacoma within the day.s shown on the face
of this pass. Pass is to be shown car oper-
ator or conductor and is good for only one
passenger and shall be in passenger's pos-
session while on car.
This pass is absolutely transferable.
The holder can loan the pass to his
wife, children, or to anyone he may de-
sire and there is absolutely no question
asked as to his right to use the same.
The pass entitles the holder to ride
upon any cars operating within the
city limits, at any time, for any dis-
tance, for a block or for a mile. The
pass is good from the first car Monday
morning to the last car on Sunday
night.
The convenience and economy of the
pass can be shown by the uses to which
it is put in Tacoma. The wholesale
dealers who have in the past paid the
street car fares of their city salesmen
at a cost to them of 50 cents to $2 a
day, now furnish them with the $1 pass,
which is good for all riding they can
possibly do during the entire week.
Banks buy a number of them and the
messengers use them as they go on
their errands and return them to the
office when they are through. Men and
women working downtown who former-
ly paid 35 to 50 cents for their lunches
now use the pass to go home and are
able to save the price of it in approxi-
mately three days. This transferable
quality of the pass has made it most
popular.
Transfers Cut in Half
Another advantage of the pass is
the doing away with transfers. Wa
issued weekly between 110,000 and 120,-
000 transfers. Every one of those
transfers represents a potential row.
Our trainmen have more arguments
over transfers than anything else in
connection with our business. The pass
to date has practically cut the number
of transfers issued in half.
The pass is really the first oppor-
tunity street railways have had to mer-
December 30, 1922
Electric Railway Journal
1017
chandise their transportation. Under
the old fare system, a patron approach-
ing a car was greeted with this little
sign on the side of the entrance, "Have
your exact fare ready." Here is a
command. There is nothing pleasant
about that little order. As he steps on
the platform he glances up and sees
the sign, "Ask for your transfer when
you pay your fare." If he omits to do
so, he will either have to go back and
plead with the conductor to give him a
transfer, in violation of orders, or else
pay another fare on the next car. As
the passenger takes his seat, he is
greeted with the sign on the end of the
car, "Warning! Not more than thirty
days and not more than $100 fine for
the abuse of the transfer." That little
sign isn't particularly encouraging or
pleasing to the patron. He looks at his
transfer, and on it is the statement that
it must be used for the next connecting
car. If he fails to do so, the inference
is that he will have to pay another fare.
It also states that the transfer must
be made at a certain definite point. Ii
he moves one block either way from
the point of transfer, his transfer is
rendered invalid.
All of these things make riding un-
pleasant and discourage it in every way.
The pass absolutely eliminates all these
annoying regulations. The passenger
is free to get on or off without any
question of any kind.
More Passes — Fewbji Jitneys
The people of Tacoma have shown
every evidence of liking the pass. The
first week we sold 7,000 passes. Today,
we are selling 11,000, which shows an
average increase of approximately 250
per week over each preceding week. In
order to do this, we have had not only
to resell every purchaser that bought
one the previous week, but we had to
sell 250 additional. The fact that the
sales have fallen off only in one week,
and that the week of Labor Day when
Monday was a holiday, speaks well for
the popularity of the pass in Tacoma.
Just prior to the installation of the
pass system there were some forty-
eight jitney buses licensed to operate
in Tacoma. Today, the latest reports
we have show about fifteen operating
and the number gradually falling off
each week.
Theaters Boost Now — Also
THE Merchants
Just prior to the installation of the
pass the leading theaters in the city
carried slides urging the public to sup-
port the demand for 5-cent fare. The
slides had statements something lika
this:
l^et'a all pull together for a 5-cent fare.
A 5-cent fare will help business. Get be-
hind the 5-cent fare movement.
We approached the theaters and ex-
plained to them our plan to put in
the pass system. The idea of the pass
appealed to the theaters. They ad-
vised us that they would drop the slides
urging the 5-cent fare and would adver-
tise our pass system. This they have
done ever since.
The leading retail stores in the city
have seen the beneficial effect of the
pass in getting people to move and
have joined with us in our advertising
campaign. They have put on special
Monday sales, using much space in the
Sunday papers, and have suggested at
the top of the "ad" the use of the pass,
or recommended the purchase of one.
The idea back of it is this: With an
attractive Monday sale they could prob-
ably draw the women downtown for
those sales. We are interested in their
coming down on Monday for we have
a much better chance to sell them a
pass if they come downtown on Monday
for they would have the rest of the
week to use it. The stores also would
be benefited, because after the women
have purchased the pass, they would
probably go down to any other sale
the stores might have during the rest
of the week.
One of the leading banks in the city
is now planning to put out a passholder
which is to be given away without
charge — a small leather case bearing
the name of the bank.
Night School Attendance Up 50 per
Cent — Advertising Methods
The night schools in Tacoma have
advised us that their business has in-
creased nearly 50 per cent since the
pass was put in. They, too, have given
us considerable publicity in their adver-
tising. We are able to reciprocate in
our advertising, and this in itself creates
good will.
We are using posters in the windows
of our cars. These posters and their
color are changed every week, and may
be read from the street or from the
inside of the car. On the outside is a
short, snappy statement like this, "Save
Gas and Shoe Leather with a $1 Weekly
Pass." We elaborate a little on this
same idea on the side of the card to
be read by the passenger in the car.
In our opinion this form of advertising
is the most effective we've done.
We have placed billboards at the
most important automobile and street
car traffic arteries with the wording,
"Just Park Your Pass in Your Pocket."
This has been very striking advertising
and very effective as well.
Cheating on the Pass Is
Inconsiderable
An interesting feature of the pass
about which we are often asked is the
possibility of beating the company —
cheating on the pass. Youngstown
found some buyers were splitting their
pass with a sharp instrument — one man
taking half of the pass and one the
other. This difficulty was easily elim-
inated by printing the pass on but one
side. Another trick is that of cutting
the pass in two pieces — the man getting
on the car reaching in his vest pocket
and pulling the pass out part way, the
conductor taking it for granted that he
has the whole pass. This is being
eliminated by instructing our men to
have the passholder show his complete
pass. It is done by a card in the vesti-
bule with the wording "The Best Way,"
a hand being shown holding the pass to
display it fully. You will notice there
is no command or order in the thing,
merely a suggestion.
Another trick worked is that of pass-
ing the pass out the window where a
considerable number of people get on
the car — take for instance at heavy
loading places — one man can board the
car, go through and take a seat and
pass the card out the window to a
friend, who in turn boards the car.
We feel, however, that the loss
through these dishonest channels is
practically negligible; and rather than
cause any unpleasantness or arguments
with anyone over the pass, no regula-
tion of any kind will be made as to
this practice.
Industrial Conditions Still
Below Par
Most street railway men will prob-
ably be interested in the financial work-
ing out of the pass. Our report issued
for the fourteenth consecutive week
shows that the average rides taken by
passholders per week is nearly twenty-
seven. This is an average of nearly
four car rides per day, which gives
the holder of the pass his car rides
at approximately 3.75 cents each.
The pass is, of course, an equivalent
to a lower fare, and it is expected that
our earnings will be somewhat under
normal. The first few weeks of the
pass worried us — our gross earnings
dropped to approximately 20 per cent
below the normal earnings of a year
ago at this time. However, as the pass
sales increased this drop in earnings be-
came less and less until under this re-
port (fourteenth week) our earnings
have reached within 7.7 per cent of nor-
mal. In other words, the curve of our
earnings is gradually drawing toward
the line of normal earnings. We antici-
pate that with the entire elimination
of the jitney bus, and the resumption
of full working crews at the Milwau-
kee and Northern Pacific shops, our
gross earnings will reach normal and
undoubtedly go above our normal earn-
ings line.
They Do Come Back to the
Trolley Lines
I think the must interesting point
about the pass is the increase in riding.
We carry normally at this time of year
about 480,000 passengers per week.
The pass has brought up our riding
nearly 20 per cent, the week of this
report showing 565,413 passengers car-
ried. This increase in riding is one of
the most healthful features inherent in
the pass.
Also, it is shown by the report that
the riding is not during peak loads. The
total increase in car-hours to carry this
100,000 additional people was but 2.7
per cent. In other words, the most of
the increased riding is during periods
when our cars would be running empty,
and this increase in traffic is costing
us practically no more in additional
service.
Therefore, taking every phase of the
pass, we feel more pleased with it each
week. We think the pass is going to
be a permanent institution and that
it has put us around the corner.
1018
Electric Railway Journal
Vol. 60, No. 27
Annual Meeting of American
Engineering Council
THE American Engineering Council
of the Federated American Engi-
neering Societies will hold its annual
meeting in Washingfton, D. C, on Jan.
11 and 12. The meeting will consider
problems of national interest, including
the report of the committee on work
periods in continuous industries^ of
which the electric railway industry is
one. Dean Mortimer E. Cooley, Uni-
versity of Michigan, president of the
federation, will preside.
The climax of the meeting will be a
reception to Prince Gelasio Gaetani,
Italian Ambassador to Washington, who
recently arrived in this country. The
new diplomat is an engineer by pro-
fession.
Rousing Meeting of Tennessee
Utility Men
THE establishment of good public
relations, the significance and im-
portance of regulation by utility com-
missions and the value to the utility
industry of the Tenessee Public Service
Information Bureau were the principal
themes occupying the attention of the
first public utility conference held in
Tennessee, when more than one hun-
dred operators gathered at the State
University in Knoxville on Dec. 14.
The meeting was called by Percy War-
ner, chairman of the Tennessee Public
Service Association.
One of the principal addresses of the
day was by Julian H. Campbell, chair-
man Tennessee Railroad and Public
Utilities Commission. In speaking on
"The Public's Interest in the Public
Utilities Commission" Chairman Camp-
bell defined the duties of the commis-
sion by telling the utility men that the
orders of the regulating body must in-
spire the confidence of the public and
still provide an incentive to the utility
so that the utility may better its con-
ditions and cheapen its costs.
Another address of great importance
to the utility men was that by Lovick
P. Miles of Memphis, general counsel
Memphis Street Railway. He declared
that the average street car rider or
water, gas or electric customer seldom
pauses to reflect on the great value of
these services. He related the history
of the regulation of utilities and
emphasized the fact that the plan for a
state tribunal with complete jurisdic-
tion is now generally regarded as the
best means to compel the utilities and
the public to discharge their obligations
to each other.
In welcoming the utility men to the
University of Tennessee, President
H. A. Morgan said: "It is a fact that
must be admitted that people are not
fair. They do not appreciate the vari-
ous problems you confront and we of
the university are happy to have you
here as a move to bring about a better
understanding."
The work of the Tennessee Public
Service Information Bureau, founded
six months ago by the utilities of the
State, was explained by Ross Murphy,
the director, who reviewed the conduct
of the bureau and expressed apprecia-
tion of the welcome it had received
throughout the State.
Engineers Draw Up Code
of Ethics
A JOINT committee representing sev-
eral national engineering societies
has prepared a code of ethics which
has been adopted by the A.S.M.E. and
will presumably be adopted shortly by
other leading societies. The text of
the gode is as follows:
Engineering work has become an in-
creasingly important factor in the prog-
ress of civilization and in the welfare
of the community. The engineering
profession is held responsible for the
planning, construction and operation of
such work, and is entitled to the posi-
tion and authority which will enable it
to discharge this responsibility and to
render effective service to humanity.
That the dignity of their chosen pro-
fession may be maintained, it is the
duty of all engineers to conduct them-
selves according to the principles of the
following Code of Ethics:
1. The engineer will carry on his pro-
fessional work in a spirit of fairness to
employees and contractors, fidelity to
clients and employers, loyalty to his
country and devotion to high ideals of
courtesy and personal honor.
2. He will refrain from associating
himself with, or allowing the use of his
name by, an enterprise of questionable
character.
3. He will advertise only in a dignified
manner, being careful to avoid mis-
leading statements.
4. He will regard as confidential any
information obtained by him as to the
business affairs and technical methods
or processes of a client or employer.
5. He will inform a client or employer
of any business connections, interest or
affiliations which might influence his
judgment or impair the disinterested
quality of his services.
6. He will refrain from using any im-
proper or questionable methods of
soliciting professional work and will
decline to pay or to accept commissions
for securing such work.
7. He will accept compensation, finan-
cial or otherwise, for a particular serv-
ice, from one source only, except with
the full knowledge and consent of all
interested parties.
8. He will not use unfair means to
win professional advancement or to in-
jure the chances of another engineer to
secure and hold employment.
9. He will co-operate in upbuilding
the engineering profession by exchang-
ing general information and experience
with his fellow engineers and students
of engineering, and also by contributing
to work of engineering societies, schools
of applied science and the technical
press.
10. He will interest himself in the
public welfare, in behalf of which he
will be ready to apply his special knowl-
edge, skill and training for the use and
benefit of mankind.
New York Association's
Midwinter Meeting
THE executive committee of the New
York Electric Railway Association
has selected Thursday, Jan. 25, for the
twenty-sixth midwinter meeting. This
will be held in New York City at the
Hotel Commodore.
Already the acceptances to invita-
tions to address the gathering which
have been received by the executive
committee are sufficient to insure a
valuable and interesting program, the
details of which will be announced in a
few days.
American
Association News
Construction and Maintenance
of Highways
A MEETING was held at the asso-
ciation headquarters in New York
on Dec. 15 of the committee of the
American Association on construction
and maintenance of highways for motor
vehicles. This committee was appointed
last summer to collect data on this
subject because of the seeming lack of
authoritative information. There was
not sufficient time to prepare a report
for submission at the Chicago conven-
tion, but the committee sent out a
questionnaire and is collecting records
from various sources. The meeting on
Dec. 15 was to go over the material
received. Replies to the questionnaire
were considered satisfactory, but those
replies lacking in essential data will
be followed up by correspondence and
other sources of information on the sub-
ject will be followed up. Those in
attendance were W. J. Harvie (chair-
man), Syracuse, N. Y.; C. F. Cheney,
Des Moines, Iowa, and E. P. Roundey,
Utica, N. Y.
"One-Man Cars Decrease
Accidents"
THE Information Bureau of the
association has sent out some in-
formation in "blanket" form giving a
list of some of the electric railways
using one-man cars, opinions and sta-
tistics in regard to the accident record
of these cars as compared with two-
men cars, and some typical safety
"ads," usable in a one-man car cam-
paign.
Connecticut Company Section
Elects Officers
AT THE ANNUAL and forty-fourth
monthly meeting of the Connecticut
Company section, held in Waterbury
on Dec. 13, the following were elected
to the positions named: President, S.
W. Baldwin; vice-president, E. T. Chap-
man; secretary, C. K. Savery; treasurer,
George H. Crosson; director for three
years, J. B. Potter.
News of the Eledric Railways
FINANCIAL AND CORPORATE :: TRAFFIC AND TRANSPORTATION
PERSONAL MENTION
May Offer Traffic Proposal
Companies Hold Conferences Which
May Lead to Operation of Subway —
Benefit to City and Railways
Recently Mr. Ackerman made inquiry
at the City Hall as to whether or not
the subway was to be abandoned. He
was told unofficially at the time that the
commission was not disposed to abandon
Tentative discussions which may lead the proposition even temporarily, but
to a proposition to the Rapid Transit that construction would continue as
Commission of Cincinnati, Ohio, from long as a dollar of the $600,000 voted
the Ohio Traction Company and the by the people for the purpose remains.
Cincinnati & Dayton Traction Company Mr. Ackerman also inquired as to
Order Annulled
Court Over-rules Decision of Commis-
sion Ordering Construction of Joint
Union Passenger Terminal
The California State Supreme Court
on Dec. 19 annulled the order of the
State Railroad Commission directing
the steam road and interurban railway
for the use of the raoid transit subway whether the cars of his company would !'"^^ entering Los Angeles to join in
u„„„ 1 u_i,i __.:_i,_ , x_ ,, 1 ;..t„j 4. (.„ :_ 4.u„ 1 xi„ tile construction of a union passenger
have been held recently between the be permitted to operate in the loop,
interested persons, according to state-
ments made by directors of the Cin-
cinnati & Dayton Traction Company.
The proposition involves bringing pas-
sengers from the Miami and Millcreek
Valleys into the city by the subway.
Nothing definite has been done and
nothing can be done until action is
taken by the Ohio State Supreme Court
regarding litigation over a bondholders'
lien, in which decisions have been ren-
dered by two lower courts in favor of and contract for the rolling stock.
the committee of bondholders of the two
traction companies.
Leo J. Van Lahr, chairman of the
bondholders' committee, said that the
committee expects the decision of the
Supreme Court to be handed down
within a short time, and if the decision
is favorable the committee will be in a
position to make a proposition to the
Rapid Transit Commission.
The Cincinnati & Dayton Traction
Company would be a great feeder to
the retail district of Cincinnati. Ac-
quiring use of the subway, the traction
company could bring into the city
buyers from the Miami and Millcreek
Valley sections up as far as Dayton
who now do not patronize the Cincin-
nati market because of inadequate
transportation facilities.
Mr. Van Lahr said that even if a
transfer were necessary the traction
company could do this at small cost,
land its passengers at the junction of
the rapid transit loop and Spring Grove
Avenue and turn them over to shuttle
train service to be taken into the heart
of the shopping district. There would
be a saving of at least ten minutes by
this arrangement.
Martin Ackerman, general manager
of the Cincinnati & Dayton Traction
He , . ,
was told that to do so would defeat \^\"'^'^T "1 °^ ^'^^^- '^^^ decision
rapid transit. Special cars will be na'ts development under way in Los
operated in the loop and he was in- Angeles, a scheme whereby railroad
formed the passengers from the con- Passenger traffic would be concentrated
necting lines would have to transfer ^°^ the public convenience, grade cross-
to the loop. The subway likely will be '"^^ eliminated and the city possess a
completed to Spring Grove Avenue terminal similar to those of large
•4.I.- Eastern cities,
within a year.
The traction company operating the ^t was the opinion of the State
loop, he was told, would have to sup- Supreme Court that the Railroad Com-
ply the current as well as lay the rails "Mission had exceeded its jurisdiction in
ordering the project. This was the
contention of railroad officials in Los
Angeles when they appealed the com-
mission's order in January, 1922. The
commission issued its order on April 26
1921.
The railroads insisted that the only
governing body with authority to order
the construction of a union passenger
terminal depot was the Interstate Com-
merce Commission. The court upheld
this view, ruling as follows:
We arrive at the conclusion that full
power and authority over the matter of
union terminal depot facilities of the ra»-
^?r£l ^^"^"^K «"eaged in interstate com-
merce have been vested in the Interstate
Commerce Commission and that the Itttl
commission has been divested of this power
The railroads aff'ected by the order
were the Southern Pacific Lines, Union
Pacific System, Atchison, Topeka &
Santa Fe Railway and the Pacific Elec-
tric Railway, each of which now has a
separate station.
The Railroad
Utilities in Ohio Grow in 1922
The expansion of Ohio's utilities dur-
ing 1922 is made the subject of an in-
structive article in the Dec. 16 issue of
Fhiance & Industry. The writer, Ben-
jamin E. Ling, director of the Ohio
Commission on Public Utility Informa-
tion, illustrates in tabular form the gen-
eral business revival in Ohio. Refer-
ring to the securities authorized for
issuance by the Public Utilities Com-
mission, he shows that for refunding
and reorganization purposes the elec-
tric railways were authorized by the
commission to issue in securities $25,-
170,192 and for additions and better-
ments $8,758,650.
Will Consider Further
Deferment of Tax
Mayor George P. Carrel of Cincin- ,,,. _ ., , „
nati, Ohio, has appointed A. E. Ander- ,J, f . ,^^^ Commission's order
.son, vice-president of the Procter & ff"e<i tor plans for the new union sta-
Gamble Company; Vice-Mayor Freene ."" ^° °^ ^'^f ^^^ that body within
Mon-is and Maurice J. Freiberg, Cincin-
nati financier, members of a sub-com-
mittee of the Citizens' Traction Com-
mittee to consider the advisability of
recommending to the City Council a
further! deferment of the Cincinnati
SIX months; also, the plans called for
a gradual elimination of grade cross-
ings and other features of a compre-
hensive schema for transportation
development meeting present, as well
as future, requirements. The commis-
Company, said that the company is not Traction Company's franchise tax. The *'°". 'f''^ °"^ ''^^ years as the period
trying to obtain the right to operate the
Cincinnati subway, but merely trying
to negotiate for authority to operate
its cars through the underground rail-
way from its present terminus at Spring
Grove Avenue to the central section
of the city.
Mr. Ackerman said that he had been
in conference with the engineering de-
partment and expected to see the Rapid
Transit Commissioners shortly. He said
he believed that such an arrangement
as is contemplated will be mutually
beneficial to the railway company and
the city of Cincinnati.
limit set by the Council last year was
Jan. 1, 1923. Unless the Council again
defers the payment, an increase in fares
soon after the first of the year is
anticipated since the receipts of the
needed to complete its plan. The
supervision and direction of the con-
struction of the union station were to
have been done by a committee com-
posed of two men appointed by the
company are not sufficient to pay all ^^^ °^ ^°* Angeles and two by each of
the railroads, a disinterested party to
be chosen as chairman.
The railways at once announced they
would fight the commission's order, and
soon after petitioned the Supreme
Court to order the issuance of a wrrit
of review of the case. The court on
Jan. 5, 1922, ordered the Railroad Com-
mission to make a return of all of its
operating costs and the franchise tax
as well. Another committee was named
to consider the status of the franchise
of the traction company to ascertain if
any act has been committed that would
justify forfeiture proceedings. Botn
sub-committees were suggested in reso-
lutions adopted by the general commit-
tee at its meeting on Dec. 14.
1020
Electric Railway Journal
Vol. 60, No. 27
proceedings and the case since has been
pending.
The campaign for a union passenger
terminal in Los Angeles began in 1911,
following a series of accidents which
emphasized danger of grade crossings.
Several associations petitioned the State
Railroad Commission for relief by or-
dering the abolition of the grade cross-
ings, but the commission feared that it
lacked proper jurisdiction in this direc-
tion and ruled against itself. The mat-
ter was taken before the Supreme
Court, which then held that the com-
mission had full authority to cope with
the situation.
The feature of the commission's
order was made to include the elim-
ination of grade crossings reaching as
far inland as Pasadena and embraced
upward of 150 grade crossings in and
near Los Angeles. The railroads entered
no objection to this feature of the order,
but they did oppose an order to con-
struct a union station.
Since the Supreme Court has now
seen fit to reverse its former decision,
the city of Los Angeles contemplates
asking the court to grant a rehearing
on the terminal case. Also, the com-
mission will make similar appeal to the
courts, and if it fails the commission
•will appeal at once to the Interstate
Commerce Commission for an order
directing the Southern Pacific, Santa
Fe, Union Pacific and Pacific Electric
Railway lines to join in a union termi-
nal. The decision does not affect the com-
mission's right to order the abolition of
grade crossings. The Interstate Com-
merce Commission will be asked by the
commission to place the case at the
head of its 1923 calendar, if an appeal
to that body is found necessary. The
State Railroad Commission is ready to
place before the Federal commission a
complete record of the case, including
elaborate traffic studies made by the
commission's engineers.
The Supreme Court's decision did not
condemn the Plaza site for the pro-
posed union terminal, but the decision
was one that simply decided the State
Railroad Commission had undertaken to
avail itself of the Interstate Commerce
Commission authority.
Agree on Scale of Sixty Cents
The long-threatened strike of the
employees of the Gary & Southern
traction line, running from Crown Point
to Gai"y, Ind., was averted recently
when the company heads and the unions
reached a compromise agreement.
Several months ago when the com-
pany declared a reduction in wages, the
men threatened to walk out. By an
arrangement with the company officials
and the Chambers of Commerce of the
terminating cities the strike was
averted through the three organizations
agreeing to pay the scale in force until
a wage agreement could be reached.
At the recent meeting of the officials
of the traction line and the employees,
the latter agreed to accept a wage scale
of 60 cents an hour — a reduction of 6
•cents an hour from the former scale.
An Attempt Made to Throw Out
Brooks-Coleman Act
Agitation has been started to secure
the abrogation of the Brooks-Coleman
act passed at the 1921 legislative session
in Minnesota. This act put street rail-
ways under control of the State Rail-
road & Warehouse Commission as to
rates. While it has been defended as
an able law, some radical elements are
opposed to it. It is said that the abro-
gation of the law would probably
nullify all the preliminary work that
has been done to establish property
valuations of the railways in Duluth,
Minneapolis and St. Paul.
Business men in the Midway district
of St. Paul, from which formerly there
was a one-fare rate to the centers of
either city, subject to transfer also, seek
an amendment at the legislative session
which opens in January to unify the
trolley systems of the Twin Cities.
Minneapolis aldermen will opose this
change on the theory that the St. Paul
system is kept up financially by the
Minneapolis receipts. They believe the
St. Paul City Railway should take care
of itself. The St. Paul Association of
Public and Business Affairs will ask a
conference with Minneapolis business
men on the subject.
Meanwhile the valuation proceedings
hinge upon the final outcome of the
suit by Minneapolis to get additional
facts from the Twin City lines.
Wages Advanced in Louisville
The Louisville (Ky.) Railway has
added $60,000 to its yearly wage out-
lay by announcing increases for 900
employees eflTective on Jan. 1. The new
scale will be 34 cents for the first three
months, 37 cents for the next nine
months; after one year 40 cents and
after two years 45 cents. The present
rates are 33 cents for the first year,
35 cents, for the second year, 37 cents
the third, 39 cents the fourth, 41 cents
the fifth and 43 cents after five years.
The average pay of men for the new
year will be $130 a month. Operators
of safety cars will have a scale 3 cents
higher than others. The announcement
of the wage advance came from Pres-
ident Barnes in time to help make
Christmas a "merry" one. Mr. Barnes
said that the general committee of the
Co-operative Welfare Association, rep-
resenting employees, requested the in-
crease in order to put wages on a basis
with other crafts.
E. F. Kelley, secretary to President
Barnes, in discussing the wage increase
announced for the carmen, called atten-
tion to an editorial on the subject in
the Louisville Courier- Journal. This
editorial shows a real human under-
standing of things and the different
feeling of the press today as regards
the company and what it does. It
read in part as follows:
The New Tear increase of wages is an-
nounced by the Louisville Railway early
enough to make the carmen's Christmas
brighter than it would have been in other
circumstances.
The public has an interest in the welfare
of employees of a street railway system.
Men sufficiently paid are in better humor
than men poorly paid, and fit for better
service than is rendered by employees who
feel that they have ground for complaint.
Sensible persons — and sensible persons
are a majority — want to see the street
railways that pass their doors do well
enough to warrant their improvement and
extension from time to time as the demands
upon them increase, and they want to see
the men on the cars, and the men employed
elsewhere by the company, well provided
and content.
The advance of wages announced is not
so large that every employee will feel that
he IS getting everything he deserves, but
in no business would it be possible to draft
the plan of an increase of pay that would
meet every requirement of every employee.
When the carmen received 16 cents an
hour, or less, the fare was 5 cents. The
smgle fare now is 7 cents, but checks are
purchasable at 6 cents. The motorman
whose pay is about three times what a
motorman received in 1905 and more than
Ihlt^^^?^ he received in 1912 cannot feel
that he is left out of consideration by a
soulless corporation which has procured an
increase of fares.
iinI«UJ.?'l 'I """^ is pleasing to Louisvil-
lians who make use of street cars, and who
realize that greater efficiency, and more
courtesy may be expected of the carman
who feels that he is making progress.
Employees Armed in Buffalo
Emergency for Bus Opera-
tion May Be Announced
Loyal employees of the International
Railway who are now operating cars
in Bufl'alo have been armed with re-
volvers because of the frequent attacks
which are being made upon the cars
and their crews by striking employees
and their sympathizers. County Judge
Thomas H. Nocnan has issued permits
to carry firearms to a large number of
platform employees of the Interna-
tional.
In defending his own action. Judge
Noonan said he believes the men are
entitled to protection by firearms. He
said that permits in each and every
case are granted only when an official
of the traction company vouches for
the applicant.
Mayor Frank X. Schwab of Buffalo
has threatened to declare the existence
of an emergency authorizing the opera-
tion of buses in Buffalo on Jan. 1.
Such a step was taken by the Mayor
at the outset of the strike of the train-
men in the employ of the International
Railway, July 1, when numbered per-
mits were issued to bus drivers by
officials of the city at the City Hall. *
Notice has been served upon the In-
ternational Railway that such a step
v/ill be taken unless street car service
shows a material improvement before
Jan. 1, 1923.
Five striking platform employees of
the International are under arrest in
Niagara Falls charged with interfer-
ing with the operation of railway lines
by attacking local cars and their crews
in Niagara Falls.
Apparently every effort is being
made by the municipal authorities to
harass the International Railway in its
fight against union domination. It is
announced by Mitten Management, Inc.,
which operates the local and interur-
ban lines of the International, that the
company now employs more platform
men and shop workers than before the
strike and that the strike for union
recognition is now regarded as a dead
issue by it.
December 30, 1922
Electric Railway Journal
1021
Pass Abandonment Recommended
in Youngstown
The street railway committee of City
Council has recommended to Council
and to the Youngstown Municipal Rail-
way a rearrangement of rates of fare
which would involve the discontinuance
of the weekly pass, which has been
used on the city lines since October,
1921.
The proposed rate of fare which has
been referred to the company for con-
sideration is 10 cents cash, eight tickets
for 50 cents and free transfers.
The present rate of fare is 9 cents
cash, six tickets for 50 cents, 1-cent
charge for a transfer and the unlimited
ride weekly pass, which sells for $1.25.
The company has not yet replied to
the committee in regard to the pro-
posal.
Improvements Depend Upon
Outcome of Franchise
A. W. Harris and M. H. McLaan of
the Harris Trust & Savings Bank,
Chicago, owners of the Des Moines (la.)
City Railway, were in Des Moines
recently inspecting the plant and in a
public interview Mr. Harris announced
that future extensions and improve-
ments of the Des Moines plant were
dependent very largely upon the out-
come of the franchise suit which at
that time was before the Iowa Supreme
Court for consideration but has since
been decided in favor of the company.
If the franchise is held valid by the
high court Mr. Harris declared that the
company would make extensive im-
provements. He directed attention to
improvements now under way and which
have been completed during the past
few months. A number of lines have
undergone extensive replacements, and
service at the present time is the best
that the city has ever known.
Public feeling toward the company
has changed greatly in the last four-
teen months. Now aside from the lit-
tle "band of irreconcilables" in the
praise of the service of the Des Moines
City Railway and of its treatment of
patrons.
General Manufacturing Depart-
ment of G. E. Reorganized
In several announcements issued on
Dec. 29 by Vice-President G. E. Em-
mons a reorganization of the general
manufacturing department of the Gen-
eral Electric Company is proclaimed.
This reorganization, which is effective
on Jan. 1, 1923, includes the appoint-
ment of H. F. T. Erben, heretofore
manager of the Schenectady Works, as
vice chairman of the manufacturing
committee and ranking a member of the
general manufacturing staff.
The vacancy thus created in the
position of manager of the Schenectady
plant is to be filled by the advance-
ment of Charles E. Eveleth, who has
been serving since Sept. 1 as assistant
works manager under Mr. Erben. Mr.
Eveleth will become works manager.
J. A. Smith will continue as general
superintendent and in the absence of
Mr. Eveleth will be in charge of the
works.
The membership of the manufactur-
ing committee and the appointment of
a sub-committee, to be known as a
committee on appropriations, is also
announced. The general manufactur-
ing department, of which Vice-Presi-
dent Emmons is in charge, will be as
follows: H. F. T. Erben, vice-chairman
of manufacturing committee and rank-
ing member of the staff; J. T. Brod-
erick, secretary of the manufacturing
committee; L. G. Banker, general pur-
chasing agent; M. C. Fitzgerald, man-
ager of transportation department; W.
C. Fish, manufacturing engineer; W. B.
Curtiss, supervisor of production; G. S.
Maxwell, supervisor of costs; E. Z.
Steezer, supervisor of industrial rela-
tions.
Interurban Line Favors Sub-
stitution of Buses Under
Present Conditions
If bus transportation can be pro-
vided at lower cost with equal advan-
tages of traction car service, the Indi-
ana, Columbus & Eastern Traction line
will abandon its electric traction serv-
ice and enter the motor bus field. This
was the gist of a statement issued on
Dec. 27 from the local headquarters of
the company in Springfield, Ohio.
The traction company is one of the
largest in the state and is a pioneer in
electric railway development in Ohio.
It was a part of the Ohio Electric Rail-
way system until the latter was dis-
solved some months ago by order of
the federal court. The company has
established a bureau of motor trans-
port which is now engaged in compil-
ing statistical data on the operation
of bus lines. This bureau is in charge
of O. E. Minnick, assistant engineer.
In making public the company's
statement of Dec. 27 Arthur V. Bland,
head of the Department of Public Re-
lations of the traction line, pointed out
that bus lines fixed their own rates,
that their roadbed was furnished with-
out cost to them and that for this rea-
son their expenses were lower than
those of the railway. If this situation
was to be continued, he added, the
traction company desired to take ad-
vantage of it, "as it makes no differ-
ence to us whether we transport on
rubber or steel."
$1,250,000 in Improvements
President B. J. Denman of the Tri-
City Railway & Light Company has
announced that improvements amount-
ing to $1,250,000 would be made at the
central station in Davenport, Iowa,
operated by the People's Power Com-
pany and furnishing electrical energy
for the tri-cities, Muscatine and scores
of small towns and farms in that
vicinity.
The installation of a triple generator
and a 35,000-hp. steam trubine will
constitute the major part of the im-
provement. The work will take eigh-
teen months to complete. New boilers
and auxiliary equipment, an addition
to the present central station and other
impovements will constitute part of the
development.
This new equipment will increase the
capacity of the plant approximately 40*
per cent, Mr. Denman estimates. Plans
for the installation are now being pre-
pared by G. T. Shoemaker, engineer of
the United Light & Railway Company.
The construction department of the
United Light & Railways Company will
have charge of the installation of the
turbine and auxiliary equipment.
So rapidly has the demand for elec-
trical power grown in the industries of
the tri-cities during the past few years
that the present plant will reach its
capacity soon. In order to provide for
the demands of the future the company
has decided to increase its installation.
Subway Plan Disapproved. — The
Board of Estimate of New York City
has rejected the plans of the Transit
Commission for a $69,000,000 subway
in Manhattan, which was to have been
known as the Eighth Avenue-Amster-
dam Avenue line. It was to extend from
Chambers Street uptown to Overbrook
Terrace and Fort Washington Avenue.
Notice Given of Indeterminate Per-
mit.— The Winona Interurban Railway,
Warsaw, Ind., has filed notice with the
Indiana Public Service Commission of
its intention to surrender local fran-
chises and permits and operate under an
indeterminate permit under the juris-
diction of the commission. The com-
pany holds franchises in four counties
and six cities of Indiana.
Will Do Business in Texas. — South-
western Gas & Electric Company, in-
corporated under the laws of Delaware,
with home office in Texarkana, Ark.,
and headquarters at Texarkana, Tex.,
has been granted a permit to do busi-
ness in Texas. The company is capital-
ized at $5,500,000 and W. L. Wood, Jr.,
Texarkana, Texas, is state agent. This
company owns and operates the local
railway lines in Texarkana.
Loop Plan Favored.— The City Plan
Commission has made a report to the
Camden, N. J., Common Council, fa-
voring a loop plan of trolley service to
be provided by the Public Service Rail-
way in Camden and the Philadelphia
Rapid Transit Company for the new
Delaware River bridge. Cars from
Philadelphia will cover the principal
streets of Camden from the bridge
plaza. The plans also touch transfer
points.
1022
Electric Railway Journal
Vol. 60, No. 27
£mi"""'"""'""'!"'ii"'ii"llMlt'Tni'"Tn'l'H'""""i' Jiiirii]]Lriiiiri|miJimimjimm'H"'nn»TiiiiT»T[iTiii] iM^
■llUILllllUmUMliiTTTTniiTnn
Financial and Corporate
the Ohio Public Utilities Commission.
Service was to have been discontinued
on Dec. 31, 1922.
Arguments Rendered on Disclos-
ing Disposition of Funds
, The Minnesota State Supreme Court
has under advisement the case of the
appeal by the Twin City Rapid Transit
Company from an order of the Henne-
pin County District Court for the com-
pany to disclose disposition of $227,000
deposited in Eastern banks. The city
had obtained a writ of mandamus for
the disclosure.
In arguments before the high court
attorneys for the company and the city
differed widely as to the scope of the
new Brooks-Coleman act under which
determination of street car rates is
placed in the jurisdiction of the State
Railroad & Warehouse Commission,
based on valuations. Judge David
Simpson, of counsel for the company,
says the law does not give the city
officials power to compel corporations
to disclose business transactions not
germane to valuation hearings. City
Attorney Neil M. Cronin argued if the
company can refuse to submit to par-
ticular transactions it can refuse to ex-
plain any expenditure, having des-
ignated that it is immaterial, and| he
held without this information the
accurate cost of operation cannot be
leached.
The city had also required a list of
stockholders of the Twin City Lines,
which also was refused. Judge Simp-
son said that it was not within the
province of the city attorney to examine
personal records of the company which
have no material and relative effect on
rate valuation proceedings, and that the
matter of names and addresses of stock-
holders is not relative to the subject.
The city attorney read extracts tend-
ing to show that a commission or
Council can order submission of all
records, books and accounts of the com-
pany.
Line Purchased
The Maumee Valley Railway of
Perrysburg, Ohio, has been purchased
by Lawrence G. Van Ness and B. A.
Webster, general manager and auditor
respectively of the Cincinnati, Law-
renceburg & Aurora Electric Street
Railroad. Messrs. Van Ness and Web-
ster purchased the traction line from
the bondholders who recently ac-
quired it at receivership sale. Perrys-
burg is a small municipality located on
the outskirts of Toledo. The Maumee
Valley Railway covers an area of 24
square miles. The traction company
operates on 12 miles of its own tracks
and 12 miles on the roadway of the
Community Traction Company of
Toledo.
Mr. Van Ness said that several north-
ern Ohioans also are interested in the
proposition with him and Mr. Webster.
The new owners will begin at once to
rehabilitate the line. Seven one-man
type ears already have been ordered
from the Cincinnati Car Company. They
will replace a like number of old-style
heavy-truck cars.
Mr. Webster will be in charge of the
traction line under the direction of Mr.
Van Ness, who has been elected presi-
dent of the company. S. E. Howard,
for many years connected with the Cin-
cinnati, Lawrenceburg & Aurora Elec-
tric Street Railroad, will succeed Mr.
Webster as auditor of that railway.
Income of $4,261 for
Chicago Elevated
The collateral trust report of the
Chicago Elevated Railways for the
year ended Dec. 31, 1921, shows a deficit
after deductions of $1,149,215. The
gross income amounted to $199,007.
The combined income account of the
Metropolitan West Side Elevated Rail-
way, Northwestern Elevated Railroad,
South Side Elevated Railroad and Chi-
cago & Oak Park Elevated Railroad
for the year ended June 30, 1922, is as
follows:
Gross operating revenue $i7 629 0'0
Operating expenses:
Maintenance of way
and structures. . . $2,128 S79
Maintenance of car
equipment 1,625 728
Power 1,669,920
Conducting trans-
portation 7,173 322
Traffic 21,811
Ueneral and miscel-
laneous 926,353
Total operating
expenses .... 13.546,015
T»ifi operating revenue "$4 083.005
Taxes, city comp. and other items 1,316,707
Operating income 12 766 2qs
Non-operating income 147;321
Gross income jo qi-i K,g
Deductions: *-.»13.bl9
P™ta's $412,949
Interest . 2.475,591
Miscel. debits 20 816
Total interest
and rentals 2.909.3tS
Net income $4~26T
The net income of $4,261 is consid-
erably smaller than it was for the year
ended June 30, 1921, when $102,016 was
realized, and for the year ended June,
1920, when there was a surplus of
$97,817.
Former Order Set Aside
Judge Killits in the Federal Court at
Toledo has set aside a former order
entered Oct. 18, 1921, under which the
Indiana, Columbus & Eastern Traction
Company was authorized to abandon its
line between Lima and Defiance.
The city of Lima recently asked to be
made a party to the suit and pleaded
that the order would relieve the com-
pany of obligations it assumed when it
was granted a franchise some years ago
and which has several years yet to run.
The order had been concurred in by
November Shows Deficit
in Toledo
Notwithstanding that the average
number of passengers carried daily in-
creased during the month of November
the Community Traction Company,
Toledo, Ohio, showed a deficit from
operations amounting to $2,602, being
the first time a draft has been made
upon the stabilizing fund since August
1921. '
Commissioner Wilfred E. Cann told
the members of the board of control at
their meeting on Dec. 15 that it would
be his policy to build up the lines and
service rather than attempt to arrive
at any lower fares. His efforts to cut
fares through the adoption of one-man
car operations and other economies
were flatly nullified by the City Council,
which controls service.
Lee Camp, business agent of the
street railway men, in letters to other
cities has taken full credit to his or-
ganization for introducing in the
Council the legislation which knocked
out the one-man cars.
In line with the new policy, Mr. Cann
has permitted the company to increase
allowances for depreciation and to build
up the maintenance and repair fund in
an effort to decrease failures from
mechanical and track defects. The
larger depreciation fund next summer
will permit considerable work to be
done in rehabilitating the property,
securing extensions, and rerouting
lines.
The net result in November was
largely influenced by heavy drafts made
for accidents, extra maintenance and
the winter fuel bill. In anticipation of
winter weather track maintenance ex-
penditures were increased 0.65 cent per
car-mile. There was an increase of
0.628 cent per car-mile in the cost of
transportation, which is due to heavy
payments made for coal for heating
the cars. Increased expenditures for
injuries and damages of 0.469 cent per
car-mile reflect the clearing of many old
claims and an abnormal increase in the
claims from automobile collisions.
Of all claims paid 41.4 per cent of the
money went for automobile accidents,
for which the commissioner thinks a
new traffic ordinance will provide some
remedy.
The sinking fund now totals $391,299.
Mr. Cann plans to have a mainte-
nance fund of $640,000 for the coming
year to keep the tracks and cars in ex-
cellent operating condition.
Operations for the first half of
December have shown the best patron-
age since the cost-of-service plan was
put into effect nearly two years ago.
One week day in that period showed
more than 200,000 revenue passengers
compeared with the average of 165,000
throughout the month of November.
December is running about $25,000 in
gross revenue ahead of November based
upon present returns.
I
December 30, 1922
Electric Railway Journal
1023
Expresses Hope for Future
of Property
At the recent annual meeting of the
Duluth-Superior Traction Company,
Duluth, Minn., President Robertson ex-
pressed the hope that the affairs of the
company had passed the critical stage
and that when the investigation now
under way had ended the company
would be permitted to earn a reason-
able return and render the kind of
service the people were entitled to.
It was brought out that the inr
creased fare in the city of Duluth had
improved the company's revenue since
Aug. 1. Cumulative preferred stock
dividends at the rate of 4 per cent per
annum for the quarters ending June 30
and Sept. 30, 1921, were paid Oct. 2,
1922, and at a meeting of the directors
held on Nov. 20 preferred stock divi-
dends of 1 per cent for each of the
quarters ending Dec. 31, 1921; March
31, 1922, and June 30, 1922, were de-
clared payable Jan. 2, 1923, to stock-
holders of record Dec. 15, 1922.
pared with $825,674 for eleven months
last year, an increase of $529,629.
These figures are for the entire
system. The company operates besides
its electric railroads in these four cities
the lighting plants in Richmond and
Petersburg.
Surplus of $1,355,303 in
Eleven Months
During the first eleven months of
1922 the Virginia Railway & Power
Company, operating in Richmond,
Petersburg, Portsmouth and Norfolk,
lost in gross earnings 7.75 per cent in
comparison with the same period in
1921. During the same period the com-
pany cut operating expenses 19.06 per
cent under the figures of 1921 for the
first eleven months, and recorded in-
creases in net earnings, and surplus of
18.71 and 64.14 per cent, respectively.
During the above-mentioned period
the gross earnings of the system were
$8,576,642 compared with $9,296,909.
Operating expenses were $5,271,814 for
this period in 1922, and $6,512,916 in
1321.
Net earnings from operation are
listed at $3,304,832 compared with
$2,783,993, an increase of $520,839 dur-
ing this period. The company's other
income, derived from rents, etc., is
listed at $123,811. Taxes were $2,073,-
340, a slight decrease. The surplus
listed by the company in its eleven
months statement is $1,355,303 com-
New England Investment
Declares Dividend
The New England Investment & Se-
curity Company, Springfield, Mass., has
announced a dividend of $2 a share pay-
able on Jan. 2, 1923, to holders of the
preferred shares of record on Dec. 20,
1922. Other properties of the New
England Investment & Security Com-
pany declaring dividends include the
Springfield Railway Companies, the
Springfield Street Railway Company
and the Worcester Consolidated Street
Railway. The Springfield Railway Com-
panies have declared a dividend of $2
per share payable on Jan. 2, 1923, to
preferred shareholders of record on
Dec. 20, 1922. A 3 per cent dividend
on the capital stock of the Springfield
Street Railway is payable on Jan. 2
to stockholders of record on Dec. 20,
1922. A $2.50 dividend per share on the
first preferred stock of the Worcester
Consolidated Street Railway is declared
payable on Dec. 30 to stockholders of
record on Dec. 20, 1922.
$64,857 in Excess Over
Operation Cost
A decrease of $24,267 is noted in the
total receipts of the Boston (Mass.)
Elevated Railway for the five months
ended Nov. 30, 1922, compared with the
five months period of 1921. The fig-
ures are $13,158,502 and $13,182,769
respectively. However, the total cost
of service for the 1922 period was
$162,738 less than it was for the five
months period of 1921. This produced
an excess of receipts over cost of serv-
ice for the 1922 period of $64,857. For
the same period in 1921 the result was
an excess of cost of service over receipts-
amounting to $73,613. There was an
increase in the total number of revenue
passengers, 135,918,976 being trans-
ported during the five months ended
Nov. 30, 1921, and 145,166,757 for the
same period this year.
November Net Income Decreases
The Department of Street Railways,
Detroit, Mich., for the thirty days ended
November, 1922, realized a total operat-
ing revenue of $1,593,120. Of this
amount $1,499,984 was revenue from
transportation. The total revenue is
less than it was for the thirty-one days
in October, when it amounted to $1,614,-
010. Total operating expenses de-
creased from $1,127,370 for the October
period to $1,107,092 in November.
There was a decrease in the net income
of $5,291 under the October figure.
Traffic showed a considerable falling off
in the month of November. During
October there were 37,752,445 pas-
sengers carried against 37,103,301 pas-
sengers in November, 1922. November,
1922, car-miles operated totaled 3,799,-
880, against 3,890,517 in October, 1922.
Automobile Equipment of Public
Service to Be Taken Over by
Production Company
The Public Service Production Com-
pany on Jan. 1, 1923, will take over the
maintenance of the automobile equip-
ment of the Public Service Corporation,
of New Jersey and its subsidiaries and
this will include the construction of
automobile bodies.
The Public Service Production Com-
pany was incorporated in the interests
of the Public Service Corporation of
New Jersey in February, 1922. It was
explained at that time that the pur-
pose of the Public Service Corporation
was to broaden its field of usefulness
and that the new company would be
an engineering organization. It is.
separate from the so-called operating
companies, the Public Service Electric
Company, the Public Service Railway
and the Public Service Gas Company,
which confine their work to operation.
The charter of the production com-
pany is extremely broad with respect
to the activities in which the company
may engage. It has its office at the
Public Service Terminal, 80 Park.
Place, Newark, N. J. N. A. Carle is
vice-president and general manager
and E. B. Meyer is chief engineer of
the company.
Latest
Month
Ago
Nov.
1922
6.98
Year
Ago
De'o.
1921
7.20
Peak
May
1921
7.24
1913
4.84
Street Railway
Fare«»
Dec.
1922
6.96
Street Railway
Materialii*
Street Railway
Wages*
Nov.
1922
174
Dec
1922
208
Nov. 30
1922
6.84
Nov.
1922
13.56
Nov.
1972
1.758
54.08
Oct.
1922
177
N^v."
1922
208
Oct. 31
1922
6.90
Oct."
1922
U.69
Oct.
1922
1.600
36.94
N'.v.
1921
1S8
Dec.
1921
214
Nov.30
1921
4.2S
Nov.
1921
11.77
Nov.
1921
1.970
72.78
Sept.
1920
247
Sept.
1920
232
Apr. 3b
1917
12.18
UO
100
5.91
Steel
Unhlled orderi
(Million tons)
U.S. Bank Clearings
Outaide N. Y. CSty
(Billions)
Business Failures
Number
Liabilities, (millionsl
March
1920
Jan.
1922
2.722
105.7
Av. Mo.
1913
6.U
Av. Mo.
1913
1.2U
24.64
Conspectus
of
Indexes
for
Dec., 1922
Compiled for Publi-
cation in this Paper
by
Albert S. Richey
Electric BallwiLV
Engrineer
Worcester. MaMS.
Eng. News-Record
Construction costs
U.S. Bur. Lab. Stat.
Wholesale
Commodities
Brads treet's
Wholesale
Commodities
Dun's
Wholesale
Commodities
Latest
1922
192.6
Nov.
1922
Deo I
1922
13.78
U.S. Bur. Lab. Stat.
Retail food
Nat. Ind.Conf. Bd.
Cost of livinp
Dec. 1
1922
J85.5
Nov.
1922
145
Nov.
1922
158.4
Month
Ago
Nov."
1922
U8.6
I Oct.
1922
I 154
Nov. 1
i 1922
U.3S
Nov. 1
1922
I 182.3
Oct.
1922
143_
Oct.
1922
IW.l
Year
Ago
Peak
Dec.
1921
167.8
Jtine
1920
273.8
Nov.
1921
141
Dec. 1
1921
U.SI
Dec. 1
May
1920
247
Feb. 1
1920
20.87
May 1
1913
100
100
1921
^64.5^
Nov.
1921
__**?_
N v.'
1921
163.0
1920
263.3
June
1920
219^
Julv
1920
204.5
9.21
120.9
100
(1914)
100
•The three index numbers marked with an asterisk are com-
puted by Mr. Rlchey, as follows: Fares index Is average street
railway fare in all United States cities with a population of 50.000
or over except New York City, and weighted according to
population.
Street Railway Materials index is relative average price of
materials (including fuel) used In street railway operation and
maintenance, weighted according to average use of such materials.
Wages index is relative average maximum hourly wage of motor-
men and conductors on 105 street and interurban railways In the
United States, operating more than 100 passenger cars eaoh, and
weighted according to number of cars.
1024
Electric Railway Jou r nal
Vol. 60, No. 27
Seeks to Purchase Electric
Properties
The Cumberland County Power &
Light Company, Portland, Me., has
filed a petition with the Public Utihties
Commission seeking permission to buy
the properties of the York County
Power Company and the Westbrook
Electric Company.
For the past ten years both com-
panies have been operated by the Cum-
berland County Power & Light Com-
pany which owns the common stock
of both. With but slight changes in
the boards of directors the officers of
all three companies are the same, and
the territory controlled by them repre-
sents a continuous lighting and power
system all operated under the direction
of the Cumberland County Power &
Light Company.
The three companies have an aggre-
gate capitalization of $10,700,000, and
this will be in no way affected by the
Coincidentally with the filing of the
petition by the Cumberland County
Power & Light Company, a petition was
filed by each company to sell to the
Cumberland County Power & Light
Company.
The capital stock of the Cumberland
County Power & Light Company is
given in its petition as $10,000,000 with
a bonded indebtedness of $4,218,000,
and net earnings for the past year of
$621,367.
Securities Sold at Auction
Electric railway securities sold by
Adrian H. Muller & Company on Dec. 6
at the Public Auction Room, 14 Vesey
Street, New York, were as follows :
Fifty shares Louisville & SoutWern Indiana
Traction Company. $25 lot.
One hundred and twenty-five shares
Indianapolis & Louisville Traction Com-
pany. $50 lot. , . , „ .
Three shares Milford & Ilxbridge Street
Railway Company common, $2 per share.
$55,000 Boise & Interurban Railway first
mortgage 5 per cent gold bonds, due April
4, 1946, 45 per cent and interest.
$11,000 Ohio River Electric Railway &
Power Company first 5 per cent, July,
1924, January, 1919, coupons on, 10 per
cert
$17,000 New York & North Shore Trac-
tio" Comnanv fl'-«t mortTfiiere 40-yei>r ^ per
cent bonds, certificate of deposit. $40 lot.
Three hundred and ninety shares New
York & North Shore Traction Company,
$4 lot.
New Companies to Seek Shore
Line Rights
Three petitions for consideration of
the General Assembly were received on
Dec. 14 at the office of the Secretary
of State to do with the efforts of
trolley interests to acquire the right to
again operate the defunct Shore Line
Electric Railway from New London,
Conn., to New Haven, Conn.
The East Lyme Traction Company,
East Lyme, and the Eastern Connecti-
cut Railway, Norwich, seek authority
to buy sections of the present lines of
the company. The East Lyme Traction
Company wants to secure control of the
Shore Line road from its junction with
the tracks of the Connecticut Company,
at Montauk Avenue and Bank Street,
in New London, through the towns of
New London and Waterf ord to Keeney's
corner.
The Eastern Connecticut Railway
seeks permission to change its name to
the Norwich & Hallville Railway and
to purchase that section of the Shore
Line road from Norwich to Preston,
Conn. In another petition, Robert W.
Perkins, Charles B. Whittlesey and
Edward M. Day, who are the petition-
ers representing the two mentioned
companies, also seek a charter and
franchise to operate the Shore Line road
from New Haven to Old Saybrook,
Conn.
Cash Dividends to Be Paid
A dividend of 6 per cent on the out-
standing preferred stock of the Virginia
Railway & Power Company, Richmond,
Va., was recently declared by the di-
rectors, 3 per cent of which is payable
on Jan. 20 and 3 per cent on July 20,
both to stock of record on Dec. 31.
The company declared dividends pay-
able in preferred stock in January of
this year and last year. This is the
first cash dividend paid on these shares
since the middle of 1919. No dividends
have been paid on the common stock
since 1918.
Net Income Increases. — The report of
Beaver Valley Traction Company, New
Brighton, Pa., shows gross of $525,867
for ten months ended Oct. 31, 1922, a
decrease of $31,359. The net after taxes
was $132,565, which is an increase of
$74,646.
Valuation Reduced. — There has been
a reduction of more than $1,000,000 in
the valuation of the St. Joseph (Mo.)
Railway, Light, Heat & Power Com-
pany by the state board of equalization.
An announcement to this effect was re-
cently made at St. Joseph.
Preferred Stock for Sale. — A syndi-
cate headed by Stone & Webster is
offering $3,800,000 of 7 per cent pre-
ferred stock of the Central Indiana
Power Company. The price is 90 and
accrued dividends to yield about 7.78
per cent. The proceeds will be used
for extensions and improvements.
Wants to Sell Stock. — The recently
incorporated Alabama Traction Com-
pany, which is now operating the old
North Alabama company's lines in Al-
bany and Decatur, has applied to the
Public Service Commission for permis-
sion to sell stock. The sale of the
Alabama Traction Company was re-
ferred to in the Electric Railtvay Jour-
nal, issue of Dec. 2.
Authorizes Purchase. — The Missouri
Public Service Commission at Jefferson
City, Mo., has granted permission to
the St. Joseph Electric Railway,
Light, Heat & Power Company to pur-
chase all of the property of the Savan-
nah (Mo.) Electric Light & Power
Company. It includes all the distribut-
ing'system and lines of the Savannah
company. The price was reported as
$40,000.
Balance of Bonds Offered. — The
$250,000 balance of an authorized is-
sue of $1,500,000 of 7 per cent general
mortgage bonds of Nova Scotia Tram-
ways & Power Company, due in thirty
years, is now being offered by J. C.
Mackintosh & Company of Halifax.
They are for sale at par to yield 7 per
cent. The major portion of the issue
was offered last spring. The bonds
constitute a specific charge on all the
assets of the company subject to the
first mortgage issue of $2,250,000 now
outstanding and due in 1946. Manage-
ment of the company is in the hands of
Stone & Webster, of Boston.
Will Pay Dividend. — For the first
time since 1917, the New York State
Railways, operating lines in Rochester,
Syracuse, Utica, Rome and interurban
lines, will pay a dividend on Jan. 2
of li per cent on the common stock,
10 per cent on account of accumulated
dividends on the preferred stock and
IJ per cent on preferred stock to hold-
ers of record on Dec. 22. The New
York State Railway has $19,952,000 in
common stock outstanding, of whic'i
$13,604,300 is owned by the New York
Central Railroad. The outstanding 5
per cent cumulative preferred stock
amounts to $3,862,500. The dividend
will mean a distribution of $733,817.
November Receipts Show Increase.^ —
Receipts of the Cincinnati (Ohio) Trac-
tion Company for the month of Novem-
ber show an increase of $24,646 over
the same month last year. The Novem-
ber receipts this year were $671,813.
Last year in November the fare drop-
ped from 8 to 7J cents and this monthly
report offered the first opportunity for
comparison between 1922 and 1921.
The showing of the traction company
during November is regarded as par-
ticularly good in view of the fact that
motor buses, which have developed their
business during the past six or seven
months, have cut the traction company
receipts by about $500 a day, according
to William J. Kuertz, Director of Street
Railways.
Eleven Months Net Equals $1,850,-
259. — The net income of the Philadel-
phia (Pa.) Rapid Transit Company for
the eleven months ended Nov. 30, 1922,
was $1,850,259, against $1,447,394 for
the same period in 1921. There was
an increase in the number of passengers
carried and in the passenger revenue.
From January-November, 1922, 772,-
975,336 passengers were carried, com-
pared with 763,216,214 for the same
period in 1921. The passenger revenue
increased from $37,786,322 for the
eleven months ended November, 1921,
to $37,937,833 for the eleven months
ended November, 1922. Capital better-
ments and extensions for 1922 will ap-
proximate $2,000,000. As in former
years, it is said that they will be
financed largely from the renewal re-
serve.
December 30, 1922
Electric Railway Journal
1025
Ordinance Passed
City Council of Seattle Approves Five-
Cent Fare Bill — Increased Patron-
age Essential for Permanency
Five-cent carfare on the Seattle
(Wash.) Municipal Railway lines, with
a charge of li cents for transfers, effec-
tive March 1, has been assured by the
passage of a fare reduction ordinance
by unanimous vote of the City Council
and signature of Mayor E. J. Brown.
The ordinance represents the views of
Mayor Brown in every particular, who
urged that the reduction be postponed
until March 1 of next year. The
measure as passed did not meet with the
approval of all members of the City
Council, several of whom favored free
transfers, but the vote was unanimous
nevertheless. Street car fare reduction
in Seattle has been a public issue for
more than a year, and the bill just
passed is an amended form of a measure
introduced last June in the Council.
The new fare provides the following:
Fare for single continuous ride, with-
out transfer privilege, 5 cents; for sin-
gle continuous ride with transfer privi-
lege, 7 cents cash, or 5 cents cash and
one IJ-cent token; children going to or
from school, cash fare, 3 cents; for two
children, 5 cents; children under 15
years of age, going to or from Sunday
school, same rates as for week day
school; children under 5 years of age,
accompanied by parent or guardian,
free; passengers whose ride originates
on following "feeder lines" will be fur-
nished a transfer to or from a connect-
ing main line on the payment of 5 cents
cash: North Fortieth Street, Youngs-
town shuttle, Madison and James Street
cables, and Ray Street line; transfer to
the Seattle & Rainier Valley line will
be issued only on payment of 10-cent
cash fare; rate of fare upon that por-
tion of the Highland Park and Lake
Burien Railway line operated by the
city outside the city limits will be 10
cents, in addition to the fare charged on
said line within the city limits; metal
tokens will sell at the rate of four for
5 cents, each token being good for
transfer to intercity lines in connec-
tion with a 5-cent cash fare; the 8J-
cent tokens now in use will be redeemed
in cash or accepted for fare with trans-
fer privileges.
When the new low fare goes into
effect, city officials state that increased
patronage will be absolutely essential
if the system is to be operated perma-
nently under such a fare. George F.
Russell, superintendent of public utili-
ties, has officially reported to Mayor
Brown that there must be an increase
of 46 per cent in car riding to make
the railway pay with a 5-cent fare.
Figures compiled by Supt. Russell
show that during the first ten months of
the present year the average number of
pay passengers carried monthly was
7,995,902. In order to make the system
meet all rates, the average monthly
pay rides must be increased to
11,746,465, the accountants report. The
average monthly receipts for the first
ten months of 1922, according to Supt.
Russell, was $516,002. Figured on the
basis of the present number of daily
car rides, the new rates will provide
$328,626 a month. Operating expenses,
including the depreciation charge to-
gether with the monthly apportionment
of bond interest and principal, aver-
aged $528,103 a month for the first ten
months of the year.
Weekly Pass to Supplement
Zone Fares
San Diego Electric Railway Announces
Welcome New Year's Gift
to the Public
Following a survey made by Walter
Jackson, the San Diego (Calif.) Elec-
tric Railway has decided to usher in the
new year with the unlimited-ride, trans-
ferable weekly pass in five varieties.
The principal pass, sold at $1, will
be good in both the inner and outer
fare zones of San Diego. The basic
fare in San Diego is 5 cents, while the
two-zone rider has the privilege of buy-
ing a monthly, bearer type commutation
book averaging a 6S-cent fare; a 74-
cent token, bought four for 30 cents,
or 10 cents straight cash. The weekly
pass is simply an additional, optional
rate. It is expected to prove exception-
ally popular with two-zone riders, as
they are then likely to enjoy less than
a 5-cent fare for wholesale use and
also be freed of all change, token, re-
ceipt and transfer transactions.
Three other passes will be sold at
$1.25 a week for the suburban routes
to Coronado, Ocean Beach and National
City. The Coronado pass covers a
combination of San Diego car-ferry-
Coronado car. Its use will relieve
Coronado riders from the present prac-
tice of tendering three fare tickets in
each direction. The fifth pass, to sell
for $2, is for the more remote com-
munity of Chula Vista, in the heart of
the lemon country. All these suburban
passes are supplemental to existing
cash, round-trip and commutation rates.
Mr. Jackson is now in San Diego to
work up the necessary publicity in
co-operation with Claus Spreckels, gen-
eral manager, and E. J. Burns, assistant
general manager of the San Diego
Electric Railway. The installation of
the passes was purposely delayed to
an. 1, 1923, so that the publicity with
press, business interests, theaters, plat-
form men and general public could be
carried out more effectively after the
Christmas rush was over. It is an in-
teresting coincidence that the San Diego
zone system also went into effect on
New Year's, namely, Jan. 1, 1920.
Conferences Next Step in
Traffic Problem
Conferences between members of the
special traffic committee that evolved
the one-way traffic plan now under con-
sideration and engineers and officials
of the Portland Railway, Light &
Power Company, Portland, Ore., will be
the next step in the movement to solve
the traffic problem in the congested dis-
trict of Portland. This course was de-
termined after I. F. Fuller, vice-presi-
dent of the traction company, had
pledged co-'Operation on the part of his
company to the city in meeting the
traffic problem. Mr. Fuller made it
plain, however, that his company was
not inclined to expend between $200,-
000 and $250,000 in rerouting of street
cars, if relief could be gained without
this outlay. He also informed the
Council that one-way traffic for street
cars was not practicable on north and
south streets, but could be worked out
on east and west streets.
Mr. Fuller, in a recent hearing on the
subject, explained that his company
carried about 250,000 passengers each
day. He also called attention to the
fact that the company was running
about the same number of cars that
were operated in 1913, and for that
reason the street cars had not contrib-
uted materially to the traffic problem
that now demands solution. He stated
that one-half of the 60-ft. streets and
one-third of the 80-ft. streets are lost
to use of traffic because of the parking
of automobiles on both sides of such
streets.
Mr. Fuller stated that on east and
west streets it would be mainly a ques-
tion of how best to bring about one-
way traffic. He recommended that es-
tablishment of non-parking zones dur-
ing the rush hours, provision for load-
ing zones and one-way traffic on ail
streets that are not double-tracked for
street cars would solve the traffic con-
gestion and at the same time mean no
outlay of large sums of money. He ex-
pressed the company's entire willing-
ness to co-operate with the city officials
in the working out of a practical and
economical plan for solving the con-
gestion problem.
Hark to the Commandments of
the Boston Elevated
The Boston Elevated Railway has
recently published a safety bulletin for
its employees. It contains various sug-
gestions, and among others the follow-
ing "ten commandments for railroad
men."
Carelessness often means death. Don't
be careless.
Look both ways.
Don't just leave It to the other fellow.
Know your brakes.
Keep your mind on your work.
Always be in position, for "death" at-
tacks from all directions and angles.
Keep your car under control at all times.
Don't take chances. Always know.
Never race with death ; you can't beat
him.
Keep safety first in your mind at all
times, and when in doubt say it to yourself.
The bulletin concludes with the slogan
adopted for safety work by the com-
pany: "Any accident may be fatal."
1026
Electric Railway Journal
Vol. 60, No. 27
Complains of High Charges
Upon petition filed by Hugo Kelley,
secretary to Mayor E. J. Brown oX
Seattle, Wash,, and forty-six others,
the Department of Public Works at
Olympia will immediately file a com-
plaint challenging the reasonableness
of the rates and tariffs of the Seattle
& Rainier Valley Railway. The peti-
tion states that in view of the reduc-
tion in fares proposed on the Seattle
Municipal Railway the fares of the
Rainier Valley line will be exorbitant
unless also reduced. The petition sets
forth that the purchase price of the
city lines is being paid out of fares,
while the Rainier line, which runs from
the center of the city to Renton, a sub-
urb, has no such charge on its revenue.
Hearing on the complaint will be held
as soon as the department's engineer-
ing and accounting forces can prepare
data and secure facts.
Bus Operation Decreases
Railway Traffic
Decrease in traffic of the Columbus,
Newark & Zanesville and the Indiana,
Columbus & Eastern traction lines in
1922 over that of 1921 is ascribed to
bus competition in a report filed Dec. 23
in the office of F. A. Healy, secretary-
treasurer of the lines in Springfield,
Ohio. The report showed a decrease of
approximately 8.2 per cent for the
Indiana, Columbus & Eastern and about
11.9 per cent for the Columbus, Newark
& Zanesville lines.
Mr. Healy said that four bus lines,
all of them operating since May 1,
parallel the Columbus, Newark &
Zanesville line, and it was to this fact
that the company attributed the heavier
decrease in traffic on that road. He
estimated that by the first of the year
the two roads would have lost $250,000,
the greater portion because of bus com-
petition, although automobile traffic in
the summer season is another factor
that serves to cut down revenue.
Buses to Accommodate West
Springfield Residents
Owing to a protracted delay on the
part of the Springfield, Mass., City
Council in legislating in relation to a
street car route leading to the new
Hampden County Memorial Bridge,
Clark V. Wood, president of the Spring-
field Street Railway, has consented to
put on buses to run across the bridge
for the accommodation of West
Springfield residents. Negotiations be-
tween Mr. Wood and the respective
municipal authorities on either side of
the river are expected to be taken up
within a few days in respect to the
details of such an arrangement. It
is not settled as to whether such a bus
line would carry the free transfer pro-
vision. The Springfield City Council's
transportation committee was favorable
to granting an independent bus line a
franchise to run over the bridge. The
West Springfield selectmen were not
disposed to accede to this arrangement,
but it is understood that sentiment was
shifting toward that solution in case
no other means was open to establish
an early service of some sort across
the bridge and so shorten the distance
from that involved by the present route
over the North End Bridge. President
Wood has signified his willingness to
apply for a franchise to lay tracks
through Vernon Street to the bridge
immediately upon a vote of the City
Council to widen Vernon Street.
Provincial Government Passes
Regulatory Act on Fares
Provision for the appointment of
temporary commissions to fix passenger
fares of the British Columbia Electric
Railway was made by the Legislature
of British Columbia by an act passed
on Dec. 15. The act was entitled the
British Columbia Electric Railway
passenger rates act.
This takes the place to some extent
of the former public utilities act which
was abolished two years ago, but is
limited in its scope to the company
mentioned and to railway service. One
of the reasons why the former commis-
sion was discontinued was the cost to
the government. The new scheme pro-
vides for the cost, including the re-
muneration of commissioners, secre-
taries and so forth, to be assessed upon
one or other of the parties.
In fixing rates, the commissions are
required to give the company a fair and
reasonable return on the value of the
property of the company. Appraisals
of property may be made, the costs
being imposed upon the company.
The commissions are to be appointed
by orders-in-council on application
either of some municipality traversed
by the company's lines, the company
itself or not less than 100 voters resid-
ing in a locality without municipal
organization.
The company operates in nearly a
score of cities and municipalities and
fares have been charged on temporary
agreements, modifying the existing
franchises. The new act continues all
existing fares until changed, but its
powers are to be invoked, it is stated,
only in case municipalities and the com-
pany cannot come to mutually satis-
factory agreements. The city of Van-
couver recently passed a new franchise
by which both parties agreed not to
use the provisions of the act.
LIIIII]ILIII1llinillllimillllllllllilTIITiril["ir T riiiiiriiiin j a
Transportation
News Notes
nmiifTitTiminiTiriri
Will Extend One-Man Car Service
The Morris County Traction Com-
pany, Morristown, N. J., will install an
automatic block signal system on its
lines which run from Lake Hopatcong
to Maplewood and Elizabeth. The com-
pany will extend the use of one-man
cars. They are now being run from
Summit to Elizabeth, Wharton to Rock-
away and Danville to Boonton. All
two-men cars now in use will be re-
modeled. Employees of the company
are protesting the installation of the
one-man system and have appeared
before the Board of Aldermen of the
city of Denver.
Seeks Fare Adjustment. — The Musko-
gee (Okla.) Traction Company has
made application to the Oklahoma Cor-
poration Commission for an adjustment
of street car fares in that city. The
company is now operating under an
8-cent fare, with two tickets for 15
cents. The company wants the 8-cent
fare for single rides continued, but
would sell tickets in blocks of five for
35 cents.
Buses Ordered. — A. N. Broadhead,
president of the Jamestown, (N. Y.)
Street Railway, has ordered three pas-
senger motor buses to be placed in
operation on the south side of the city.
Some time ago the Jamestown Com-
mon Council granted the company's
request for permission to try out motor
bus service in that section of the city.
The buses vrill be placed in operation
early in January as a feeder for the
Jamestown traction lines.
City Attorney Seeks Lower Fare. —
The city attorney of Oklahoma City,
Okla., has filed a petition with the com-
mission requesting a decrease in fai-es
on the lines of the Oklahoma Railways.
John W. Shartel, president of the rail-
way company, declined to give any com-
ment other than that he considered the
agitation over a 5-cent fare at this time
unwise. He is expected to file his an-
swer shortly with the State Corporation
Commission.
Make Change in the Street. — In order
to expedite the loading of cars in the
evening rush hours, the Springfield
(Mass.) Street Railway has adopted
the system of making change in the
street for passengers, uniformed em-
ployees being stationed for that pur-
pose at busy corners between 4:30 and
6 o'clock in the afternoon. This was
done at the suggestion of the Police
Commission. Whether the arrangement
will be permanent or not will depend
on results. The object is more particu-
larly to speed the departure of pay-as-
you-enter cars, and passengers are said
to have responded to it to a gratifying
extent.
Second Class Rates Cut. — The Pacific
Northwest Traction Company, Olympia,
Wash., recently filed a tariff with the
Department of Public Works establish-
ing second class rates applicable to
articles of food and drink and lowering
first class rates on shipments of 50 lb.
or more on its lines between Seattle
and Bellingham, effective Dec. 15. The
second class rates to be established are
practically 20 per cent lower than the
reduced first class rates announced.
They apply between Bellingham and
Everett, and all intermediate points, and
between Seattle and all points north of
Everett, including Maryhill, Silvana,
Burlington, Sedro Woolley, Milltown
and Conway.
December 30, 1922
Electric kailway journal
1027
open to any corporation, association,
partnership or individual. These mem-
berships will be divided into three
classes, namely, individual, sustaining
and contributing.
Mr. Murphy Manager
Engineer in Charge of Electrical, Me-
chanical and Roadway Departments
Succeeds Mr. Reynolds
Ernest A. Murphy, assistant general
manager of the United Traction Com-
pany, Albany, N. Y., in charge of elec-
trical, mechanical and roadway depart-
ments, has been appointed general man-
ager of the company to succeed Albert
E. Reynolds, resigned. Mr. Murphy
was formerly superintendent of equip-
ment of the company. To this position
he was appointed in 1917 and continued
in it until Dec. 31, 1921, when he was
made assistant general manager.
The story goes, if memory does not
E. A. Ml'BPHY
wander, that none other than Abraham
Lincoln said he did little reading of
biographies because biographies so
seldom reflected the facts of the flesh
and blood individual. Too often the
biographer fits his subject to a pre-
conceived picture instead of drawing the
picture himself. As a matter of fact,
critics of biographical volumes have
in their reviews often done a better
service to readers than the authors
themselves have done to their subjects.
Again, if memory does not play false,
Macaulay's essay on the Earl of Chat-
ham's biography was a notable ex-
ample of the critic outwriting the
creator. It would be interesting to
tell the whole story about Mr. Murphy
at this time, but here it is necessarily
a case of pars pro toto, presenting a
part of the whole.
Picture in your mind's eye, then, a
young man graduating from the Man-
chester Institute in England with the
degree of electrical and mechanical
•engineer, determined to succeed at his
chosen profession and seeking America
as the battle ground on which he would
carve out his career. Then picture the
same young man going from shop to
shop and job to job and company to
-company ever learning, ever advancing,
■ever improving and you have a good
portrait of young Murphy. He is an
engineer with the instincts of a business
man. There is a directness about him
that to some might seem disconcerting,
but it is merely the outward manifes-
tation of the inward man. Mr. Murphy
never hesitates. He is never likely to
get lost. He is sure of himself but not
satisfied with that individual. This is
a distinction with a great difference.
Mr. Murphy has done some very big
things up at Albany in the shops and
at the same time has worked numerous
small economies which in the aggregate
are a startling total. It has been the
good fortune of the Electric Raibvay
Journal to describe some of this work in
the past. But the fact must not be
overlooked that biography, to many, is
still a matter of dates and places and
positoins. For them is the following:
Mr. Murphy began his railway career
with the London Metropolitan Railway
and figured prominently in the electri-
fication of the London Tramways. His
first position in this country was with
the Chicago E'evated Railroad, whe^-e
he specialized in automatic train con-
trol and installed that system on the
elevated trains. This work completed,
Mr. Murphy became a member of the
engineering staff of the Illinois Trac-
tion System and later assisted in
equipping the Pittsburgh, Harmony,
Butler & Newcastle Railway, Pitts-
burgh, Pa. Mr. Murphy was appointed
general superintendent of the electric
department of the Interborough Rapid
Transit Company, New York, in 1913,
from which position he went to Albany
as head of the equipment department
of the United Traction Company.
Mr. Ham Elected President
of Safety Council
William F. Ham, president of the
Washington Railway & Electric Com-
pany, Washington, D. C, has baen
elected president of the Washington
Safety Council, the permanent safety
body of the District of Columbia. John
J. Boobar has been elected v'ce-
president, A. E. Seymour, secretary,
and John Poole, treasurer. These offi-
cers will serve until the first annual
meeting in February, when permanent
officers will be elected and the organiza-
tion perfected. Following his election,
Mr. Ham said he would do his utmost
to make the permanent safety drive
a success. The safety insti-uctions in
the schools, Mr, Ham said, would be
continued as they had proved valuable.
The council pledged itself to a con-
tinuous campaign for safety. One of
the important features of the by-laws
is the provision for a traffic committee
which is to make a survey of all traffic
conditions and submit reports proposing
r.ny changes deemed advisable.
Membership in the council will be
New Roadmaster in B.R.T.
Track Division
Frederick L. Finch has been ap-
pointed roadmaster in the surface track
division of the Brooklyn (N, Y.) Rapid
Transit Company. He brings to his
new position a broad experience gained
in various track jobs he has held in
both the East and West. In 1903 he
became superintendent of track and
roadway with the Mahoning & She-
nango Railway & Light Company at
Youngstown, Ohio. After serving for
seven years in that capacity he went to
Spokane, Wash., as superintendent of
track with the Washington Water
Power Company, which operates an
electric railway. After three years he
F. L. Finch
returned East to become general road-
master for the International Railway
with headquarters in Buffalo, N. Y. He
resigned from this position to go to
the Brooklyn Rapid Transit Company
to work under P. Ney Wilson, the super-
intendent of surface roadway. Mr.
Finch's father was a railroad contrac-
tor in Pittsburgh and built street rail-
roads in various parts of the East. His
father was his first employer.
Mr. Jackson Joins N.E.L.A.
Carl D. Jackson, a member and
former chairman of the Wisconsin
Railroad Commission, has resigned
from the commission, effective Dec, 31,
1922. Mr. Jackson will become an at-
torney for the National Electric Light
Association and the American Gas As-
sociation. His position as commissioner
pays J5,000 a year, and a number of the
Wisconsin Railroad Brotherhood of-
ficials have been mentioned as possible
successors. City Attorney Niven of
Milwaukee has asked Gov. John J.
Blaine to appoint to the position a Mil-
waukee man who could represent on
the commission the interests of this,
the largest city in Wisconsin. The term
of Henry Trumbower, another railroad
commissioner, will expire in February.
1028
Electric Railway Journal
Vol. 60, No. 27
Another Important Post
for Mr. Loring
Former Trustee of Eastern Massachu-
setts Street Railway Called to OflRce
by Governor Cox
Homer Loring, former chairman of
the trustees of the Eastern Massachu-
setts Street Railway, Boston, Mass., has
been made chairman of the State Com-
mission on Administration and Finance
by Governor Cox of Massachusetts.
This is one of the most responsible
posts that the Governor has had to fill
and the selection is another tribute
to Mr. Loring's sterling worth as an
administrator. By virtue of his posi-
tion on the commission Mr. Loring will
be the new budget commissioner for
the state.
Mr. Loring goes about his work
quietly. He had long been president
of the Fort Dodge, Des Moines &
Southern Railway and prominent as a
director of a score of other corpora-
tions before anything was known about
him publicly outside of the immediate
circle in which he moved. But when
the need arose Mr. Loring was found
out in the open battling for the preser-
vation of the things he was convinced
were sound.
Perhaps the first thing that he did
to attract the attention of th^ public
to him was to foster in 1918 the cam-
paign in behalf of the holders of the
securities of Massachusetts electric
railways. As chairman of the Associa-
tion of Massachusetts Street Railway
Security Owners he directed a success-
ful educational campaign on behalf of
the street railways of the state in 1918.
In this connection it is generally con-
ceded that the association's activities
were chiefly responsible for securing
the passage of remedial legislation
during 1918.
Largely on account of his activities
in this connection Mr. Loring was in-
duced to address the members of the
American Electric Railway Association
in conference in New York on Nov. 1,
1918. Even then Homer Loring was
merely a name among the rank and file
of electric railway operators outside of
New England. At that time he said
that no one claimed the new legislation
giving state aid to the railways was
perfect, but that all agreed that it res-
cued the Boston Elevated from receiv-
ership and "that it will enable the Bay
State Street Railway, with 900 miles
of track, to be successfully reorgan-
ized."
Perhaps the legislation passed by the
state did enable the Bay State Street
Railway to be successfully reorganized
as the Eastern Massachusetts Street
Railway, but the opinion prevails down
Boston way that Mr. Loring as chair-
man of the public trustees had a great
deal to do with making the reorganiza-
tion successful and that he accelerated
the process. At the petty salary of
$5,000 a year Mr. Loring worked over
the remains of this railway until he had
revitalized them. Then Mr. Loring with-
drew. His work as trustee of the East-
ern Massachusetts Street Railvray was
in the nature of a public service, but
he now enters upon an even larger pub-
lic service.
It is a distinct loss that men like
Homer Loring are so seldom elected to
public office or accept appointment
when urged to do so. In the light of
events since Mr. Loring appeared be-
fore the members of the American
Electric Railway Association as a
speaker the advice he gave at that time
appears now to have been prophetic,
namely: (1) Be frank with the public;
lay all the cards on the table. (2) Do
not try to defend inflated capital; you
cannot successfully do so in these mod-
ern days. (3) If public control is de-
manded, insist upon a definite guaran-
tee of interest return. (4) Give special
attention to systematic public educa-
tion and if possible organize your se-
curity owners for this task.
Barcelona Traction Company at Barce-
lona, Spain, in charge of the operation
of the interurban system out of that
city as well as the power company. As
assistant general manager of the Michi-
gan Railroad for the last three and one-
half years in charge of operating the
system, the civil engineer, electrical en-
gineer, traffic manager, superintendent
of equipment, master mechanics and
superintendents reported directly to
Mr. Harrsen.
Mr. Harrsen Joins Electric Bond
& Share Forces
H. P. Harrsen has resigned as as-
sistant general manager of the Michi-
gan Railroad and the Michigan United
Railway to join the staff of the Electric
Bond & Share Company, New York,
N. Y., attached to the foreign depart-
ment. Here there will be a greater op •
portunity than has existed in Michigan
for the application of the broad experi-
ence and the peculiar talents of Mr.
Harrsen. Until he took up his present
post with the companies in Michigan
three years ago a great deal of Mr.
Harrsen's time had been devoted to the
management of public utility properties
in foreign lands. He has had experience
in all phases of public utility work, in-
cluding operation, supervision of con-
struction and the securing of franchises
from municipal, state and federal au-
thorities. In addition to English he
is thoroughly conversant with Spanish
and German and has a fair working
knowledge of French.
Mr. Harrsen was bom in St. Louis in
1876. He was graduated from St. Louis
public schools and for two years was a
student at the Undergraduate Depart-
ment, Washington University, St. Louis.
He then had two years shop practice
with the Emerson Electric Manufactur-
ing Company, St. Louis, and served two
years as station operator of the
Aguascalientes Electric Light Company
at Aguascalientes, Mexico. Then for
two years he was private secretary to
the president and general manager of
the Mexico Tramways. Next came a
service of six years with the Toledo
Railways & Light Company, then
known as the Toledo Traction Company,
in the following positions: carhouse in-
spector, dispatcher, chief dispatcher,
division superintendent, then superin-
tendent. For eight years Mr. Harrsen
was associated with Dr. F, S. Pearson
in Mexico, first as general superintend-
ent of the Mexico Tramway Company,
then general manager and finally man-
aging director of the Mexico Tramway
and the Mexican Light & Power Com-
pany. Then followed a service of four
years as managing director of the
W. M, Vandersluis has been ap-
pointed electrical engineer for the Chi-
cago electrification and terminal im-
provements of the Illinois Central
Railroad, succeeding Hugh Pattison.
Mr. Vandersluis was formerly signal
engineer of the Illinois Central Rail-
road, and later secretary of the com-
mission appointed by the railroad to
decide upon the system of electrifica-
tion.
Raymond A. Masters has been ap-
pointed division superintendent of the
Halsey division of the Brooklyn (N. Y.)
City Railroad effective Dec. 15. Mr.
Masters has been in the schedule de-
partment of the company since Janu-
ary, 1920. Prior to that he was con-
nected with the Michigan Railroad as
train dispatcher on the Western divi-
sion. He also served with the Union
Traction Company of Indiana and with
the so-called Ben Hur line.
L. J. Smith, assistant engineer of the
Pacific Electric Railway, Los Angeles,
Calif., and in charge of supervision of
track bonding and welding since the
year 1918, resigned on Nov. 1, 1922.
He accepted the position of Western
district sales manager in handling
transformer sales and representative of
the Packard Electric Company of War-
ren, Ohio. Mr. Smith in his new posi-
tion also is Western representative for
the Ideal Electric & Manufacturing
Company of Mansfield, Ohio.
Raymond S. Price has been appointed
assistant division superintendent of
the central division of the Public Serv-
ice Railway, Newark, N. J. Mr. Price
started with the Public Service as con-
ductor in New Brunswick in 1911. He
then became chief dispatcher of the
Public Service Railroad with headquar-
ters at Port Reading. In 1919 he was
made assistant superintendent of the
railroad, which he held until his recent
promotion. Mr. Price will be sta-
tioned at Elizabeth, where Philip F.
Maguire is division superintendent.
John J. Hubbard, assistant secretary
of the Public Service Commission of
New York, has resigned and will engage
in private practice as an expert ac-
countant and financial adviser to public
utilities. He will make his headquarters
in New York City. Mr. Hubbard has
been connected with the commission in
various capacities for ten years. One of
his important jobs was expert ac-
countant and chief of the division of
capitalization. During his service in
this branch the commission approved
the issuance of more than $800,000,000
of public utility securities.
December 30, 1922
Electric Railway Journal
1029
Manufactures and the Markets
DISCUSSIONS OF MARKET AND TRADE CONDITIONS FOR THE
MANUFACTURER. SALESMAN AND PURCHASING AGENT
ROLLING STOCK PURCHASES BUSINESS ANNOUNCEMENTS
Business Review of 1922
Major Movements in Business Shown by Statistics Compiled by Department
of Commerce — Some Surprising Changes Shown in
Production and Consumption Figures
AT THIS time of the year it is cus-
.^i. ternary for business to pause long
enough to take account of the progress
made during the twelve months just
elapsed, and from this standpoint to
make some conjectures as to the com-
ing months of the new year. It is with
a feeling of satisfaction that most in-
dustries can view the progress of the
past year in spite of the many diffi-
culties which have been experienced.
At the close of 1922 there are no seri-
ous obstacles in sight which should
hinder further advances during the
early part of the new year. The un-
settled conditions in foreign countries,
particularly in Europe, are still de-
pressing domestic trade, and to a
certain extent have, no doubt, kept the
prices of agricultural products below
the level of other commodities. Within
the past two months this latter condi-
tion has, in a measure, been relieved.
Production of manufactured commod-
ities in 1922 was about 50 per cent
greater than in 1921, according to fig-
ures compiled by the Department of
Commerce from latest reports to the
Bureau of the Census made in connec-
tion with the "Survey of Current Busi-
ness." Textile mills were about 20 per
cent more active than in 1921, the iron
and steel industry increased its output
from 60 to 70 per cent over 1921, non-
ferrous metals from 50 to 9.5 per cent,
petroleum 15 per cent, coke 40 per cent,
paper 20 to 30 per cent, rubber 40 per
cent, automobiles 50 per cent, building
construction 50 per cent, lumber 35 per
cent, brick 50 per cent, cement 15 per
cent, leather 20 per cent, sugar 45
per cent, and meats about 5 per cent.
Agricultural receipts were in general
higher than in 1921.
The increase in production and the
reduction in immigration improved the
labor situation from a large surplus of
labor at the end of 1921 to a point
where shortages occur, while unemploy-
ment has almost been eliminated.
Transportation conditions changed
from a huge surplus of idle freight
cars to a considerable shortage, while
car loadings were 11 per cent greater
than in 1921.
Prices to the farmer increased about
17 per cent during the year, wholesale
prices advanced 10 per cent and retail
food prices declined 5 per cent. This
condition gives the farmer a greater
purchasing power and narrows the
margin between wholesaler and re-
tailer.
The volume of trade was consider-
ably heavier than in 1921. Sales of
mail order houses increased 6 per cent
and chain stores show a gain of 13 per
cent. Debits and bank clearings also
show about this same relation.
The iron and steel industry was
from 60 to 70 per cent more active
than in 1921 but about 25 per cent less
active than in the boom year of 1920.
Iron ore movement was 65 per cent
greater than in 1921, pig iron produc-
tion increased 60 per cent and steel
ingot production 71 per cent. Unfilled
orders of the United States Steel Cor-
poration rose about 60 per cent during
the year. Iron and" steel prices rose
from 15 to 50 per cent, with the highest
relative increase in pig iron. Exports
of iron and steel, based on ten months'
figures, declined 26 per cent.
Equipment and Allied Industries
Do Large Business
Locomotive shipments by manufac-
turers for the first eleven months of
1922 were 16 per cent less than in 1921,
owing to the decline of shipments for
foreign account of 56 per cent. Domes-
tic shipments increased 8 per cent.
Unfilled orders for foreign locomotives
oh Dec. 1 were less than a year ago,
but domestic orders were over ten times
as large. Orders for freight cars
placed in eleven months of 1922 were
over seven times as large as a year ago.
Production of steel sheets averaged
about 75 per cent of capacity in 1922
as against 35 per cent in 1921. Sales
of fabricated structural steel were
about 88 per cent larger in 1922 than
in 1921, based on eleven months' figures.
Copper production showed an in-
crease of 36 per cent over eleven
months of 1921, but was almost 30 per
cent below the 1920 figures. Exports
of copper were 29 per cent greater than
in 1921, on the basis of ten months'
figures. The price of copper advanced
about 10 per cent during the year.
In spite of the strike, bituminous
coal production was only 7 per cent
less than in 1921 for the eleven months'
period, a decrease of 26,000,000 tons.
Anthracite coal, however, showed a
decline of 47 per cent, with a loss of
40,000,000 tons. Production of beehive
coke increased 32 per cent and by-
product coke production increai=ed 41
per cent. Public utility electric power
showed an increase of 7 per cent on a
ten months' basis.
The average surplus of 282,926
freight cars on Dec. 1, 1921, has almost
disappeared, and in its place the aver-
age shortage has increased from almost
nothing to 133,786 cars. The number
of cars in bad order has been consid-
erably reduced during the year. Total
car loadings for 1922 increased about
11 per cent over 1921, in spite of the
drop in car loadings, and were almost
up to the high mark of 1920. Railroad
revenues declined 2 per cent from 1921
on a ten months' basis, due to a de-
crease of 1 per cent in freight revenue
and 9 per cent in passenger revenue.
Operating expenses were reduced by
6 per cent, resulting in a gain of 23
per cent in net operating income.
Wholesale prices have made a grad-
ual rise in 1922 and the index number
of the Department of Labor is 10 per
cent greater than a year ago. Farm
products and metals had the greatest
relative gains. The index numbers of
Dun's and Bradstreet's showed larger
increases during the year, the former
rising 13 per cent and the latter 21
per cent.
The total United States interest-
bearing debt was reduced by $667,000,-
000 during the twelve months ending
Dec. 1, or about 3 per cent: Liberty
and Victory loans were reduced by
$2,153,000,000, or about 11 per cent.
Customs receipts increased 46 per cent
and were far greater than in any pre-
vious year. Total ordinary receipts of
the government declined 24 per cent
and disbursements were reduced by 30
per cent, with a balance of ordinary
receipts of over $300,000,000 in eleven
months. Per capita money circulation
declined slightly during the year.
The number of business failures was
27 per cent larger than in 1921 and
exceeds any previous year since 1915.
The amount of defaulted liabilities ex-
ceeded the huge defaults in 1921 by
5 per cent.
Security prices rose considerably dur-
ing the year, industrial stocks averag-
ing an increase of about 34 per cent,
railroad stocks about 17 per cent and
bonds about 20 per cent. Stock sales
were 55 per cent greater than in the
1921 period and bond sales increased
26 per cent; Liberty- Victory bond
sales declined 18 per cent, but other
bonds increased in volume by 92 per
cent.
The general index of foreign ex-
change compiled by the Federal Reserve
Board increased about 10 per cent dur-
ing the year and now stands at 67 per
cent of par. The principal changes
during the year were the increases in
the pound sterling, the Canadian dol-
lar, and the Argentine, Dutch and
Swedish exchanges, and the continued
rapid faU in German marks.
Exports were about 16 per cent less
than in the eleven months' period of
1921 and the lowest in value since 1915.
Imports up to the time the new tariff
law went into effect were above the
1921 corresponding period by approxi-
mately 16 per cent. Imports of gold
declined 62 per cent and exports in-
creased 57 per cent, but an export
ba'ance of $215,000,000 still remained
for the eleven months of 1922.
1030
Electric Railway Journal
Vol 60, No. 27
Market for Steel Ties
Unusually Brisk
Prospects as to the use of steel ties
by the electric railways in 1923 are
brighter than for several years past.
While the largest bookings and orders
have usually come in February, a large
number of orders have already been
placed during December for delivery
l>efore March 15. Early orders are said
to be due to some extent to the fact
that present prices are based on steel
in stock and on order wrhich was bought
at $8 to $10 per ton under the present
prices.
Manufacturers of steel ties are
desirous of holding present prices, but
will probably be forced to follow the
steel market to its present level of $2
per 100 lb., Pittsburgh. It is hardly
anticipated, however, that any advance
■beyond this is in immediate prospect
because of the fact that the large pro-
duction and bookings of the mills in
December, which were at a 40,000,000
rate, caused no flurry in either corpora-
tion or independent prices.
Metal, Coal and Material Prices
■ Metals— New York Dec. 26, 1922
Copper, electrolytic, cents per lb 14.75
Copper wire base, cents per lb '$ ' 5?
Lead, cents per lb ?7
Zinc, cents per lb ,«■ ?«
Tin, Straits, ce»'a per lb 38. 875
Bituminous Coal, f.o.b. Mines
Smokeless mine run, f.o.b. vessel, Hamp-
ton Roarls. gross tons $8,625
Somerset mine run, Boston, net tons 4 . 425
Pittaburgh mine run, Pittsburgh, net tons 3 125
Franklin, 111. .screenings, Chicago, net tons 3 125
Central, 111., screenings, Chicago, net tons 2 20
Kansas screenings, Kansas City, net tons 2,50
Materials
Rubber-covered wire, N. Y., No 14, per
1,000ft 6.50
Weatherproof wire ba8e,N.Y.,cents per lb. 16. 50
Cement, Chicago net prices, without bags. $2. 20
Linseed oil (5-bbl.lota),N.Y., cents per gal. 93. 00
White lead,( I OWb.keg),N.Y.,centa per lb. 12 375
Turpentine, (bbl. lots), N.Y.. per gal $1 . 36
mimmm i '■'■' "i "■" iiTiiiiriiiimiiMiriiiiiimiiiiiiiiiiiiiiii
Rolling Stock
Sacramento (Calif.) Northern Rail-
road has recently closed a contract with
the General Electric Company cover-
ing the purchase of two 60-ton steel
locomotives. They are designed for
both 600- and 1,500-volt operation and
with arrangement for operation on
either third rail or trolley. These lo-
comotives are equipped with four Gen-
eral Electric 251-600/1,500-volt motors
which have a nominal one-hour rating
of 200 hp. each. At the hourly rating
of the motors the locomotives will have
a tractive effort of 21,000 lb. and a
speed of 18.3 m.p.h. when operating on
1,500-volt trolley. General dimensions
of the locomotives are as follows:
Length Inside of knuckles 37 ft. 4 in.
Length of cab 32 ft. 7 in.
Height of cab 11 ft. 11| in.
Height with trolley down 12 ft. 11 in.
Width over all 9 ft. 7 J in.
Total wheelbase 25 ft. 5 in.
Rigid wheelbase 7 ft. 2 in.
Track gage 4 ft. 8i in.
Minimum radius of curvature
50 ft. lo.omotive alone
Weights are approximately as fol-
lows:
Electrical equipment 39,400 lb.
Air brake and compressor 4,600 lb.
Mechanical equipment 76.000 lb.
Total weight 120,000 lb.
"Weight per driving axle 30,000 lb.
Chicago Surface Lines has just placed
orders for 100 motor passenger cars of
the same type as the sixty-nine that
are now under construction in its shops
for hauling trailers. J. G. Brill Com-
pany will furnish seventy bodies and all
the trucks and the remaining thirty
bodies will be built by the McGuire-
Cummings Company. Each car will be
equipped with four G. E. 275 motors.
Track and Roadway
Brooklyn (N. Y.) Rapid Transit Com-
pany has purchased 600 International
steel ties for use in reconstructmg
track.
Gary (Ind.) Street Railway, in its
improvements for 1923, plans the con-
struction of 8 miles of additional track,
an extension of the line east on Fifth
Avenue to the new tube mills and a line
to the new Gary-Miller Municipal bath-
ing beach. Officials state that the cost
of laying the stretch of track to the
beach will cost in the neighborhood of
$500,000. Construction for both tracks
will be started in the spring and an ef-
fort will be made to have them com-
pleted by the middle of next summer.
Trade Notes
Power Houses, Shops
and Buildings
Concord (N. H.) Electric Railways
plans the immediate rebuilding of its
power plant in West Concord, recently
damaged to a great extent by fire.
Oklahoma Union Railway, Tulsa,
Okla., will erect a brick and tile freight
building at Sapulpa, according to an
announcement by officials of the road.
A site for a future passenger station
will be provided near the freight depot.
Cincinnati & Dayton Traction Com-
pany, Hamilton, Ohio, had its Cincin-
nati terminus damaged by fire recently
to the extent of $3,000. The storeroom
containing records of the traction com-
pany was destroyed. There were a
score or more passengerrs in the sta-
tion when the fire was discovered.
New York (N. Y.) Transit Commis-
sion has ordered the reconstruction of
the local station of the Interborough
Rapid Transit Company at Thirty-third
Street and Fourth Avenue into an ex-
press station. The commission also
authorized the leng^thening of all plat ■
forms at the local stations on the east
side subway between Brooklyn Bridge
and Grand Central Station. It is esti-
mated that these rebuilding and recon-
structing jobs will cost $4,000,000.
Jamestown, Westfield & Northwestern
Railroad, Jamestown, N. Y., one of the
traction lines controlled by the Broad-
head interests of Jamestown, will
build a new freight terminal in James-
town to handle more efficiently the
rapidly increasing freight traffic
throughout Chautauqua County and
southwestern New York. Two acres
of property have been purchased and
it is proposed to construct two freight
and express sheds, each 300 ft. long and
18 ft. wide.
Chicago Surface Lines has ordered
250 Johnson hand-operated fare boxes.
These are in addition to the 270 that
are already installed.
United Electric Railways, Providence,
R. I., has purchased 900 of a new type
of Rooke register from the Rooke Auto-
matic Register Company which will
take nickels, dimes, quarters and metal
tokens. The railway has standardized
on this type of fare collecting device
and is using it on all its cars, both pay-
enter and pay-leave, as well as on the
open summer cars. They are also used
on one-man cars, on interurban cars
where fairly sizable through fares are
picked up on the first collection, and on
motor buses. Delivery on the new
registers will begin Jan. 2.
Johnson Fare Box Company, Chicago,
111., has sold to Lloyd E. Work & Com-
pany of that city $250,000 of first mort-
gage 6 J per cent sinking fund gold
bonds, secured by pledge of the Ravens-
wood plant. The proceeds of the issue
will be used by the Johnson company
to provide additional working capital
needed in carrying out contracts into
which it has recently entered and to
retire an issue of serial bonds and take
care of floating indebtedness. The com-
pany reports 32,000 of its boxes in use,
with the demand constantly growing and
the outlook bright for sales in the
foreign fields. Among the prominent
cities in which the Johnson box is now
in use are New York, Brooklyn, Wash-
ington, Baltimore, St. Louis, Memphis,
Grand Rapids, Minneapolis, St. Paul,
Omaha, Denver, Los Angeles, San Diego
and cities in which Stone & Webster
operate.
i"i'ii""iiii|iiF I iiiiMMiiiiiiFiimiF iiiimiriiiTWiiimiii
New Advertising Literatwe
Elliott Service Company, New York,
N. Y., through its public safety depart-
ment, has recently issued four posters
on safety. They are designed for dis-
play in street cars, garages and gaso-
line service stations and other suitable
places and are intended particularly to
caution automobilists against reckless
driving. They show collisions between
automobiles and trolley cars caused by
the carelessness of the automobile
driver.
International Steel Tie Company,
Cleveland, Ohio, with an attractive
Christmas greeting card, has issued a
pamphlet entitled "Tracks Built oi.
Concrete Base." This little book gives
the message for better trade in 1923.
The booklet contains some fourteen
pages and is a reprint of an article
which appeared in the Elective Railway
Journal by A. E. Harvey, superintend-
ent of way and structures of the
Kansas City (Mo.) Railways. The article
was entitled "Tracks Built on Concrete
Base in Kansas City." Some general
views of the work as it was carried on
in Kansas City are shown in the
pamphlet.
December 30, 1922
Electric Railway Journal
19
PEACOCK STAFFLESS BRAKES
Protection In Emergencies
There comes a time in the life of every safety car,
equipped with air brakes of even the most perfect
design and construction, when the old stand-by hand-
brake is needed just the same. Sometimes an una-
voidable accident cripiples part of the air brake system
or perhaps the power fails and air pressure cannot be
secured. With the car stopped on a grade — perhaps
a steep one — isn't that a pretty good time to be thank-
ful that you've got good, reliable, powerful Peacock
Staffless Brakes on your safety car?
NATIONAL BRAKE COMPANY
890 Ellicott Square, Buffalo, N. Y.
Canadian Repregentative : Lyman Tube & Supply Co., Montreal, Can.
20
Electric Railway Journal
December 30, 1922
't^3?i:'^'':H^;
ja^^^^fea^^^tea-nai. .iW ' - ^ . ~Z~i^- ■.■saa^gnw j mil iii. tmtm^ikiu
iforl>, Bacon $. "Cavie
Incorporated
Business Established 1894
115 BROADWAY, New York
PHILADELPHIA CHICAGO SAN FRANCISCO
Stone & Webster
Incorporated
EXAMINATIONS REPORTS APPRAISALS
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
XM ARNOLD COMPANY
ENGINEERS— CONSTRUCTORS
ELECTRICAL— CIVIL— MECHANICAL
105 South La Salle Street
CHICAGO
ALBERT S. RICHEY
ELECTRIC RAILWAY ENGINEER
WORCESTER. MASSACHUSETTS
REPORTS — APPRAISALS— RATES — OPERATION — SERVICE
C. E. SMITH & CO.
Consulting Engineers
2065-75 Railway Exchange Bldg., St. Louis, Mo.
Chicago Kansas City
Investigations, Appraisals, Expert Testimony, Bridge
and Structural Works, 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 Construction
43 Cedar Street, New York City
WALTER JACKSON
Consulttmt on Fares, Buses, Motor Trucks
Originator of unlimited ride, transferable weekly
pass. Campaigns handled to make it a success.
143 Crary Ave., Mt. Vernon, N. Y.
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
OPERATION— MANAGEMENT
52 VANDERBILT AVE.. NEW YORK
ENGELHARDT W. HOLST
Consulting 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
PETER WITT
UTILITY CONSULTANT
456 Leader-News Bldg., Cleveland, O.
Parsons, Klapp, Brinckerhoff & Douglas
WM. BARCI-AV PARSONS H. M. BHINKERHOI'K
EUGENE KLAPP W. i. I>Ol(iLAS
Engineers — Constructors — Managers
Hydro-electric Railway Light and Industrial Plants
>\ppraisals and Reports
CLEVELAND NEW YORK
1S70 Hanna Bids. 84 Fine St.
DAY&ZIMMERMANN.Inc.
EHSINEER§
D£si^n. Construction
Jieporij", Valuations, 'Management
NEW YORK PHILADELPHIA Chicago
JAMES E. ALLISON & GO.
Consulting Engineers
Specializing in Utility Rate Gases and
Reports to Bankers and Investors
1017 Olive St., St. Louis, Mo.
December 30, 1922
The Corporation Service Bureau
D. H. Boyle, President L. A. ChrUtlansen, Vice President
A. R. McLean, General Manaser
LABOR ADJUSTERS
Investigations — Inspections — Confessions
OENEBAL OFFICES:
Suite 1215, Ulmer Building, Cleveland, Ohio
ElectricRailwayJournal 21
HlllllltlllllllllllllllllllllllllllllllllllUIIIIIIIIHIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIMinillllllllllllllllllHIKI^
Dwight p. Robinson & Company
Incorporated
Design and Construction of
Electric Railways, Shops, Power Stations
125 East 46th Street, New York
Chicago
Los Angeles
Youngstown
Montreal
Dallas
Rio de Janeiro
^^ /r.
Byllesby
Engineering & Management
Corporation
208 S. La Salle Street, Chicago
New York
Tacoma
KELLY, COOKE & COMPANY
Engineers
149 BROADWAY
NEW YORK
424 CHESTNUT STREET
PHILADELPHIA
SANGSTER & MATTHEWS
Consulting Accountants
ValnsMci sod Bate Speelaliat*
Depredation Consolidations Bate Schedules
Reports to Bankers
25 Broadway, NEW YORK
134 South LaSalle Street, CHICAGO
Joe R. Ong
Consulting Transportation Engineer
Specializing in Traffic Problems and in Methods to
Improve Service and Increase
Efficiency of Operation
PIQUA, OHIO
Transmission Line and Special Crossing
Structures, Catenary Bridges
WRITE FOR OUR NEW DESCRIPTIVE CATALOG
ARCHBOLD-BRADY CO.
Engineers and Contractors SYRACUSE, N. Y.
THE P. EDWARD WISH SERVICE
so Church St. Street Railway Inspection 131 State St.
NEW YORK DETECTIVES BOSTON
UV
Infi
ene
When Kaffir boys find an infene, or baboon.
asleep in the jungle and there is a dead snake
handy, they pull off what to their sense of
humor is a whale of a circus..
The dead snake is tossed about the baboon's
neck and when the poor monk wakes with a
start the show begins. He will screech and
moan in agonized fright for hours without
making the least effort to move, apparently
paralyzed with terror.
Just as many an operator will cuss himself blue
in the face seven days in the week over scored
and pitted commutators without making a single
constructive effort to get rid of the trouble
. . . when all that's needed is competent selec-
tion of Morganite Brushes, i. e., indwidual pre-
scription according to each motor's viorking
conditions accomplished by experts ivho do that
oTtd nothing else.
"A Morganite engineer
waiting to see you. Sir."
I
I
Main Office and Factory:
519 West 38th Street, New York
DISTBICT ENQINEEIRS AND AGENTS:
When writing the advertiser for information or
prices, a mention of the Electrical Railway
Journal would be appreciated.
= KIntric Power EQUipmenl Corp.,
= i:Ull and Wood Sts.,. Phila-
2 (ielpliia
= Klectrtcal Engineering & Nifg.
S Co., 90'J Penn. Ave., Pitts-
= biiigh
H J. F. Drumraey, 75 Pleasant
= St., Revere, Massachusetts
= W. R. Hendey Co., HogeBldg..
= .Seattle
Het-zog Electric & Engineering E
Co.. 150 Steuart St., San S
t^rancisco =
Special Service Sales Coiiipany, =
.'>02 Delta Uldg., Los Angeles s
Railway & Power Engineering =
Corporation, Ltd., 131 E^st- s
ern Ave., Toronto, Ontario, S
<?anada a
^iiiiiiiniiiniiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiniiiiiiiiniinniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiil
22
Electric Railway Journal
December 30, 1922
The New
Turnbuckle
Instead of a big coarse-threaded jam
nut that needs a two-fisted wrench
for application you require only a
pocket-size wrench that is applied at a
convenient angle. The secret? The
jam-nut idea is replaced by a split
clamp with a spring power that won't
be loosened once the little nut on the
side has been tightened.
This new turnbuckle will last as long
as the truck, because —
Ifs Boyerized!
"To use a flowery expres-
sion— you'll eventually use
Boyerized Parts, so
why not now ?"
— eventually you will use them, because sooner
or later will come the realization that they are
more economical because of the long-wearing
quality imparted by the Boyerizing (special
steel treatment) Process.
Why not begin using them now and begin
economizing at once?
Other BOYERIZED Parts
Brake Pins
Brake Hangen
Brake Lever*
Pedestal Gibs
Brake Fulcrums
Center Bearings
Side Bearings
Spring Post Bushings
Spring Posts
Bolster and Transom
Chafing Plates
Manganese Brake Heads
Manganese Truck Parts
Bushings
Bronze Bearings
Boyerized Parts cost slightly more because they last at least
four times as long as ordinary parts —
Let us quote you!
Bemis Car Truck Company
Eleftric Railway Supplies
SPRINGFIELD, MASS.
Reprfsentati t es :
Economy Electric Dovlcea Co., Old Colony Bldg.. Chicago, ni.
F. F. Bodler. 903 Monadnock Bid?., San Francisco, Cal.
W. P. McKenney. 64 First Street, Portland. Oregon
J. H. Denton, 1328 Broadway, New York City. N. Y.
A. W, Arlin, 772 Pacific Electric Bldg., Los Angeles, Cal,
^^g^^^^;^mNmm\\\\sm\^^^^^^^
OF A SERIES OF ARTICLES PICTURING THE INFLUENCE OF THE ENGINEER IN THE AFFAIRS
OF THE WORLD. PRESENTED BY THE McGRAW-HILL COMPANY, INC , WHOSE PUBLICATIONS
HAVE SERVED THE ENGINEER THROUGH HALF A CENTURY OF INDUSTRIAL PROGRESS
i^\\m\\\\\\m\\m\mm\\\\[\miiitiiiiwmu!ii;</^^^gi^^
Coal Age
Electrical
World
Electrical
Merchandising
American
Machinist
Industrial
Engineer
(Puihikidtn Ckieagt)
Engineering
and Milling
Journal-Press
American
Machinist
European Edition
(London)
THE SAFETY OF
INDUSTRY
SOME four centuries ago Leonardo da Vinci wrote a
treatise on flying in which he endeavored, though not
with entire correctness, to describe the mechanism of
a bird's flight. It took the intervening centuries to make his
theory a fact; and theory is valuable only when it becomes a
fact.
(Q, It is the irrefutability of basic facts which gives the modern
engineer the leadership in many of our greatest and most
essential undertakings.
(Q. In his hands he holds the safety of this industrial age. Not
merely its commercial stability, but the solution, as well, of
many of our problems of government, of the revision of
ethical principles, the defining of international agreements.
From his statistical data will be gleaned much of the means
for the social and material reconstruction of the world.
(H, The rise of the engineer as a leader in thought development
has been rapid. It has come through proof of his ability to
analyze, deduce and conclude; and then to put these findings
into action, to express energy in terms of fact,
CL An impressive proof of his leadership is his being found
among the directors of many important financial, commer-
cial and industrial corporations. And when an engineer speaks
his associates give heed. For he does not surmise, he states
facts; he does not offer conjecture or guesses, he submits
statistical evidence.
(Q. These newly risen leaders are the producers of facts, the
originators of statistics, the developers of proofs. Theirs is the
science of truth.They deal with absolutes, yet have no dogmas,
for their absolutes are bases for operations, not limitations of
practice.
(H. No new truth startles the engineer. He is able to see the
combinations of circumstance which lead to the one and only
possible conclusion which the new truth proclaims. The engi-
neer gives the safety of certainty to industry.
Power
Engineering
News-Record
Bus
Transportation
Electric
Railway
Journal
Ingenteria
Internacional
(Printed in Spanitk/
Chemical and
Metallurgical
Engineering
Journal of
Electricity and
Western Industry
(San FranciKt)
McGRAW-HILL COMPANY • INC
NEW YORK
\.\\\\^'\\\\\\\\'m\\\\\\\\\^\\^^^^^
Super Service
Cord and Cable
Rome Super Service Cord and Cable is
new — new in construction — ^new in the
service it renders — new in the terrific
tests it withstands. Fit for the tough-
est job in every service where endurance
counts.
Fine stranded copper, effectively insu-
lated and built up with cotton and
rubber, over all a heavy layer of Super
Service 60% rubber with embedded
cords, vulcanized in steel molds under
tons of pressure.
Send for a sample, get a bit of it be-
tween your hands, feel that moulded-
on name, try to break it, tear it, cut it
— treat it to the most destructive tests
you know — and know why we call it
Super Service.
So-
^u Snip the Coupon^
We Ship the Sample
DON'T DO IT TO DAY
DO IT NOW !!!
TO THE ROME WIRE COMPANY. 159 RAILROAD STREET, ROME. NEW YORK
PLEASE SEND THAT SAMPLE OF ROME SUPER SERVICE PERSONALLY TO:
Name:
Company:
Address:.
Checlz f Super Service Cabl? D
Kind < Super Service Cord „.. Li
Wanted (_ Super Seivice Heater Cord D
December 30, 1922
Electeic Railway Journal
25
-^MR.- HAPPY HIFLEX
Ma-NE'OLOSPRING
Who Is Hiflex?
He is the "missing link" between comfort and un-comfort — or
profit and loss.
He is that property which gives to the
MITTEN -TRAYLOR MOTORBUS
the easy riding and safe operating qualities which make it a real
passenger carrying vehicle — a profitable passenger carrier.
In a word — HIFLEX is a super spring suspension — not merely a
shock absorber — that makes possible the operation of a Mitten-
Traylor Motorbus on solid tires with all the comfort, economy and
reliability of a pleasure car on pneumatics.
Meet HIFLEX — our bulletin will introduce him to you.
MITTEN^TRAYLOR
N
R.
K
^kiladolp kicL
[■llllliHl
26
Electric Railway Journal
December 30, 1922
In Last Week's News:
$8,513,000 Spent in St. Louis
in Three Years
17,782 Items of Supplies Bought
COL. A. T. PERKINS, manager for
receiver United Railways, St. Louis,
Mo., appeared before the Electrical
Board of Trade in St. Louis a few days
ago and gave a succinct account of the
last three and a half years' stewardship
of the property under the receiver. He
tOild his hearers what the city must have
or should do in connection with a reor-
ganization, which is e.xpected to take
place early in 1923.
» -'i; *
Surprise Expressed at Figures
Expressions of amazement were heard
at some of the tables when Colonel Per-
kins launched into the manufacturing
feature of his talk by stating the extent
of supplies purchased by the receiver.
He is using 17,782 different items of sup-
plies, according to a catalog recently
completed.
* « *
Colonel Perkins then said :
"In the last three years we have re-
constructed 100 miles of track at a cost of
$4,000,000. We have rebuilt 100 old cars
at_ a cost of $1,000,000. We have built
I SO new cars at a cost of about $1,500,000.
Another fifty new cars under way will
cost $513,000. To handle the new equip-
ment it has been necessary to build other
things — a new station and shops, seven
new power substations, besides spending
$1,500,000 for street paving for the use
of the public."
— and another
$4,000,000
will be raised
for further improvements
Daj/ by day in every way
the field gets better and better
Electric Railway Journal, New York
December 30, 1922
Electric Railway Journal
27
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
The Plant Behind the Product
"IRVINGTON"
Black— VARNISHED CAMBRIC— Yellow
The Standard of the World
Plant of
Tlie Irvington Varnish and
Insulator Co.
The largest and most modern factory devoted exclusively to the
manufacture and development of VARNISHED INSULATION.
Mitchell-Rand Mfg. Co., New York
T. C. White Electric Supply Co., St. LouU
E. M. Woicott, Rochester
Sal€» Repretentatives :
F. G. ScofieM, Torrnto
L. L. Fleig & Co., Chicago
Consumers Rubber Co., Cleveland
Clapp & Lamoree, Los Angeles
28 ElecteicRail WAY JOURNAL December 30, 1922
iiiiiiiiiiiiniiiiiiimiiiimi iiiiiiiii iiimiiiiiiiiiiiniiiiitiiiimiiiii iiiiuiriiiiiiiiiiiiiiin luuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiuiiiiiiiiiiiiiiiiuiijiiiiiiiiiii iiimdiin iiiiiii iiiiiiiiiiiiiiii i iiiiiiiii ihiiiii iiriiuiuimiiiiimiiiii|
7:30 P.M.— Supper Stony Cold
"I couldn't help it mother. I stood nearly an hour on the
comer of 8th and G Avenue* and the cars were lined up
for a mile.
"Something was wrong with the trolley wirejand the cars
couldn't run. I suppose it was sleet, just like that night
All Westinghouse Electric &
Mfg. Co. District Offices are
Sales Representatives in the
United States for the Nuttall
Electric Railway and Mine
Haulage Products. I n
Canada: Lyman Tube Co. &
Supply Co., Ltd., Montreal
and Toronto.
last winter when I walked home." Who fell down? Who
forgot to order Nuttall Sleet Cutters before the sleet storm?
Don't be caught unprepared.
Nuttall has them— all sorts— packed ready to express
today.
^^&
RD.NUnALL COMPANY
PnTSBURGH*|PENN5YD/ANlA
N-2569
aiuiiiMiiiiniHiiNiiMiMiiMiiiniiiiMriitiiMiiriiiriitMiiiiiiiiiMiiMirniiiiiMiiMiriiirntniMiiiiiriiMiiiiiiuiiiiMiiiiiHiirniiiiMiiiiiiiiMiiiiiiiiMiinirniMiiMu
Ti
December 30, 1922 ElectricRailwayJournal 29
^iiiiiniiniiuiiiiiiuiniHiiiiiiiiniiniiiriiiriiitiiiMiniiiiiiiMiHiuniniiiMiniiiniuMMnniiiHiiMiliniiiiMMMniiiiMniiiniHMiHiu^^^
492,750 miles
May J, 1913
April 10, 1922\
In that steady grind of City Rail-
way service
"Tool Steel"
And the user writes :
"We have several other pinions
yet in service and in good condition
which will probably give service
almost equal to the one we have just
taken out."
iiiiniiimiiiiiiiiiiiiMiHifliiuiiiniiiiiiimHiiHuiiimiiimHiiiiiiiiiiiiiHiitiiimiiiiiiiiiniiiiiniiitiinMitiiiiiiiiiiimhiniiMiiMiuiin
V-.;
i^'-
Advantages of HASKELITE Headlining —
The Lightest Weight Headlining Made Today
1 ^ The weight of 3/16 in. HASKELITE headlining is 0.58 lb. per square foot.
The weight of J4 '"• composition board is 0.9 lb. per square foot — an advantage
for HASKELITE of 53%.
2 _ HASKELITE headlining is exceptionally stiff, lengthwise of the car, and requires
support only at the carlines — 29 in. apart.
•3, HASKELITE headlining is furnished with face grain the long way of the car,
giving a transverse flexibility which permits the panels readily to be sprung into
place.
^^
4^ Panels requiring more than an eight or nine-foot radius of curvature are formed
by us.
5, The surface of HASKELITE headlining is smooth and close-grained — an ideal
surface for beautiful finish.
(y^ Widths available vary from 50 in. to 90 in.; lengths vary from 30 in. to 240 in.
by steps of 10 in.
Write for our Blue Print Booklet on HASKELITE roof,
and for samples of 3/16 in. HASKELITE headlining.
HASKELITE MFG. CORPORATION
133 W. Washington St.
Chicago, III.
30
Electric Railway Journal
December 30, 1922
uiiiiiiiiiiiMiiiiiliiiii Mil iiiiiMiiiiiiMiiiiiMiiiiiiiiili iiiiiliilii iiiiililiiiiiii I I I inimu uiiiiiiiiliimiuillllllilliiiliiilliil!
llillliliiiliiimiiiiiiiiiliiiiiiiililiiiiiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiillHi'.
llXELECnaGSIQWLS
For SaferService
Di<iandQeai^ .
Reliable and Ibsitive
' ; iAiiInexpensivePmtecticsi^^^^^ f:
lJ^iited5tatesEl^Gtric Signal &^
WcistNewUtet, Mais.
I International Creosoting |
& Construction Co.
Galveston, Texas I
i Plant — Texarkana Beaumont Galreston I
I MONEY SAVERS TO RAILWAYS |
I Treated railway ties, poles, piling, |
I bridge timbers, etc. |
I See our full page advertisement |
I in last week's issue, |
imiiiinMimiiirMninMiMirininMiiiiMniniiniUMiHmHiiMiiiiMiiMUiiiinMniimiinMiiMiinmiMiMiMiiMUiiiHimiiiirintnmtiitiiitn
Slltrl^llllll^l^l^ll^ltll|tllll|^lllllll^llrll^l^l^lllllllllll^l^llllHllltll^^il^lllllllllllllllllllllllllltllllllrlllll^lllllllllllll!ltlllllllll^
JTtMiiMiiiMiiiiiiiiiiMniiniiiiiitiiiiiiniiniiiiiiiiiiiiliiiiniiriiiiiiiiiniiiiiiMitiiiiiiiiiiiiHiiniiiiitiiiiiniiuiniiiiiiiiiiiniiiiiiiiiiiiiiiiiiiir
uiniiuiiiiHiimiMiiimiiiiii.MiriimiitnmiiiiuiiniUMniiiMniiiiiniiiMmnMuiiimiMiMiriiiMiMiiiMMiMimMniiuMmnnmiiinMMt^
ELRECO TUBULAR POLES i
E wmi|
f BARE AND INSULATED I
I Rome Merit Wins Customers |
I Rome Service Holds Them j
1 ROME WIRE COMPANY |
1 ' Main Plant and Executive Offices; Rome, N. Y. =
§ "Diamond" Branch: Buffalo, N. Y. |
I DISTKICT SALES OFFICES: |
= New York. SO Cliurrh St. ChicaEO. III., 14 E. Jackson Blvd. I
= Boston. .Mass.. Mttle Bldg. Detroit, Mich.. 25 Parsons St. S
= Los .Vneeles. Cal., t. O. Pomeroy, 336 Aznsa St. 'JllS-L i
^lllllliillinilliiiiiiilliiliiiiuiiliiiiiiiiiiiiiillllllltliillniiiiiiiiiriiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiHiiiiiiiiiin
^iiiiiiiiiiiiMiiiiitiiiiiniiniiiiiiiitnniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiitiitiiiiiiiiininiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiii
k AMELECTRIC PRODUCTS
BARE COPPER WIRE AND CABLE i
TROLLEY WIRE
WEATHERPROOF WIRE
AND CABLE
THE "miRt LgcK
TuC'CMAMreRco joint
I Re«. U. S. Pat. OIBce
1 Galvanized Iron and Steel
E Wire and Strand
COMBINE . I .
Lowest Cost Lightest Weight f | incandescent Lamo Cord
Least Maintenance Greatest Adaptability |
Catalog complete with engineering data sent on reiiaest i
PAPER INSULATED
UNDERGROUND CABLE
MAGNETIC WIRE
ELECTRIC RAILWAY EQUIPMENT CO.
CINCINNATI, OHIO
New York City, 30 Church Street
AMERICAN ELECTRICAL WORKS
PHILLIPSDALE, R. I.
Boston. 176 Federal; Chicago, 112 W.
Clneiiinstl, Traction Bldg.; New York, 2
Adama :
13 B'wa;
iiiimiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiniiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiuiiiiiniiiiiiiiuiiiiiiiiiniiiiiiuiiiiiui'' ^iHiniiiiiiiiiiiiiiiiiiiiiinniuiiiiinimiiiiiiiiiiuiiiiuiiiiiiiiiiiimiiiiiiiniiiiiniiiuiiiiiimiiiiiminiiiiiniiiniiiiiiiiiiiiimii
^iiitiiiniiiiiiitiiiiiiiiiitiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiniitiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiTiiiiiiiiiiiiiiiiitii
I FLOOD CITY
I Real Bonds and Trolley Line Specialties
I Flood City Mfg. Co., Johnstown^Pa.
SiiiiimiiiiiiiiiiiiiiiiiniiiuiiuiininiiiniiiiiiiiiiiiiitiiiiiiiiiniiiiiiiiiniiiiiiiiitiiiiiiuiiMiiiiuiiiiiiiiiniHiiiifiiiiiiiiiiiiiiiiiiMiiiiiiiiii
aiiiiiiiiiiiiiiiiMitniiMiiiiiiiiiiiiiiiiitiiimmiiiuiiiiiHiiiiiuiniiininiiiiiiiiiiMiiiiniitiiniiuiiiiiiiiiiiiiiiiiiiiiiiMtiiiiiiiiiiiMniiiiiiMir
^•iiiiiiiniiiiitiiiiiiniiiiiiiiniitiitiiiiiiiiiiiitiiiiiiiiiiifli
iimimiiiiiiiiiiimiiiiiiitiiiiiiiiiiniitiitiiiiiiiiiiiiimiiiiiiiiiiiiiii*:
Chapman
Automatic Signals
Charles N. Wood Co., Boston
^niiiiiiHimiiiiiMiHHiiiHiHiiiiiiiuiiiiiiiiimiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiriiiiiiniiiiPiHHiiMiiiiiHiiHn
^ 1 ROEBllNG
INSULATED WIRES AND CABLES |
JOHN A. ROEBLING'S SONS CO., TRENTON, NEW JERSEY I
lumiiiitiiiiiiiiiiiiiMiiiiiiiiiiiiiiniiniiiiiHiiiiiitiiiiiiiiiiiiiiitiiiiiiniiiiiiiiiiuiuiiiiiniittiiiniiiiiiiiiiiiiiiiiiiiiiniiiMuiiiiiiniiiiinii
)£ gnMnmMiriiiMiMiiMnMiMnMiMnmiiitmniMirinMniiriiiiininMirMiiiimimiMiiMimiMimiMuinMimiMiiiiiiMiiiiiiiiiiiuinimiiii^
AETNA INSULATION LINE MATERIAL |
Tliird Rail Insulators. Trolley Bases. Harps and Wheels. Bronze and |
Malleable Iron Frogs. Crossings. Section Insulators, Section Switches |
Albert & J. M. Anderson Mfg. Co.
28903 A Street Boston. Mass.
Established 1877
Branches — New York. 135 B'way
i Philadelphia, 429 Beal EsUte Trust Bldg. Chicago, 105 So. Dorboni St. §
= London, E. C. 4. 38-39 Upper Thames SI. |
^ujiuuiiiuiiiiiiimmwiiiimimtmiiiiiiiiiiimiiiiiiimiiiitiiimiiiiimiiiiiimiiiiinuiiiiuiiiimiiiiitiiimimiiuiiiuuuuiiiimiHiiin
-a-
December 30, 1922 ElectricRailwayJournal 31
^iiiiiiiiinmiiitiiuiiiiiiiiimiiininiiHiiHiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiHiimiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiMiitiiiiii ■amiiiiiiiiiiiiiiiiiiimmiiiiiiiiiiiiimimiiiiiiiiiNiiiiiiiiiiiiiiiiuiiiinmiiiimiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiim
SPECIAL TRACKWORK
Of the well-known WHARTON Superior Designs
and Constructions
Steel Castings
Forcings
Gas Cylinders
Conrerter and
Drop Hammer
Seamless
Electric
and Press
Steel
I Wm. Wharton Jr, & Co. Inc., Easton, Pa. |
I (Subsidiary of Taylor-Wharton Iron & Steel Co., I
I High Bridge, N. J.) |
I ORIGINATORS OF |
j MANGANESE STEEL TRACKWORK |
^iMHMniiniiiiiiHMHHniHiiiniininhiiMniiiiiiiiiiiiMiiiiiiiiiniiiiinMiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiNiiiiiiiniiiiiiiiiiiiniiiMiiiiniMiiiin
aiiiiiHiiiMrniiHiiniiiiiiiiMiiriiiiiiiMiiiniiiiMirriiiiiniiniiiiiiiiiiniiiiMniiniiniiiiiiiiiiiiiiiiiiHiiiiiiiniiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiii
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 & Grossing Go.
I Hoboken, N. J.
?iniiniimiiiiiii)niiHiiiiiiiiiiiiiii(iiiiiiiHii(iiiniiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiriiiiiiiiiiiniiiiiiiHiiiiiitiiiiiiin
Ktttlll I..II. IllllMIIIIIIIIIIIIIIIIIIIIIMIIIilllMiL
SPECIALISTS
in the
Design and Manufacture
of
Standard — insulated — and
Compromise Rail Joints.
The Rail Joint Company
61 Broadway, New York City
American
Rail Bonds
CROWN
UNITED STATES
TWIN TERMINAL
SOLDER
TRIPLEX
Arc Weld and Flame Weld
Send for new
Rail Bond Book
American Steel &Wire
CHICAGO /^^--.^.^^--..^-r
NEW YORK Company
■iiiiiiiiiiiiiiiiiiiifiiiiiiiMiiiiiiiiiiiiiiiiiiniiiiiNiiiiiiiiiiiiiiniiMiiiiiiiiiriiiriiiiiiiiiniiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiriKinn
gninijiiiiiiiiiiiitiiijjnjiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiitiiiiiiiiiiiiii»i>iMMiTMM'iiiMiiititiiifiiiiii»iiHliilii»iHmiiilini"""" m
~ a
3
N BARBOUR-STOCkV^^^^^ |
205 Broadway, C»mhri4stpoi% MaU. |
EstabluKed 1 858 I
*uiHiminiiDHiuii|iniiiiiuiiuiritiiiiiiiiiiiniiiiiHiitiiiiiiiiiiiiiiiitiiiiiiitiiiiiiiMiiitiHiiiitimiiiiiiiiiiiiiiiiiiiii
wiMiniiHiMiiiHiiiHMiiiHiiiiiMiiiiniiiMiHiiitiiiuiiiiiiiiiitiiniiiniiiiiiiiiiniiniiniiuiiiMiiniiiiiiniiriiiiiiiuiiitiiiiiiiMiiiiiiiiiiiiii _-
I AUTOMATIC SIGNALS
i Highway Crossing Bells
I Headway Recorders
I NACHOD SIGNAL COMPANY, INC.
I LOUISVILLE, KY.
£ =
jriiinMiiiiniiitiiininiiiiiiHiiiiMiiiiiiiiiMiiniiiiiiiiiiHiiuiiiiiiiiiMiiiiiiiiiiiiniiiiiiHiiHiiiiiiiniiMiiHiiiiiiiMiiiiiiHiiiiiiiiiiiiiiiiiinr
HHniiiuiiiiiiiMiiMnHMiiiiiMnHitiniininminniiiiiiMiiMnriiiMiiiiiiiinriniiniiniiiiiMiiiiiiiiiiiiiiifiniiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiMi^f
I Peirce Forged Steel Pins |
I with Drawn Separable Thimbles I
I Your best insurance against insulator breakage §
I Hubbard & Gompany
I PITTSBURGH, PA.
^iHtiiimmiiiiiiiiHimiiiiiiiiiiiiiiiiiiiiHiiiiiimimiiiiiiiiiiiiiiHiiHiiiiiiiiiiiiiimiiiiiimiiiiiiiiiiitiiiiiiiniimiiiiiiiiiiiiiiimiiiHHiin
Manufarfureri of
Special Work for Street Railways
I Frogs., Crossings, Switches and Mates
i Turncuta and Cross Connections
I' Kei-win Portable Crossovers
r BalkwIU Articulated Cast Manganese Crossings
tm^- ESTIMATES PROMf %
iiuMiiiiiiiiinimmiunmiinimimiimmniniiimmiinrmiiiiiniiiiimminniinnnniniinmnimimimnninminmriininiiuuiil
^itiiiriiiiiiiiriiiiiiitiiiti nil Miiiiiitmiiiiiiii iiiiiiiiiiiiiiiMiiiiiiiiniiiiiiHiiiiiiiiiiiiiiiiiiiiiiuMiitiniHtiiMiiiiiiiiiiniiiiiim
Standard Underground Gable Go.
Manufacturers of
BUectrio VVIrpg aiid Cables of all kinds;
also Cable Terminals, Jnnctlon Boxes, etc.
Boston Philadelphia Pittsburgh Detroit New York
San Francisco Chicago Washington St. Louia
^1" ii""ii"i>i"""ii"<""iii>"iiiiiiiiiiiiillliliii>ii>>iiiililuiiiiiiiilliiiiliiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiHiiiiliiiriiiiiiiiniiiiiimiiiiiE
SI""""" """""""""""MiiiiiiiiiiiniMmiiiiiii nil iiiiiiu iiiiniiiiiiii iiiiiiiiiiit iiiiiiiiip
i NASHVILLE TIE COMPANY I
Cross Ties:
White Oak, Chestnut, and Treated Ties.
Oak Switch Ties.
i i
Prompt shipment from our ovm stocks. i
Headquarters — Nashville, Tenn. |
A. D. Andrews, Terre Haute, Ind., Representative. I
!iu"iMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiTiiiiiiiiiiiumiMiiMiiiiiiiiiiiiiniiii iiiiiiiiiiiiiiiuiiiiiuiiiiiuiiiiiiiiiimiiiiiiiiiinminmnniiimc
S2
Electric Kailway Journal
December 30, 1922
iiiiiiiiiiimiiMiiiiiiiiiiiiiHniminiiiiiiifiiHiiuiinuiimiiiiiiHiiiiiniiuiniiniMiiniiiiiiiiiiinMiiiiiiiniiMiiiiiniiMiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiMiniiiiiiMitiiniinitiiiiiiiiiiiiiHiiiiiiiiiiiiimiiii^
The Indianapolis Switch & Frog Co., Springfield, Ohio
Indianapolis Economy Products That Make Dollars "Grow"
Indianapolis Solid Manganese: .
Projrs. Crossings. Mates and TongTie-switches. Super-auality
material. Par-excellenl designs. Gives many lives to one, of
ordinary construction and when worn down, CAN BE RE-
STORED by INDIANAPOLIS WELDING.
Indianapolis Electric Welder:
Efficient, Rapid, ECONOMICAL. Durable. Prioe, $2.00 (per
day for three hundred days) thoroughly dependable every day
In the year, upkeep about 75 cents per month. LAST A LIFE
TIME.
Indianapolis Welding Steel:
riuxated heat treated Metal Electrodes, insure Uniform De-
pendable Welds that are from 75 per cent to 100 per cent more
efficient, than the "MELT," from the same High Grade basic
stock, untreated.
Indianapolis Welding Plates:
Eliminate "Joints" and "Bonds" In Street Track. Higher In
Strength and Conductivity than the unbroken Rail. Installed
according to instructions, have proven THOROUGHLY DE-
PENDABLE, during 10 TEARS of "Time and Usage" TEST,
Extensively used in 48 STATES and COUNTIES. Recognized
as paramount MAINTENANCE ELIMINATORS.
Indianapolis Welding Supplies:
CABLES. HELMETS. LEaJSES. CARBONS.
Turntables:
Ball-bearing, for aflh-pits. storage yards, etc.
Indianapolis "Economy" Products:
are Pre-eminently "Money Savers." YES — "Money Makers" for
Electric Railways.
Siiiiimillliuilliiilliiilli iiiiilllliliiiiiir lliiir iriilllllillliniiiiiiiiililllillllllllllllllllil(liilllliliilllllllllllllllllliillllllllllllinill iiliiiiiiinillliilliiiliiiiriii iiiiiiiriiiiiii iiiiiiiiiiiriiniiuiliiilllllllllllliiillliiuiiimiiliiiiiiiiiiiiiimilllliiliiiiiiiiiiiiiiiiiii
Siiiiimiiiiiiimiiiiiiiiiiiiiiuriiiiiii riiii iiijMininiiiiMMiiMiiMiuinii»iniiMiiuniiiiiiriiMiuiiiiinijiiniiMiiiiiiiiui»iMMiiiiiiiiiiniiiinrijiMiiij»iiiiininininMj»iuii»iHiM»iiiMniiiiiiiiiriiiiiitiiMiiiifMiuiiiijrriiuiiiiiiiuiinijiiiiuiiiiMiiiiii^
THE BABCOCK & WILCOX COMPANY I
85 Liberty Street,
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
Dallas, Tbx„ 2001 Magnolia Building
Honolulu, H. T., Castle & Cooke Building
WORKS
Bayonne, N. J.
Barberton, Ohio
New York
Makers of Steam Superheaters
since 1898 and of Chain Grate
Stokers since 1893
BRANCH OFFICES
Detroit, Ford Building
New Orleans, 621-5 Baronne Street
Houston, Texas, Southern Pacific Building
Denver, 436 Seventeenth Street
Salt Lake Citt, 705-6 Kearns Building
San Francisco, Sheldon Building
Los Angeles. 404-6 Central Building
Seattle, L. C. Smith Building
Havana, Cuba. Calle de Agular 104
San Juan, Porto Rico, Royal Bank Building
aiiuiiiiiimiiiiiiiiMiiiiiinininiiniiiMiiiiiiiiiiMiriiiriiiiiiiiiitiiiMniiiHiiiinMiMiiiiuiiiiiniiitininiiuininiiiiiiiiiiiiiiiniiiiitiiMiiiiiiiiiMiiiiiiiiiiuiiiiiiiiiiiiiiiiniHiiiiiniinmiKiniiniiMmiMiit^
tiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiitiiiiiiiiiiitmiiniMiiiiiiiiiiiiiiiiiiniiiiiiiiMiiiiiiiiiniiiiiHiiiiitiiiiiitiiiiiiiiiiiiitiiiiiiiiMiiiiiiiiiiiiiiiiiiit: aiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiuiiiiiiiiiiiiiiiiiiimiiiiiiiininiitiitiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiMmtuiiiiiiiiiiiini*.
I RAII^CM" MOTOR BRUSHES
407
I Grade 407 is universally recognized and adapted as the premier I
I compressor motor brush on standard railway systems. One of a i
I series of standard railway compressor motor brushes. |
f COLUMBIA BRUSHES
I COST NO MORE — LAST LONGER \
i National carbon company, inc. i
I CLEVELAND, OHtO SAN FRANCISCO. CU. |
niiniiiiiiiiiiiiiiiiiiiiiiiitiiiniMiiiiitHitMUitiiiiiiinMitriiiiiiliuiiiuiiiiirMitiiinitiiiriitiiiiiiiiiiiiiiiiiriiiiiiiiiiiutiiiiiitiiiiiiiitiiiriiiii;
illllliMiitiiiillliiiliiiiuiiiiiiiiiMiiiiiiiillluililiuilluilllllllliuililliililiiiiiiiilitiiiriiiiiitHtuniuiMMiiiiiiiriiitliiiiliiliilirilillllliniL
Manufactured by electrical engineers who will
understand your insulating problems and render
intelligent service. Noted for uniformity and quality. It will pay
you to set in touch with
The Sterling Varnish Co., Pittsburgh, Penna.
ifuHi
We make a specialty of
ELECTRIC RAILWAY
LUBRICATION
We solicit a test of TULC
on your equipment.
The Universal Lubricating Co.
Cleveland, Ohio
.liiiiiiiiiiiiiiitiiiiiiiiiiiluiniiliilliiiiiliilliiiiiliiliiniltriiilliiiitiiiiiiMllliiMniliiiillMinriiiiiiiiuiittiiriiriiniiliitlillllirilliinilllliirin
uiiiiiiriiiiiiiriiiiitiiiniiiiitiMiiiiiiiiini)iiMiiiiiitiiiiiiiiniiiiiniiiiiiiiiiiiiiiiiiniiiiiniiiiiitiiiiiiiii[iiiiiiiiiiiiiiiiHiitiiiiiitiiniiiiiiiiii2:
Raniapo Iron Works
E<tabIUhed 1881
AJax Force CoQPiUiT
BtssbMshed 1883
RAMAPO AJAX Corporation
Rucc€98or
HILLBURN, NEW YORK
Chicago New York Superior, Wis. Niagara Falls, N. Y.
Automatic Return Switcli Stands for Passing Sidings
Automatic Safety Switch Stands
Manganese Construction — Tee Rail Special Work
?iiiiiiiiiiiniiiniiiiiiiiiiiniiiiiiitiiiiiiiitiiiiiniiiiii]iiiiii)iiiiiriiriiiitiiriiiiiiiiiiriiiriiii)iiiiiiiitiiiMiiiiiriiiini)riiiiiiiiiiriiiiiriiiiiiirtin niiiiiiritiiiiiiiiriiiiiiiMiiiniiiiniiiiiiiiniiiiiiiMiiiuiiiiiiiiiiiitiiiiiiiiiiiininiiniiiiiiiiiiiiirMiiiiiiniMiiuiiiriniiniininiiiiMniiiiiiiiir;
aiiiiiiiiiiniiiiiiiuiiniiiiiiiuiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiriiiiijiiniiii
a\ iiiiiiiiiiiiiiiiiim iiiiiijjimiiimim iimiliiui r iiiiilllllliililliiiirilillllliilljlllllillllllllllilllltllillllllltlllina
f
./prin
rvi
'°^ii^[S[LLh^
I Electrical Machinery, Steam Turbines, Steam Engines, |
I Condensers, Gas and Oil Engines, Air Compressors, I
I Air Brakes
1 1 RWB DYNAMOTORS I
i I FOR i
i I CARBON ARC RAIL JOINT WELDING f
CARBON ARC RAIL BONDING I
CARBON and METALLIC ARC GENERAL WELDING |
I I Rail Welding and Bonding Co., Cleveland, O. |
' uiiiiiiiHiMHnimiimiiiiiiuiraiiiiimiiiiiiimiiniiiiiiiniiiiui iiiiiiHiiiuiiiiiiiiiiiiii'iiiiminiiiiiiiiiiiiiiiiiiiiiiiiimmiiiiin Tiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiniiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiitiitiniiiii irim
December 30, 1922 ElectricRailwayJouenal 38
ill iiiiiniiiimimiiiMiiiiuiimiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiuiimiiiiimiiiiiiiiii iiiiiiiiuiiiiiiiiiuiiiiiiiiiiiiiig aiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliiiuiiiiiiiiiiiiiiiiiiii niiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiii miiiiiiig
TRACTION MOTORS
DESERVE THE BEST
Let Us Prove That
i RAILWAY MOTOR BRUSHES
ARE THE BEST
i BECAUSE
I They are SELF-LUBRICATING, NON-
I ABRASIVE and of UNIFORM QUALITY.
I Their CARRYING CAPACITY is HIGH and their
I COEFFICIENT OF FRICTION LOW.
I There is a specially designed grade for every purpose —
I RAILWAY" MOTORS, AIR COMPRES-
I SORS or POWERHOUSE EQUIPMENT.
I Write for CATALOG fi-3
I The United States Graphite Ck)mpany
I Saginaw, Michigan, U. S. A.
I District Offlcea:
Pittsburgh Cliiea«-o Denver
St. Louis San Francisco
New York
Phlladelpliia
Solo or Quartet
USED individually, there are Tri-
blocs to manage any load to 40
Tons; used in batteries of two, three,
or four, they take care of loads up to
80, 120 and 160 Tons respectively.
Write for information on any type or capacity to 40 tons
2222-D
FORD CHAIN BLOCK CO.
SND a DIAMOND STREETS
PHrl.ADEI.PHIA. PA.
OvtRSEAS RtPBCStNTMIVE
I I <^M^>Aa'£D.>a^S;iN,q»Y^COMP/^YyAMER.CA^^ |
mo DC JANEIRO
= PARIS BRUSSei-B TURIM BARCKUONA _
^iniiniiiiMiuiiriiimitiiirMimiMiiiiinmMiiinimriiimniniMimimrriiirMiiiHMiiMiiiiirmriiniiiiMimimimiMiuiimnimiw^^^
miiiininMiniiniiumiinMiiMumiintmriiiiMitiiimHiinmMnMriiiimimnMiMiiMHMiiNimiiMiiMiitiniinmniintMimiimiMmiiiir
iiiinmiiniinimiiuiiiriiimrmiMitinmiiiiiiiimiiMiiiiiiMimimimimrMiimiMiiniiMiiiiirMiiriimimiimiimimiinitMim
MAIL THAT ORDER TO NIC
nMtiimiinmtMiiiiitMiiiiiiiiiitminmiiintiiiiiiiiiiiiiniiiiiinmtmriiiimiiiii imnMitMirriitiinMiiriiiMiiMHiMnrinMniiiiiiiiinmiiiMiiriiimriiuriirrmiiiiriiiMitiinMiiMnmniniimiiiMntiitiininMiiMi
auiiiiiiniiiiiiiiiiitiiiiiiiiiiiiiiiiMriiiiiiiniHiiiriiiiiiiiiiuiuiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniMiMtiiiiitiiitiiiriiiiiiiniiniiiiiiiiiiiii jiiiMiiiiiiMiMiitiiiiiiiiriiiiniiiiiiiitiiiiMiiniinniiiiMiiniiiiiiMiiHiiMiiniiiiiHiiMiiinnniMnniiniiiiriiiiniiiniinMiiiiiiiiiiiiiiiiiiiw
I Car Seating, Broom and Snow Sweeper
I Rattan, Mouldings, etc.
I AMERICAN RATTAN & REED MFG. CO.
I Broolflyn, N. Y.
I AMERICAN means QUALITY
I RATTAN SUPPLIES OF EVERY DESCRIPTION
%iiiiiiiiiHriiiiiiminiiniiiiiiuiiniiiiiiiiiii[iiiiiiiiiiniiiiiiiMiiiiiiiiiiii<iiiiriiii)iiiiiiiiiiiMiiiiiriiiiiiiiiiiriiiriiiiriiniHiiinii<iiiiiiiiiii
iniiiiiiiiiiiiriiiriiiiiiiiiii iiiiiiiriiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiJiiiiiriiiiiiiriiiiiiriiiiriiiiiiiiiiiiiJiiiiiriiiiiiiiiiiiiiiiiiiiiiifriiiiii'^
Waterproofed Trolley Cord
I Is the finest cord that science and skill can produce. |
I Its wearing qualities are unsurpassed. i
I FOR POSITIVE SATISFACTION ORDER I
I SILVER LAKE |
I If you are not famtliar with the quality you will be i
I surprised at its ENDURANCE and ECONOMY §
I Sold by N*t Wtlthtt mnd Pull Lmnath* |
I SILVER LAKE COMPANY I
I Mmndaetur9r9 of bmU, gignal mnd otA«r ecrdm. |
I NewtonTille, Massachusettt I
^iiiiiimiiMiiiiiuiiiiiiiiHiitiiiiMiiiiiiMiHiinHiniiniiiiiiiriiiiiiniiitiiniiiiMiiMiiiiiMiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiniiiiiiR
I BUCKEYE JACKS |
I high-grade R. R. Track and Car Jacks |
I ' The Buckeye Jack Mfg. Go. |
I Alliance, Ohio i
?iiiiniiiriiiriiiHiiriiiiiiiiMnriiitiiriiirriiiiiiii)itiiiiiiiiiiiiiiiiiinniiiiiiiiiiiiiiiiriHiiiiriiiiiiiiiiiniriiuiiiiiuiiiriiitiiirniriiiiiiiiiiiiiiiR
uiiirtiiiiiiiiiiitiiiiiiiiriiiiiiiiiiiiiiiMiriinriiiiiiiiiiriiiliiiiiiiiiiiiiiiiiiiMiiiiniiiiiinHiiiiiiiiiiiiiiiiiliiiiiiiiiiiiiiHiiiiiriiiiiHiiilimiiHK'.
i
I
FOR dependable service the I
W & B "Railroad Special" |
Wrench is unexcelled — and it's |
practically indestructible. |
Seven sizes, 6 to 21 inches. |
Screw Wrench Book on requett s
J. H. WILLIAMS & CO. |
"The Wrench People" =
BBOOELTN BUTTAIX) CmCAOO f
lISBlehardiSt. 143 Tulcin St. 114IW. latSt. I
.imiiiHiiiiiHmiiiHiuiiMiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiuuiuiiiniiiiiiiNiiiiiuiiiiiiiiiiiiiiiiiniiuiiuuimuiiiin
34
Electric Railway Journal
December 30, 1922
aiiiiuiBHiuiuiuuiuiiiiiiiiiiiiiiuiiimiiiimiimmiiiiiiiiiiiiiiriiiiiiiiiimmiiiiiiiiiiiiiiimiiiimiiiiiiiiiiiiiuiiiJiiiiiiiiiiiiiiiiunilU!^ ^iiiiiiiiiiiiiiimiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiuiiiiiiiiiiimiiiinimiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii^
U^^^
Ju*^
i_h-^
CORRECT IT
I USE LE CARBONE CARBON BRUSHES
:f^i^f'
/A-t^<^
COST MORE PER BRUSH
COST LESS PER CAR MILE
W. J. Jeandroii
345 Madison Avenue, Nev/ York
Pittsburgh Office: 634 Wabash Bldg.
San Francisco Office: 525 Market Street
Caiiadian Distributors: Lyman Tube & Supply Co., UA^
MoQtreail and Toronto
(imiiiinimiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiniiiriiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiniiiiiiinmiir
.iMiniiiiiiiiiiiitiiitiiniitiiiitiniitiiniiiiiiiMiiiiiiiiitiiuiiiiiiiiniiuiiiiuiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiniiiiiriiiiiiiimiiiiiiiuriiiiiiimv
VENTILATORS
JOHNSON
Universal
Changer
Adjustable
The best changer on the market.
Can be adjusted by the conductor to
throw out a varying number of
coins, necessary to meet chanreg id
rates of fares.
Flexible
Each barrel a separate unit. i>ermit-
ting the conductor to iiiterchanre
the barrels to suit his personal re-
quirements, and to facilitate the ad-
dition of extra barrels.
JOHNSON FARE BOX COMPANY
Ravenswood, Chicago, 111.
^llllillllllimimiimiMlMlllllliiiiiiiniiiiiiirliiiiiiiiiiiiiriiiiiiriniiiiiiiillriiiiiniiiiiniiiiiiiiniilinillllllimiMlltimi
aiiiiiiiuiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiruiiiiiiiiiitii!:
THE N-L New Style Type C Venti- j
lator is absolutely weatherproof, lays |
I low on roof, looks well and meets every |
I requirement of ventilation. i
i More than seven thousand N-L Ventilators |
I sold during 1922. |
I The Nichols-Lintern Company I
I 7960 Lorain Ave., Cleveland, O. |
I S-L Products manufactured and sold in Canada by |
I Railway and Power Engineering Corporation, Ltd., |
I 133 Eastern Avenue, Toronto, Ontario |
'Iciiiiiiiiiiiiiitiiiiiiiiniiiiiiiiiiiiiiiiiiuiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiriiiiiuiiiiiiiiiiiiiiriiiiiuiiiiiiiumiiiiiiiiiiiii'uiiii;
utuiiiniiiiiiiiiililiiiimiiiiiuiuilimiliniiiiiiiiiiiimillliilliilif iiiiliillll i iiiimmi iiiiiiiiiiiiniriii iiiiiiiij,
Safe One-Man Car opera-
tion demands that the
motorman's fare collection
duties be reduced to the
minimum. This is accom-
plished by the use of
CLEVELAND
Fare Boxes
The Cleveland Fare Box Co. I
Cleveland, Ohio
I, uuiiiciimiiiiiiiii iiiiiiiiiimiiii iiiiiiiiiiiiuiiiii mimiiimiiiiiiiiuii ii miiiii miniiiiiiiiiiuiiii
j,„„ Miiiiimi 1 11 iiiuiii iiiiiii iiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiii iiiiiiiiiii|
Type R-10
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
mniimiiiiiitiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiitiiiiiiitiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiniiiiiiii!
A Style for |
Every Service |
Send for CattUog |
BONNEY-VEHSLAGE i
TOOL CO. i
Newark. N. J. 1
I Failllllllili miiiiiiiiiiimiiiiiuimiiiiillllllliiiiiiiiui ii i mi imiiiii i i iiiiiiiiiiii i iiiiiiiiif
I ^HIIIlllllllllMlMllllllllllllllllllllllllllMlMlllllllllMlllllMIMllllllllllllllllllllillllllimillillllllllllllllllllllllllllllllllllirilllllllllillllllill^
Direct |
Automatic |
Registration |
By the |
Passengers |
Rooke Automatic |
Register Co. |
Providence. R- I. I
\iiiiiiMiiiiiiiitiiiiiiiiillliiliHllillHilMillliiiiitiiiiiiiiiiiiiiiiiiiillliiiiuiimniiiiilliitiMiiiittiiiiiHiiimiiiniiliiiHiiiimiiiiiiiiiiiiiiiih=
Company
December 30, 1922
Electric Railway Journal
35
Searchlight Section
EMPLOYMENT- BUSINESS OPPORTUNITIES- EQUIPMENT
UNDISPLAYED— KATE PER WORD:
i^ositiona Wanted. 4 cents a word, m'nitnum
75 cent^ an Insertion, payable in advance.
Fositiom Vacant and all other classifications,
8 cents a word, ininimum charge {2.00.
ProvosaU, 4C cents a line an insertion.
INFORMATION :
Box Numbers In care nf any of our ofilces
count 10 words additional in undisplayed ads.
Discount of \0% If one payment is made In
advance for four consecutive insertions of
undisplayed ads (not including proposals).
DISPLAYED— RATE PER IXCH :
1 to 3 Inches 14.50 an Inch
4 to 7 inches 4.30 an inch
8 to 14 inches . 4.10 an inch
An advertigirtff inch is measurfd ve-tically on
one column, 3 columns — 30 inches — to a page.
POSITIONS VACANT
POSITIONS WANTED
AUDITOR, broad experience as chief ac-
counting officer with representative util-
iiy interests, now engaged on important
work for federal government, desires
connection with progressive utility as
auditor, secretary or treasurer. PW-488,
Electric Railway Journal, Real Estate
Trust Bldg., Philadelphia, Pa.
CIVIL engineer, technical ; married ; mem-
ber American Society Civil Engineers ; six
years' miscellaneous engineering experi-
ence, twelve with street and Interurban
POSITIONS WANTED
railways ; present, engineer maintenance
of way and structures, large property ;
engineer of recognized ability ; excellent
references ; interview solicited. PW-i89,
Elec. Ry. Journal, Old Colony Bldg., Chi-
cago. 111.
SUPERINTENDENT motive power and
equipment, with good record based on
broad experience, city and interurban,
A.C. and D.C., desires position. PW-491.
Elec. Ry. Journal, Old Colony Bldg., Chi-
cago, 111.
3>lll<MMIII>llltlllllll
DRAFTSMAN wanted ; familiar with steam
and street railway special track work.
State salary, experience, etc. P-495, Elec.
Ry. Journal, Old Colony Bldg., Chicago,
ill.
ENGINEER wanted , familiar with street
railway special track work, to work into
sales organization. Give full details in
first letter. P-494, Elec. Ry. Journal, Old
Colony Bldg., Chicago, 111.
ENGINEER with broad experience in elec-
tric railway field for important editorial
position on Electric Railway Journal ;
must be under thirty-five, energetic, good
personality and must have a constructive
view of the industry. If you are one who
enjoys lots of hard work as well as wide
association in a fine way witii electric
railway men and can write, address Man-
aging Editor, Elec. Ry. Journal, 10th Ave.
at 36th St., New York City.
GRADUATE electrical engineer wanted by
large street railway in eastern Pennsyl-
vania for manager's office ; should be
about thirty years of age, experienced
thoroughly in street railway motors,
feeder lines and substations ; preferably
a man with shop experience. P-490, Elec.
Ry. Journal, 10th Ave. at 36th St., New
York City.
SUPER1NTP:NDKNT wanted for Street
Railway Company in a town of 25.000
people in the Southwest, operating 12
cars. None but high grade men of
experience need apply. P-497. Electric
Railway Jouraal, Old Colony Bldg..
Chicago. 111.
YOUNG engineer, with a year or two ex-
perience in the electric railway field, for
an editorial position in New York on
Electric Railway Journal. Journal edi-
torial work offers a splendid opportunity
for a man to grow rapidly. Must be
energetic and have initiative; good op-
portunity for advancement. Address
Managing Editor, Elec. Ry. Journal, 10th
Ave. at 36th St., New York City.
aimuiiiiiiMimiiiiHiiiiiiiimiiminiiiiiitiiiitiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiniiiiiiHimiiHiHiiiniiiiimimiiniimiiniiMiiiiiiiiiiininriiiiiniiniiniiiiiiniiiMiiiiiniiniiuiiiiiiiiii^^
FOR SALE
I An exceptional opportunity is offered to acquire the
Completely Equipped Plant and Good Will
of an Established Electrical Manufacturing
Company
I with a national reputation for making the highest grade of product, and
I known to practically every large public, service company in the country.
I The entire business may be purchased outright or a portion of the capital stock.
I Address: BO-400. Ekctrie Railway Journal. 10th Ave. and 3Uth St., New York.
< milltV JIHIIillMllllttMl
I>OR 8AI.B
20— Peter Witt Cars
Weight Complete, 33,000 lbs.
Seat 53, 4 — G. E, No. 358-C Motor*.
K-12-H Control. Wes(. Air Taylor Truck*.
R.H. Type. Complete,
ELECTRIC EQUIPMENT CO.
Commonwealth Bldp., Philadelphia. Pa.
FOR SALE
1 New Indianapolis
ELECTRIC WELDER
TRANSIT EQriPMENT CO.
Cars — Motors
501 Fifth Avenue, New York,
The Searchlight Advertising in This Paper |
s
\s read by men whose success depends upon thorough knowledge of means to an end — whether it be the sccur- |
ing of a good second-hand piece of apparatus at a moderate price, or an expert employee. I
THE BEST PROOF |
of this is the variety of this journal's Searchlight ads. Without a constant and appreciable demand for |
such machinery or services, by its readers, the market place which these advertisements represent could not |
exist for any length of time. Are v»« using the Searchlight Section? |
auiiitimiiiiiiiiiiiniHiiiiiiniiiiiriiiiniiiiiiitiiniiitiitiiiiiiiniiiiimiiHimiimimiiiiiiiiiitiiinmiiiiiiiriiiiniiiiimiiiinitiiiHiiiMiiiiinMiniiiiiiiiinMiniiitiimiiiiiMimiiiiiim
jriiitriiiiMiiiiiiMiiiiiiiiiiMiiriiiiinMiiiiiniiniiiiiiniiilillliiiMiliiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiinilrMiniiiiMiiiMiiiMimimiiiiimiit
Gets Every Fare i
PEREY TURNSTILES I
or PASSIMETERS I
£iiHtnHiiriiHMiMiKiniMiriinnniiiiMitMnniiiniiiiiiiniiiiiiiiiiriiniiiiiiiifiiiiiiiiiiniiiiimiiiiiiHiiiiiiiiiiiiiiiitiinMmii(iiiiiiiiiiitis
j "Paint Sells Transportation" I
i Let us show you i
I BECKWITH-CHANDLER COMPANY
I 203 EMMEHT ST. NEWARK, N. J.
Percy Manufacturing Co., Inc. I
_ _ _ 30 Church Street, New York City f
^mitiritiiiiiiitiiiniiiiiiiiiiiiiiiiiiiiiiiMiitiiiriiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiirHiriiiiiiiiitiiitiiiiiiiiiiiifiiiHiitiiiiiiiiitiiitiiiS ^iiriiim HiiiitiimiiiiiiiiiiiiiiiiiHiiiHiiHiiHiiMiimiitiiiiiiiiiiiiiiiiiiitMiiiiiiriitiiiniiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiHiiii:
Use them in yonr Prepa.vment Areas and
Street Ottis
36
Electeic Railway Jouknal
December 30, 1922
WHAT AND WHERE TO BUY
Equipment, Apparatus and Supplies Used by the Electric Railway Indnslry with
Names of Manufacturers and Distributors Advertising in this Issue
Advertising, Street Car
Collier, Inc., Barron G.
Air Receivers, Afterooolen
Ingrersoll-Band Co.
Anchors, Guy
Electric Service Sup. 0».
Ohio Brass Co.
Standard Steel Worka Co.
Westinghouse £. & M. C«.
Armature Shop Tools
Elec. Service Supplies Oa.
Antomatio Betorn Switch
Stands
Bamapo Ajax Corp.
Automatic Safety Switch
Stand*
Ramapo Ajax Corp.
Bemis Car Truck Co.
St. Louis Car Co.
Axles, Car Wheel
Bemis Car Truck Co.
Brill Co.. The J. Q.
Westinghouse E. ft H. O*.
Axle Straightenecg
Columbia M. W. * M. 1. Co.
Babbitt Metal
More-Jones Br. & Metal O*.
Babbitting Devices
Columbia M. W. & U. I. 0*.
Badges and Button*
Electric Service Sup. Oo.
Intemat'l Register Co., Tb*
Batteries, Dry
National Carbon Ca.
Bearings and Bearing Uetal*
Bemis Car Truck Co.
Columbia M. W. & M. I.O>.
General Electric Co.
Gilbert & Sons, B. F. A.
Le Grand, loc.. M«
More-Jones Br. & Metal Co.
Westinghouse E. & M. C*.
Bearings, Center and Boiler
Side
Stucki Co., A.
Bearings, BoUer
Stafford Roller Bearing Gar
Truck Corp'n
Bells and Oongg
Brill Co., The J. G.
Columbia M. W. ft M. I. 0*.
Consolidated Car-Heating 0».
Electric Service Sup. Oo.
Boilers
Babcock & Wilcox Oo.
Bonding Apparatus
American Steel & Wire 0*.
Electric Service Sup. Co.
Indianapolis Switch ft Froi
Co.
Ohio Brass Co.
Rail Welding & Bonding Oo.
Railway Track-work Co.
Bonds, Rail
American Steel & Wire O*.
Electric Service Sup. Co.
General Electric Co.
Indianapolis Switch ft Frotf
Co.
Ohio Brass Co.
Railway Track-Work Co.
Rail Welding & Bonding Oo.
Westinghouse E. ft M. Oo.
Book rnblishers
McGraw-Hill Book Co.
Brackets and Cross Arm*
(See also Poles, Tie*,
Posts, etc.)
Bates Exp. Steel ft Tr. Oo.
Electric Ry. Equip. Oo.
Electric Service Sup. Co.
Hubbard & Co.
Ohio Brass Co.
Brake Adjusters
National Ry. Appliance O*.
Westinghouse Tr. Br. Co.
Brake Shoes
Amer. Br. Shoe ft Fdry. Oo.
Barbour-Stockwell Co.
Bemis Car Truck Co.
Brill Co.. The J. G.
Columbia M. W. & M. I. Oo.
Brakes, Brake Systems and
Brake Parte
Allis-Chalmera Mfg. Oo.
Bemis Car Truck Co.
Brill Co.. The J. G.
Columbia M. W. ft M. I. Co.
General Electric Co.
National Brake Co.
Westinghouse Tr. Br. Co.
Brooms, Track, Steel or Bat-
tan
Amer. Rattan & Reed Mfg.
Co.
Brushes, Carbon
General Electric Co.
Jeandron. W. J.
Le Cnrbone Co.
MorKanite Brush Co.
National Carbon Co.
Westinghouse E. & M. Co.
Brushes, Grapliite
Morganite Brush Co.
National Carbon Co.
U. S. Graphite Co.
Brushes, Wire Pneumatic
Ingersoll-Hand Co.
Brush Holders
Anderson Mfg. Co., A. &
J. M.
Columbia M. W. & M. I. Co.
Buses, Motor
Brill Co., The J. G.
Mitten Traylor. Inc.
St. Louis Car Co.
Bushings
Nat'l Fibre & Insulation Co.
Bushings, Case Hardened and
Manganese
Bemis Car Truck Co.
Brill Co.. The J. G.
Cables (See Wires and
Cables)
Cambric, Tapes, Yellow &
Black Varnished
Irvington Varnish & Ins. Co.
Carbon Brushes (See Brushes
Carbon)
Car Lighting iFixtnres
Elec. Service Supplies
Car Panel Safety Switches
Consolidated Car-Heating Co.
Westinghouse E. & M. Co.
Cars, Dump
Sitterential Steel Car Co.
Cars, Gas Bail
St. Louis Car O).
Cars. Passenger, Freight
Express, Etc.
Amer. Car Co.
Brill Co., The J. G.
Kublman Car Co., G. C.
National Ry. Appliance Co.
St. Louis Car (3o.
Wason Mfg. Co.
Cars, Second Hand
Electric Equipment Co.
Care, Self-Propelled
General Electric Co.
Castings, Brass, Composition
or Copper
Anderson Mfg. Co.. A. ft
J. M.
Columbia M. W. ft M. I. Co
More- Jones Br. ft Metal Co
Castings, Gray Iron and
Steel
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Castings, Malleable and
Brass
Amer. Brake Shoe ft Fdry.
Co.
Bemis Car Truck Co.
Columbia M. W. ft M. I. Co.
Le Grand, Inc., Nlc
Catchers and Betrievers,
Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Wood Co.. Chas. N.
Catenary Construction
Archbold-Brady Co.
CeilinKB. Pl.rwood. Panels
Haskelite Mfg. Co.
Circuit Breakers
General Electric Co.
Westinghuse E. & M. Co.
Clamps and Connectoffv for
Wires and Cables
Anderson Mfg. Co.. A. ft
J. M.
Electric Ry. Equip. Ck).
Electric Service Sup. Co.
General Electric Co.
Hubbard & Co.
Ohio Braes Co.
Westinghouse E. ft M. Co.
Cleaners and Scrapers —
Track (See also Snow-
Plows, Sweepers and
Brooms)
Brill Co.. The J. G.
Ohio Brass Co.
Ousters and Sockets
General Electric Co.
Coal and Ash Handling (See
Conveying and Hoisting
Machinery)
Coll Banding and Winding
Machines
Columbia M. W. ft M. I. Co
Electric Service Sup. Co.
Coils, Armature and Field
Columbia M. W. ft M. I. Co
Economy Elec. Devices Co.
General Electric Co.
Borne Wire Co.
Colls, Choke and Kleklnr
General Electric Co.
Westinghouse E. ft M. Co
Coin-Counting Machines
Electric Service Sup. Co.
Internat'l Kegister Co.. The
Johnson Pare Box Co.
Commutator Slotters
Electric Service Sup. Co.
General Electric Co.
Westinghouse E ft.M. Co.
Commutator Truing Devices
General Electric Co.
Commutators or Parts
Cameron Blec'l Mfg. Co.
Columbia M. W. ft M. I. Co.
General Electric Co.
Westinghouse E. ft M. Co.
Compressors, Air
Allis-Chalmers Mfg. Co.
General Electric Co.
IngersoU-Band Co.
Westinghouse Tr. Br. Co.
Compressors, Air, Portable
Ingersoll-Band Co.
Condensers
Allis-Chalmers Mfg. Co.
General Electric Co.
Ingersoll-Band Co.
Westinghouse E. ft M. Co.
Condensor, Papers
Irvington Varnish ft Ins. Co.
Connectors, Solderless
Westinghouse B. & M. Co.
Connectors, Trailer Car
Consolidated Car-Heat'g Co.
Electric Service Sup. Co.
Ohio Brass Co.
Controllers or Parts
Allis-Chalmers Mfg. Co.
Columbia M. W. ft M. I. Co
Cieneral Electric Co.
Westinghouse E. ft M. Co.
Controller Begnlators
Electric Service Sup. Co.
Controlling Systems
General Electric Co.
Westinghouse E. ft M. Co.
Converters, Rotary
Allis-Chalmers Mfg. Co.
Gener,il Electric Co.
Westinghouse E. ft M. Co.
Conveying and Hoisting Ma-
chinery
Columbia M. W. ft M. I. Co.
Copper Wire
Anaconda Copper Min. Co.
Cord Adjusters
Nat'l Fibre ft Insulation Co.
Cord, Bell, Trolley Register,
etc.
Brill Co.. The J. G.
Electric Service Sup. Co.
Intemat'l Register Co.. The
Roebling's Sons Co.. J. A.
Samson Cordage Works
Silver Lake Co.
Cord Connectors ft Couplers
Electric Service Sup. Co.
Samson Cordage Works
Wood Co., Chas. N.
Couplers, Car
Brill Co.. The J. G.
Ohio Brass Co.
Westinghouse Tr. Br. Co.
Cranes
AUis-CJhalmers Mfg. Co.
Cross Arms (See Brarkets)
Crossings
Ramapo AJax Corp.
Crossing Foundations
International Steel Tie Co
Crossing Frog ft Switch
Ramapo Ajax Corp.
Wharton. Jr., ft Co., Wm.
Crossing Manganese
Indianapolis Switch ft Prog
Co.
Bamapo Ajax Corp.
Crossing Signals (See Sig-
nals. OoRsing)
Crossings Track (See Track)
Special Work)
Crossings, Trolley
Ohio Brass Co.
Cmshers. Rock
Allls-Chalmers Mfg. Co.
Door Operating Devices
Con. Car-Healing Co.
Nat'l PnL'umatic Co., Inc.
Doors and Door Fixtures
Brill Co.. The J. G.
General Electric Co
Doors, Folding Vestibule
Nat'l Pneumatic Co.. Inc.
Draft Rigging (See Couplers)
Drills, Rock
Ingersoll-Band Co.
Drills, Track
American Steel ft Wire (3o.
Electric Service Sup. (3o.
Ingersoll-Band Co.
Ohio Brass Co.
Dryers, Sand
Electric Service Sup. Co.
Curtains and Curtain
Fixtures
Brill Co., The J. G.
Electric Service Sup. Co.
Morton Mfg. Co.
Dealers' Machinery
Electric Equipment Co.
Derailing Devices (See Track
Work)
Derailing Switches
Ramapo Ajax Corp.
Destination Signs
Columbia M. W. ft M. I. Co.
Electric Service Sup. Co.
Defective Serrtee
Wish Service, P. Edward
Dogs, Lathe
Williams a (Jo., J. H.
Ohio Brass Co.
Electrical Wires and Cables
Amer. Electrical Works
American Steel ft Wire Co.
Boebling's Sous Co., J. A.
Electric Grinders
Railway Track-Work Co.
Electrodes, Carbon
Indianapolis Switch ft Frog
Co.
Bailway Track-Work Co.
Electrodes, Steel
Indianapolis Switch & Frog
Co.
Railway Track-Work Co.
Engineers Consulting Con-
tracting and (>peratlng
Allison & Co.. J. R.
Archbold-Brady Co.
Arnold Ck).. The
Beeler. John A.
Byllesby & Co.. H. M.
Day ft Zimmermann
Feustel, Robert M.
Ford. Bacon ft Davis
Hemphill ft Wells
Hoist. Englehardt W.
Jackson, Walter
Kelly. Cooke & Co.
Ong, Joe R.
Parsons. Klapp, Brinkerhoft
& Douglas
Richey, Albert 9.
Robinson ft Co.. Inc.,
Dwight P.
Sanderson ft Porter
Sanirster & Mathews
Smith ft Co.. C. E.
Stone ft Webster
White Engineering Corp..
The J. G.
Witt. Peter
Engineers, Consulting, Con-
Engines. Gas, Oil or Steam
Allls-Chalmers Mfg. Co.
Ingersoll-Rand Co.
Westinghouse E. ft M. Co.
Fare Boxes
Cleveland Fare Box (^.
Economy Electric Devices
Co.
Johnson Fare Box Co.
National By. Appliance Co.
Fences, Woven Wire and
Fence Posts
American Steel ft Wire <3o.
Fenders and Wheel Guards
Brill Co.. The J. G.
Cleveland Pare Box Co.
Consolidated Car Fender Co.
Electric Service Sup. (jo.
Le Grand. Inc.. Nlc
Fibre and Fibre Tubing
Nat'l Fibre ft Insulation Co
Westinghouse E. & M. Co.
Field CoUs (See Colls)
Flooring Composition
Amer. Mason Safety Tread
Co.
Forglngs
Columbia M. W. ft M. I. Co.
Williams ft Co.. J. H.
Frogs ft Crcsslnn, Tee Ball
Bamapo Ajax Corp.
Frogs, Track
(See Track Work)
Wharton. Jr., ft Co.. Wm.
Frogs, Trolley
Ohio Brass Co.
Fuses and Fuse Boxes
Columbia M. W. ft M. I. Co.
Consolidated Car-Heating Co.
General Electric Co.
Westinghouse E. ft M. Co.
Williams ft Co.. J. H.
Fuses, Reflllable
Columbia M. W. ft M^. I. Co.
(Jeneral Electric Co.
Gages, Oil and Water
Ohio Brass Co.
Gaskets
WestinrhoTise Tr. Br. Oo.
Gas-iaectTte Cars
General Electric Co.
lias Producers
Westinghouse E. ft M. Co
Gasoline Torches
Economy Electric Derice^
Co.
Gates, Cor
Brill Co., The J. G.
Gear Cases
Columbia M. W. ft M. I. Co.
Electric Service Sup. Co.
Westinghouse E. ft M. Co.
Gears and Pinions
Bemis Car Truck Co.
Columbia M. W. ft M. I. Co.
Electric Service Sup. Co.
General Electric Co.
National Hallway Appliance
Co.
Nuttall Co.. R. D.
Tool Steel Gear ft Pinion
Co.
Generating Sets, Gas-Bleetric
General Electric Co.
Generators
Allis-Chalmers Mfg. Oo.
Westinghouse E. ft M. Co.
Goggles, Blyes
Indianapolis Switch ft Frog
Co.
Smith Heater Co.. Peter
Gongs (See Bells and Oongs)
Greases (See Lnbrteaats)
Grinders and (Grinding Sup-
plies
Indianapolis Switdi ft Frog
Co.
Railway Track-Work Oo.
Grinders, Portable
Railway Track-work Oo.
Grinders, Portable EleeMc
Railway Track-work (3o.
Grinding Bricks and Wheels
Railway Track-work Oo.
Guard Rail Clamps
Ramapo Ajax Cxirp.
Guard Rails, Tee BoJl and
Manganese
Ramapo Ajax Corp.
Guards, Trolley
Electric Service Sup. Co.
Ohio Brass Co.
Hammers, Pneumatic
Ingersoll-Rand Co.
Harps, Trolley
Anderson Mfg Co., A. ft
J. M.
Electric Service Sup. O).
More-Jones Br. ft Metal Co.
Nuttall Co.. R. D.
Star Brass Worka
Headlights
Electric Service Sup. (3o.
(general Electric Co.
Ohio Brass Co.
Headlining
Haskelite Mfg. Co.
Heaters, Car (Electric)
Consolidated Car Heating Co
Economy Electric Devices
Co.
Gold Car Heating ft light-
ing Co.
National Ry. Appliance Co.
Smith Heater C!o.. Peter
Beaters, Car, Hot Air and
ll^ater
Smith Heater (3o.. Peter
Heaters, Car (Stove)
Electric Service Sup. Co.
Sterling Varnish Co.
Westinghouse E. ft M. Co.
Helmets, Welding
Indianapolis Switch ft Frog
Co.
Railway Track-Work C!o.
Hoists and Lifts
Columbia M. W. ft M. I. Co.
Ford CTiain Block Co.
Ingersoll-Rand Co.
Hose. Bridges
Ohio Brass Co.
HydranHc Machinery
Allis-Chalmers Mfg. Co.
Instruments, Measuring and
Recording
Economy Electric Devices
Co.
Electric Service Sup. Oo.
(reneral Electric C!o.
Westinghouse E. ft M. Co.
Insulating Cloth, Paper and
Tape
General Electric Oo.
Irvington Varnish ft Ins.
Co.
Nat'l Fibre ft Insulation Co.
Standard Underground Cable
Westinghouse E. ft M. Co.
Insulating Silk
Irvington Varnish ft Ins.
Co.
Insulating Tarnishes
Irvington Yamlsh ft Ins.
Oo.
Sterling Varnish (3o.. The
December 30, 1922 E t E C t El c R A I L w A Y JOURNAL
•HiiiiiiiiinuiuiiiiiiiimiiiiiimiimiiiiimiiiiiimiiiiiiiiniiimiiiiiiraiiminiiiniiiiiiiiiiimiiniiniiuiinnniiiiiiiiiiMiiiiifflii
37
iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiimiinimiiiiiniiiiimiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiimiiiiiiiiiiiiiminiJiiiiiir£
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 * |
1 332 So. Michigan Ave., Chicago Chattanooga, Tenn. I
w
Compressor Efficiency at
Full and Partial Loads
Type "XCB" Air Compressors are equipped with the
5-Step Clearance Control, which automatically causes the
compressor to operate at full, three-quarter, one-half, one-
quarter or no load, depending upon the demand for air.
This compressor can be big enough to deliver the large
volume needed during rush periods, without sacrificing
efficiency when the demand is lessened.
Bulletin 3042
I
11 Broadway, New York
I If It's Compressed Air Consult Us |
nrrnirninirinrHitiiiriiiMrtMiiniiuiiMiiiiiiMiiiiiiuiiniriiiiMrininirtiiiMiiiNiriiiNiriiiMiiriirMirriiriiiriiiiiiiMiiMiintriiiMuiiiiiuiiifi'
ainMiriiriiiiiiufniiiiitiiiiiirriiMiriiiriiiiiiiiiiiiiiiriiiritiiiiiiiiiiiiiiiiiiinininiiiiiiinriiiiiiiriiriiiriiiiiiiiiKMiiiiiiiiiiiiiiniiiiiMiiiiiit^
inmmiiiiiiiiiiiiiimiiniitiiiiiiiiiiiiiiiiiiiiiiirintiiniiirinniiiiMiiiiirii riiiiriiiiiiiriiiiMiNiiiriitMiiiriiiiiiiiiHiiiiiiiuis
HiiiiniMiiiiiiuitniiHiMirtiiiiiiiiiiitiiuniiiiuiiHi!iiiiinMniMiiiiiiuiMiiMiiiiiiMiiuirMiiiiiiiiiiiiimiiinimrmiiriiiMiiinimiM^^
The Kalamazoo Trolley Wheels
I hs^ve always been made of en- I
i tirely new metal, which accounts
i for their long life WITHOUT
I INJURY TO THE WIRE. Do
I not be mislead 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.
^'"' "I" """ iiMiMiiiMit iiiiiriiiriniiiiiiijiiiii niiiiliiiiiliiilmriiiiiiiiiniiiiriiiiriiiiiiii nil i I iniiiiiiniilllil iillllilili iiiiiimiiliiiliili uilllllllilllliilMlllllliniMlllMlllirilllllllllll nil nillimiiiiiiiiiliP
IJIIIIIIIIIIIIItllllMIIIIIIIIIIIIIIIIIIMIMIIMtllKIDMIIItllltllll lllltlllllllllMIIIIMII Illllllllllllllllllillllllllijlllllllllinillllllllllllllj; »IIIIIIIIIIIIIIIIIIIIIinillllllKllllllllllillllllllllllllllllllllllllllllilllllllinimilllinmillllll1llllllllllllllllllllllllllllllllllllllllllllllllllllH'^
MOEE-JQNES
'TIGER-BRQNZE
AXLE
/ANDAEAiATURE
BEARINGS
JVo{ always we cneApesi, hui eVer
lowest in uliimaie cost -
MOCE-JQNES BRASS &METAL CO.
S(. Louis, Missouri.
B. A. HeKoman. Jr., President
Charles C. Castle. First Vice-President W. C. Lincoln,
Harold A. Hegeman, Vlce-Pres. and Engineering
Mgr. Salw and =
Fred C. J. Dell. Secretary _ =
National Railway Appliance Co. |
Grand Central Terminal i
452 Lexington Ave., Cor. 45th St., N. Y. |
BRANCH OFFICES: I
Munsey Bldg., WaahinBTton, D. C. 100 Boylston Street, Boston. Mass. i
85 Union Trust Bldg., Harrisbure. Pa. i
Hegeman-Castle Corporation. Railway Exchange Blder.. Chicago. Hi. =
RAILWAY SUPPLIES I
Tool Steel Gears and Pinions
Anderson Slank Adjudterii
(ienesco Paint Oils
Dunham Hopper Door Device
Feasible Drop Brake Staffs
Flaxlinnm Insnlatlon
AnRle-American Varnlsheij,
Paints. Enamels. Snrfacers,
Shop Cleaner,
Johnson Fare Boxes
Peerless and Perry Side Bearings
Drew Line Material and Railway
Specialties
Hartman Centering: Center Plates
ICconomy Power SaviuR Meters
U & \V Electric Heaters
Garland VentHators
Pitt Sanders
Xatlonol Safety Car Equipment
Co.'s One-Man Safety Sars
Central Equipment Company's
Hand Holds
■•riiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiitiiiiMiiiiiiiiniiiiiiiiiiiiiiiniMniiiriHiiiniir
tlllllimillllllllllillllilllllllllllUIIIIIMIDR
Tnemeo Paint Si Oil Company's Cement Paint |
'jiniiiiiiiiiiiiiimiiiiiiiiiiHiniiiiiiiiiiiniitiiiiMniiiiiiiiiMiiiiiiiiniiirMnMiiMiiiiMiiitMtMiiiiiniiHiiiniiMiiiiiiiiiiiiiiiHiiiimiiiHiHii;
38
iDBulation (See alnu I'alnts)
Anderson MtB. Co.. A. &
J. M.
Electric Ey. Equip. Co.
Electric Semee Sup. Co.
General Electrtc Co.
Irvington Varnish « Ins. Co.
Sterling Varnish Co., The
Insnlation, Slot
Irvington Varnish & Ins. Co.
Insnlators , ,,
(See also Line Material)
Anderson Mfg. Co., A. &
J. M.
Eriectric Ry. Eqvup. Co.
Electric Service Sup. Co.
Flood City Wfg. Co.
General Electric Co.
Irvington Varnish & Ins. Co.
Ohio Brass Co.
Westinghouse E. & M. Co.
Insulator Fins
Electric Service Sup. Co.
Hubbard & Co.
Insurance. Fire
Marsh & McLennan
Jacks (See also Cranes,
Hoists and Lifts)
Buckeye Jack Mfg. Co.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Joints, Bail
(See Rail Joints)
Journal Boxes
Bemis Car Truck Co.
Brill Co., The J. G.
Junction Boxes
Standard Underground Cable
Labor Adjusters
Corp. Service Bureau, The
Lamp Guards and Fixtures
Anderson Mfg. Co.. A. &
J. M.
Electric Service Sup. Co.
General Electric Co.
Westinghouse E. & M. Co.
Lamps, Arc and Incandescent
(See also Headlights)
Anderson Mfg. Co., A. &
J. M.
General Electric Co.
Westinghouse E. & M. Co.
Lamps, Signal and Marker
Nicnols-Lintern Co.
Ohio Brass Co.
Lanterns. Classifloatloo
Nichols-Lintern <;!o.
Lathe Attachments
Williams & Co.. J. H.
Lightning Protection
Anderson Mfg. Co., A. *
J. M.
Electric Service Sup. Co.
General Electric Co.
(Jhio Brass Co.
Westinghouse E. & M. Co.
Line Material (Se« also
Brackets. Insulators. Wires,
etc.
Anderson Mfg. Ck>., A. It
J. M.
Archbold- Brady Co.
(}olumbla M. W. & M. I. Co.
Electric Service Sup. Co.
Electric Ry. Equip. Co.
General Electric Co.
More-Jones Br. & Metal Co.
Ohio Brass Co.
Westinghouse E. & M. Co.
Locking Spring Boxes
Wharton. Jr.. & Co.. Wm.
Locomotives, Electric
Gfeneral Electric Co.
Westinghouse E. * M. Co.
Lnhrlcatlng Engineers
Texas Co.
Universal Lubricating Co.
Lubricants. Oils and Greases
Texas Co.
Universal Lubricating Co.
Machine Tools
Columbia M. W. & M. I. Co.
Machine Work
Columbia M. W. & M. I. Co.
Manganese Steel Castings
Wharton. Jr., & Co., Wm.
Manganese Steel Guard Ralls
Ram^po Ajax Corp.
Manganese Steel Special
Track Work
Indianapolis Switch * Frog
Co.
Ramapo Aiax Corp.
Wharton, Jr., & Co., Wm.
Meters (See Instruments)
Meters, Oar, Watt-Honr
Economy Electric Devices
Co.
Mot^r Buses
(See Buses. Motor)
Motormen's Seats
Brill Co., The J. G.
Electric Service Sup. Co.
Wood Co.. (Jhas. N.
Motors, Electric
Allis-C:halmers Mfg. Co.
Westinghouse E. & M". Co.
Motors and Generators. Sets
General Electric Co.
Nats and k^olts
AlUs-Chalmers Mfg. Co.
Barbour-Stockwell Co.
Bemis Car Truck Co.
Electbic Railway Journal
Columbia M. W. & M. 1. Co.
Hubijard & Co.
Oils (See Lubricants)
Packing „ „
Electric Service Sup. Co.
Westinghouse E. Ic M. Co.
Faints and Varnishes. Insu-
lating
Bcikwith-Chandler Co.
Sterling Varnish Co.
Faints and Varnishes (Preser-
vative)
Beckwith-Chandler Co.
Paints and Varnishes for
Woodwork
National Ry. AppUance Co
Pavement Breakers
IngersoU-Band Co.
Paving Material
Amer. Br. Shoe & Fdrj. Co
Pickups, Trolley Wire
Electric Service Sup. Co.
Ohio Brass Co.
Pinion Pullers
Columbia M. W. & M. 1. Co
Electric Service Sup. Co.
(Jeneral 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 Fittings _ „
Westinghouse Tr. Br. Co.
Planers (See Machine Tools)
Plates for Tee Rail Switches
Ramapo Aiax Corp.
plicrH — Kubher Insulated
Electric Service Sup. Co.
Ingersoll-Rand Co.
Pneumatic Tools
Pole Reinforcing
Hubbard & Co.
Pole Line Hardware
Ohio Brass Co.
Poles. Metal Street
Bates Exp. Steel Truss Co.
Electric By. Equip. Co.
Hubbard & Co.
Poles, Trolley
Anderson Mfg. Co., A. &
J. M.
Columbia M. W. tc M. I. Co.
Electric Service Sup. Co.
Nuttall Co.. B. D.
Poles, Tubular Steel
Electric By. Equip. Co.
Electric Service Sup. Co.
Poles and Ties, Treated
International Creosoting and
Construction Co.
Poles. Ties, Post, Piling and
Lumber
International Creosoting and
Construction Co.
Le Grand, Inc., Nlc
Nashville Tie Co.
Power Saving Devices
Economy Electric Devices
Co.
National By. Appliance Co.
Pressure Regulators
General Electric Co
Ohio Brass Co-
Westinghouse E. & M. Co.
Pnmps
Allis-Chalmers Mfg. Co.
Ingersoll-Rand Co.
Pumps, Vacuum
Ingersoll-Rand Co.
Punches, Ticket
Bonney-Vehslage Tool Co.
International Reg. Co., The
Wood Co., Chas. N.
Rail Braces & Fastenings
Ramapo Ajax Corp.
Rail Grinders (See Grinders)
Ball Joints
Rail Joint Co., The
Rail Joints, Welded
Indianapolis Switch & Frog
Co.
Railway Safety Switches
Consolidated Car Heating Co.
Westinghouse E. & M. Co.
Rail Welding
Rail Welding & Bonding Co.
Railway Track-work Co.
Rattan
Amer. Rat. & Reed Mfg. Co.
Brill Co., The J. 6.
Electric Service Sup. Co.
St. Louis Car Co.
Registers and Fittings
Brill Co., The J. G.
Electric Service Sup. Co.
International Reg. Co., The
Rooke Automatic Beg. Co.
Reinforcement, Concrete
American Steel & Wire Co.
Repair Shop Appiianees (Se«
also Coil Banding and
Winding Machines)
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Repair Work (See also Coils)
CuluniDla M. W. & M I. Co.
General Ei.^otric Co
Westinghouse E. & M Co.
Replarers, Car
Columbia M. W & M. 1. Co.
Electric Service Sup. Co
Resistance, Grid
Columbia M. W & M. I. Co.
KcKistance, Wire and Tube
General Electric Co.
Westinghouse E & M. Co.
Resistances
( imsolidated Car Heating Co.
Retrievers, Trolley (See
Catchers and Retrievers,
Trolley)
Rheostats
General Electric Co.
Westinghouse E. & M. Co.
Roller Bearings
Stafford Boiler Bearing Car
Truck Corp.
Roofs
Haskelite Mfg. Co.
Sanders, Track
Brill Co.. The J. G.
Columbia M. W. & M. I. Co.
Electric Service Sup. Co.
Nictiols-Lintern Co.
Ohio Brass Co.
Sash Fixtures, Car
Brill Co.. The J. G.
Scrapers, Track (See Clean-
ers and Scrapers, Track)
Screw Drivers, Rubber In-
sulated
Electric Service Sup. Co.
Seating Materials
Brill Co.. The J. G.
Seats, Bus
St. Ixjuis Car Co.
Seats, Car (See also Rattan)
Amer. Rattan & Beed Mfg.
Co.
Brill Co.. The J. G.
Heywood-Wakefleld Co.
St. Louis Car Co.
Second Hand Equipment
Electric Equipment Co.
Secret Service
Corp. Service Bureau, The
Shades. Vestibule
Brill Co.. The J. G.
Shovels
Allis-Cnialmers 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
Nichola-Lintern 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)
Sleet Wheels and Cutters
Anderson Mfg. Co.. A. &
J. M.
Columbia M. W. * M. I. Co.
Electric Ry. Equip. Co.
Electric Service Sup. Co.
More.Jones Br. & Metal Co.
Nuttall Co., R. D.
Smokestacks, Car
Nichols-Lintern Co.
Snow-Plows, Sweepers and
Brooms
Amer. Rat. & Reed Mfg. Co.
Brill Co.. The J. G.
Columbia M. W. & M. I. Co.
Consolidated Car Fender Co.
Special Adhesive Papers
Irvington Varnish Se Ins.
Co.
Spikes
Amer. Steel & Wire (3o.
Splicing Compounds
Westinghouse E. & M. Co.
Splicing Sleeves (See Clamps
and Connectors)
Springs, Car and Truck
Amer. Steel & Wire Co.
Bemis Car Truck Co.
Brill Co., The J. G.
St. Louis Car Co.
Sprinklers, Track and Road
Brill Co., The J. G.
Steel Castings
Wharton, Jr., & Co.. Wm.
Steels and Steel Products
Morton Mfg. Co.
Steps, Car
Amer. Mason Safety Tread
Co.
Morton Mfg. Co.
Stokers, Mechanical
Bal)cock & Wilcox Co
Westinghouse E. & M. Co.
Storage Batterle* (Sec Bat-
teries, Storage)
Strain insuialurt,
Ohio brase Co.
Strand
Roebling's Sons ijo., J. A,
Superheaters
Baboock & Wilcox Co.
Sweepers, Snow vSee Snow
Plows. Sweepers and
Brooms)
Switch Stands
Indianapolis Switch & Frog
Co.
Switch Stands ana fixtures
Ramapo Ajux Corp
Switches, Selector
Nichols.Lintern Co.
Switches, Track (See Track,
Special Work)
Switches and Switchboards
Ailis-Chalmers Mfg Co.
Anderson Mfg. Co.. A. &
J. M
Electric Service Sup. Co.
General Electric Co.
Westiighouse E. & M. Co.
Switches, Tee Rail
Ramapo Ajax Corp.
Tampers, Tie
Ingersoll-Rand Co.
lailway Track-Work Co.
Tapes and Cloths (See In-
sulating Cloth. Paper and
Tape)
Tee Rail Special Tpi.-rk Work
Ramapo Ajax Corp.
Telephones and Parts
Electric Service Sup. Co.
Terminals. Cable
Standard Underground Cable
Co.
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 Healer Co.. Peter
Ticket Choppers and Destroy-
ers
Electric Service Sup. Ck).
Ties and Tie Rods, Steel
Barbour-Stockwell Co.
International Steel Tie Co.
Ties. Mechanical
Dayton Mcchiinical Tie Co.
Tim, Wood Cross (.See Pole*.
Ties, etc)
Tongue Switches
Wharton, Jr. & Co.. Wm,
Tool Holders
Williams & Co.. J. H.
Tools, Thread Cutting
Williams & Co., J. H.
Tools. Track and Mlscellane-
ODS
Amer. Steel & Wire Co.
Columbia M. W. & M. I. <3o.
Electric Service Sup. Co.
Hubbard & Co.
Railway Track-work Co.
Towers and Transmission
Structures
Bates Exp. Steel Truss Co.
Westinghouse E. Sc M. Co.
Track Expansion Joints
Wharton. Jr., & Ck>.. Wm.
Track Grinders
Railway Track-work Co.
Traokle»>, Trnlllcars
St. Liiuis Car Co.
Track, Special Work
Barbour. Stockwell Co.
Indianapolis Switch & Frog
Co.
New York Switch & Ooss-
ing Co.
St. Louis Frog & Switch Co.
Wharton. Jr., & Co., Wm.
Inc.
Transformers
Allis-Chalmers Mfg. Co.
(reneral Electric Co.
Westinghouse E. Sc M. C!o.
Treads, Safety, Stair Car Step
Amer. Mason Saf, Tread Co,
Morton Mfg. Co.
Trolley Bases
Anderson Mfg. Co.. A. &.
J. M.
Electric Service Sup. Co.
General Electric Co.
Nuttall Co., B. D.
Ohio Brass Co.
Trolley Bases. Retrieving
Anderson Mfg. Co.. A. &
J. K.
Electric Service Sup. Co.
General Electric Co.
Ohio Brass Co.
Trolley Buses
Brill Co., The J. G.
(Jenerai Electric Co.
Westinghouse E. & M. Co.
Trolley Materials. Overhead
Flood City Mfg. Co.
More-Jones Brass & Metal
Co.
Ohio Brass Co.
Trolley Shoes
Economy Elee. Devices Co,
Miller Trolley Shoe Co,
Trolley and Trolley Systems
Ford-Chain Block Co.
December 30, 1922
Trullej ^Vheels and Uarps
Flood City Mfg. Co.
More JonCto Brass & Metal
Co.
Trolley Wheels. (See Wtaeds,
Trolley Wheel Boshilio)
Flood CSty .Mfg. Co.
More-Jones Brass & Metal
Co.
Trolley Wire
Amer. Electrical Works
Amer. Steel & Wire Co.
.'Vnacoiida C'opper Min. (3o,
Roebling's Sons Co., J. A,
Rome Wire Co.
Trucks, C;ar
Bemis Car Truck Co.
Brill Co.. The J. «.
St. Louis Car Co.
Tubing. Veliow and Black
Flexible Varnlshe*
Irvington Varnish & Ins. Oo,
Turbines, Steam
AUis Chalmers M^g, Co.
General Electric Co.
Westingnouse E. & M. Co.
Turbines, Water
Allis-Chalmers Mfg. Co.
Turntables
Indianapolis Switch A Frog
Co.
Turnstiles
Damon-Chapman 0*.
Electric Service Sup. Co,
Ohio Brass Co.
Perey Mfg. Co.
Upholstery Material
Amer. Batlai i Reed Mfg.
Co.
Valves
Westinghoi'so Tr. Br. (k).
Vacuum InmregnatiOD
Allis-Chalmers Mfg. 0>,
Varnished Pnpers
Irvington Varnish & Ins. (3o.
Varnished Silks
Irvington Varnish & Ins. Co.
Ventilators. Car
Brill Co., The J. G.
National By. Appliance C».
Nichols-Lintern (Jo.
Eailway Utility Co.
Welders, Portable Electrio
Indianapolis Switch It Frog
Co.
Ohio Brass Co.
Bailway Track-work (k).
Bail Welding & Bonding Co.
Welding Processes and A^
parntus
GenerM Electric Co.
Indiiuiapolis Srwitch Ik Fro#
Co.
Ohin Brass Co.
Bailway Track-work Co,
Bail Welding & Bonding Co.
Westinghouse E. & M. Oo.
Welders, Rail Joint
Indianapolis Switch Ic Frog
Co.
Ohio Brass Co.
Bailway Track-work Co.
Rail Welding * Bonding Co.
Welders. Steel
Indianapolis Switch It JFrof
Co.
Wheel Guards (See Fenden
and 'Wheel Guards)
Wheel Presses (See Machlno
Tool*)
Wheels. Car. Cast Iron
Bero*« Car Truck Co.
(JrilTiii vnufl Co.
Wheels. Car, Steel and Steal
Tire
Bemis Car Truck C!o.
Wheels, Trolley
Anderson Mfg. Co , A. *
J. M.
Columbia M. W. Ic M. I. Co,
Copper Products Forging Co,
Electric By. Equip. Co.
Electric Service Sup. Co.
General Electric Co.
Gilbert & Sons. B. F. A.
More-Jones B. & M. Co.
Nuttall Co.. R. D.
Star Brass Works
Whistles. Air
(Soneral 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. Hec'l Works
Amer. Steel & Wire Co.
AnaoDiKia Copper Min. Co.
General Electric Co
Indianapolis Switch & Frog
Co.
Roebling's Sons Co., J. A.
Rome Wire Co.
Standard Underground Cable
C!o.
Westinghouse E. & M. Oo.
Woodworking MaehlBM
Allis-Chalmers Mfg. Co
Wrenches
Williams Ic Co., J. H.
December 30, 1922
Electric Railway Journal
39
=>iiiiiiiiiiiiiiiiiiiiiiiiiriniiiiriiiiiiiiiiiiiiiiiiiriiiriiiriiiriiiiriiitiiiiiiitiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiimiimiiiiiii
llllilllllllHIIMIIII''
= Ftt A.a,B.A. mid MOB. Stand-
= ar4 Jomnala: Readily Applied to
= BQi*ipmmt Now in V»e.
SIAFFORDI
ROLLER BEARINGS |
Cut Power Require- |
ments in Half |
Prevent hot boxes and |
.-esultlng journal troubles; i
check end thrust and do =
away with all lubrication =
difficulties BECAUSE — |
They Eliminate =
jDornal Friction. E
Guaranteed Two Yeara. |
Atk for liter attire =
STAFWRD HOLLER DEAIlJm s
CAH THUCH COHPOHATION i
^diiniinNiiiMiiriiiMiiiiiiiiiiiiiiiiiifiiiMiiiiiiMiiiiiiiiiiiuiiiiiiiiiiiiiMiiiiiiiiiiiiitimiiiiiiiiriiiHiiiiiiiiiiiiiiiiiiiMiiMiiiiiitiiiiiiiriiiiR
amiiriiniiiiriiiriiiiiiiiiiiiniiiiiiiiiiiiiiiiiiMiiiiiiiiiriiiiiiiinuiiiiiiiiiiiiiiiiiiiiiiiiiiiriiitiiiiiiiiiiiiiiirniiiiiiiiiiiiiiiiuiiiiiiiniiiiMniii:
The Differential Car
An automatic dump car, an electric locomotive, a
■now plow, and a freight car — all in one Big
savings shown in track con-
struction and maintenance,
paving work, coal hauling,
aah disposal, snow removal,
and freight transportation.
The Differential
Steel Car Co.
Findlay, Ohio
gniimiiiHiiiiiiniiiiiiiiiiirmiiHiiiiiiiiiiiiiiiiiniiiiiiiiiiniiii iiiiiiiiiiiiiiniiiiiiiiiiniiiiiiiiiiiimiiiiiiiiuiiiiiiitniiiiiniiniii^
I Car Seat and |
I Snow Sweeper Rattan \
I For 60 years we have been the largest im- I
I porters of rattan from the Islands in the |
I Indian Ocean. It is therefore to be ex- |
I pected that when Rattan is thought of |
I our name, "Heywood-Wakefield," instantly |
I comes to mind. |
I Follow that impulse and write us when in |
i the market for : |
I High Grade close woven Rattan Car Seat |
I Webbing, canvas lined and unlined, in |
widths from 12 in. to 48 in. |
High Grade Snow Sweeper Rattan in |
Natural and Cut Lengths. |
High Grade Car Seats, cross or longi- |
tudinal, covered with Rattan, Plush or |
Leather. |
HEYWOOD-WAKEFIELD I
COMPANY I
Factory: Wakefield, Mass. |
SALES OFFICES : f
Heywood-Wakefleld Co. Heywood-Wakefield Co. =
516 West 34th St., New York 1415 Michigan Ave.. Chicago i
B. F. Boyle, Monadnock BIdg.. San Francisco, Cal. |
F. N. Griggr. 630 Louisiana Ave.. Washington, D. C. I
Railway and Power Engineering Corp.. Toronto and Montreal i
G. F. Cotter Supply Co., Houston, Texas i
-'iiiiiHiiiiiiiiiiniiHiiiiMiiHUhniniuiiMiiMiiiiiiiiirniiiiiMiiinriiiiiiiiHiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiirnitiiiirintiiiiiiiMiiiiiiiic
'WHiiiiiH)iiiiiuinMnMniintiniiiiiiiiiiitiiiriiiiiiiiiiiiiiiriiiiiiirMiriiiriiitiiiiiiiiiiniJiiiiiiiiiniii(iiMiiiiiiitiiiiiiiiiiiir:iii)tiiiiiiinm
jtiiiiiiiiiiiiiiiiriiiiiHiiinMiiiiiiiiiiiiiiniiitiiniiiiiiiiiiiMiiiiitiiiniiiiiitiiiiiiiiiiiiiitiiitiiiiiiitiiiiiiiiiniiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiniiift;
aiiiniiiiiiniuiiuiiiMinMiMiiiiiuiiiiiniiiiiiiriiiiiiuiiiiiiiiiniiiiiiiiiiiiiniiiiiiiiiiniiitiiiiiiiiiuiiiiiiiiiiiiiiitiiiiiiriiniiiiiitiniiiiiiiii,^
I I V^i
I A Single Segment or a Complete Commutator
i is turned out with equal care in our shops. The orders we fill
1 differ only in magnitude; small orders command our utmost care
i and skill just as do large orders. CAMERON quality applies to
5 every coil or segment that we can make, as well as to every com-
i mutator we build. That's why so many electric railway men rely
i absolutely on our name. = =
I Cameron Electrical Mfg. Co., Ansonia, Connecticut | |
niiiuiiMMiiriuiiiiiiiiHiiiiiiiiiiNiniiiiiiMiiiiiiriiirMiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiMUMiiiiirtiiiriiiiiiiiiiiiiiiniiiiiii? 1
gitiimiiriiiiiiiiiiitiiuiiiiiiiMiniiniitriiniuiiiniiiMiniHiiiiiiiiiiHiiiniiiiiiiriMtiiiiiiiuiiiriiiiiiiiiiiMiitiiiriiiiriiiiiiiniiiiiiniiitiiiiiL
a^Ki»J^iai:
Peerless Insulation
Paper haii ^5 to
50 per cent hifcher
electrical resist-
ance.
Homflex InsDl»-
tion Paper has no
grain. Folds with-
out crackioc
NATIONAL FIBRE & INSULATION CO. „.
Box 435, WUmlnKton, Delaware JSt)^
jiitiiiiiiniiiiiiiiiiiiiiiiiiiiiiniiiriiiiiHMiiiiiiriiitiiiiiiiiiitriiiniiitiiiiiiiriiiiMiiHiiiiiiiiiiiiiiiiiiiNiiNiriiiiiiiiiiiiiiiiMiitiiiiiiiiiiiiiiiir
dliiiiiiiiniiiiiiiuiiiiiniiiiiiiiiiiiiiiiMiriiiiiiiiiiiiiiiiriiiiiiiiiiitiiiiMiiiiiiiiiitiiitiiiiiiiiiiiiiiiiiiiiiiiiiiniiKiiiniiiiiiniiitiiiiiiiniiirii::
I HI WTBir HKATTCR HXHTIPMITNTS Address All -
Communl- =
cations to |
BUSH I
TERMINAL =
(220 36th St.) I
Brooklyn. =
N. Y. I
Ltterof ure on |
RequeMt i
GOLD CAR HEATING &
LIGHTING CO. .
NEW YORK CITY
PATENTED
THKRMOHTAT OONTBOL BaUIFMKNTH
.-.MtiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiniiiiiiuiiiiiiuiiiiiiiiiiiiMiiiMnriiiMiiiiiiiiiiiiiiiMiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiT
VimiiiiiiiiiiiiiiiiiiiiiHiiitiiniiiiiiiiiiininiiHJiiiiiriiiiiiitiiiniiniiniiniiiniiiiiiiMiiiiiiMiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiK
I pAI^WA:^ I fTIUIT\( f>OMPAN>( |
i Sole Manufacturers i
I "HONEYCOMB" AND "ROUND JET" TENTILAT0R8 I
£ for Monitor and Arch Roof Cars, and all classes of Iraildlnffs; 3
i also ELECTRIC THERMOMETER CONTROL I
1 ol Car Temperatures. g
I 141-lSl WEST S2D ST. WHte for 1328 Brosdwuj |
1 Chlcaco, 111. Cataloaue New York. N. T. g
•THEY'RE FORGED— NOT CAST
THAT'S WHY THEY LAST"
[No Alloy)
TROLLEY WHEELS
I No hazard to the trolley wire
i of the wheel.
-the wear comes out I
I Send for Particulars |
I THE COPPER PRODUCTS FORGING CO. I
I 1412 East 47th Street, CLEVELAND |
.TniiuiiiiiiiiMiiiniMiiMiiMniiiiiiiMiiiniiniiiiiiiniMiiiiiiiniiiiiriiiNiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiitiiiMiiiiiiiiiiiiiniHiiiiiiiiiiiiiiiiiic
ultiiiiiiiiiiniiniiniiiniiniiiiiuriiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiniiiniiiiiiiiiiiiiiiiiniiniiniiiiiiiiiiiiiiHiiiiiitiiiiiiiiiiiiiiiiiiiiiniiiiiiv
MUM
U1JJ1% Car Heating and Ventilation
P5
is one of the winter problems that you musi
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 tor
next winter. Write for details.
The Peter Smith Heater Company
1725 Mt. Elliott Ave., Detroit, Mich.
ruiiinHiniiNiiiiiiuiiifiiiniRiiiMiiiiiiiniMiitiiiiiiiMiMuiiiiiiiiiiniiiiihiiiiiiiniiMiMniiiiiniiiiiiiiiMiiiMiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiR
i:iiiiiiiiMiiiniiiiiiii!;HiniMniiniiiiMiiMiiiMiiiiiii)itinMniMiiMirMiiMiiMiiiiiitiiiriiiMiiiiiiiiiniiiiiiiiiiiriiniiiriiiiiniiiiiHMiiMiiini£
ELECTRIC CAR HEATERS
1. THERMOSTATIC CONTROL
ELECTRO-PNEUMATIC
DOOR OPERATING DEVICES
jniiiiiiiMiHiiiiriiiiimiimiiMiiiiimiiiiiimiiMiiiiiifiiiiiiimiiiiiimiiiiiMiiiniiiiiiiniiniiiiiiitiiiiiiiinmimiiiiiiNiiiiiiiniiiiitiiiiiR iiiiiniitiiiiiiiiiiiiiiiiitiiiiiiiiiiiimiiiiiiiiiiiimiHi iiiiiiiiitiiiniiriimiiitiiiiiiiiiiiiiiitiiiiiHimtiiiiiiiiimiiiiiiiiiitiiiiiiiiiiiiimiir
40
Electric Railway Journal
December 30, 1922
ALPHABETICAL INDEX TO ADVERTISEMENTS
Page
Allis-Chalmers Mfg-. Co 32
Allison & Co., J. E 20
Amer. Brake Shoe & Fdry. Co. . 37
American Car Co 41
American Electrical Works 30
Amer. Mason Safety Tread Co. . 40
American Rattan & Reed Mfg.
Co 33
American Steel & Wire Co 31
Anaconda Copper Mining Co. . . . 40
Anderson Mfg. Co.. A. & J. M. . 30
Archbold-Brady Co 21
Arnold Co., The 20
B
Babcock & Wilcox Co 32
Barbour-Stockwell Co 31
Bates Expanded Steel Truss Co, 8
Beekwith-Chandler Co 35
Beeler, John A 20
Bemis Car Truck Co 22
Bonney-Vehslage Tool Co 34
Brill Co,, J. G 41
Buckeye Jack Mfg. Co 33
Byllesby & Co.. H. M 21
Cameron Electric Mfg. Co 39
Cleveland Fare Box Co 34
Collier. Inc., Barron G .. Front Cover
Columbia M. W. & M. I. C 14
Consolidated Car Fender Co. . . , 40
Consolidated Car Heating Co ... . 39
Copper Products Forging Co ... , 39
Corp. Service Bureau. The 21
Damon Chapman Co 40
Day & Zimmerman Co., Inc 20
Dayton Mech. Tie Co 12, 13
Differential Steel Car Co 39
Page
E
Economy Electric Devices Co. , . 40
Electric Equipment Co 86
Electric Railway Equipment Co, 30
Electric Service Supplies Co. , . . 9
Peustel. Robt. M 20
Flood City Mfg. Co 30
Ford, Bacon & Davis 20
Ford Chain Block Co 33
"For Sale" Ads 35
O
Galena-Signal Oil Co 17
General Electric Co 18
Gilbert & Sons, B. F. Co 37
Gold Car Heating & Ltg. Co ... . 39
Griften Wheel Co 27
H
Haskellte Mfg. Co 29
"Help Wanted" Ads 35
Hemphill & Wells 20
Heywood- Wakefield Co 39
Hoist Englehardt. W 20
Hubbard & Co 31
Indianapolis Switch & Frog Co, 32
IngersoU-Rand Co 37
International Creosoting & Con-
struction Co 30
International Register Co., The. 34
International Steel Tie Co 7
Irvington Varnish & Insulator
Co 27
Jackson. Walter 20
Jeandron. W. J 34
Johnson Fare Box Co 34
Page
K
Kelly. Cooke & Co 21
Kuhlman Car Co 41
Le Carbone Co 34
Le Grand, Inc., Nie 33
M
McGraw-Hill Book Co . . Back Cover
Marsh & McLennan 6
Miller Trolley Shoe Co 16
Mitten-Traylor Inc 25
More- Jones Brass & Metal Co. . . 37
Morganite Brush Co 21
Morton Mfg, Co 40
N
Nachod Signal Co,, Inc 31
Nashville Tie Co 31
National Brake Co 19
National Carbon Co 32
National Fibre & Ins, Co 39
National Pneumatic Co., Inc. ... 11
National Railway Appliance Co. 37
New York Switch & Crossing Co. 31
Nichols-Lintern Co 34
Nuttall Co.. R. D 28
O
Ohio Brass Co 5
Ong, Joe R 21
Parsons, Elapp, BrinckerboS &
Douglas 20
Percy Mfg. Co.. Inc 35
Positions Wanted and Vacant. . . 35
Rail Joint Co 31
Rail Welding & Bonding Co. . . . 33
Railway Track-work Co 15
Railway Utility Co 30
Ramapo Ajax Corp 33
Page
Richey, Albert S 20
Robinson & Co., Dwight P 21
Roebling'g Sons Co., John A. . . . 30
Rome Wire Co 30
Booke Automatic Register Co . . . 34
S
St. Louis Car Co 28
Samson Cordage Works 40
Sanderson & Porter 30
Sangster & Mathews 21
Searchlight Section 35
Silver Lake Co 33
Smith & Co.. C. E 20
Smith Heater Co., Peter 39
Stafford Roller Bearing Car
Truck Corp'n 39
Standard Underground Cable Co. 31
Star Brass Works 37
Sterling Varnish Co 32
Stone & Webster 20
Stucki & Co.. A 40
Texas Co le
Tool Steel Gear & Pinion Co ... . 29
Transit Equipment Co 35
V
V. 3. Electric Signal Co 30
TJ. S. Graphite Co 33
Universal Lubricating Co 33
W
"Want" Ads 35
Wason Mfg. Co 41
Westinghousp Elec. & Mfg. Co. . 2
Westinghouse Traction Brake Co. 4
Wharton. Jr., & Co., Wm 31
White Engineering Corp., The
20
33
21
30
30
J. a.
Williams & Co.. J. H
Wish Service. The P. Edw.
Witt, Peter
Wood Co.. Chas. N
jiiiiiiiiimiiuiiiiiiiiiiii iiiiiiiii mini I iiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiii tiiiHiiiHiniiiii iiiiiiiii'
STUCKI
SIDE I
BEARINGS i
Siiiiiiiiiiiiiiiii iiiniiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiniiiiuimiiiiiiiiimiiiiiiiiiiiniiiiiniiiiiiiiiiiip.
I I SAMSON SPOT WATERPROOFED TROLLEY CORD |
A. STUCKI CO. i
Olinr Bld(. ;
= ^-^—^-^^—^-^^^^^——^^ Pittsburgh, Pa. |
.ililiiiilliiiiiMliiiiiiiiiiiiiiiiii mil mil imimmiiiiiiiii miiiii nriiiii mil miiiii Mimmimml
m
Trade Mark Rca. V. .-<. I'at. Off.
I Made of extra quality stock flrmly braided and smoothly finished. I
= Carefully inspected and guaranteed free Irom flaws. i
= Samples and information gladly sent. =
I SAMSON CORDAGE WORKS, BOSTON, MASS. I
ntiiiminiuiiiiitMiMiMiiNiNiMimrrMmriimrrnMimiiiuiiHuiiiiiiiMiMiiMiMiiMiNiiiiiiiiiniMiiMiMiMiMirMiiiiniimrMiMiMimiuiii^
iiiiiiiiiiiiitiiitiiiiiiuiiniiiiiiniinMiiMniiiiiiriiiiiiiiiiiiriitiiitiiitiiiiiiiiiiiiniiiiiuiiiMiiiitiiiriiiiininiiiiiiiiiiMiriniHitii iiiiii':^ 3>iiiiniininiiinitiininiiniiiiiiiiiMiriuiiiiiiiiHiniiiriniiMiniiiuniiMHiiiiiuniMiiiiiiiiiiitriirtiiitiiMtiiniiiiiiiiiiiiniiiiiiiiiHiiiiiii>^
TWO.'JOUR AND FIVE ARM I
TURNSTILES \
Send for Circulars |
DAMON-CHAPMAN CO. I
Rochester, N. Y. |
.illlllmimimimimiimimmi iiiir miimuiimiimimimmiii mmmmi i mmii i imimmiiR
|illiiiiimiimimiriiimiiiiimiiMiii iimmimimmiim iimmimimmii mmimmimmimmmiii
ANACONDA TROLLEY WIRE
ANACONDA COPPER
MINING COMPANY
RoUiJig Mill3 Department
CHICAGO. ILL.
-^Pf
Ana^ndA
THE AMER I CAN
BRASS COMPANY
Ganaral Offices
WATERBURY.CONN.
'"""'"mmiiiiiiri i mimimmi i m miiimimmimii iiii mimmimimmimmmi^
I'""""""""""""" '""II imimimnmiiiiim imi i mimiiiiii nm i mmimmm^
I SS New UMers in the Last 4 Months I
f KASS SAFETY TREADS |
I present an Unusual Combination I
I in that they give BETTER RESULTS AT LESS COST I
1 Manufactured and Sold by I
I Morton Manufacturing Company, Chicago I
''' ""'""""'"iin mimimnmimimra iiiiiii i inim iiiiiiraimmiramiiiiiiiiiinnimiiiiiiiimiiul
PROVIDENCE H-B
FENDERS
LIFE GUARDS
iiiiiimmimimii^ =
I The Consolidated Car Fender Co., Providence, R. I. f
I Wendell & MacDuffie Co., 61 Broadway, New York |
i General Sales Agents =
=iiiiiimiiiitiimimmimmiiiimimmmmmimmmimiMi mini Miiimiiiimiiiiimmiiiiiiimiiiiimiiiiii riiriiiiiiiiuil
^111 iHiiiiiiiiiiiiii iiiiriiiiiiniiiiiiiiiiniiiii iiiiiiiiiiiiiiiimmiiiiiniiiii i iiiiiiiuiuiiiiiiiiiiiiiiii n iiiiiniiiiiniiiiiii!!
IMASON'
Any width, with or without nosing
SAFETY TREAD
I for car and station steps
_ Standard for IS years
I American Mason Safety Tread Co., Lowell, Haas.
= St&nwood Steps and KarboUth Flooring
= Brandi offices In New York and Philadelphia
= Joseph T. Byerson & Son. Cblcsto, Western Distributers _
auiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiim^^^^^
'JliiiiiiiiiilliiiiiiiliiiiiiiiiitiiiMiiiiitiiiiiiiiiiiiiiiniinitiiiTiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiit:
METER THE ENERGY |
that's what you want to save |
Then double the sarlng by Inspecting cars on a ktlomtt-bour =
basis Instead of mlleace or time-basis. Ask for data =
ECONOMY ELECTRIC DEVICES COMPANY I
L. E. Gould. 37 W. Van Buren St., Chicago |
GENEBAL AGENT: Und Aluminum Field Colls I
= DISTRICT AGENTS: Peter Smith Heaters. Woods Lock TIU 5
I Faro Boiet. BemIs Truck SpeclalUea, Miller Trolley Shoes. i
nlllllllllllllllllllllllllinmilliiimmimmimmmimimmimmimmimmimiiiimmiii imimi mimimimmimimimiii:
December 30, 1922
Electric Railway Journal
\ r
Send for copy of our
Neiu Light-lVeight Car
Catalog No. 266.
Your New Cars
Should Be
Light- Weight Cars
This catalog includes illustra-
tions and data, principal dimen-
sions and weights, on various
types of light-weight cars built
in our plants for city, suburban
and interurban service.
The elimination of unnecessary
weight in rolling stock is justi-
fied by the reduction in operat-
ing expenses, power costs, etc.,
which result from their installa-
tion.
Every electric railway can save
money by the introduction of
light-weight equipment to dis-
place the heavier types of cars
and, at the same time, meet
service requirements.
Light-weight interurban cars
weighing as low as sixteen (16)
tons complete will enable inter-
city lines to successfully over-
come the competition set up by
other forms of transportation.
m The J. G. Brill Company |1
American Cap Co. — C.C. Kuhlman Car Co.
ST l-OU>S MO. CI_CVCU A.r.iO. OHIO.
Wason Mant'c Co.
SP« trNioriEt_D. MASS.
Electric Kailway Journal
A Pocket Encyclopaedia of Practical
Information on Electric Railway Work
Examine it
FREE
for 10 days
Electric Railway Handbook
By Albert S. Richey, Electric Railway Engineer
Professor of Electric Railway Engineering
Worcester Polytechnic Institute
832 pases, flexible, pocket size, over 600 illustrations. $4.00 net, postpaid.
This compact handbook is a reference book of practical data, formuhe and tables for
the use of operators, engineers and students. It gives priceless data on problems which
come up constantly in everyday electric railway practice. It is an invaluable handbook
to the non-technical manager as well as to the engineer.
Helps do the job in double-quick time
The formuliE, 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 and effort
and consequently brings about more efficient
results.
A Partial List of the Table of Contents
I. ROADBED AND TRACK.
Enfinecrlngr Costs. Culverts. Tressels and Bridges,
Grading. Transportation oj Earth, Handling Earth-
work, Power Shovels. Street Railway Roadbed, Elec-
tric Track Switches,
U. BUILDINGS.
Car House Track Layout, Design of Car House Building,
Repair Shop Design, Fire Protection and Prevention.
III. TRAIN MOVEMENT.
Schedules. Headway, Stops, Grades. Actual. Ruling,
Virtual. Train Resistance. Acceleration,
IV. RAILWAY MOTORS.
A. I. E, E. standardization Rules on Railway Motors,
Lists of Commercial Motors, Ventilation, Commutator
Brushes, Field Coils and Maintenance, Gears and
Pinions, Bearings and Lubrication,
V. CONTROLLING APPARATUS.
Types of Controllers, Booster Control. Power Operated
Control. Multiple tjnit Control. Maintenance of Control
Apparatus.
VI. CURRENT COLLECTING DEVICES.
Trolley 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; Braking Dis-
tance, Handbrakes va. Airbrakes, Clasp Brake. Hand-
brakes. Arrangement and Maintenance Straight Air
Brake Automatic Air Brake, Air Compressors,
Straight Air Brake.
Send No Money
Just the Coupon
IX. ROLLING STOCK.
Car Weights and Operating Costs. Typical City Cars.
Storage Battery Cars. Rapid Transit Cars. Standard
Dimension of Cars. Car Heating, Ventilation and
Lighting Motor Bus Operation,
X. TRANSMISSION AND DISTRIBUTION.
Overhead Trolley Construction, Trolley Wire Speci-
fications, Transmission Line Construction, Wire
Tables, Electrolysis, Negative Return Systems.
XI. SIGNALS AND COMMUNICATIONS.
Hand Operated Signals, Manual Block System, Auto-
matic Block System. Track Circuits, Signal Mainte-
nance, Crossing Protection, Automatic Train Stops.
Richey's Electric Railway Handbook takes the place
of an elaborate data cabinet. This book in your pocket
today, means a better day's work tomorrow.
7 tee Sxamhiaticn Couficn
McGmw-Hill Book Co., Inc.. 370 Seventh Avenue. New York. N. Y.
You may send me on 10 days' approval Biehey's Electric Railway
Handbook. $4.00 net.
I agree to pay for the book or return it postpaid within 10 days
of receipt.
Regular subscriber to the Electric Railway Journal?
Member of A.I.E.E. or A.E.R.A.?
Signed
Address
Official Position
Name of Company
(Books sent on approval to retail purchasers in the U. S. and
Canada only.) E. 12-30-22
Live Music Archive
Librivox Free Audio
Metropolitan Museum
Cleveland Museum of Art
Internet Arcade
Console Living Room
Books to Borrow
Open Library
TV News
Understanding 9/11